Wind-tunnel investigation of the tail-spoiler concept for stall-prevention on general aviation airplanes

The longitudinal aerodynamic characteristics of a full scale, single engine general aviation airplane equipped with an angle of attack limiting concept which used a tail mounted spoiler for stall prevention were investigated. The tail spoiler was deployed as a nonlinear function of changes in angle of attack in a narrow angle of attack range immediately preceding the stall angle. Spoiler deployment produced a nose down moment which limited the nose up trim capability of the elevator to an angle of attack below the stall angle of the airplane. The tail spoiler system produced significant increases in longitudinal stability and elevator hinge moments near the stall. The effects of power, flaps, and center of gravity position are also studied

Seeding techniques used in the Vortex Research Facility

For many years, the Vortex Research Facility used kerosene vapor as seeding particles. The kerosene vapor formed (approx. 1 micron) particles initially. After injection into the test section, the vapor would begin to condense and form larger particles. By switching to solid particles, this has been eliminated. The uniform-sized (approx. 1 micron) solid particle seeding is used both to seed the Laser Velocimeter system and for flow visualization. After injection, the solid particles reach a uniform suspension before the vehicle is launched. It is found that the kerosene vapor poses a problem because it is a heated gas which modified the test section temperature distribution. It also produces high turbulence and secondary air currents because it was continually injected from the time of vehicle launch until model passage. In cases where the effects of either turbulence or the vertical temperature distribution are of interest, this hot gas injection method is unsuitable. Both types of seeding particles provide adequate flow visualization but are sensitive to vertical temperature distributions

Effects of wing-leading-edge modifications on a full-scale, low-wing general aviation airplane: Wind-tunnel investigation of high-angle-of-attack aerodynamic characteristics

Wing-leading-edge modifications included leading-edge droop and slat configurations having full-span, partial-span, or segmented arrangements. Other devices included wing-chord extensions, fences, and leading-edge stall strips. Good correlation was apparent between the results of wind-tunnel data and the results of flight tests, on the basis of autorotational stability criterion, for a wide range of wing-leading-edge modifications

Low-speed stability and control wind-tunnel investigations of effects of spanwise blowing on fighter flight characteristics at high angles of attack

The effects of spanwise blowing on two configurations representative of current fighter airplanes were investigated. The two configurations differed only in wing planform, with one incorporating a trapezoidal wing and the other a 60 delta wing. Emphasis was on determining the lateral-directional characteristics, particularly in the stall/departure angle-of-attack range; however, the effects of spanwise blowing on the longitudinal aerodynamics were also determined. The-tunnel tests included measurement of static force and forced-oscillation aerodynamic data, visualization of the airflow changes created by the spanwise blowing, and free-flight model tests. The effects of blowing rate, chordwise location of the blowing ports, asymmetric blowing, and blowing on the conventional aerodynamic control characteristics were investigated. In the angle-of-attack regions in which the spanwise blowing substantially improved the wing upper-surface flow field (i.e., provided reattachment of the flow aft of the leading-edge vortex), improvements in both static and dynamic lateral-directional stability were observed. Blowing effects on stability could be proverse or adverse depending on blowing rate, blowing port loaction, and wing planform. Free-flight model tests of the trapezoidal wing confirmed the beneficial effects of spanwise blowing measured in the static and dynamic force tests

A Summary of the Experimental Results for a Generic Tractor-Trailer in the Ames Research Center 7- by 10-Foot and 12-Foot Wind Tunnels

Experimental measurements of a generic tractor-trailer were obtained in two wind tunnels at Ames Research Center. After a preliminary study at atmospheric conditions in the 7- by 10-Foot Wind Tunnel, additional testing was conducted at Reynolds numbers corresponding to full-scale highway speeds in the 12-Foot Pressure Wind Tunnel. To facilitate computational modeling, the 1:8-scale geometry, designated the Generic Conventional Model, included a simplified underbody and omitted many small-scale details. The measurements included overall and component forces and moments, static and dynamic surface pressures, and three-component particle image velocimetry. This summary report highlights the effects of numerous drag reduction concepts and provides details of the model installation in both wind tunnels. To provide a basis for comparison, the wind-averaged drag coefficient was tabulated for all configurations tested. Relative to the baseline configuration representative of a modern class-8 tractor-trailer, the most effective concepts were the trailer base flaps and trailer belly box providing a drag-coefficient reduction of 0.0855 and 0.0494, respectively. Trailer side skirts were less effective yielding a drag reduction of 0.0260. The database of this experimental effort is publicly available for further analysis

NASA's CFD Validation Program

With computational fluid dynamics (CFD) becoming a productive research and design tool, the requirement to validate CFD codes has grown significantly. NASA had emphasized CFD validation activities since 1986 when a separate work element was formed to fund experimental activities related to validation. NASA's CFD and CFD validation programs are closely coordinated to ensure that experimental data bases are available as soon as possible for validating codes. In response to industry and academic requirements, four levels of experimental research have been defined as part of CFD validation with NASA's Aeronautics Advisory Committee (AAC) support although only the fourth level actually has the detailed information necessary for validating codes. Critical flow physics especially turbulence modeling are key to improved CFD codes. NASA has focused additional resources on transition and turbulence physics to meet these requirements. With improved turbulence models, CFD codes will be more accurate, robust, and efficient. However, with the level of detailed information available from CFD codes, highly accurate and detailed experiments are required to capture the critical information for validating codes. Advanced instrumentation especially non-intrusive instrumentation is required to acquire this information in validation experiments. The CFD validation program is being coordinated and managed to address these critical activities. A list of experiments which are currently being supported at least partially are included

Wind-tunnel investigation of the flight characteristics of a canard general-aviation airplane configuration

A 0.36-scale model of a canard general-aviation airplane with a single pusher propeller and winglets was tested in the Langley 30- by 60-Foot Wind Tunnel to determine the static and dynamic stability and control and free-flight behavior of the configuration. Model variables made testing of the model possible with the canard in high and low positions, with increased winglet area, with outboard wing leading-edge droop, with fuselage-mounted vertical fin and rudder, with enlarged rudders, with dual deflecting rudders, and with ailerons mounted closer to the wing tips. The basic model exhibited generally good longitudinal and lateral stability and control characteristics. The removal of an outboard leading-edge droop degraded roll damping and produced lightly damped roll (wing rock) oscillations. In general, the model exhibited very stable dihedral effect but weak directional stability. Rudder and aileron control power were sufficiently adequate for control of most flight conditions, but appeared to be relatively weak for maneuvering compared with those of more conventionally configured models

Quality of life at the dead sea region: the lower the better? an observational study

<p>Abstract</p> <p>Background</p> <p>The Dead Sea region, the lowest in the world at 410 meters below sea level, is considered a potent climatotherapy center for the treatment of different chronic diseases.</p> <p>Objective</p> <p>To assess the prevalence of chronic diseases and the quality of life of residents of the Dead Sea region compared with residents of the Ramat Negev region, which has a similar climate, but is situated 600 meters above sea level.</p> <p>Methods</p> <p>An observational study based on a self-administered questionnaire. Data were collected from kibbutz (communal settlement) members in both regions. Residents of the Dead Sea were the study group and of Ramat Negev were the control group. We compared demographic characteristics, the prevalence of different chronic diseases and health-related quality of life (HRQOL) using the SF-36 questionnaire.</p> <p>Results</p> <p>There was a higher prevalence of skin nevi and non-inflammatory rheumatic diseases (NIRD) among Dead Sea residents, but they had significantly higher HRQOL mean scores in general health (68.7 ± 21 vs. 64.4 ± 22, p = 0.023) and vitality (64.7 ± 17.9 vs. 59.6 ± 17.3, p = 0.001), as well as significantly higher summary scores: physical component score (80.7 ± 18.2 vs. 78 ± 18.6, p = 0.042), and mental component score (79 ± 16.4 vs. 77.2 ± 15, p = 0.02). These results did not change after adjusting for social-demographic characteristics, health-related habits, and chronic diseases.</p> <p>Conclusions</p> <p>No significant difference between the groups was found in the prevalence of most chronic diseases, except for higher rates of skin nevi and NIRD among Dead Sea residents. HRQOL was significantly higher among Dead Sea residents, both healthy or with chronic disease.</p

Challenges for the smoking ban in Israeli pubs and bars: analysis guided by the behavioral ecological model

BACKGROUND: The latest amendment to the ban on smoking in public places in Israel was implemented in 2007, adding pubs and bars (P&B) to the list of public places in which smoking is prohibited. However, smoking in most P&B continued. The aim of the study was to identify the theoretically plausible reasons for the partial success of a public ban on smoking in P&B settings. Explanations provided by P&B owners were interpreted as probable causal factors based on the Behavioral Ecological Model (BEM). METHODS: Qualitative interviews were performed with 36 P&B owners in Tel-Aviv and 18 Israeli towns and cities of various population size. RESULTS: P&B owners reported a variety of situational factors (i.e., contingencies) and reinforcers as likely explanations of the partial failure of the legislated ban on smoking in public places, particularly P&B. The major reinforcers for non-adherence with the law were no or low frequency of inspections and low penalties from authorities. P&B owners also feared loss of customers and revenue if bans were enforced in their own establishment but not in competing establishments. Finally, owners reported social norms prevailing among some Israeli patrons supporting smoking in P&B settings, in part to express opposition to the new law. CONCLUSIONS: Qualitative assessment can uncover probable social situations that operate to prevent greater adherence to smoking bans. The results warrant confirmation by quantitative analyses. Policies with mandated inspections and penalty requirements that are implemented in all bars without prejudice could lead to greater adherence to smoking bans. Positive reinforcing consequences that encourage adherence (such as publicity and support from non-smokers) would be more likely to generate both greater adherence to the policy and good will toward the government. Principles of behavior outlined in the BEM offer guidance for designing quantitative confirmation analyses of future bans