Longitudinal Control Characteristics of a 1/20-Scale Model of the Convair F-102 Airplane at Transonic Speeds

The effects of elevator deflections from 0deg to -20deg on the force and moment characteristics of a 1/20-scale model of the Convair F-102 airplane with chordwise fences have been determined a t Mach numbers from 0.6 to 1.1 for angles of attack up to 20deg in the Langley 8-foot transonic tunnel. The configuration exhibited static longitudinal stability throughout the range tested, although a mild pitch-up tendency was indicated a t Mach numbers from 0.85 to 0.95. Elevator pitch effectiveness decreased rapidly between the Mach numbers of 0.9 and 1.0, however, no complete loss or reversal was indicated for all conditions tested. Because of the type of longitudinal control used, trimming the configuration from the zero elevator condition resulted in substantial decreases in lift-curve slope and maximum lift-drag ratio and increases in drag due to lift. The drag at zero lift, drag due to lift, and trim drag were high for this configuration

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Source: Masters Abstracts International, Volume: 40-07, page: . Thesis (M.A.)--University of Windsor (Canada), 1988

Infrared spectra and optical constants of astronomical ices: III. Propane, propylene, and propyne

Infrared (IR) spectra of the hydrocarbon ices C3H8 (propane), C3H6 (propylene, propene), and C3H4 (propyne, methylacetylene) are relevant to the study of the low-temperature chemistry and spectroscopy of objects within and beyond the Solar System, but IR band strengths and absorption coefficients are lacking for these compounds. Here we present new IR spectra of crystalline and non-crystalline forms of C3H8, C3H6, and C3H4. Measurements of ice density and refractive index also are reported, two quantities needed to compute IR absorption coefficients, band strengths, optical constants, and, ultimately, abundances of propane, propylene, and propyne in extraterrestrial environments and in laboratory experiments. Suggestions and interpretations are offered regarding the multiple crystalline forms of propane and propylene observed. Applications and extensions are described

Flex-Ro: Development and Testing of a Semi-Autonomous Robotic Planter

The need for more crop production with minimal negative environmental impact is a continuing pursuit around the world. As the population continues to increase at an exponential rate, the demand for food, fiber, fuel, and energy also increases. Robotics and automation are seen as one of the useful technology tools to increase field productivity. This work specifically focuses on addressing labor challenges for one of the most important field operations, planting. A robotic planter unit was designed as part of this work that mounted on unmanned ground vehicle (UGV) to perform autonomous planting operation in a 1 ha (2.5 acre) field. For the robotic planter system, commercially available row units (Model: Kinze 3000 Series) were used to design a modular planter row-unit frame that was attached under the UGV (Flex-Ro). The designed robotic planter system and the associated control system were tested in both laboratory and field conditions. Autonomous planting of corn was successfully done in no-till field conditions. The efficacy of that planter at greater than 95% and emergence data at greater than 90% of desired population indicated that the robotic corn planting was successful. Additionally, engine power and electrical power data was monitored via CAN bus throughout the field trials to assess the power demands of robotic planting in a long term no-till field. Advisor: Santosh Pitl

NACA Research Memorandums

"Tests have been conducted in the Langley 8-foot transonic tunnel on a 0.04956-scale model of the Convair F-102A airplane which employed an indented and extended fuselage, cambered wing leading edges, and deflected wing tips. Force and moment characteristics were obtained for Mach numbers from 0.60 to 1.135 at angles of attack up to 20 degrees. In addition, tests were made over a limited angle-of-attack range to determine the effects of the cambered leading edges, deflected tips, and a nose section with a smooth area distribution" (p. 1)

NACA Research Memorandums

"The effects of elevator deflections from 0 degrees to -20 degrees on the force and moment characteristics of a 1/20-scale model of the Convair F-102 airplane with chordwise fences have been determined at Mach numbers from 0.6 to 1.1 for angles of attack up to 20 degrees in the Langley 8-foot transonic tunnel. The configuration exhibited static longitudinal stability throughout the range tested, although a mild pitch-up tendency was indicated at Mach numbers from 0.85 to 0.95. Elevator pitch effectiveness decreased rapidly between the Mach numbers of 0.9 and 1.0, however, no complete loss or reversal was indicated for all conditions tested" (p. 1)

Effects of Wing Leading-Edge Camber and Tip Modifications on the Aerodynamic Characteristics of a 1/20-Scale Model of the Convair F-102 Airplane at Transonic Speeds

The effects of several wing leading-edge camber and deflected-tip modifications on the force and moment characteristics of a 1/20-scale model of the Convair F-102 airplane have been determined at Mach numbers from 0.60 t o 1.14 for angles of attack up to 14 deg. in the Langley 8-foot transonic tunnel. The effects of elevator deflections from 0 deg. to -10 deg. were also obtained for a configuration incorporating favorable leading- edge and tip modifications. Leading-edge modifications which had a small amount of constant-chord camber obtained by vertically adjusting the thickness distribution over the forward (3.9 percent of the mean aerodynamic chord) portion of the wing were ineffective in reducing the drag at lifting conditions at transonic speeds. Leading edges with relatively large cambers designed to support nearly elliptical span load distributions at lift coefficients of 0.15 and 0.22 near a Mach number of 1.0 produced substantial reductions in drag at most lift coefficients

Aerodynamic Characteristics of a 0.04956-Scale Model of the Convair F-102A Airplane at Transonic Speeds

Tests have been conducted in the Langley 8-foot transonic tunnel on a 0.04956-scale model of the Convair F-102A airplane which employed an indented and extended fuselage, cambered wing leading edges, and deflected wing tips. Force and moment characteristics were obtained for Mach numbers from 0.60 to 1.135 at angles of attack up to 20 . In addition, tests were made over a limited angle-of-attack range to determine the effects of the cambered leading edges, deflected tips, and a nose section with a smooth area distribution. Fuselage modifications employed on the F-102A were responsible for a 25.percent reduction in the minimum drag-coefficient rise between the Mach numbers of 0.85 and 1.075 when compared with that for the earlier versions of the F-102. Although the wing modifications increased the F-102A subsonic minimum drag-coefficient level approximately 0.0020, they produced large decreases in drag at lifting conditions over that for the original (plane-wing) F-102. The F-102A had 15 to 25 percent higher maximum lift-drag ratios than did the original F-102. The F-102A had about 15 percent lower maximum lift-drag ratios at Mach numbers below 0.95 and slightly higher maximum lift-drag ratios at supersonic speeds when compared with those ratios for sn earlier modified-wing version of the F-102. Chordwise wing fences which provided suitable longitudinal stability for the original F-102 were not adequate for the cambered-wing F-102A The pitching-moment curves indicated a region of near neutral stability with possible pitch-up tendencies for the F-102A at high subsonic Mach numbers for lift coefficients between about 0.4 and 0.5