A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatives. Appendix D: Procedures used to determine the mass distribution for idealized low aspect ratio two spar fighter wings

NASA Technical Reports Server (NTRS)

Roskam, J.; Hamler, F. R.; Reynolds, D.

1972-01-01

The procedures used to establish the mass matrices characteristics for the fighter type wings studied are given. A description of the procedure used to find the mass associated with a specific aerodynamic panel is presented and some examples of the application of the procedure are included.

Subsonic and supersonic longitudinal stability and control characteristics of an aft tail fighter configuration with cambered and uncambered wings and uncambered fuselage

NASA Technical Reports Server (NTRS)

Dollyhigh, S. M.

1974-01-01

An investigation has been made in the Mach number range from 0.20 to 2.16 to determine the longitudinal aerodynamic characteristics of a fighter airplane concept. The configuration concept employs a single fixed geometry inlet, a 50 deg leading-edge-angle clipped-arrow wing, a single large vertical tail, and low horizontal tails. The wing camber surface was optimized in drag due to lift and was designed to be self-trimming at Mach 1.40 and at a lift coefficient of 0.20. An uncambered or flat wing of the same planform and thickness ratio was also tested. However, for the present investigation, the fuselage was not cambered. Further tests should be made on a cambered fuselage version, which attempts to preserve the optimum wing loading on that part of the theoretical wing enclosed by the fuselage.

Evaluation of pressure and thermal data from a wind tunnel test of a large-scale, powered, STOL fighter model

NASA Technical Reports Server (NTRS)

Howell, G. A.; Crosthwait, E. L.; Witte, M. C.

1981-01-01

A STOL fighter model employing the vectored-engine-over wing concept was tested at low speeds in the NASA/Ames 40 by 80-foot wind tunnel. The model, approximately 0.75 scale of an operational fighter, was powered by two General Electric J-97 turbojet engines. Limited pressure and thermal instrumentation were provided to measure power effects (chordwise and spanwise blowing) and control-surface-deflection effects. An indepth study of the pressure and temperature data revealed many flow field features - the foremost being wing and canard leading-edge vortices. These vortices delineated regions of attached and separated flow, and their movements were often keys to an understanding of flow field changes caused by power and control-surface variations. Chordwise blowing increased wing lift and caused a modest aft shift in the center of pressure. The induced effects of chordwise blowing extended forward to the canard and significantly increased the canard lift when the surface was stalled. Spanwise blowing effectively enhanced the wing leading-edge vortex, thereby increasing lift and causing a forward shift in the center of pressure.

Steady and unsteady aerodynamic forces from the SOUSSA surface-panel method for a fighter wing with tip missile and comparison with experiment and PANAIR

NASA Technical Reports Server (NTRS)

Cunningham, Herbert J.

1987-01-01

The body surface-panel method SOUSSA is applied to calculate steady and unsteady lift and pitching moment coefficients on a thin fighter-type wing model with and without a tip-mounted missile. Comparisons are presented with experimental results and with PANAIR and PANAIR-related calculations for Mach numbers from 0.6 to 0.9. In general the SOUSSA program, the experiments, and the PANAIR (and related) programs give lift and pitching-moment results which agree at least fairly well, except for the unsteady clean-wing experimental moment and the unsteady moment on the wing tip body calculated by a PANAIR-predecessor program at a Mach number of 0.8.

Longitudinal aerodynamic characteristics of a generic fighter model with a wing designed for sustained transonic maneuver conditions

NASA Technical Reports Server (NTRS)

Ferris, J. C.

1986-01-01

A wind-tunnel investigation was made to determine the longitudinal aerodynamic characteristics of a fixed-wing generic fighter model with a wing designed for sustained transonic maneuver conditions. The airfoil sections on the wing were designed with a two-dimensional nonlinear computer code, and the root and tip section were modified with a three-dimensional code. The wing geometric characteristics were as follows: a leading-edge sweep of 45 degrees, a taper ratio of 0.2141, an aspect ratio of 3.30, and a thickness ratio of 0.044. The model was investigated at Mach numbers from 0.600 to 1.200, at Reynolds numbers, based on the model reference length, from 2,560,000 to 3,970,000, and through a model angle-of-attack range from -5 to +18 degrees.

Subsonic longitudinal and lateral-directional static aerodynamic characteristics of a general research fighter model employing a strake-wing concept

NASA Technical Reports Server (NTRS)

Fox, C. H., Jr.

1978-01-01

A general research fighter model was tested in the Langley 7 by 10 foot high speed tunnel at a Mach number of 0.3. Strakes with exposed semi-spans of 10 percent, 20 percent, and 30 percent of the wing reference semi-span were tested in combination with wings having leading edge sweep angles of 30, 44, and 60 degrees. The angle of attack range was from -4 degrees to approximately 48 degrees at sideslip angles of 0, -5, and 5 degrees. The data are presented without analysis in order to expedite publication.

Numerical Aircraft Design Using 3-D Transonic Analysis with Optimization. Volume I. Executive Summary.

DTIC Science & Technology

1981-08-01

spanl]der designs with thick wings, and winglets for transport-category aircraft; and, (2) swept forward wings, variable camber wings with direct...lift control, canards, and blended -wing concepts for fighters. Because efficient transonic performance continues to be an important design requirement

Proposed Relocation of the 37th Tactical Fighter Wing and Other Tactical Force Structure Actions. Draft Environmental Impact Statement

DTIC Science & Technology

1991-02-05

finance , insurance and real estate FL flight level ft feet FWS U.S. Fish and Wildlife Service FWW Fighter Weapon Wing FY fiscal year GAF German Air Force...three locations are related to socioeconomics. Potential effects of the realignment on employment, income, public finance , housing, and local economic...Manufacturing 89 107 1 Transportation, communications, and utilities 135 202 2 * Wholesale and retail tradeb 514 594 5 3 Finance , insurance, and real estate 216

Aerodynamic Characteristics of a 45 Degree Swept-wing Fighter-Airplane Model and Aerodynamic Loads on Adjacent Stores and Missiles at Mach Numbers of 1.57, 1.87, 2.16, and 2.53

NASA Technical Reports Server (NTRS)

Oehman, Waldo I; Turner, Kenneth L

1958-01-01

An investigation was performed in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a model of a 450 swept-wing fighter airplane, and to determine the loads on attached stores and detached missiles in the presence of the model. Also included was a determination of aileron-spoiler effectiveness, aileron hinge moments, and the effects of wing modifications on model aerodynamic characteristics. Tests were performed at Mach numbers of 1.57, 1.87, 2.16, and 2.53. The Reynolds numbers for the tests, based on the mean aerodynamic chord of the wing, varied from about 0.9 x 10(exp 6) to 5 x 10(exp 6). The results are presented with minimum analysis.

The AAF in Northwest Africa. An Account of the Twelfth Air Force in the Northwest African Landing and the Battle for Tunisia

DTIC Science & Technology

1992-01-01

29 echelon of XII Fighter Command; the Moroccan Composite Wing operated in Morocco . All wings were activated 26 January 1943. XII Fighter Command’s...satellites, would raise Allied morale, and would encourage those ele - ments in the Axis-occupied countries which were working as best they could toward...news of the invasion, in order to fore- stall an Allied breaching of the southern coast of France, to establish submarine and air bases , and to control

An Experimental Investigation to Determine the Effect of Speed-Brake Position on the Longitudinal Stability and Trim of a Swept-Wing Fighter Airplane

NASA Technical Reports Server (NTRS)

Taylor, Robert T.

1959-01-01

A 0.10-scale model of a swept-wing fighter airplane was tested in the Langley high-speed 7- by 10-foot tunnel at Mach numbers from 0.60 to 0.92 to determine the effects of adding underfuselage speed brakes. The results of brief spoiler-aileron lateral control tests also are included. The tests show acceptable trim and drag increments when the speed brakes are installed at the 32-71-inch fuselage station.

Flow field over the wing of a delta-wing fighter model with vortex control devices at Mach 0.6 to 1.2

NASA Technical Reports Server (NTRS)

Bare, E. Ann; Reubush, David E.; Haddad, Raymond C.

1992-01-01

As part of a cooperative research program between NASA, McDonnell Douglas Corporation, and Wright Research and Development Center, a flow field investigation was conducted on a 7.52 percent scale windtunnel model of an advanced fighter aircraft design. The investigation was conducted in the Langley 16 ft Transonic Tunnel at Mach numbers of 0.6, 0.9, and 1.2. Angle of attack was varied from -4 degrees to 30 degrees and the model was tested at angles of sideslip of 0, 5, and -5 degrees. Data for the over the wing flow field were obtained at four axial survey stations by the use of six 5 hole conical probes mounted on a survey mechanism. The wing leading edge primary vortex exerted the greatest influence in terms of total pressure loss on the over the wing flow field in the area surveyed. A number of vortex control devices were also investigated. They included two different apex flaps, wing leading edge vortex flaps, and small large wing fences. The vortex flap and both apex flaps were beneficial in controlling the wing leading edge primary vortex.

An aerodynamic assessment of various supersonic fighter airplanes based on Soviet design concepts

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1983-01-01

The aerodynamic, stability, and control characteristics of several supersonic fighter airplane concepts were assessed. The configurations include fixed-wing airplanes having delta wings, swept wings, and trapezoidal wings, and variable wing-sweep airplanes. Each concept employs aft tail controls. The concepts vary from lightweight, single engine, air superiority, point interceptor, or ground attack types to larger twin-engine interceptor and reconnaissance designs. Results indicate that careful application of the transonic or supersonic area rule can provide nearly optimum shaping for minimum drag for a specified Mach number requirement. Through the proper location of components and the exploitation of interference flow fields, the concepts provide linear pitching moment characteristics, high control effectiveness, and reasonably small variations in aerodynamic center location with a resulting high potential for maneuvering capability. By careful attention to component shaping and location and through the exploitation of local flow fields, favorable roll-to-yaw ratios may result and a high degree of directional stability can be achieved.

Low-speed investigation of effects of wing leading- and trailing-edge flap deflections and canard incidence on a fighter configuration equipped with a forward-swept wing

NASA Technical Reports Server (NTRS)

Gainer, T. G.; Mann, M. J.; Huffman, J. K.

1984-01-01

An advanced fighter configuration with a forward-swept wing of aspect ratio 3.28 is tested in the Langley 7 by 10 Foot High Speed Tunnel at a Mach number of 0.3. The wing has 29.5 degrees of forward sweep of the quarter chord line and is equipped with 15 percent chord leading edge and 30 percent chord trailing edge flaps. The canard is sweptback 45 degrees. Tests were made through a range of angle of attack from about -2 degrees to 22 degrees. Deflecting the flaps significantly improves the lift drag characteristics at the higher angles of attack. The canard is able to trim the configurations with different flap deflections over most of the range of angle of attack. The penalty in maximum lift coefficient due to trimming is about 0.10.

Measurement and Analysis of Wing and Tail Buffeting Loads on a Fighter Airplane

NASA Technical Reports Server (NTRS)

Huston, Wilber B; Skopinski, T H

1955-01-01

The buffeting loads measured on the wing and tail of a fighter airplane during 194 maneuvers are given in tabular form, along with the associated flight conditions. Measurements were made at altitudes of 30,000 to 10,000 feet and at speeds up to a Mach number of 0.8. Least-squares methods have been used for a preliminary analysis of the data. The agreement between the results of this analysis and the loads measured in stalls is sufficiently good to suggest the examination of the buffeting of other airplanes on the same basis.

7. Photographic copy of floor plan sketch, undated, Selfridge Air ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of floor plan sketch, undated, Selfridge Air National Guard Base Civil Engineers Office in possession of Selfridge Base Civil Engineers Office, Mt. Clemens, Michigan. - Selfridge Field, Building No. 1514, Schoolhouse Road north of South Perimeter Road, Mount Clemens, Macomb County, MI

ECN-14284

NASA Image and Video Library

1980-12-30

A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA’s B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters.

Tests on Models of Three British Airplanes in the Variable Density Wind Tunnel

NASA Technical Reports Server (NTRS)

Higgins, George J; Defoe, George L; Diehl, W S

1928-01-01

This report contains the results of tests made in the National Advisory Committee for Aeronautics variable density wind tunnel on three airplane models supplied by the British Aeronautical Research Committee. These models, the BE-2E with R.A.F. 19 wings, the British Fighter with R.A.F. 15 wings, and the Bristol Fighter with R.A.F. 30 wings, were tested over a wide range in Reynolds numbers in order to supply data desired by the Aeronautical Research Committee for scale effect studies. The maximum lifts obtained in these tests are in excellent agreement with the published results of British tests, both model and full scale. No attempt is made to compare drag data, owing to the emission of tail surfaces, radiator, etc., from the model, but is shown that the scale effect observed on the drag coefficients in these tests is due to a large extent to the parts of the models other than the wings. (author)

8. Copy of construction drawing, dated May 28, 1974, Selfridge ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. Copy of construction drawing, dated May 28, 1974, Selfridge ANG Base, Civil Engineering, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. CONVERSION/ALTERATION OF EXISTING HEATING PLANTS, MECHANICAL, DEMOLITION, BUILDING 122, PLAN NO. SLF 140-108, SHEETS 12, 13, 14, 15 OF 29. - Selfridge Field, Building No. 122, North of Wilbur Wright Boulevard between Walnut & Birch Streets, Mount Clemens, Macomb County, MI

Defense.gov Special Report: Travels With Hagel

Science.gov Websites

Force base on the Florida panhandle, talking to pilots from the 33rd Fighter Wing, meeting with and in an F-35 fighter. Troop Event At Eglin Air Force Base More Video Hagel Troop Event Kings Bay Travel Locations Map of Hagel's Trip Naval Submarine Base Kings Bay, Georgia. Eglin Air Force Base, Florida. Fort

144th Fighter Wing

Science.gov Websites

, the wing provides agile combat support, and intelligence, surveillance and reconnaissance to combatant the U.S. Air Force AF Week in Photos Senior leaders meet with industry to discuss utilizing artificial intelligence and quantum science throughout the Air Force AF announces 2018 Blacks in Government Meritorious

1. View of chapel with 366th wing headquarters building on ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. View of chapel with 366th wing headquarters building on far left. Flight line with planes and fighter squadron hangar are visible to the right of the chapel, facing southeast - Mountain Home Air Force Base, Base Chapel, 350 Willow Street, Cantonment Area, Mountain Home, Elmore County, ID

Large-scale wind-tunnel investigation of a close-coupled canard-delta-wing fighter model through high angles of attack

NASA Technical Reports Server (NTRS)

Stoll, F.; Koenig, D. G.

1983-01-01

Data obtained through very high angles of attack from a large-scale, subsonic wind-tunnel test of a close-coupled canard-delta-wing fighter model are analyzed. The canard delays wing leading-edge vortex breakdown, even for angles of attack at which the canard is completely stalled. A vortex-lattice method was applied which gave good predictions of lift and pitching moment up to an angle of attack of about 20 deg, where vortex-breakdown effects on performance become significant. Pitch-control inputs generally retain full effectiveness up to the angle of attack of maximum lift, beyond which, effectiveness drops off rapidly. A high-angle-of-attack prediction method gives good estimates of lift and drag for the completely stalled aircraft. Roll asymmetry observed at zero sideslip is apparently caused by an asymmetry in the model support structure.

Low-speed static and dynamic force tests of a generic supersonic cruise fighter configuration

NASA Technical Reports Server (NTRS)

Hahne, David E.

1989-01-01

Static and dynamic force tests of a generic fighter configuration designed for sustained supersonic flight were conducted in the Langley 30- by 60-foot tunnel. The baseline configuration had a 65 deg arrow wing, twin wing mounted vertical tails and a canard. Results showed that control was available up to C sub L,max (maximum lift coefficient) from aerodynamic controls about all axes but control in the pitch and yaw axes decreased rapidly in the post-stall angle-of-attack region. The baseline configuration showed stable lateral-directional characteristics at low angles of attack but directional stability occurred near alpha = 25 deg as the wing shielded the vertical tails. The configuration showed positive effective dihedral throughout the test angle-of-attack range. Forced oscillation tests indicated that the baseline configuration had stable damping characteristics about the lateral-directional axes.

Summary of low-speed longitudinal aerodynamics of two powered close-coupled wing-canard fighter configurations. [conducted in Langley C/STOL tunnel

NASA Technical Reports Server (NTRS)

Paulson, J. W., Jr.; Thomas, J. L.

1979-01-01

Investigations of the low speed longitudinal characteristics of two powered close coupled wing-canard fighter configurations are discussed. Data obtained at angles of attack from -2 deg to 42 deg, Mach numbers from 0.12 to 0.20, nozzle and flap deflections from 0 deg to 40 deg, and thrust coefficients from 0 to 2.0, to represent both high angle of attack subsonic maneuvering characteristics and conventional takeoff and landing characteristics are examined. Data obtained with the nozzles deflected either 60 deg or 90 deg and the flaps deflected 60 deg to represent vertical or short takeoff and landing characteristics are discussed.

Subsonic longitudinal and lateral-directional static aerodynamic characteristics of a general research fighter configuration employing a jet sheet vortex generator

NASA Technical Reports Server (NTRS)

Huffman, J. K.; Fox, C. H., Jr.; Ziegler, H.

1978-01-01

A configuration concept for developing vortex lift, which replaces the physical wing strake with a jet sheet generated fluid strake, was investigated on a general research fighter model. The vertical and horizontal location of the jet sheet with respect to the wing leading edge was studied over a momentum coefficient range from 0 to 0.24 in the Langley 7- by 10-foot high speed tunnel over a Mach number range from 0.3 to 0.8. The angle of attack range studied was from -2 to 30 deg at sideslip angles of 0, -5, and 5 deg. Test data are presented without analysis.

Study of aerodynamic technology for single-cruise-engine V/STOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Mark, L.

1982-01-01

Conceptual designs and analyses were conducted on two V/STOL supersonic fighter/attack aircraft. These aircraft feature low footprint temperature and pressure thrust augmenting ejectors in the wings for vertical lift, combined with a low wing loading, low wave drag airframe for outstanding cruise and supersonic performance. Aerodynamic, propulsion, performance, and mass properties were determined and are presented for each aircraft. Aerodynamic and Aero/Propulsion characteristics having the most significant effect on the success of the up and away flight mode were identified, and the certainty with which they could be predicted was defined. A wind tunnel model and test program are recommended to resolve the identified uncertainties.

Aerodynamic characteristics of a large-scale lift-engine fighter model with external swiveling lift-engines

NASA Technical Reports Server (NTRS)

Barrack, J. P.; Kirk, J. V.

1972-01-01

The aerodynamic characteristics of a six-engine (four lift, two lift-cruise) lift-engine model obtained in the Ames 40- by 80-foot wind tunnel are presented. The model was an approximate one-half scale representation of a lift-engine VTOL fighter aircraft with a variable-sweep wing. The four lift-engines were housed in the aft fuselage with the inlets located above the wing. Longitudinal and lateral-directional force and moment data are presented for a range of exhaust gas momentum ratios (thrust coefficients). Wind tunnel forward speed was varied from 0 to 140 knots corresponding to a maximum Reynolds number of 6.7 million. The data are presented without analysis.

High angle-of-attack aerodynamics of a strake-canard-wing V/STOL fighter configuration

NASA Technical Reports Server (NTRS)

Durston, D. A.; Schreiner, J. A.

1983-01-01

High angle-of-attack aerodynamic data are analyzed for a strake-canard-wing V/STOL fighter configuration. The configuration represents a twin-engine supersonic V/STOL fighter aircraft which uses four longitudinal thrust-augmenting ejectors to provide vertical lift. The data were obtained in tests of a 9.39 percent scale model of the configuration in the NASA Ames 12-Foot Pressure Wind Tunnel, at a Mach number of 0.2. Trimmed aerodynamic characteristics, longitudinal control power, longitudinal and lateral/directional stability, and effects of alternate strake and canard configurations are analyzed. The configuration could not be trimmed (power-off) above 12 deg angle of attack because of the limited pitch control power and the high degree of longitudinal instability (28 percent) at this Mach number. Aerodynamic center location was found to be controllable by varying strake size and canard location without significantly affecting lift and drag. These configuration variations had relatively little effect on the lateral/directional stability up to 10 deg angle of attack.

Effect of wing-tip dihedral on the longitudinal and lateral aerodynamic characteristics of a supersonic cruise configuration at subsonic speeds

NASA Technical Reports Server (NTRS)

Washburn, K. E.; Gloss, B. B.

1976-01-01

Force and moment data studies were conducted to determine the effect of wing-tip dihedral on the longitudinal and lateral aerodynamic characteristics of a supersonic cruise fighter configuration. Oil flow studies were also performed to investigate the model surface flow. Three models were tested: a flat (0 deg dihedral) wing tip, a dihedral, and an anhedral wing tip. The tests were conducted at the NASA Langley high-speed 7- by 10-foot wind tunnel.

Aerodynamic design for improved manueverability by use of three-dimensional transonic theory

NASA Technical Reports Server (NTRS)

Mann, M. J.; Campbell, R. L.; Ferris, J. C.

1984-01-01

Improvements in transonic maneuver performance by the use of three-dimensional transonic theory and a transonic design procedure were examined. The FLO-27 code of Jameson and Caughey was used to design a new wing for a fighter configuration with lower drag at transonic maneuver conditions. The wing airfoil sections were altered to reduce the upper-surface shock strength by means of a design procedure which is based on the iterative application of the FLO-27 code. The plan form of the fighter configuration was fixed and had a leading edge sweep of 45 deg and an aspect ratio of 3.28. Wind-tunnel tests were conducted on this configuration at Mach numbers from 0.60 to 0.95 and angles of attack from -2 deg to 17 deg. The transonic maneuver performance of this configuration was evaluated by comparison with a wing designed by empirical methods and a wing designed primarily by two-dimensional transonic theory. The configuration designed by the use of FLO-27 had the same or lower drag than the empirical wing and, for some conditions, lower drag than the two-dimensional design. From some maneuver conditions, the drag of the two-dimensional design was somewhat lower.

Wind-Tunnel Investigation at Subsonic and Supersonic Speeds of a Fighter Model Employing a Low-Aspect-Ratio Unswept Wing and a Horizontal Tail Mounted Well Above the Wing Plane - Longitudinal Stability and Control

NASA Technical Reports Server (NTRS)

Smith, Williard G.

1954-01-01

Experimental results showing the static longitudinal-stability and control characteristics of a model of a fighter airplane employing a low-aspect-ratio unswept wing and an all-movable horizontal tail are presented. The investigation was made over a Mach number range from 0.60 to 0.90 and from 1.35 to 1.90 at a constant Reynolds number of 2.40 million, based on the wing mean aerodynamic chord. Because of the location of the horizontal tail at the tip of the vertical tail, interference was noted between the vertical tail and the horizontal tail and between the wing and the horizontal tail. This interference produced a positive pitching-moment coefficient at zero lift throughout the Mach number range of the tests, reduced the change in stability with increasing lift coefficient of the wing at moderate lift coefficients in the subsonic speed range, and reduced the stability at low lift coefficients at high supersonic speeds. The lift and pitching-moment effectiveness of the all movable tail was unaffected by the interference effects and was constant throughout the lift-coefficient range of the tests at each Mach number except 1.90.

Numerical simulation of a powered-lift landing, tracking flow features using overset grids, and simulation of high lift devices on a fighter-lift-and-control wing

NASA Technical Reports Server (NTRS)

Chawla, Kalpana

1993-01-01

Attached as appendices to this report are documents describing work performed on the simulation of a landing powered-lift delta wing, the tracking of flow features using overset grids, and the simulation of flaps on the Wright Patterson Lab's fighter-lift-and-control (FLAC) wing. Numerical simulation of a powered-lift landing includes the computation of flow about a delta wing at four fixed heights as well as a simulated landing, in which the delta wing descends toward the ground. Comparison of computed and experimental lift coefficients indicates that the simulations capture the qualitative trends in lift-loss encountered by thrust-vectoring aircraft operating in ground effect. Power spectra of temporal variations of pressure indicate computed vortex shedding frequencies close to the jet exit are in the experimentally observed frequency range; the power spectra of pressure also provide insights into the mechanisms of lift oscillations. Also, a method for using overset grids to track dynamic flow features is described and the method is validated by tracking a moving shock and vortices shed behind a circular cylinder. Finally, Chimera gridding strategies were used to develop pressure coefficient contours for the FLAC wing for a Mach no. of 0.18 and Reynolds no. of 2.5 million.

Effect of leading- and trailing-edge flaps on clipped delta wings with and without wing camber at supersonic speeds

NASA Technical Reports Server (NTRS)

Hernandez, Gloria; Wood, Richard M.; Covell, Peter F.

1994-01-01

An experimental investigation of the aerodynamic characteristics of thin, moderately swept fighter wings has been conducted to evaluate the effect of camber and twist on the effectiveness of leading- and trailing-edge flaps at supersonic speeds in the Langley Unitary Plan Wind Tunnel. The study geometry consisted of a generic fuselage with camber typical of advanced fighter designs without inlets, canopy, or vertical tail. The model was tested with two wing configurations an uncambered (flat) wing and a cambered and twisted wing. Each wing had an identical clipped delta planform with an inboard leading edge swept back 65 deg and an outboard leading edge swept back 50 deg. The trailing edge was swept forward 25 deg. The leading-edge flaps were deflected 4 deg to 15 deg, and the trailing-edge flaps were deflected from -30 deg to 10 deg. Longitudinal force and moment data were obtained at Mach numbers of 1.60, 1.80, 2.00, and 2.16 for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.16 x 10(exp 6) per foot and for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.0 x 10(exp 6) per foot. Vapor screen, tuft, and oil flow visualization data are also included.

Design of a fifth generation air superiority fighter

NASA Astrophysics Data System (ADS)

Atique, Md. Saifuddin Ahmed; Barman, Shuvrodeb; Nafi, Asif Shahriar; Bellah, Masum; Salam, Md. Abdus

2016-07-01

Air Superiority Fighter is considered to be an effective dogfighter which is stealthy & highly maneuverable to surprise enemy along with improve survivability against the missile fire. This new generation fighter aircraft requires fantastic aerodynamics design, low wing loading (W/S), high thrust to weight ratio (T/W) with super cruise ability. Conceptual design is the first step to design an aircraft. In this paper conceptual design of an Air Superiority Fighter Aircraft is proposed to carry 1 crew member (pilot) that can fly at maximum Mach No of 2.3 covering a range of 1500 km with maximum ceiling of 61,000 ft. Payload capacity of this proposed aircraft is 6000 lb that covers two advanced missiles & one advanced gun. The Air Superiority Fighter Aircraft was designed to undertake all the following missions like: combat air petrol, air to air combat, maritime attack, close air support, suppression, destruction of enemy air defense and reconnaissance.

Exhaust-nozzle characterisitcs for a twin-jet variable-wing-sweep fighter airplane model at Mach numbers to 2.2

NASA Technical Reports Server (NTRS)

Reubush, D. E.; Mercer, C. E.

1974-01-01

A wind-tunnel investigation has been conducted to determine the exhaust-nozzle aerodynamic and propulsive characteristics for a twin-jet variable-wing-sweep fighter airplane model. The powered model was tested in the Langley 16-foot transonic tunnel and in the Langley 4-foot supersonic pressure tunnel at Mach numbers to 2.2 and at angles of attack from about minus 2 to 6 deg. Compressed air was used to simulate the nozzle exhaust flow at values of jet total-pressure ratio from approximately 1 (jet off) to about 21. Effects of configuration variables such as speed-brake deflection, store installation, and boundary-layer thickness on the the nozzle characteristics were also investigated.

Tactical STOL moment balance through innovative configuration technology

NASA Technical Reports Server (NTRS)

Eckard, G. J.; Sutton, R. C.; Poth, G. E.

1981-01-01

Innovative and conventional thrust vectoring moment balance mechanisms, as applied to advanced tactical fighters, are examined. The innovative mechanisms include thrust line translation, life line translation, and auxiliary power control; the conventional mechanisms under investigation are horizontal tails, canards, and variable sweep wings. These mechanisms are tested for their ability to provide negative static margins for landing approach or relocation of the vectored thrust line nearer the aircraft's center of gravity. The net pitching moment due to wing, flaps, and vectored thrust lift would then be small, making possible beneficial trim forces from small trimming devices. These innovative mechanisms are, however, possibly heavy and must be evaluated on their complexity, reliability, maintainability, and STOL capabilities. Several candidate fighter configurations are compared and evaluated.

7. Photographic copy of floor plan drawing, dated September 26, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of floor plan drawing, dated September 26, 1975, Selfridge ANG Base, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN BLDG. 1583. - Selfridge Field, Building Nos. 1582, 1583, 1584, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

6. Photographic copy of floor plan drawing, dated August 10, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of floor plan drawing, dated August 10, 1968, Selfridge ANG Base, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLANS BLDGS. 1582 & 1584. - Selfridge Field, Building Nos. 1582, 1583, 1584, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

EC86-33385-002

NASA Image and Video Library

1986-02-27

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark in flight with supercritical mission adaptive wings (MAW) installed. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

Study of aerodynamic technology for VSTOL fighter attack aircraft

NASA Technical Reports Server (NTRS)

Burhans, W., Jr.; Crafta, V. J., Jr.; Dannenhoffer, N.; Dellamura, F. A.; Krepski, R. E.

1978-01-01

Vertical short takeoff aircraft capability, supersonic dash capability, and transonic agility were investigated for the development of Fighter/attack aircraft to be accommodated on ships smaller than present aircraft carriers. Topics covered include: (1) description of viable V/STOL fighter/attack configuration (a high wing, close-coupled canard, twin-engine, control configured aircraft) which meets or exceeds specified levels of vehicle performance; (2) estimates of vehicle aerodynamic characteristics and the methodology utilized to generate them; (3) description of propulsion system characteristics and vehicle mass properties; (4) identification of areas of aerodynamic uncertainty; and (5) a test program to investigate the areas of aerodynamic uncertainty in the conventional flight mode.

77 FR 5168 - Amendment of Class D Airspace; Mount Clemens, MI

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-02

... Regulations (14 CFR) part 71 by updating the geographic coordinates of Selfridge Air National Guard Base and... Class D airspace within the Mount Clemens, MI, area by updating the geographic coordinates of Selfridge Air National Guard Base (ANGB) and the Selfridge Tactical Air Navigation (TACAN). This action does not...

6. Photographic copy of construction drawing, dated May 23, 1935, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of construction drawing, dated May 23, 1935, Selfridge Field Office of the Construction Division of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clement, Michigan. PLANS, ELEVATIONS, DETAILS, DRAWING NO. 6638-428. - Selfridge Field, Building No. 116, Birch Avenue at Railroad Street, Mount Clemens, Macomb County, MI

Wind-tunnel studies of the effects of simulated damage on the aerodynamic characteristics of airplanes and missiles

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1979-01-01

In order to assess the effects on static aerodynamic characteristics of battle damage to an aircraft or missile, wind tunnel studies were performed on models from which all or parts of the wing or horizontal or vertical tail had been removed. The effects of damage on the lift, longitudinal stability, lateral stability and directional stability of a swept-wing fighter are presented, along with the effects of wing removal on the control requirements of a delta-wing fighter. Results indicate that the loss of a major part of the vertical tail will probably result in the loss of the aircraft at any speed, while the loss of major parts of the horizontal tail generally results in catastrophic instability at subsonic speeds but, at low supersonic speeds, may allow the aircraft to return to friendly territory before pilot ejection. Major damage to the wing may be sustained without the loss of aircraft or pilot. The loss of some of the aerodynamic surfaces of cruise or surface-to-air missiles may result in catastrophic instability or may permit a ballistic trajectory to be maintained, depending upon the location of the lost surface with respect to the center of gravity of the missile.

Experimental study of wing leading-edge devices for improved maneuver performance of a supercritical maneuvering fighter configuration. [Langley 7- by 10-ft high speed tunnel tests

NASA Technical Reports Server (NTRS)

Mann, M. J.; Huffman, J. K.; Fox, C. H., Jr.; Campbell, R. L.

1983-01-01

Wind tunnel tests were conducted to examine the use of wing leading-edge devices for improved subsonic and transonic maneuver performance. These devices were tested on a fighter configuration which utilized supercritical-wing technology. The configuration had a leading-edge sweep of 45 deg and an aspect ratio of 3.28. The tests were conducted at Mach numbers of 0.60 and 0.85 with angles of attack from -0.5 deg to 22 deg. At both Mach numbers, sharp leading-edge flaps produced vortices which greatly altered the flow pattern on the wing and resulted in substantial reductions in drag at high lift. Underwing or pylon-type vortex generators also reduced drag at high lift. The vortex generators worked better at a Mach number of 0.60. The vortex generators gave the best overall results with zero toe-in angle and when mounted on either the outboard part of the wing or at both an outboard location and halfway out the semispan. Both the flaps and the vortex generators had a minor effect on the pitching moment. Fluorescent minitufts were found to be useful for flow visualization at transonic maneuver conditions.

Study of aerodynamic technology for VSTOL fighter/attack aircraft: Vertical attitude concept

NASA Technical Reports Server (NTRS)

Gerhardt, H. A.; Chen, W. S.

1978-01-01

The aerodynamic technology for a vertical attitude VSTOL (VATOL) supersonic fighter/attack aircraft was studied. The selected configuration features a tailless clipped delta wing with leading-edge extension (LEX), maneuvering flaps, top-side inlet, twin dry engines and vectoring nozzles. A relaxed static stability is employed in conjunction with the maneuvering flaps to optimize transonic performance and minimize supersonic trim drag. Control for subaerodynamic flight is obtained by gimballing the nozzles in combination with wing tip jets. Emphasis is placed on the development of aerodynamic characteristics and the identification of aerodynamic uncertainties. A wind tunnel test program is proposed to resolve these uncertainties and ascertain the feasibility of the conceptual design. Ship interface, flight control integration, crew station concepts, advanced weapons, avionics, and materials are discussed.

Reduction of structural loads using maneuver load control on the Advanced Fighter Technology Integration (AFTI)/F-111 mission adaptive wing

NASA Technical Reports Server (NTRS)

Thornton, Stephen V.

1993-01-01

A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

8. Photographic copy of construction drawing, dated January 10, 1962, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. Photographic copy of construction drawing, dated January 10, 1962, Department of the Air Force Air Defense Command Installations for Selfridge, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ELEVATIONS AND SECTIONS, SLF 140-056 SHEET 3 OF 7. - Selfridge Field, Building No. 562, Ammo Road northeast of Taxiway A, Mount Clemens, Macomb County, MI

7. Photographic copy of construction drawing, dated January 10, 1962, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of construction drawing, dated January 10, 1962, Department of the Air Force Air Defense Command Installations for Selfridge, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ARCHITECTURAL PLAN AND SCHEDULES, SLF 140-056, SHEET 2 OF 7. - Selfridge Field, Building No. 562, Ammo Road northeast of Taxiway A, Mount Clemens, Macomb County, MI

Study of aerodynamic technology for single-cruise-engine V/STOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Hess, J. R.; Bear, R. L.

1982-01-01

A viable, single engine, supersonic V/STOL fighter/attack aircraft concept was defined. This vectored thrust, canard wing configuration utilizes an advanced technology separated flow engine with fan stream burning. The aerodynamic characteristics of this configuration were estimated and performance evaluated. Significant aerodynamic and aerodynamic propulsion interaction uncertainties requiring additional investigation were identified. A wind tunnel model concept and test program to resolve these uncertainties and validate the aerodynamic prediction methods were defined.

7. Photographic copy of construction drawing, dated December 13, 1967, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of construction drawing, dated December 13, 1967, Department of the Air Force, Air Defense Command, Civil Engineering, Selfridge, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. GEEIA CONSOLE SUPPORT CONTROL TOWER BUILDING 559, SECTIONS, ELEVATIONS. - Selfridge Field, Building No. 559, South of East Joy Boulevard, east of North-South Runway, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated May 7, 1943, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated May 7, 1943, U.S. Engineers Field Office, Selfridge Field, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. CHANGES AND ADDITIONS TO MOTOR REPAIR SHOP, JOB N-354, DRAWING NO. 1/300. - Selfridge Field, Building No. 197, East of Jefferson Avenue between George & Railroad Streets, Mount Clemens, Macomb County, MI

8. Photographic copy of original construction drawing, dated August 10, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. Photographic copy of original construction drawing, dated August 10, 1976, Civil Engineering, Selfridge Air National Guard Base, in possession of Selfridge Base Museum, Mt. Clemens, Michigan, ALTER AIRCRAFT SHELTERS, FLOOR PLAN BUILDING NO. 21, DRAWINGS SLF-210-163. - Selfridge Field, Building Nos. 20 & 21, East Ramp south of intersection of Wilbur Wright & Birch Streets, Mount Clemens, Macomb County, MI

Study of aerodynamic technology for single-cruise-engine VSTOL fighter/attack aircraft, phase 1

NASA Technical Reports Server (NTRS)

Foley, W. H.; Sheridan, A. E.; Smith, C. W.

1982-01-01

A conceptual design and analysis on a single engine VSTOL fighter/attack aircraft is completed. The aircraft combines a NASA/deHavilland ejector with vectored thrust and is capable of accomplishing the mission and point performance of type Specification 169, and a flight demonstrator could be built with an existing F101/DFE engine. The aerodynamic, aero/propulsive, and propulsive uncertainties are identified, and a wind tunnel program is proposed to address those uncertainties associated with wing borne flight.

Effects of nozzle interfairing modifications on longitudinal aerodynamic characteristics of a twin jet, variable wing sweep fighter model

NASA Technical Reports Server (NTRS)

Reubush, D. E.; Mercer, C. E.

1975-01-01

A wind-tunnel investigation has been made to determine the effects of nozzle interfairing modifications on the longitudinal aerodynamic characteristics of a twin-jet, variable-wing-sweep fighter model. The model was tested in the Langley 16-foot transonic tunnel at Mach numbers of 0.6 to 1.3 and angles of attack from about minus 2 deg to 6 deg and in the Langley 4-foot supersonic presure tunnel at a Mach number of 2.2 and an angle of attack of 0 deg. Compressed air was used to simulate nozzle exhaust flow at jet total-pressure ratios from 1 (jet off) to about 21. The results of this investigation show that the aircraft drag can be significantly reduced by replacing the basic interfairing with a modified interfairing.

Investigation of a supersonic cruise fighter model flow field

NASA Technical Reports Server (NTRS)

Reubush, D. E.; Bare, E. A.

1985-01-01

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to survey the flow field around a model of a supersonic cruise fighter configuration. Local values of angle of attack, side flow, Mach number, and total pressure ratio were measured with a single multi-holed probe in three survey areas on a model previously used for nacelle/nozzle integration investigations. The investigation was conducted at Mach numbers of 0.6, 0.9, and 1.2, and at angles of attack from 0 deg to 10 deg. The purpose of the investigation was to provide a base of experimental data with which theoretically determined data can be compared. To that end the data are presented in tables as well as graphically, and a complete description of the model geometry is included as fuselage cross sections and wing span stations. Measured local angles of attack were generally greater than free stream angle of attack above the wing and generally smaller below. There were large spanwise local angle-of-attack and side flow gradients above the wing at the higher free stream angles of attack.

Shape memory alloy TiNi actuators for twist control of smart wing designs

NASA Astrophysics Data System (ADS)

Jardine, A. Peter; Kudva, Jayanth N.; Martin, Christopher A.; Appa, Kari

1996-05-01

On high performance military aircraft, small changes in both wing twist and wing camber have the potential to provide substantial payoffs in terms of additional lift and enhanced maneuverability. To achieve the required wing shape, actuators made of smart materials are currently being studied under an ARPA/WL contract for a subscale model of a fighter aircraft. The use of the shape memory alloy TiNi for wing twist actuation was investigated using shape memory effect (SME) torque tube actuator configurations. The actuator configurations were sized to fit inside a 16% scale model of an aircraft wing and the torque's supplied to the wing were similarly calculated from full-scale requirements. The actuator systems were tested in a conventional laboratory setting. Design and calibration of the actuators for wing twist are discussed.

Effect of twist and camber on the low-speed aerodynamic characteristics of a powered close-coupled wing-canard configuration

NASA Technical Reports Server (NTRS)

Paulson, J. W., Jr.; Thomas, J. L.

1978-01-01

A series of wind-tunnel tests were conducted in a V/STOL tunnel to determine the low-speed longitudinal aerodynamic characteristics of a powered close-coupled wing/canard fighter configuration. The data was obtained for a high angle-of-attack maneuvering configuration and a takeoff and landing configuration. The data presented in tabulated form are intended for reference purposes.

EC86-33385-04

NASA Image and Video Library

1986-03-27

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The AFTI/F111A is seen banking towards Rodgers Dry Lake and Edwards Air Force Base. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

X-36 on Ramp Viewed from Above

NASA Image and Video Library

1997-07-16

This look-down view of the X-36 Tailless Fighter Agility Research Aircraft on the ramp at NASA’s Dryden Flight Research Center, Edwards, California, clearly shows the unusual wing and canard design of the remotely-piloted aircraft.

ARC-1945-A-7120

NASA Image and Video Library

1945-02-06

North American P-51B 'Mustang' fighter in flight over bay area. The P-51 with its new laminar-flow wing sections developed by NACA was the first airplane selected for testing of airplane drag in flight and wind tunnel comparison

The design of a wind tunnel VSTOL fighter model incorporating turbine powered engine simulators

NASA Technical Reports Server (NTRS)

Bailey, R. O.; Maraz, M. R.; Hiley, P. E.

1981-01-01

A wind-tunnel model of a supersonic VSTOL fighter aircraft configuration has been developed for use in the evaluation of airframe-propulsion system aerodynamic interactions. The model may be employed with conventional test techniques, where configuration aerodynamics are measured in a flow-through mode and incremental nozzle-airframe interactions are measured in a jet-effects mode, and with the Compact Multimission Aircraft Propulsion Simulator which is capable of the simultaneous simulation of inlet and exhaust nozzle flow fields so as to allow the evaluation of the extent of inlet and nozzle flow field coupling. The basic configuration of the twin-engine model has a geometrically close-coupled canard and wing, and a moderately short nacelle with nonaxisymmetric vectorable exhaust nozzles near the wing trailing edge, and may be converted to a canardless configuration with an extremely short nacelle. Testing is planned to begin in the summer of 1982.

LDV Surveys Over a Fighter Model at Moderate to High Angles of Attack

NASA Technical Reports Server (NTRS)

Sellers, William L., III; Meyers, James F.; Hepner, Timothy E.

2004-01-01

The vortex flowfield over an advanced twin-tailed fighter configuration was measured in a low-speed wind tunnel at two angles of attack. The primary test data consisted of 3-component velocity surveys obtained using a Laser Doppler Velocimeter. Laser light sheet and surface flow visualization were also obtained to provide insight into the flowfield structure. Time-averaged velocities and the root mean square of the velocity fluctuations were obtained at two cross-sections above the model. At 15 degrees angle of attack, the vortices generated by the wing leading edge extension (LEX) were unburst over the model and passed outboard of the vertical tail. At 25 degrees angle of attack, the vortices burst in the vicinity of the wing-LEX intersection and impact directly on the vertical tails. The RMS levels of the velocity fluctuations reach values of approximately 30% in the region of the vertical tails.

Vortex Flow Correlation

DTIC Science & Technology

1981-01-01

vorticity model used on the wing as well as on the leading-edge vortex sheet. Since the trailing-edge wake vorti- city does not have the close...z SECTION B-B ( WAKE ) FIGURE 11. FLOW PAST A SLENDER WING WITH LEADING-EDGE VORTEX FLOW 49 * -- A water tunnel is useful in visualizing the reversed...on fighter aircraft which generate strong vortical flows. The differences in apparent mass between a model in air and a model in water require analysis

Effects of Blowing Spanwise from the Tips of Low-Aspect Ratio Wings of Varying Taper Ratio, with Application to Improving STOL Capability of Fighter Aircraft.

DTIC Science & Technology

1983-02-01

aspect ratio is relatively small. Brooks (ref. 1) worked with rectangular fins of 0.62 and 1.24 aspect ratio in a water medium and showed very large ...airflow rates. Lloyd (ref. 3) worked with an aspect ratio 2.0 rectangular wing using a very wide range of jet momentum coefficient; his results were in...D-A1i35 688 EFFECTS OF BLOWING SPANWISE FROM THE TIPS OF LOW ASPECT in, RATIO WINGS OF VA .(U) NIELSEN ENGINEERING AND RESEARCH INC MOUNTAIN VIEW CA

Variable-camber systems integration and operational performance of the AFTI/F-111 mission adaptive wing

NASA Technical Reports Server (NTRS)

Smith, John W.; Lock, Wilton P.; Payne, Gordon A.

1992-01-01

The advanced fighter technology integration, the AFTI/F-111 aircraft, is a preproduction F-111A testbed research airplane that was fitted with a smooth variable-camber mission adaptive wing. The camber was positioned and controlled by flexing the upper skins through rotary actuators and linkages driven by power drive units. The wing camber and control system are described. The measured servoactuator frequency responses are presented along with analytical predictions derived from the integrated characteristics of the control elements. A mission adaptive wing system chronology is used to illustrate and assess the reliability and dependability of the servoactuator system during 1524 hours of ground tests and 145 hours of flight testing.

The design of supercritical wings by the use of three-dimensional transonic theory

NASA Technical Reports Server (NTRS)

Mann, M. J.

1979-01-01

A procedure was developed for the design of transonic wings by the iterative use of three dimensional, inviscid, transonic analysis methods. The procedure was based on simple principles of supersonic flow and provided the designer with a set of guidelines for the systematic alteration of wing profile shapes to achieve some desired pressure distribution. The method was generally applicable to wing design at conditions involving a large region of supercriterical flow. To illustrate the method, it was applied to the design of a wing for a supercritical maneuvering fighter that operates at high lift and transonic Mach number. The wing profiles were altered to produce a large region of supercritical flow which was terminated by a weak shock wave. The spanwise variation of drag of this wing and some principles for selecting the streamwise pressure distribution are also discussed.

Experimental and analytical study on the flutter and gust response characteristics of a torsion-free-wing airplane model. [in the Langley transonic dynamics tunnel

NASA Technical Reports Server (NTRS)

Murphy, A. C.

1981-01-01

Experimental data and correlative analytical results on the flutter and gust response characteristics of a torsion-free-wing (TFW) fighter airplane model are presented. TFW consists of a combined wing/boom/canard surface and was tested with the TFW free to pivot in pitch and with the TFW locked to the fuselage. Flutter and gust response characteristics were measured in the Langley Transonic Dynamics Tunnel with the complete airplane model mounted on a cable mount system that provided a near free flying condition. Although the lowest flutter dynamic pressure was measured for the wing free configuration, it was only about 20 deg less than that for the wing locked configuration. However, no appreciable alleviation of the gust response was measured by freeing the wing.

An Analysis of the Tracking Performances of Two Straight-wing and Two Swept-wing Fighter Airplanes with Fixed Sights in a Standardized Test Maneuver

NASA Technical Reports Server (NTRS)

Ziff, Howard L; Rathert, George A; Gadeberg, Burnett L

1953-01-01

Standard air-to-air-gunnery tracking runs were conducted with F-51H, F8F-1, F-86A, and F-86E airplanes equipped with fixed gunsights. The tracking performances were documented over the normal operating range of altitude, Mach number, and normal acceleration factor for each airplane. The sources of error were studied by statistical analyses of the aim wander.

The Effect of Blunt-Trailing-Edge Modifications on the High-Speed Stability and Control Characteristics of a Swept-Wing Fighter Airplane

NASA Technical Reports Server (NTRS)

Sadoff, Melvin; Matteson, Frederick H.; Van Dyke, Rudolph D., Jr.

1954-01-01

An investigation was conducted on a 35 deg swept-wing fighter airplane to determine the effects of several blunt-trailing-edge modifications to the wing and tail on the high-speed stability and control characteristics and tracking performance. The results indicated significant improvement in the pitch-up characteristics for the blunt-aileron configuration at Mach numbers around 0.90. As a result of increased effectiveness of the blunt-trailing-edge aileron, the roll-off, customarily experienced with the unmodified airplane in wings-level flight between Mach numbers of about 0.9 and 1.0 was eliminated, The results also indicated that the increased effectiveness of the blunt aileron more than offset the large associated aileron hinge moment, resulting in significant improvement in the rolling performance at Mach numbers between 0.85 and 1.0. It appeared from these results that the tracking performance with the blunt-aileron configuration in the pitch-up and buffeting flight region at high Mach numbers was considerably improved over that of the unmodified airplane; however, the tracking errors of 8 to 15 mils were definitely unsatisfactory. A drag increment of about O.OOl5 due to the blunt ailerons was noted at Mach numbers to about 0.85. The drag increment was 0 at Mach numbers above 0.90.

Air National Guard Fighters the Total Force (Maxwell Paper, Number 1)

DTIC Science & Technology

1996-05-01

child abuse cases, 9 percent rise in spousal abuse reports, and an 11 percent rise in alcohol abuse. While these figures represent only one fighter wing, they highlight some of the potential problems that may be encountered by other active duty units as they too struggle under an ever increasing workload. These problems and a growing belief that long-term readiness may soon suffer if the workload is not reduced, convinced Defense Secretary William Perry to direct a greater role for the Air National Guard in peacetime contingency operations. The Air National Guard is no

Wind Tunnel Results from a Nozzle Afterbody Test of A 0.1-Scale Fighter Aircraft in the Mach Number Regime of 0.6 to 1.6

DTIC Science & Technology

1978-06-01

25 4. Nose Strake and Pitot Boom Details . . . . . . . . . . . . . . . . . . . . . . 28 5. Exhaust Nozzle Closure...actual wing through the use of simulated wing gloves (Fig. 3c) which duplicated the modification required on the wingtip supported model. The pitot ...pressure rakes located in the model plenum upstream of the nozzle throat were used to monitor the simulated jet flow. 2.2.5 Surface Pressures

Prediction of Aerodynamic Characteristics of Fighter Wings at High Angles of Attack.

DTIC Science & Technology

1984-03-01

potential distribution throughout the network of four points on a body surface great- ly facilitates the flow analysis procedure. Tangential velocity...expensive of computer time. For example, as quoted by McLean, using this coarsest grid network , each 0 surface of the 727-200 wing required 10 minutes of...1980. 19. Le Balleur, J.C. and Neron , M., "Calcul D’Ecoulements3 Visqueux Decolles sur Profils D’Ailes par une Approche de Couplage", AGARn CP-291

Nonlinear aerodynamic wing design

NASA Technical Reports Server (NTRS)

Bonner, Ellwood

1985-01-01

The applicability of new nonlinear theoretical techniques is demonstrated for supersonic wing design. The new technology was utilized to define outboard panels for an existing advanced tactical fighter model. Mach 1.6 maneuver point design and multi-operating point compromise surfaces were developed and tested. High aerodynamic efficiency was achieved at the design conditions. A corollary result was that only modest supersonic penalties were incurred to meet multiple aerodynamic requirements. The nonlinear potential analysis of a practical configuration arrangement correlated well with experimental data.

CFD validation experiments at the Lockheed-Georgia Company

NASA Technical Reports Server (NTRS)

Malone, John B.; Thomas, Andrew S. W.

1987-01-01

Information is given in viewgraph form on computational fluid dynamics (CFD) validation experiments at the Lockheed-Georgia Company. Topics covered include validation experiments on a generic fighter configuration, a transport configuration, and a generic hypersonic vehicle configuration; computational procedures; surface and pressure measurements on wings; laser velocimeter measurements of a multi-element airfoil system; the flowfield around a stiffened airfoil; laser velocimeter surveys of a circulation control wing; circulation control for high lift; and high angle of attack aerodynamic evaluations.

A study of roll attractor and wing rock of delta wings at high angles of attack

NASA Technical Reports Server (NTRS)

Niranjana, T.; Rao, D. M.; Pamadi, Bandu N.

1993-01-01

Wing rock is a high angle of attack dynamic phenomenon of limited cycle motion predominantly in roll. The wing rock is one of the limitations to combat effectiveness of the fighter aircraft. Roll Attractor is the steady state or equilibrium trim angle (phi(sub trim)) attained by the free-to-roll model, held at some angle of attack, and released form rest at a given initial roll (bank) angle (phi(sub O)). Multiple roll attractors are attained at different trim angles depending on initial roll angle. The test facility (Vigyan's low speed wind tunnel) and experimental work is presented here along with mathematical modelling of roll attractor phenomenon and analysis and comparison of predictions with experimental data.

Effect of vertical-tail location on the aerodynamic characteristics at subsonic speeds of a close-coupled canard configuration

NASA Technical Reports Server (NTRS)

Huffman, J. K.

1975-01-01

The effects were studied of various vertical-tail configurations on the longitudinal and lateral directional-stability characteristics of a general research fighter model utilizing wing-body-canard. The study indicates that the addition of the high canard resulted in an increase in total lift at angles of attack above 4 deg with a maximum lift coefficient about twice as large as that for the wing-body configuration. For the wing-body (canard off) configuration, the center-line vertical tail indicates positive vertical-tail effectiveness throughout the test angle-of-attack range; however, for this configuration none of the wing-mounted vertical-tail locations tested resulted in a positive directional-stability increment at the higher angles of attack. For the wing-body-canard configuration several outboard locations of the wing-mounted vertical tails were found.

Aerodynamic characteristics of a propulsive wing-canard concept at STOL speeds

NASA Technical Reports Server (NTRS)

Stewart, V. R.

1985-01-01

A full span model of a wing/canard concept representing a fighter configuration has been tested at STOL conditions in the NASA Langley 4 x 7 meter tunnel. The results of this test are presented, and comparisons are made to previous data of the same configuration tested as a semispan model. The potential of the propulsive wing/canard to develop very high lift coefficients was investigated with several nozzle spans (nozzle aspect ratios). Although longitudinal trim was not accomplished with the blowing distributions and configurations tested, the propulsive wing/canard appears to offer an approach to managing the large negative pitching moments associated with trailing edge flap blowing. Also presented are data showing the effects of large flap deflections and relative wing/canard positions. Presented in the appendix to the report are limited lateral-directional and ground effects data, as well as wing downwash measurements.

Photographic copy of floor plan, undated, Civil Engineers Office, in ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of floor plan, undated, Civil Engineers Office, in possession of Selfridge Base Civil Engineers Office, Mt. Clemens, Michigan - Selfridge Field, Building No. 833, West of Mulberry Street north of George Avenue, Mount Clemens, Macomb County, MI

Recent applications of the transonic wing analysis computer code, TWING

NASA Technical Reports Server (NTRS)

Subramanian, N. R.; Holst, T. L.; Thomas, S. D.

1982-01-01

An evaluation of the transonic-wing-analysis computer code TWING is given. TWING utilizes a fully implicit approximate factorization iteration scheme to solve the full potential equation in conservative form. A numerical elliptic-solver grid-generation scheme is used to generate the required finite-difference mesh. Several wing configurations were analyzed, and the limits of applicability of this code was evaluated. Comparisons of computed results were made with available experimental data. Results indicate that the code is robust, accurate (when significant viscous effects are not present), and efficient. TWING generally produces solutions an order of magnitude faster than other conservative full potential codes using successive-line overrelaxation. The present method is applicable to a wide range of isolated wing configurations including high-aspect-ratio transport wings and low-aspect-ratio, high-sweep, fighter configurations.

7. Photographic copy of photograph (ca. 1933), original print and ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of photograph (ca. 1933), original print and negative in possession of Selfridge Base Museum, Mt. Clemens, Michigan. NORTHWEST VIEW BAKING ROOM INTERIOR - Selfridge Field, Building No. 129, Wilbur Wright Boulevard at Ash Street, Mount Clemens, Macomb County, MI

Development and analysis of a STOL supersonic cruise fighter concept

NASA Technical Reports Server (NTRS)

Dollyhigh, S. M.; Foss, W. E., Jr.; Morris, S. J., Jr.; Walkley, K. B.; Swanson, E. E.; Robins, A. W.

1984-01-01

The application of advanced and emerging technologies to a fighter aircraft concept is described. The twin-boom fighter (TBF-1) relies on a two dimensional vectoring/reversing nozzle to provide STOL performance while also achieving efficient long range supersonic cruise. A key feature is that the propulsion package is placed so that the nozzle hinge line is near the aircraft center-of-gravity to allow large vector angles and, thus, provide large values of direct lift while minimizing the moments to be trimmed. The configurations name is derived from the long twin booms extending aft of the engine to the twin vertical tails which have a single horizontal tail mounted atop and between them. Technologies utilized were an advanced engine (1985 state-of-the-art), superplastic formed/diffusion bonded titanium structure, advanced controls/avionics/displays, supersonic wing design, and conformal weapons carriage. The integration of advanced technologies into this concept indicate that large gains in takeoff and landing performance, maneuver, acceleration, supersonic cruise speed, and range can be acieved relative to current fighter concepts.

Relationship Between Magnitude of Applied Spin Recovery Moment and Ensuing Number of Recovery Turns

NASA Technical Reports Server (NTRS)

Anglin, Ernie L.

1967-01-01

An analytical study has been made to investigate the relationship between the magnitude of the applied spin recovery moment and the ensuing number of turns made during recovery from a developed spin with a view toward determining how to interpolate or extrapolate spin recovery results with regard to determining the amount of control required for a satisfactory recovery. Five configurations were used which are considered to be representative of modern airplanes: a delta-wing fighter, a stub-wing research vehicle, a boostglide configuration, a supersonic trainer, and a sweptback-wing fighter. The results obtained indicate that there is a direct relationship between the magnitude of the applied spin recovery moments and the ensuing number of recovery turns made and that this relationship can be expressed in either simple multiplicative or exponential form. Either type of relationship was adequate for interpolating or extrapolating to predict turns required for recovery with satisfactory accuracy for configurations having relatively steady recovery motions. Any two recoveries from the same developed spin condition can be used as a basis for the predicted results provided these recoveries are obtained with the same ratio of recovery control deflections. No such predictive method can be expected to give satisfactory results for oscillatory recoveries.

Experimental investigation of forebody and wing leading-edge vortex interactions at high angles of attack

NASA Technical Reports Server (NTRS)

Erickson, G. E.; Gilbert, W. P.

1983-01-01

An experimental investigation was conducted to assess the vortex flow-field interactions on an advanced, twin-jet fighter aircraft configuration at high angles of attack. Flow-field surveys were conducted on a small-scale model in the Northrop 0.41 - by 0.60-meter water tunnel and, where appropriate, the qualitative observations were correlated with low-speed wind tunnel data trends obtained on a large-scale model of the advanced fighter in the NASA Langley Research Center 30- by 60-foot (9.1- by 18.3-meter) facility. Emphasis was placed on understanding the interactions of the forebody and LEX-wing vortical flows, defining the effects on rolling moment variation with sideslip, and identifying modifications to control or regulate the vortex interactions at high angles of attack. The water tunnel flow visualization results and wind tunnel data trend analysis revealed the potential for strong interactions between the forebody and LEX vortices at high angles of attack. In particular, the forebody flow development near the nose could be controlled by means of carefully-positioned radome strakes. The resultant strake-induced flow-field changes were amplified downstream by the more powerful LEX vortical motions with subsequent large effects on wing flow separation characteristics.

Effects of Wing Sweep on In-flight Boundary-layer Transition for a Laminar Flow Wing at Mach Numbers from 0.60 to 0.79

NASA Technical Reports Server (NTRS)

Anderson, Bianca Trujillo; Meyer, Robert R., Jr.

1990-01-01

The variable sweep transition flight experiment (VSTFE) was conducted on an F-14A variable sweep wing fighter to examine the effect of wing sweep on natural boundary layer transition. Nearly full span upper surface gloves, extending to 60 percent chord, were attached to the F-14 aircraft's wings. The results are presented of the glove 2 flight tests. Glove 2 had an airfoil shape designed for natural laminar flow at a wing sweep of 20 deg. Sample pressure distributions and transition locations are presented with the complete results tabulated in a database. Data were obtained at wing sweeps of 15, 20, 25, 30, and 35 deg, at Mach numbers ranging from 0.60 to 0.79, and at altitudes ranging from 10,000 to 35,000 ft. Results show that a substantial amount of laminar flow was maintained at all the wing sweeps evaluated. The maximum transition Reynolds number obtained was 18.6 x 10(exp 6) at 15 deg of wing sweep, Mach 0.75, and at an altitude of 10,000 ft.

The minimization of pylon-mounted store effects on air combat capability

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1983-01-01

Some effects of pylon-mounted missiles on aft-tail delta wing supersonic fighter concepts have been investigated. Whereas minimum drag penalties do occur with the addition of missiles, the effects at higher lifts, corresponding to maneuvering flight, are less severe and often favorable. Lower speeds and altitudes enhance the maneuvering capability and one-on-one air combat would probably tend to degenerate to subsonic speeds even though the combatants may be flying supersonic fighters. Higher speed (supersonic) flight might best be reserved for interceptors with long-range missiles where the weapon carriage effects at low angles of attack are of prime importance.

Optimization of flexible wing structures subject to strength and induced drag constraints

NASA Technical Reports Server (NTRS)

Haftka, R. T.

1977-01-01

An optimization procedure for designing wing structures subject to stress, strain, and drag constraints is presented. The optimization method utilizes an extended penalty function formulation for converting the constrained problem into a series of unconstrained ones. Newton's method is used to solve the unconstrained problems. An iterative analysis procedure is used to obtain the displacements of the wing structure including the effects of load redistribution due to the flexibility of the structure. The induced drag is calculated from the lift distribution. Approximate expressions for the constraints used during major portions of the optimization process enhance the efficiency of the procedure. A typical fighter wing is used to demonstrate the procedure. Aluminum and composite material designs are obtained. The tradeoff between weight savings and drag reduction is investigated.

75 FR 2541 - Environmental Impact Statements and Regulations; Availability of EPA Comments

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-15

..., 158th Fighter Wing Vermont Air National Guard Project, Proposed Realignment of National Guard Avenue and... the preparing agency. EIS No. 20090401, ERP No. F-IBR-K39118-CA, Delta-Mendota Canal/ California... Delta-Mendota Water Authority Project, Central Valley Project, Alameda and San Joaquin Counties, CA...

14. Photographic copy of construction drawing, dated May??, 19??, Department ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. Photographic copy of construction drawing, dated May??, 19??, Department of the Air Force, Air Defense Command, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. - Selfridge Field, Building No. 1050, Northwest corner of Doolittle Avenue & D Street; Harrison Township, Mount Clemens, Macomb County, MI

EC85-33205-07

NASA Image and Video Library

1985-10-18

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark with supercritical mission adaptive wings (MAW) installed. The four dark bands on the right wing are the locations of pressure orifices used to measure surface pressures and shock locations on the MAW. The El Paso Mountains and Red Rock Canyon State Park Califonia, about 30 miles northwest of Edwards Air Force Base, are seen directly in the background. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

Juncture flow improvement for wing/pylon configurations by using CFD methodology

NASA Technical Reports Server (NTRS)

Gea, Lie-Mine; Chyu, Wei J.; Stortz, Michael W.; Chow, Chuen-Yen

1993-01-01

Transonic flow field around a fighter wing/pylon configuration was simulated by using an implicit upwinding Navier-Stokes flow solver (F3D) and overset grid technology (Chimera). Flow separation and local shocks near the wing/pylon junction were observed in flight and predicted by numerical calculations. A new pylon/fairing shape was proposed to improve the flow quality. Based on numerical results, the size of separation area is significantly reduced and the onset of separation is delayed farther downstream. A smoother pressure gradient is also obtained near the junction area. This paper demonstrates that computational fluid dynamics (CFD) methodology can be used as a practical tool for aircraft design.

Canard-wing lift interference related to maneuvering aircraft at subsonic speeds

NASA Technical Reports Server (NTRS)

Gloss, B. B.; Mckinney, L. W.

1973-01-01

An investigation was conducted at Mach numbers of 0.7 and 0.9 to determine the lift interference effect of canard location on wing planforms typical of maneuvering fighter configurations. The canard had an exposed area of 16.0 percent of the wing reference area and was located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. In addition, the canard could be located at two longitudinal stations. Two different wing planforms were tested: one with a leading-edge sweep angle of 60 deg and the other with a leading-edge sweep angle of 44 deg. The results indicated that although downwash from the canard reduced the wing lift at angles of attack up to approximately 16 deg, the total lift was substantially greater with the canard on than with the canard off. At angles of attack above 16 deg, the canard delayed the wing stall. Changing canard deflection had essentially no effect on the total lift, since the additional lift generated by the canard deflection was lost on the wing due to an increased downwash at the wing from the canard.

Review of Relocation of the System Program Office and Logistics Support for the F-117A Stealth Fighter

DTIC Science & Technology

1998-04-10

LMSW. Cost of Repair Number Avoided Nomenclature New Part Cost Repaired Cost Wing platypus panel $60,100 $4,500 10 $ 556,000 Lower rear door panel...72,200 7,000 48 3,129,600 Rear door trailing 76,000 6,000 2 140,000 edge panel Inboard platypus panel 56,000 4,200 46 2,410,400 Outboard platypus panel...Composites Shop’s contribution to resolving the problem consisted of the redesign of the wing and inboard and outboard platypus panels. The Advanced

Numerical and Experimental Evaluation on the Residual Stresses of Welded Joints

NASA Astrophysics Data System (ADS)

Huh, Sun Chul; Park, Wonjo; Yang, Haesug; Jung, Haeyoung; Kim, Chuyoung

Wings for the defense industry such as fighters, missiles, and rockets should show no deformation or damage on the structure. The structures of existing wings had holes for weight reduction. The plates and frames were fixed with rivets or screws, which limited the weight reduction possible. In this study, an improvement was made in jointing methods through EB welding and laser welding. Welding strength was measured through tension testing. In addition, finite element analysis was performed for the welding process so as to deduce the optimum welding condition.

NAS (Numerical Aerodynamic Simulation Program) technical summaries, March 1989 - February 1990

NASA Technical Reports Server (NTRS)

1990-01-01

Given here are selected scientific results from the Numerical Aerodynamic Simulation (NAS) Program's third year of operation. During this year, the scientific community was given access to a Cray-2 and a Cray Y-MP supercomputer. Topics covered include flow field analysis of fighter wing configurations, large-scale ocean modeling, the Space Shuttle flow field, advanced computational fluid dynamics (CFD) codes for rotary-wing airloads and performance prediction, turbulence modeling of separated flows, airloads and acoustics of rotorcraft, vortex-induced nonlinearities on submarines, and standing oblique detonation waves.

7. Photographic copy of floor plan drawing, dated August 10, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of floor plan drawing, dated August 10, 1968, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. - Selfridge Field, Building No. 592, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

6. Photographic copy of floor plan, dated August 10, 1968, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of floor plan, dated August 10, 1968, Department of the Air Force Air Defense Command Installation, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. - Selfridge Field, Building No. 1576, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

Photographic copy of floor plan drawing, dated August 10, 1968, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of floor plan drawing, dated August 10, 1968, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan - Selfridge Field, Building No. 1580, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

Photographic copy of original construction drawing, Elevations Architectural, drawing No. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of original construction drawing, Elevations Architectural, drawing No. 60-02-66 SF/5/1871, Wilcox, Erickson, Vogelbach and Baumann, New York, 1 May, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1031, West of Doolittle Avenue between B & C Streets, Mount Clemens, Macomb County, MI

12. Photographic copy of construction drawing, dated September 29, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Photographic copy of construction drawing, dated September 29, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-25?? SDO 163 (ELEVATIONS) - Selfridge Field, Building Nos. 246 & 253, 246 Birch Street & 253 Wagner Street, Mount Clemens, Macomb County, MI

8. Photographic copy of construction drawing, dated November 10, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. Photographic copy of construction drawing, dated November 10, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLANS, ELEVATIONS, DETAILS, PLAN NO. 635-100. - Selfridge Field, Building No. 129, Wilbur Wright Boulevard at Ash Street, Mount Clemens, Macomb County, MI

Summary of NACA/NASA Variable-Sweep Research and Development Leading to the F-111 (TFX)

NASA Technical Reports Server (NTRS)

1966-01-01

On November 24, 1962, the United States ushered in a new era of aircraft development when the Department of Defense placed an initial development contract for the world's first supersonic variable-sweep aircraft - the F-111 or so-called TFX (tactical fighter-experimental). The multimission performance potential of this concept is made possible by virtue of the variable-sweep wing - a research development of the NASA and its predecessor, the NACA. With the wing swept forward into the maximum span position, the aircraft configuration is ideal for efficient subsonic flight. This provides long-range combat and ferry mission capability, short-field landing and take-off characteristics, and compatibility with naval aircraft carrier operation. With the wing swept back to about 650 of sweep, the aircraft has optimum supersonic performance to accomplish high-altitude supersonic bombing or interceptor missions. With the wing folded still further back, the aircraft provides low drag and low gust loads during supersonic flight "on the deck" (altitudes under 1000 feet). The concept of wing variable sweep, of course, is not new. Initial studies were conducted at Langley as early as 1945, and two subsonic variable-sweep prototypes (Bell X-5 and Grumman XF-IOF) were flown as early as 1951/52. These were subsonic aircraft, however, and the great advantage of variable sweep in improving supersonic flight efficiency could not be realized. Further the structures of these early aircraft were complicated by the necessity for translating the ing fore and aft to achieve satisfactory longitUdinal stability as the wing sweep was varied. Late in 1958 a research breakthrough at Langley provided the technology for designing a variable-sweep wing having satisfactory stability through a wide sweep angle range without the necessity for fore and aft translation of the wing. In this same period there evolved within the military services an urgent requirement for a versatile fighter-bomber that could fly efficiently at subsonic and supersonic speeds at high altitude and "on the deck". The application of variable sweep to this mission requirement then became obvious.

Forward-swept wing configuration designed for high maneuverability by use of a transonic computational method

NASA Technical Reports Server (NTRS)

Mann, M. J.; Mercer, C. E.

1986-01-01

A transonic computational analysis method and a transonic design procedure have been used to design the wing and the canard of a forward-swept-wing fighter configuration for good transonic maneuver performance. A model of this configuration was tested in the Langley 16-Foot Transonic Tunnel. Oil-flow photographs were obtained to examine the wind flow patterns at Mach numbers from 0.60 to 0.90. The transonic theory gave a reasonably good estimate of the wing pressure distributions at transonic maneuver conditions. Comparison of the forward-swept-wing configuration with an equivalent aft-swept-wing-configuration showed that, at a Mach number of 0.90 and a lift coefficient of 0.9, the two configurations have the same trimmed drag. The forward-swept wing configuration was also found to have trimmed drag levels at transonic maneuver conditions which are comparable to those of the HiMAT (highly maneuverable aircraft technology) configuration and the X-29 forward-swept-wing research configuration. The configuration of this study was also tested with a forebody strake.

Photographic copy of construction drawing, dated October 19, 1962, Department ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of construction drawing, dated October 19, 1962, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ALTER POL OPERATIONS, SHEET 1 OF 2, SLF 140-070 - Selfridge Field, Building No. 1445, Sugarbush Road north of Bunker Road, Mount Clemens, Macomb County, MI

9. Photographic copy of first and second floor plans, undated, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Photographic copy of first and second floor plans, undated, Department of the Air Force, Air Defense Command Installations, Washington, D.C., in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLANS. - Selfridge Field, Building No. 509, Sugarbush Road east of West Perimeter Road, Mount Clemens, Macomb County, MI

6. Photographic copy of floor plan drawing, dated August 18, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of floor plan drawing, dated August 18, 1968, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN BLDG. 1585. - Selfridge Field, Building No. 1585, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated March (?), 1959, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated March (?), 1959, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN, SHEET 1 OF 1, DRAWING SLF-440-022. - Selfridge Field, Building No. 101, Supply Street east of Maple Street, Mount Clemens, Macomb County, MI

Photographic copy of floor plan drawing, dated March 7, 1968, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of floor plan drawing, dated March 7, 1968, Department of the Air Force Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN BLDG. 1575 - Selfridge Field, Building No. 1575, South of East Joy Boulevard, west of Taxiway C, Mount Clemens, Macomb County, MI

13. Photographic copy of original construction drawing, Platform PlanArchitectural, Drawing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. Photographic copy of original construction drawing, Platform Plan-Architectural, Drawing No. 60-02-66 SF 5/1869, Wilcox, Erickson, Vogelbach and Baumann, New York, 1 May, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1031, West of Doolittle Avenue between B & C Streets, Mount Clemens, Macomb County, MI

14. Photographic copy of original construction drawing, ElevationsArchitectural, Drawing No. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. Photographic copy of original construction drawing, Elevations-Architectural, Drawing No. 60-02-66 SF 5/1871, Wilcox, Erickson, Vogelbach and Bauman, New York, 1 May, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1031, West of Doolittle Avenue between B & C Streets, Mount Clemens, Macomb County, MI

19. Photographic copy of construction drawing, dated July6, 1987, Goudreau/Wakely ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

19. Photographic copy of construction drawing, dated July6, 1987, Goudreau/Wakely Associates, Mt. Pleasant, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ARCHITECTURAL, DEMOLITION PLANS EXISTING HANGAR (566 (4 OF 15). - Selfridge Field, Building No. 3566, Ammo Road northeast of Taxiway A, Mount Clemens, Macomb County, MI

11. Photographic copy of construction drawing, dated July ??, 19?? ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Photographic copy of construction drawing, dated July ??, 19?? (illegible, ca. 1927), Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. DETAILS, SECTIONS (illegible), SDO 141 - Selfridge Field, Building Nos. 228, 230, 232, 234, 236, 228, 230, 232, 234, & 236 George Avenue, Mount Clemens, Macomb County, MI

11. Photographic copy of construction drawing, dated July 29, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Photographic copy of construction drawing, dated July 29, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-2511 SDO 139 (FLOOR PLANS) - Selfridge Field, Building Nos. 246 & 253, 246 Birch Street & 253 Wagner Street, Mount Clemens, Macomb County, MI

11. Photographic copy of construction drawing, dated September 20, 1930, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Photographic copy of construction drawing, dated September 20, 1930, Construction Division Office of the Quartermaster General in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-1548, SDO 133 (SECTIONS, EXTERIOR DETAILS) - Selfridge Field, Building Nos. 248, 252 & 254, 248 Birch Street & 252, 254 Wagner Street, Mount Clemens, Macomb County, MI

16. Photographic copy of construction drawing, dated July 29, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

16. Photographic copy of construction drawing, dated July 29, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-2512, SDO 182 (VESTIBULE DETAILS) - Selfridge Field, Building Nos. 242, 247, 250, 242 & 247 Birch Street & 250 Wagner Street, Mount Clemens, Macomb County, MI

10. Photographic copy of construction drawing, dated February 6, 1931, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. Photographic copy of construction drawing, dated February 6, 1931, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FOUNDATION, FIRST FLOOR PLANS, ELEVATIONS, DETAILS, PLAN NO. 6658-130. - Selfridge Field, Building No. 121, Wilbur Wright Avenue west of Ash Street, Mount Clemens, Macomb County, MI

10. Photographic copy of construction drawing, dated July ??, 19?? ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. Photographic copy of construction drawing, dated July ??, 19?? (illegible, ca. 1927), Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN (illegible), SDO 141 - Selfridge Field, Building Nos. 228, 230, 232, 234, 236, 228, 230, 232, 234, & 236 George Avenue, Mount Clemens, Macomb County, MI

14. Photographic copy of construction drawing, dated July 29, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. Photographic copy of construction drawing, dated July 29, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-2513, SDO 183 (SECTIONS) - Selfridge Field, Building Nos. 242, 247, 250, 242 & 247 Birch Street & 250 Wagner Street, Mount Clemens, Macomb County, MI

13. Photographic copy of construction drawing, dated July 29, 1932, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. Photographic copy of construction drawing, dated July 29, 1932, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-2512, SDO 132 (VESTIBULE DETAILS) - Selfridge Field, Building Nos. 248, 252 & 254, 248 Birch Street & 252, 254 Wagner Street, Mount Clemens, Macomb County, MI

9. Photographic copy of construction drawing, dated July ??, 19?? ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Photographic copy of construction drawing, dated July ??, 19?? (illegible, ca. 1927), Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN (illegible), SDO 140 - Selfridge Field, Building Nos. 228, 230, 232, 234, 236, 228, 230, 232, 234, & 236 George Avenue, Mount Clemens, Macomb County, MI

Airpower and the 1972 Easter Offensive

DTIC Science & Technology

2006-06-16

so intimately familiar with the topic. Colonel David “ El Cid” Neuenswander, a combat veteran fighter pilot, was a former commander of the United...were the O-2 and the OV-10 Bronco . VNAF FACs were still using the older 0-1s. The fixed-wing gunship pilots also became FAC-A qualified. US Deploys

Transonic Navier-Stokes computations of strake-generated vortex interactions for a fighter-like configuration

NASA Technical Reports Server (NTRS)

Reznick, Steve

1988-01-01

Transonic Euler/Navier-Stokes computations are accomplished for wing-body flow fields using a computer program called Transonic Navier-Stokes (TNS). The wing-body grids are generated using a program called ZONER, which subdivides a coarse grid about a fighter-like aircraft configuration into smaller zones, which are tailored to local grid requirements. These zones can be either finely clustered for capture of viscous effects, or coarsely clustered for inviscid portions of the flow field. Different equation sets may be solved in the different zone types. This modular approach also affords the opportunity to modify a local region of the grid without recomputing the global grid. This capability speeds up the design optimization process when quick modifications to the geometry definition are desired. The solution algorithm embodied in TNS is implicit, and is capable of capturing pressure gradients associated with shocks. The algebraic turbulence model employed has proven adequate for viscous interactions with moderate separation. Results confirm that the TNS program can successfully be used to simulate transonic viscous flows about complicated 3-D geometries.

Study of aerodynamic technology for VSTOL fighter/attack aircraft, phase 1

NASA Technical Reports Server (NTRS)

Driggers, H. H.

1978-01-01

A conceptual design study was performed of a vertical attitude takeoff and landing (VATOL) fighter/attack aircraft. The configuration has a close-coupled canard-delta wing, side two-dimensional ramp inlets, and two augmented turbofan engines with thrust vectoring capability. Performance and sensitivities to objective requirements were calculated. Aerodynamic characteristics were estimated based on contractor and NASA wind tunnel data. Computer simulations of VATOL transitions were performed. Successful transitions can be made, even with series post-stall instabilities, if reaction controls are properly phased. Principal aerodynamic uncertainties identified were post-stall aerodynamics, transonic aerodynamics with thrust vectoring and inlet performance in VATOL transition. A wind tunnel research program was recommended to resolve the aerodynamic uncertainties.

New rotation-balance apparatus for measuring airplane spin aerodynamics in the wind tunnel

NASA Technical Reports Server (NTRS)

Malcolm, G. N.

1978-01-01

An advanced rotation-balance apparatus has been developed for the Ames 12-ft pressure tunnel to study the effects of spin rate, angles of attack and sideslip, and, particularly, Reynolds number on the aerodynamics of fighter and general aviation aircraft in a steady spin. Angles of attack to 100 deg and angles of sideslip to 30 deg are possible with spin rates to 42 rad/sec (400 rpm) and Reynolds numbers to 30 million/m on fighter models with wing spans that are typically 0.7 m. A complete description of the new rotation-balance apparatus, the sting/balance/model assembly, and the operational capabilities is given.

Top-mounted inlet system feasibility for transonic-supersonic fighter aircraft. [V/STOL aircraft

NASA Technical Reports Server (NTRS)

Williams, T. L.; Hunt, B. L.; Smeltzer, D. B.; Nelms, W. P.

1981-01-01

The more salient findings are presented of recent top inlet performance evaluations aimed at assessing the feasibility of top-mounted inlet systems for transonic-supersonic fighter aircraft applications. Top inlet flow field and engine-inlet performance test data show the influence of key aircraft configuration variables-inlet longitudinal position, wing leading-edge extension planform area, canopy-dorsal integration, and variable incidence canards-on top inlet performance over the Mach range of 0.6 to 2.0. Top inlet performance data are compared with those or more conventional inlet/airframe integrations in an effort to assess the viability of top-mounted inlet systems relative to conventional inlet installations.

Structural design optimization with survivability dependent constraints application: Primary wing box of a multi-role fighter

NASA Technical Reports Server (NTRS)

Dolvin, Douglas J.

1992-01-01

The superior survivability of a multirole fighter is dependent upon balanced integration of technologies for reduced vulnerability and susceptability. The objective is to develop a methodology for structural design optimization with survivability dependent constraints. The design criteria for optimization will be survivability in a tactical laser environment. The following analyses are studied to establish a dependent design relationship between structural weight and survivability: (1) develop a physically linked global design model of survivability variables; and (2) apply conventional constraints to quantify survivability dependent design. It was not possible to develop an exact approach which would include all aspects of survivability dependent design, therefore guidelines are offered for solving similar problems.

Easy method of matching fighter engine to airframe for use in aircraft engine design courses

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mattingly, J.D.

1989-01-01

The proper match of the engine(s) to the airframe affects both aircraft size and life cycle cost. A fast and straightforward method is developed and used for the matching of fighter engine(s) to airframes during conceptual design. A thrust-lapse equation is developed for the dual-spool, mixed-flow, afterburning turbofan type of engine based on the installation losses of 'Aircraft Engine Design' and the performance predictions of the cycle analysis programs ONX and OFFX. Using system performance requirements, the effects of aircraft thrust-to-weight, wing loading, and engine cycle on takeoff weight are analyzed and example design course results presented. 5 refs.

Effects of deflected thrust on the longitudinal aerodynamic characteristics of a close-coupled wing-canard configuration. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Yip, L. P.; Paulson, J. W., Jr.

1977-01-01

The effects of power on the longitudinal aerodynamic characteristics of a close-coupled wing-canard fighter configuration with partial-span rectangular nozzles at the trailing edge of the wing were investigated. Data were obtained on a basic wing-strake configuration for nozzle and flap deflections from 0 deg to 30 deg and for nominal thrust coefficients from 0 to 0.30. The model was tested over an angle-of-attack range from -2 deg to 40 deg at Mach numbers of 0.15 and 0.18. Results show substantial improvements in lift-curve slope, in maximum lift, and in drag-due-to-lift efficiency when the canard and strakes have been added to the basic wing-fuselage (wing-alone) configuration. Addition of power increased both lift-curve slope and maximum lift, improved longitudinal stability, and reduced drag due to lift on both the wing-canard and wing-canard-strake configurations. These beneficial effects are primarily derived from boundary-layer control due to moderate thrust coefficients which delay flow separation on the nozzle and inboard portion of the wing flaps.

Vortex Flap Technology: a Stability and Control Assessment

NASA Technical Reports Server (NTRS)

Carey, K. M.; Erickson, G. E.

1984-01-01

A comprehensive low-speed wind tunnel investigation was performed of leading edge vortex flaps applied to representative aircraft configurations. A determination was made of the effects of analytically- and empirically-designed vortex flaps on the static longitudinal and lateral-directional aerodynamics, stability, and control characteristics of fighter wings having leading-edge sweep angles of 45 to 76.5 degrees. The sensitivity to several configuration modifications was assessed, which included the effects of flap planform, leading- and trailing-edge flap deflection angles, wing location on the fuselage, forebody strakes, canards, and centerline and outboard vertical tails. Six-component forces and moments, wing surface static pressure distributions, and surface flow patterns were obtained using the Northrop 21- by 30-inch low-speed wind tunnel.

Photographic copy of construction drawing, dated November 17, 1961, Department ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of construction drawing, dated November 17, 1961, Department of the Air Force, Air Defense Command Installations, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN, EQUIPMENT LAYOUT, SITE PLAN, DRAWING NO. P20-130-002 - Selfridge Field, Building No. 1025, Doolittle Drive north of D Street, Mount Clemens, Macomb County, MI

Photographic copy of plan drawing, Department of the Air Force, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of plan drawing, Department of the Air Force, Air Defense Command Directorate of Installations, May 28, 1954, Civil Engineers Office, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. FLOOR PLAN, 826-198-4 - Selfridge Field, Building No. 199, South of George Avenue between Walnut & Birch Streets, Mount Clemens, Macomb County, MI

12. Photographic copy of original construction drawing, First and Second ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Photographic copy of original construction drawing, First and Second Floor Plans-Architectural, Drawing No. 60-02-66 SF 5/1868, Wilcox, Erickson, Vogelbach and Baumann, New York, 1 May, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1031, West of Doolittle Avenue between B & C Streets, Mount Clemens, Macomb County, MI

7. Photographic copy of construction drawing, dated October 28, 1964, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of construction drawing, dated October 28, 1964, Edward M. Newman Architect, Detroit, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. EXISTING AND PROPOSED ELEVATIONS, SHEET 3 OF 6, DRAWING NO. SLF-740-085. - Selfridge Field, Building No. 178, East side of Wagner Street south of George Avenue, Mount Clemens, Macomb County, MI

9. Photographic copy of construction drawing, dated October 29, 1958, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Photographic copy of construction drawing, dated October 29, 1958, Giffels and Rossetti, Architects-Engineers, Detroit, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. STANDBY POWER UNIT, ARCHITECTURAL, ADDITION TO BLDG, 853, SHEET 3 OF 12. - Selfridge Field, Building No. 853, North of Taxiway H, east of North-South Runway, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated October 29, 1958, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated October 29, 1958, Giffels & Rossetti, Detroit, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. STANDBY GENERATOR BUILDING, ARCHITECTURAL; PLAN, ELEVATIONS, SECTION, SHEET 2 OF 12, DRAWING NO. SLF-800-045. - Selfridge Field, Building No. 98, South of East Ramp, east of Taxiway F, Mount Clemens, Macomb County, MI

6. Photographic copy of construction drawing, dated April 12, 1958, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of construction drawing, dated April 12, 1958, Germany S. Klees, Consulting Engineers, Detroit, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. MODIFICATION TO BUILDING NO. 559, ARCHITECTURAL ELEVATIONS AND DETAILS. - Selfridge Field, Building No. 559, South of East Joy Boulevard, east of North-South Runway, Mount Clemens, Macomb County, MI

9. Photographic copy of construction drawing, dated October 30, 1951, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Photographic copy of construction drawing, dated October 30, 1951, Holabird & Root & Burgee, Architects-Engineers, Chicago, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ARCHITECTURAL DETAILS, SHEET 4 OF 9, DRAWING NO. 25-22-04. - Selfridge Field, Building Nos. 1012, 1015, 1016, 1017, Doolittle Drive south of B Street, Mount Clemens, Macomb County, MI

15. Photographic copy of construction drawing, dated June 7, 1933, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

15. Photographic copy of construction drawing, dated June 7, 1933, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-25??, SDO 134 F4 1B (ELEVATIONS) - Selfridge Field, Building Nos. 242, 247, 250, 242 & 247 Birch Street & 250 Wagner Street, Mount Clemens, Macomb County, MI

12. Photographic copy of construction drawing, dated June 7, 1933, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Photographic copy of construction drawing, dated June 7, 1933, Construction Division Office of the Quartermaster General, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN 625-2517, SDO 186 F41 (FLOOR PLAN) - Selfridge Field, Building Nos. 248, 252 & 254, 248 Birch Street & 252, 254 Wagner Street, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated December 13, 1933, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated December 13, 1933, Construction Service QMC, Office of the Constructing Quartermaster, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ELEVATIONS AND PLAN, PLAN NO. 6658-1, DRAWING 6658-1, DRAWING 6658-242. - Selfridge Field, Building No. 156, Railroad Avenue at North Jefferson Avenue, Mount Clemens, Macomb County, MI

7. Copy of construction drawing, dated June 10, 1931, Construction ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Copy of construction drawing, dated June 10, 1931, Construction Division, Office of the Construction Quartermaster, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. BOILER HOUSE - BG DETAILS, PLAN NO. 695-300. DRAWING F33A. - Selfridge Field, Building No. 122, North of Wilbur Wright Boulevard between Walnut & Birch Streets, Mount Clemens, Macomb County, MI

75 FR 1447 - Alaska Railroad Corporation-Construction and Operation Exemption-Rail Line Between North Pole and...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-11

... Railroad Corporation--Construction and Operation Exemption--Rail Line Between North Pole and Delta Junction... of North Pole (located just south of Fairbanks) to the southern side of the community of Delta... Railroad Administration, U.S. Air Force 354th Fighter Wing Command from Eielson Air Force Base, U.S. Army...

Dashboard Lights: Monitoring Implementation of District Instructional Reform Strategies

ERIC Educational Resources Information Center

Supovitz, Jonathan A.; Weathers, John

2004-01-01

Duval County Florida superintendent John Fryer was not used to flying blind. A retired Air Force major general and former tactical fighter wing commander new to school district leadership, Fryer was used to having a control panel packed with information. In front of him in the cockpit, Fryer had a wide range of continually updated data from which…

75 FR 78978 - Record of Decision for the 158th Fighter Wing's Proposed Realignment of National Guard Avenue and...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-17

... resources and personnel). The decision was based on matters discussed in the Final Environmental Impact... from the public and regulatory agencies, and other relevant factors. The Final EIS was made available... NEPA of 1969 (42 USC. 4321, et seq.) and the Air Force's Environmental Impact Analysis Process (EIAP...

Determination of stores pointing error due to wing flexibility under flight load

NASA Technical Reports Server (NTRS)

Lokos, William A.; Bahm, Catherine M.; Heinle, Robert A.

1995-01-01

The in-flight elastic wing twist of a fighter-type aircraft was studied to provide for an improved on-board real-time computed prediction of pointing variations of three wing store stations. This is an important capability to correct sensor pod alignment variation or to establish initial conditions of iron bombs or smart weapons prior to release. The original algorithm was based upon coarse measurements. The electro-optical Flight Deflection Measurement System measured the deformed wing shape in flight under maneuver loads to provide a higher resolution database from which an improved twist prediction algorithm could be developed. The FDMS produced excellent repeatable data. In addition, a NASTRAN finite-element analysis was performed to provide additional elastic deformation data. The FDMS data combined with the NASTRAN analysis indicated that an improved prediction algorithm could be derived by using a different set of aircraft parameters, namely normal acceleration, stores configuration, Mach number, and gross weight.

Low-speed wind-tunnel investigation of the longitudinal characteristics of a large-scale variable wing-sweep fighter model in the high-lift configuration

NASA Technical Reports Server (NTRS)

Eckert, W. T.; Maki, R. L.

1973-01-01

The low-speed characteristics of a large-scale model of the U. S. Navy/Grumman F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the program was the determination of lift and stability levels and landing approach attitude of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg with zero yaw. Data were taken at Reynolds numbers ranging from 3.48 million to 9.64 million based on a wing mean aerodynamic chord of 7.36 ft. The model configuration was changed as required to show the effects of glove slat, wing slat leading-edge radius, cold flow ducting, flap deflection, direct lift control (spoilers), horizontal tail, speed brake, landing gear and missiles.

7. Photographic copy of construction drawing, dated Janaury 29, 1965, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of construction drawing, dated Janaury 29, 1965, Department of the Air Force Air Defense Command Civil Engineering, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. Architectural details of new enclosed porches, sheets 2 of 7, SLF 740-090 - Selfridge Field, Building Nos. 237 & 238, 237 & 238 George Avenue: Harrison Township, Mount Clemens, Macomb County, MI

6. Photographic copy of original construction drawing, FOUNDATION PLAN, SECTIONS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of original construction drawing, FOUNDATION PLAN, SECTIONS AND GENERAL NOTED, SHEET 6 OF 11, DRAWING NO. 35-03-05 SF 5/1673, U.S. Army Engineer District, Detroit, Corps of Engineers, 9 June, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1041, West of E Street, north of D Street, Mount Clemens, Macomb County, MI

6. Photographic copy of construction drawing, dated November 19, 1954, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of construction drawing, dated November 19, 1954, J.F. Pritchard and Company, Kansas City, Missouri, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. OPERATING PUMP HOUSE ARCHITECTURAL PLANS AND ELEVATIONS, SHEET 7 DRAWING NO. 78-24-01, SF5/1164. - Selfridge Field, Building Nos. 1412, 1434, Castle Avenue west of West Ramp, Mount Clemens, Macomb County, MI

7. Photographic copy of construction drawing, dated November 19, 1954, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of construction drawing, dated November 19, 1954, J.F. Pritchard and Company, Kansas City, Missouri, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. OPERATING PUMPH OUSE ARCHITECTURAL SECTIONS AND DETAILS, SHEET 8 DRAWING NO. 78-24-01, SF5/1165. - Selfridge Field, Building Nos. 1412, 1434, Castle Avenue west of West Ramp, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated September 30, 1970, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated September 30, 1970, U.S. Army Engineer District, Detroit, Corps of Engineers, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ELEVATIONS AND DETAILS, SHEET 1 OF 3, DRAWING NO. 86-11-22, FILE SF 5/1782. - Selfridge Field, Building No. 570, Ammo Road northeast of Taxiway A, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated February 6, 1942, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated February 6, 1942, War Department Office of the Chief of Engineers, Construction Division in possession of Selfridge Base Museum, Mt. Clemens, Michigan. PLAN, ELEVATION, SECTION, SHEET 203 SHEETS, DRAWING NO. 148/4-2, SF 1/141. - Selfridge Field, Building No. 3899, East of Taxiway A, west of Ammo Road, Mount Clemens, Macomb County, MI

The Application of the NFW Design Philosophy to the HSR Arrow Wing Configuration

NASA Technical Reports Server (NTRS)

Bauer, Steven X. S.; Krist, Steven E.

1999-01-01

The Natural Flow Wing design philosophy was developed for improving performance characteristics of highly-swept fighter aircraft at cruise and maneuvering conditions across the Mach number range (from Subsonic through Supersonic). The basic philosophy recognizes the flow characteristics that develop on highly swept wings and contours the surface to take advantage of those flow characteristics (e.g., forward facing surfaces in low pressure regions and aft facing surfaces in higher pressure regions for low drag). Because the wing leading edge and trailing edge have multiple sweep angles and because of shocks generated on nacelles and diverters, a viscous code was required to accurately define the surface pressure distributions on the wing. A method of generating the surface geometry to take advantage of those surface pressures (as well as not violating any structural constraints) was developed and the resulting geometries were analyzed and compared to a baseline configuration. This paper will include discussions of the basic Natural Flow Wing design philosophy, the application of the philosophy to an HSCT vehicle, and preliminary wind-tunnel assessment of the NFW HSCT vehicle.

F-111B in Ames 40x80 Foot Wind Tunnel.

NASA Image and Video Library

1969-02-06

Installation Photos, 3/4 front view from below. F-111B in Ames 40x80 Foot Wind Tunnel. The General Dynamics/Grumman F-111B was a long-range carrier-based interceptor aircraft that was planned to be a follow-on to the F-4 Phantom II. The F-111B was developed in the 1960s by General Dynamics in conjunction with Grumman for the United States Navy (USN) as part of the joint Tactical Fighter Experimental (TFX) with the United States Air Force (USAF) to produce a common fighter for the services that could perform a variety of missions. It incorporated innovations such as variable-geometry wings, afterburning turbofan engines, and a long-range radar and missile weapons system.

Wind-tunnel investigation of the powered low-speed longitudinal aerodynamics of the Vectored-Engine-Over (VEO) wing fighter configuration

NASA Technical Reports Server (NTRS)

Paulson, J. W.; Whitten, P. D.; Stumpfl, S. C.

1982-01-01

A wind-tunnel investigation incorporating both static and wind-on testing was conducted in the Langley 4- by 7-Meter Tunnel to determine the effects of vectored thrust along with spanwise blowing on the low-speed aerodynamics of an advanced fighter configuration. Data were obtained over a large range of thrust coefficients corresponding to takeoff and landing thrust settings for many nozzle configurations. The complete set of static thrust data and the complete set of longitudinal aerodynamic data obtained in the investigation are presented. These data are intended for reference purposes and, therefore, are presented without analysis or comment. The analysis of the thrust-induced effects found in the investigation are not discussed.

A Transonic Wind-Tunnel Investigation of the Performance and of the Static Stability and Control Characteristics of a Model of a Fighter-Type Airplane which Embodies Partial Body Indentation

NASA Technical Reports Server (NTRS)

Bielat, Ralph P.

1959-01-01

An investigation was conducted to obtain the aerodynamic characteristics of a model of a fighter-type airplane embodying partial body indentation. The wing had an aspect ratio of 4, taper ratio of 0.5, 35 deg sweepback of the 0.25-chord line, and a modified NACA 65A006 airfoil section at the root and a modified NACA 65A004 airfoil section at the tip. The fuselage has been indented in the region of the wing in order to obtain a favorable area distribution. The results reported herein consist of the performance and of the static longitudinal and lateral stability and control characteristics of the complete model. The Mach number range extended from 0.60 to 1.13, and the corresponding Reynolds number based on the wing mean aerodynamic chord varied from 1.77 x 10(exp 6) to 2.15 x 10(exp 6). The drag rise for both the cambered leading edge and symmetrical wing sections occurred at a Mach number of 0.95. Certain local modifications to the body which further improved the distribution of cross-sectional area gave additional reductions in drag at a Mach number of 1.00. The basic configuration indicated a mild pitch-up tendency at lift coefficients near 0.70 for the Mach number range from 0.80 to 0.90; however, the pitch-up instability may not be too objectionable on the basis of dynamic-stability considerations. The basic configuration indicated positive directional stability and positive effective dihedral through the angle-of-attack range and Mach number range with the exception of a region of negative effective dihedral at low lifts at Mach numbers of 1.00 and slightly above.

7. Photographic copy of original construction drawing, ELECTRICAL 1ST AND ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. Photographic copy of original construction drawing, ELECTRICAL 1ST AND 2ND FLOOR PLANS, SHEET 10 of 11, DRAWING NO. 35-03-05 SF 5/1677, U.S. Army Engineer District, Detroit, Corps of Engineers, 9 June, 1959, on file Selfridge Base Museum. - Selfridge Field, Building No. 1041, West of E Street, north of D Street, Mount Clemens, Macomb County, MI

5. Photographic copy of construction drawing, dated April 4, 1942, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of construction drawing, dated April 4, 1942, War Department Office of the Chief of Engineers Construction Division, Washington, D.C., in possession of Selfridge Base Museum, Mt. Clemens, Michigan. ARCHITECTURAL AND ELECTRICAL, ELEVATIONS AND PLAN, SHEET 1 OF 2, DRAWING 38-1-5B. - Selfridge Field, Building No. 30, Wright Boulevard opposite Birch Street, Mount Clemens, Macomb County, MI

Installation Restoration Program Records Search for 132 Tactical Fighter Wing, Iowa Air National Guard, Des Moines Municipal Airport.

DTIC Science & Technology

1983-09-01

underlain by soils of the Gravity series and " of the Wabash -Gravity-Nodaway complex. These soils, primarily silty clay loams, are formed in fine...Electric Shop The electric shop is located in Facility No. 100. Wastes generated from this area include nickel- S cadmium batteries (24/year) and sulfuric

Overview of the ARPA/WL Smart Structures and Materials Development-Smart Wing contract

NASA Astrophysics Data System (ADS)

Kudva, Jayanth N.; Jardine, A. Peter; Martin, Christopher A.; Appa, Kari

1996-05-01

While the concept of an adaptive aircraft wing, i.e., a wing whose shape parameters such as camber, wing twist, and thickness can be varied to optimize the wing shape for various flight conditions, has been extensively studied, the complexity and weight penalty of the actuation mechanisms have precluded their practical implementation. Recent development of sensors and actuators using smart materials could potentially alleviate the shortcomings of prior designs, paving the way for a practical, `smart' adaptive wing which responds to changes in flight and environmental conditions by modifying its shape to provide optimal performance. This paper presents a summary of recent work done on adaptive wing designs under an on-going ARPA/WL contract entitled `Smart Structures and Materials Development--Smart Wing.' Specifically, the design, development and planned wind tunnel testing of a 16% model representative of a fighter aircraft wing and incorporating the following features, are discussed: (1) a composite wing torque box whose span-wise twist can be varied by activating built-in shape memory alloy (SMA) torque tubes to provide increased lift and enhanced maneuverability at multiple flight conditions, (2) trailing edge control surfaces deployed using composite SMA actuators to provide smooth, hingeless aerodynamic surfaces, and (3) a suite of fiber optic sensors integrated into the wing skin which provide real-time strain and pressure data to a feedback control system.

Ram-recovery Characteristics of NACA Submerged Inlets at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Hall, Charles F; Frank, Joseph L

1948-01-01

Results are presented of an experimental investigation of the characteristics of NACA submerged inlets on a model of a fighter airplane for Mach numbers from 0.30 to 0.875. The effects on the ram-recovery ratio at the inlets of Mach number, angle of attack, boundary-layer thickness on the fuselage, inlet location, and boundary-layer deflectors are shown. The data indicate only a slight decrease in ram-recovery ratio for the inlets ahead of or just behind the wing leading edge as Mach number increased, but showed large decreases at high Mach numbers for the inlets aft of the point of maximum thickness of the wing.

Effects of Passive Porosity on Interacting Vortex Flows At Supersonic Speeds

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2000-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) Unitary Plan Wind Tunnel (UPWT) to determine the effects of passive surface porosity on vortex flow interaction about a general research fighter configuration at supersonic speeds. Optical flow measurement and flow visualization techniques were used and included pressure-sensitive paint (PSP), schlieren, and laser vapor screen (LVS) These techniques were combined with force and moment and conventional electronically-scanned pressure (ESP) measurements to quantify and to visualize the effects of flow-through porosity applied to a wing leading-edge extension (LEX) mounted to a 65 deg cropped delta wing model.

Wind-Tunnel Investigation of the Characteristics of Blunt-Nose Ailerons on a Tapered Wing

NASA Technical Reports Server (NTRS)

Toll, Thomas A.

1943-01-01

Characteristics are determined for various modifications of 0.155-chord blunt-nose aileron on semispan model of tapered fighter plane wing. Ailerons with 40 percent nose balance reduced high-speed stick forces. Increased balance chord increases effectiveness and reduces high-speed stick forces. Increased balance chord increases effectiveness and reduces adverse effects of gap at aileron hose. Increase of nose radii increased negative slope of curve hinge-movement coefficient plotted against deflection. Extended deflection range decreased aileron effectiveness for small deflections but increased it at large deflections. Peak pressures at noses of ailerons are relatively high at moderate deflections.

Effects of Compressibility on the Maximum Lift Characteristics and Spanwise Load Distribution of a 12-Foot-Span Fighter-Type Wing of NACA 230-Series Airfoil Sections

NASA Technical Reports Server (NTRS)

West, F E

1945-01-01

Lift characteristics and pressure distribution for a NACA 230 wing were investigated for an angle of attack range of from -10 to +24 degrees and Mach range of from 0.2 to 0.7. Maximum lift coefficient increased up to a Mach number of 0.3, decreased rapidly to a Mach number of 0.55, and then decreased moderately. At high speeds, maximum lift coefficient was reached at from 10 to 12 degrees beyond the stalling angle. In high-speed stalls, resultant load underwent a moderate shift outward.

Leading-edge vortex research: Some nonplanar concepts and current challenges

NASA Technical Reports Server (NTRS)

Campbell, J. F.; Osborn, R. F.

1986-01-01

Some background information is provided for the Vortex Flow Aerodynamics Conference and that current slender wing airplanes do not use variable leading edge geometry to improve transonic drag polar is shown. Highlights of some of the initial studies combining wing camber, or flaps, with vortex flow are presented. Current vortex flap studies were reviewed to show that there is a large subsonic data base and that transonic and supersonic generic studies have begun. There is a need for validated flow field solvers to calculate vortex/shock interactions at transonic and supersonic speeds. Many important research opportunities exist for fundamental vortex flow investigations and for designing advanced fighter concepts.

6. Photographic copy of construction drawing, dated August 28, 1942, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of construction drawing, dated August 28, 1942, War Department Office of the Chief of Engineers, Construction Division, in possession of Selfridge Base Museum, Mt. Clemens, Michigan. TYPE TAR-8-A, PLAN OF APRONS AND TAXIWAYS, SHEET 1 OF 3 SHEETS, DRAWING NO. 148/4-1, SF 1/141. - Selfridge Field, Building No. 3899, East of Taxiway A, west of Ammo Road, Mount Clemens, Macomb County, MI

Large-Scale V/STOL Experimental Investigations of an Ejector-Lift Fighter and a Twin Tilt-Nacelle Transport

NASA Technical Reports Server (NTRS)

Dudley, Michael R.

2016-01-01

In the 1980s NASA Aeronautics was actively involved in full-scale wind tunnel testing of promising VSTOL aircraft concepts. This presentation looks at two, a multi-role fighter and a subsonic tactical transport. Their strengths and weaknesses are discussed with some of the rationale that ultimately led to the selection of competing concepts for production, namely the V-22 Osprey and the F-35 Lightning. The E7-A STOVL multi-role fighter was the product of an aircraft development program in the late 1980s by NASA, the Defense Advanced Research Projects Agency (DARPA), the Canadian Department of Industry Science and Technology (DIST), and industry partners General Dynamics and Boeing Dehavilland. The program was conducted an in response to increasing US-UK interest in supersonic STOVL fighters. The objective was to design an aircraft that could replace most existing close air support-air combat fighters with a single aircraft that had some of the qualities of an air superiority fighter and the deployment flexibility of a VSTOL aircraft. The resulting E7-A concept was a delta-wing supersonic fighter that used a fuselage-mounted thrust augmenting ejector and a ventral deflecting jet nozzle for vertical lift. The Grumman Aircraft Company, the Navy, and NASA developed the Design-698 (D-698) subsonic tactical transport in response to the Navy's Type A VSTOL utility aircraft requirement. The objective was to develop a subsonic utility transport with the operational flexibility of a helicopter, but with greater speed and range. The D-698 employs two high-bypass turbofan engines mounted on a dumbbell that rotates through ninety degrees for vertical takeoff and cruise flight. Movable vanes positioned in the exhaust flow provide control in hover with the need for reaction control jets. The presentations concluding comments suggest that technology advances in the last thirty-years may justify the value of revisiting some of these concepts.

Equivalent plate modeling for conceptual design of aircraft wing structures

NASA Technical Reports Server (NTRS)

Giles, Gary L.

1995-01-01

This paper describes an analysis method that generates conceptual-level design data for aircraft wing structures. A key requirement is that this data must be produced in a timely manner so that is can be used effectively by multidisciplinary synthesis codes for performing systems studies. Such a capability is being developed by enhancing an equivalent plate structural analysis computer code to provide a more comprehensive, robust and user-friendly analysis tool. The paper focuses on recent enhancements to the Equivalent Laminated Plate Solution (ELAPS) analysis code that significantly expands the modeling capability and improves the accuracy of results. Modeling additions include use of out-of-plane plate segments for representing winglets and advanced wing concepts such as C-wings along with a new capability for modeling the internal rib and spar structure. The accuracy of calculated results is improved by including transverse shear effects in the formulation and by using multiple sets of assumed displacement functions in the analysis. Typical results are presented to demonstrate these new features. Example configurations include a C-wing transport aircraft, a representative fighter wing and a blended-wing-body transport. These applications are intended to demonstrate and quantify the benefits of using equivalent plate modeling of wing structures during conceptual design.

Utilization of an agility assessment module in analysis and optimization of preliminary fighter configuration

NASA Technical Reports Server (NTRS)

Ngan, Angelen; Biezad, Daniel

1996-01-01

A study has been conducted to develop and to analyze a FORTRAN computer code for performing agility analysis on fighter aircraft configurations. This program is one of the modules of the NASA Ames ACSYNT (AirCraft SYNThesis) design code. The background of the agility research in the aircraft industry and a survey of a few agility metrics are discussed. The methodology, techniques, and models developed for the code are presented. The validity of the existing code was evaluated by comparing with existing flight test data. A FORTRAN program was developed for a specific metric, PM (Pointing Margin), as part of the agility module. Example trade studies using the agility module along with ACSYNT were conducted using a McDonnell Douglas F/A-18 Hornet aircraft model. Tile sensitivity of thrust loading, wing loading, and thrust vectoring on agility criteria were investigated. The module can compare the agility potential between different configurations and has capability to optimize agility performance in the preliminary design process. This research provides a new and useful design tool for analyzing fighter performance during air combat engagements in the preliminary design.

Development of an agility assessment module for preliminary fighter design

NASA Technical Reports Server (NTRS)

Ngan, Angelen; Bauer, Brent; Biezad, Daniel; Hahn, Andrew

1996-01-01

A FORTRAN computer program is presented to perform agility analysis on fighter aircraft configurations. This code is one of the modules of the NASA Ames ACSYNT (AirCraft SYNThesis) design code. The background of the agility research in the aircraft industry and a survey of a few agility metrics are discussed. The methodology, techniques, and models developed for the code are presented. FORTRAN programs were developed for two specific metrics, CCT (Combat Cycle Time) and PM (Pointing Margin), as part of the agility module. The validity of the code was evaluated by comparing with existing flight test data. Example trade studies using the agility module along with ACSYNT were conducted using Northrop F-20 Tigershark and McDonnell Douglas F/A-18 Hornet aircraft models. The sensitivity of thrust loading and wing loading on agility criteria were investigated. The module can compare the agility potential between different configurations and has the capability to optimize agility performance in the preliminary design process. This research provides a new and useful design tool for analyzing fighter performance during air combat engagements.

Aerodynamic characteristics at Mach numbers from 0.6 to 2.16 of a supersonic cruise fighter configuration with a design Mach number of 1.8

NASA Technical Reports Server (NTRS)

Shrout, B. L.

1977-01-01

An investigation was made in the Langley 8-foot transonic tunnel and the Langley Unitary Plan wind tunnel, over a Mach number range of 0.6 to 2.16, to determine the static longitudinal and lateral aerodynamic characteristics of a model of a supersonic-cruise fighter. The configuration, which is designed for efficient cruise at Mach number 1.8, is a twin-engine tailless arrow-wing concept with a single rectangular inlet beneath the fuselage and outboard vertical tails and ventral fins. It had untrimmed values of lift-drage ratio ranging from 10 at subsonic speeds to 6.4 at the design Mach number. The configuration was statically stable both longitudinally and laterally.

ARC-1945-A-7121

NASA Image and Video Library

1945-02-06

North American P-51B 'Mustang' fighter in flight over bay area. The P-51 with its new laminar-flow wing sections developed by NACA was the first airplane selected for testing of airplane drag in flight and wind tunnel comparison NOTE: used in NASA Publication; Flight Research at Ames: 57 Years of Development and Validation of Aeronautical Technology' Transonic Model Testing fig. 9 NASA SP-1998-3300

Baseline Hazardous Waste Stream Characterization Survey at the 21st Tactical Fighter Wing Elmendorf AFB, Alaska

DTIC Science & Technology

1991-11-01

CES/DEEV). The Defense Reutilization and Marketing Office (DRMO) is responsible for contractual removal of hazardous waste. BES supports the program...RGNT HOSP ELMEŕDORFGGEPB Test Results ~ Utnit- "-R~one LCL ucg L wosnLCL uq L FP in LCL mci L irwtn Ter~rrn ride LLL miYL 9.1 crot -ne LF mqzL

Modeling of Longitudinal Unsteady Aerodynamics of a Wing-Tail Combination

NASA Technical Reports Server (NTRS)

Klein, Vladislav

1999-01-01

Aerodynamic equations for the longitudinal motion of an aircraft with a horizontal tail were developed. In this development emphasis was given on obtaining model structure suitable for model identification from experimental data. The resulting aerodynamic models included unsteady effects in the form of linear indicial functions. These functions represented responses in the lift on the wing and tail alone, and interference between those two lifting surfaces. The effect of the wing on the tail was formulated for two different expressions concerning the downwash angle at the tail. The first expression used the Cowley-Glauert approximation known-as "lag-in-downwash," the second took into account growth of the wing circulation and delay in the development of the lift on the tail. Both approaches were demonstrated in two examples using the geometry of a fighter aircraft and a large transport. It was shown that the differences in the two downwash formulations would increase for an aircraft with long tail arm performing low-speed, rapid maneuvers.

Full potential methods for analysis/design of complex aerospace configurations

NASA Technical Reports Server (NTRS)

Shankar, Vijaya; Szema, Kuo-Yen; Bonner, Ellwood

1986-01-01

The steady form of the full potential equation, in conservative form, is employed to analyze and design a wide variety of complex aerodynamic shapes. The nonlinear method is based on the theory of characteristic signal propagation coupled with novel flux biasing concepts and body-fitted mapping procedures. The resulting codes are vectorized for the CRAY XMP and the VPS-32 supercomputers. Use of the full potential nonlinear theory is demonstrated for a single-point supersonic wing design and a multipoint design for transonic maneuver/supersonic cruise/maneuver conditions. Achievement of high aerodynamic efficiency through numerical design is verified by wind tunnel tests. Other studies reported include analyses of a canard/wing/nacelle fighter geometry.

Overview of Unsteady Transonic Wind Tunnel Test on a Semispan Straked Delta Wing Oscillating in Pitch

DTIC Science & Technology

1994-08-01

of research between the Lockheed Fort Worth Company (LFWC), Fort Worth, Texas, USA (Formerly the Fort Worth Division of General Dynamics until 28...Separation," NASA CR 4090, August 1987. 13. Cunningham, A.M., Jr. and Bushlow: "Steady and Unsteady Force Testing of Fighter Aircraft Models in a Water Tunnel," AIAA Papaer No. AIAA-90-2815, August 1990. 47

Maxwell Paper Anthology. Award-Winning Papers AY 2010

DTIC Science & Technology

2011-04-01

and instructor weapon system officer (WSO), training officer, and wing scheduler, 522d Fighter Squadron, Cannon AFB, New Mexico . At the 34th Bomb...surgeon, HQ USAFE. Ramstein AB, Germany. He has served as the commander of the 27th Special Operations Medical Group, Cannon AFB. New Mexico ...encephalitis.20 In addition, development of li- censed vaccines for yellow fever, mumps, measles, varicella , and oral polio was supervised by

Final Environmental Assessment for Buckley Air Force Base Military Construction

DTIC Science & Technology

2003-05-06

Colorado State University , Ft. Collins, CO, July 2000. COANG, 2000d. Final Air Emissions Inventory, 140th Fighter Wing, Buckley Air National Guard Base...Denver International Airport, Denver CO, March 1998. Guennel, 1995. Guennel, GK. Guide to Colorado Wildflowers, Westcliffe Publishers, Inc, Englewood...CO, 1995. Hoogland, 1995. Hoogland, John L. The Black-Tailed Prairie Dog- Social Life of a Burrowing Mammal. The University of Chicago Press

Conceptual design optimization study

NASA Technical Reports Server (NTRS)

Hollowell, S. J.; Beeman, E. R., II; Hiyama, R. M.

1990-01-01

The feasibility of applying multilevel functional decomposition and optimization techniques to conceptual design of advanced fighter aircraft was investigated. Applying the functional decomposition techniques to the conceptual design phase appears to be feasible. The initial implementation of the modified design process will optimize wing design variables. A hybrid approach, combining functional decomposition techniques for generation of aerodynamic and mass properties linear sensitivity derivatives with existing techniques for sizing mission performance and optimization, is proposed.

Environmental Assessment for Construction of a Multi-Story Dormitory at Tyndall Air Force Base, Florida

DTIC Science & Technology

2006-11-01

plants ); and recycling and reuse practices. Recyclable waste generated during construction wouJd be recycled according to the type of material ...the Air Force Air Education and Training Command 325th Fighter Wing Tyndall Air Force Base, Florida November 2006 Report Documentation...relies on highly trained , motivated unaccompanied enlisted men and women to support our increasingly technical air and space missions. The retention of

ECN-14283

NASA Image and Video Library

1980-12-30

The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA’s B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA’s Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights.

Euler Technology Assessment for Preliminary Aircraft Design-Unstructured/Structured Grid NASTD Application for Aerodynamic Analysis of an Advanced Fighter/Tailless Configuration

NASA Technical Reports Server (NTRS)

Michal, Todd R.

1998-01-01

This study supports the NASA Langley sponsored project aimed at determining the viability of using Euler technology for preliminary design use. The primary objective of this study was to assess the accuracy and efficiency of the Boeing, St. Louis unstructured grid flow field analysis system, consisting of the MACGS grid generation and NASTD flow solver codes. Euler solutions about the Aero Configuration/Weapons Fighter Technology (ACWFT) 1204 aircraft configuration were generated. Several variations of the geometry were investigated including a standard wing, cambered wing, deflected elevon, and deflected body flap. A wide range of flow conditions, most of which were in the non-linear regimes of the flight envelope, including variations in speed (subsonic, transonic, supersonic), angles of attack, and sideslip were investigated. Several flowfield non-linearities were present in these solutions including shock waves, vortical flows and the resulting interactions. The accuracy of this method was evaluated by comparing solutions with test data and Navier-Stokes solutions. The ability to accurately predict lateral-directional characteristics and control effectiveness was investigated by computing solutions with sideslip, and with deflected control surfaces. Problem set up times and computational resource requirements were documented and used to evaluate the efficiency of this approach for use in the fast paced preliminary design environment.

Effects of vehicle-ride exposure on cervical pathology: a meta-analysis

PubMed Central

KOLLOCK, Roger; GAMES, Kenneth; WILSON, Alan E.; SEFTON, JoEllen M.

2015-01-01

Research to date on the effect vehicle-ride exposure has on the development of cervical pathologies in mounted Warfighters is conflicting. The purpose of this study was to determine if the literature suggests a definite effect of vehicle-ride exposure on cervical pathology. Databases were searched using multiple combinations of select terms. Twelve studies meeting the inclusion criteria were included in the meta-analysis. The results of the meta-analysis revealed that overall vehicle-ride exposure was likely to increase cervical pathology (p=0.01, odds ratio=1.59, 95% CI=1.16−2.17). Using vehicle type as a moderator it was found that vehicle-ride exposure in ground-based vehicles (p=0.01, odds ratio=2.33, 95% CI=1.41−3.85) and fixed-wing aircraft (p=0.01, odds ratio =1.59, 95% CI=1.13−2.23) were likely to increase cervical pathology. Using operator/other personnel moderator it was found that in the populations tested, fighter pilots or fighter jet weapons systems operators were more likely to develop a cervical pathology (p<0.001, odds ratio=1.78, 95% CI=1.26−2.50). The available studies indicate an increase in cervical pathology for personnel exposed to ground-based vehicles and fixed-wing aircraft. PMID:25739897

Low-speed wind tunnel investigation of the lateral-directional characterisitcs of a large-scale variable wing-sweep fighter model in the high-lift configuration

NASA Technical Reports Server (NTRS)

Eckert, W. T.; Maki, R. L.

1973-01-01

The low-speed characteristics of a large-scale model of the F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the present tests was the determination of lateral-directional stability levels and control effectiveness of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg and with sideslip angles between minus 12 deg and 12 deg. Data were taken at a Reynolds number of 8.0 million based on a wing mean aerodynamic chord of 2.24 m (7.36 ft). The model configuration was changed as required to show the effects of direct lift control (spoilers) at yaw, yaw angle with speed brake deflected, and various amounts and combinations of roll control.

Theoretical analysis of an augmentor wing for a VTOL fighter

NASA Technical Reports Server (NTRS)

Dillenius, M. F. E.; Mendenhall, M. R.

1979-01-01

A method based on potential flow theory was developed for predicting forces and moments acting on augmentor wings for prescribed ejector jet characteristics. A three dimensional nonplanar vortex lattice is laid out on the chordal planes of the augmentor wing components. Jet induced effects are included in the boundary condition from which the horseshoe vortex strengths are obtained. The jet within the diffusor is made to expand from the primary nozzles to the diffusor exit and is represented by a distribution of vorticity on the jet boundary to provide proper entrainment. The jet downstream of the diffusor exit is modeled by a vorticity distribution and blockage panels and its centerline location and spreading rate are taken from experimental data. The vortex lattice and jet models are used in an iterative manner until the predicted diffusor exit velocity matches the specified one. Some comparisons with available data show good agreement at lower power settings.

Application of smart materials for improved flight performance of military aircraft

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kudva, J.; Appa, K.; Martin, C.

1995-12-31

This paper discusses on-going work under an ARPA/WL contract to Northrop Grumman entitled {open_quotes}Smart Structures and Materials Development - Smart Wing.{close_quotes} The contract addresses the application of smart materials and smart Structures concepts to enhance the aerodynamic and maneuver performance of military aircraft. Various concepts for adaptive wing and control surfaces are being studied. Specifically, (a) wing span-wise twist control using built-in shape- memory alloy torquing mechanism and (b) cambered leading edge and trailing edge control surfaces using hybrid piezoelectric and SMA actuation, are being evaluated for a 20% model of a modem day fighter aircraft. The potential benefits ofmore » the designs include increased lift for short take-offs, improved high-speed maneuverability, and enhanced control surface effectiveness. These benefits will be quantified by testing the sub-scale model in a transonic wind tunnel next year.« less

Piloted simulator evaluation of a relaxed static stability fighter at high angle-of-attack

NASA Technical Reports Server (NTRS)

Lapins, M.; Klein, R. W.; Martorella, R. P.; Cangelosi, J.; Neely, W. R., Jr.

1982-01-01

A piloted simulator evaluation of the stability and control characteristics of a relaxed static stability fighter aircraft was conducted using a differential maneuvering simulator. The primary purpose of the simulation was to evaluate the effectiveness of the limiters in preventing departure from controlled flight. The simulation was conducted in two phases, the first consisting of open-loop point stability evaluations over a range of subsonic flight conditions, the second concentrating on closed-loop tracking of a preprogrammed target in low speed, high angle-of-attack air combat maneuvering. The command limiters were effective in preventing departure from controlled flight while permitting competent levels of sustained maneuvering. Parametric variations during the study included the effects of pitch control power and wing-body static margin. Stability and control issues were clearly shown to impact the configuration design.

Predicting Tail Buffet Loads of a Fighter Airplane

NASA Technical Reports Server (NTRS)

Moses, Robert W.; Pototzky, Anthony S.

2006-01-01

Buffet loads on aft aerodynamic surfaces pose a recurring problem on most twin-tailed fighter airplanes: During maneuvers at high angles of attack, vortices emanating from various surfaces on the forward parts of such an airplane (engine inlets, wings, or other fuselage appendages) often burst, immersing the tails in their wakes. Although these vortices increase lift, the frequency contents of the burst vortices become so low as to cause the aft surfaces to vibrate destructively. Now, there exists a new analysis capability for predicting buffet loads during the earliest design phase of a fighter-aircraft program. In effect, buffet pressures are applied to mathematical models in the framework of a finite-element code, complete with aeroelastic properties and working knowledge of the spatiality of the buffet pressures for all flight conditions. The results of analysis performed by use of this capability illustrate those vibratory modes of a tail fin that are most likely to be affected by buffet loads. Hence, the results help in identifying the flight conditions during which to expect problems. Using this capability, an aircraft designer can make adjustments to the airframe and possibly the aerodynamics, leading to a more robust design.

Advanced simulation noise model for modern fighter aircraft

NASA Astrophysics Data System (ADS)

Ikelheimer, Bruce

2005-09-01

NoiseMap currently represents the state of the art for military airfield noise analysis. While this model is sufficient for the current fleet of aircraft, it has limits in its capability to model the new generation of fighter aircraft like the JSF and the F-22. These aircraft's high-powered engines produce noise with significant nonlinear content. Combining this with their ability to vector the thrust means they have noise characteristics that are outside of the basic modeling assumptions of the currently available noise models. Wyle Laboratories, Penn State University, and University of Alabama are in the process of developing a new noise propagation model for the Strategic Environmental Research and Development Program. Source characterization will be through complete spheres (or hemispheres if there is not sufficient data) for each aircraft state (including thrust vector angles). Fixed and rotor wing aircraft will be included. Broadband, narrowband, and pure tone propagation will be included. The model will account for complex terrain and weather effects, as well as the effects of nonlinear propagation. It will be a complete model capable of handling a range of noise sources from small subsonic general aviation aircraft to the latest fighter aircraft like the JSF.

Silver Wings, Golden Valor: The USAF Remembers Korea

DTIC Science & Technology

2006-01-01

better high-speed qualities and a better flight control system than the MiG-15. The Sabre jet came to be considered one of the greatest fighter...the advent of fully hydraulic flight control systems with various forms of stability augmentation led to the reintroduction of the slab tail. The...Calif.: Empire Interactive, 1999) designed for use on a Windows 95/98 CD-ROM operating system . This game, one of the finest flight simulations creat

Experimental aerodynamic characteristics at Mach numbers from 0.60 to 2.70 of two supersonic cruise fighter configurations

NASA Technical Reports Server (NTRS)

Dollyhigh, S. M.

1979-01-01

Two 0.085-scale full span wind-tunnel models of a Mach 1.60 design supercruiser configuration were tested at Mach numbers from 0.60 to 2.70. One model incorporated a varying dihedral (swept-up) wing to obtain the desired lateral-directional characteristics; the other incorporated more conventional twin vertical tails. The data from the wind-tunnel tests are presented without analysis.

Fixing the DOTMLPF Handicap: Effectively Integrating the Conventional Combat Air Force Into Special Operations Forces Missions

DTIC Science & Technology

2010-04-01

conventional aircrews pierce the veil of secrecy and truly learn about the SOF missions, capabilities, and limitations. These select aviators then walk...operators and 316 SOF banding together with local militias in Afghanistan and using airpower to defeat the Taliban and destroy Al Qaeda. 2 The...wing conventional aircraft. Named the Afghan Model, after its development in OEF, this strategy pairs SOF with indigenous fighters and overwhelming

Flow solution on a dual-block grid around an airplane

NASA Technical Reports Server (NTRS)

Eriksson, Lars-Erik

1987-01-01

The compressible flow around a complex fighter-aircraft configuration (fuselage, cranked delta wing, canard, and inlet) is simulated numerically using a novel grid scheme and a finite-volume Euler solver. The patched dual-block grid is generated by an algebraic procedure based on transfinite interpolation, and the explicit Runge-Kutta time-stepping Euler solver is implemented with a high degree of vectorization on a Cyber 205 processor. Results are presented in extensive graphs and diagrams and characterized in detail. The concentration of grid points near the wing apex in the present scheme is shown to facilitate capture of the vortex generated by the leading edge at high angles of attack and modeling of its interaction with the canard wake.

DARPA/AFRL/NASA Smart Wing Second Wind Tunnel Test Results

NASA Technical Reports Server (NTRS)

Scherer, L. B.; Martin, C. A.; West, M.; Florance, J. P.; Wieseman, C. D.; Burner, A. W.; Fleming, G. A.

2001-01-01

To quantify the benefits of smart materials and structures adaptive wing technology, Northrop Grumman Corp. (NGC) built and tested two 16% scale wind tunnel models (a conventional and a "smart" model) of a fighter/attack aircraft under the DARPA/AFRL/NASA Smart Materials and Structures Development - Smart Wing Phase 1. Performance gains quantified included increased pitching moment (C(sub M)), increased rolling moment (C(subl)) and improved pressure distribution. The benefits were obtained for hingeless, contoured trailing edge control surfaces with embedded shape memory alloy (SMA) wires and spanwise wing twist effected by SMA torque tube mechanisms, compared to conventional hinged control surfaces. This paper presents an overview of the results from the second wind tunnel test performed at the NASA Langley Research Center s (LaRC) 16ft Transonic Dynamic Tunnel (TDT) in June 1998. Successful results obtained were: 1) 5 degrees of spanwise twist and 8-12% increase in rolling moment utilizing a single SMA torque tube, 2) 12 degrees of deflection, and 10% increase in rolling moment due to hingeless, contoured aileron, and 3) demonstration of optical techniques for measuring spanwise twist and deflected shape.

DARPA/ARFL/NASA Smart Wing second wind tunnel test results

NASA Astrophysics Data System (ADS)

Scherer, Lewis B.; Martin, Christopher A.; West, Mark N.; Florance, Jennifer P.; Wieseman, Carol D.; Burner, Alpheus W.; Fleming, Gary A.

1999-07-01

To quantify the benefits of smart materials and structures adaptive wing technology. Northrop Grumman Corp. built and tested two 16 percent scale wind tunnel models of a fighter/attach aircraft under the DARPA/AFRL/NASA Smart Materials and Structures Development - Smart Wing Phase 1. Performance gains quantified included increased pitching moment, increased rolling moment and improved pressure distribution. The benefits were obtained for hingeless, contoured trailing edge control surfaces with embedded shape memory alloy wires and spanwise wing twist effected by SMA torque tube mechanism, compared to convention hinged control surfaces. This paper presents an overview of the results from the second wind tunnel test performed at the NASA Langley Research Center's 16 ft Transonic Dynamic Tunnel in June 1998. Successful results obtained were: 1) 5 degrees of spanwise twist and 8-12 percent increase in rolling moment utilizing a single SMA torque tube, 2) 12 degrees of deflection, and 10 percent increase in rolling moment due to hingeless, contoured aileron, and 3) demonstration of optical techniques for measuring spanwise twist and deflected shape.

Imperfect chemical female mimicry in males of the ant Cardiocondyla obscurior

NASA Astrophysics Data System (ADS)

Cremer, Sylvia; D'Ettorre, Patrizia; Drijfhout, Falko P.; Sledge, Matthew F.; Turillazzi, Stefano; Heinze, Jürgen

2008-11-01

Winged and wingless males coexist in the ant Cardiocondyla obscurior. Wingless (“ergatoid”) males never leave their maternal colony and fight remorselessly among each other for the access to emerging females. The peaceful winged males disperse after about 10 days, but beforehand also mate in the nest. In the first 5 days of their life, winged males perform a chemical female mimicry that protects them against attack and even makes them sexually attractive to ergatoid males. When older, the chemical profile of winged males no longer matches that of virgin females; nevertheless, they are still tolerated, which so far has been puzzling. Contrasting this general pattern, we have identified a single aberrant colony in which all winged males were attacked and killed by the ergatoid males. A comparative analysis of the morphology and chemical profile of these untypical attacked winged males and the tolerated males from several normal colonies revealed that normal old males are still performing some chemical mimicry to the virgin queens, though less perfect than in their young ages. The anomalous attacked winged males, on the other hand, had a very different odour to the females. Our study thus exemplifies that the analysis of rare malfunctioning can add valuable insight on functioning under normal conditions and allows the conclusion that older winged males from normal colonies of the ant C. obscurior are guarded through an imperfect chemical female mimicry, still close enough to protect against attacks by the wingless fighters yet dissimilar enough not to elicit their sexual interest.

Joint Strike Fighter: Additional Costs and Delays Risk Not Meeting Warfighter Requirements on Time

DTIC Science & Technology

2010-03-01

December 2009, only 4 of 13 test aircraft had been delivered and labor hours to build the aircraft had increased more than 50 percent above earlier...Table 7: Changes in Reported JSF Program Costs, Quantities, and Deliveries 40 Figures Figure 1: JSF Labor Hours for Manufacturing Test...Aircraft 15 Figure 2: Wing Station Labor Hours 16 Figure 3: Mate and Delivery Labor Hours 17 Figure 4: Growth in the Number of Engineering Design

Environmental Assessment Addressing the 301st Fighter Wing Managed Airspace, Naval Air Station Joint Reserve Base, Fort Worth, Texas

DTIC Science & Technology

2009-05-01

Salle County McMullen County Terrell County Blanco County Comal County Texas Oklahoma Dallas- Ft. Worth San Antonio Austin Tulsa Oklahoma City Abilene...County Young County Crockett County Glasscock County Irion County Midland County Brown County Reagan County Sterling County Terrell County Upton...7909 Karl May Drive Waco, TX 76708 Margaret Wood Brown County Clerk 200 South Broadway Brownwood, TX 76801 Jo Ann Hale Coleman County

Environmental Assessment: Transforming the 49th Fighter Wing’s Combat Capability, Holloman Air Force Base, New Mexico

DTIC Science & Technology

2006-08-01

estimated 321 positions. The Proposed Action includes enhancements to training airspace within 100 nautical miles (nm) of Holloman AFB. The F-22A...Airspace enhancements within 100 nautical miles (nm) of Holloman AFB would permit the F-22A to realistically train and deploy RR-188 (or equivalent...nautical miles (nm) of Holloman AFB. This training would occur in restricted airspace, Military Operations Areas (MOAs) and Air Traffic Control

An Evaluation of the Argentinean Basic Trainer Aircraft Domestic Development Project

DTIC Science & Technology

2012-03-01

Prototype, 1st jet built in Latin America 1947 IAe 31 Colibrí Two- seat Trainer aircraft 3 National design 1948 IAe 30 Ñancú Fighter/Attack prototype...37 Supersonic delta-wing interceptor (Glider, unpowered prototype only) 1 Designed by Reimar Horten. 1957 IAe 46 Ranquel 2- seat utility...return all surfaces to neutral. It must be operable from both positions, with priority on the rear command seat . • Ergonomic Throttle controls on the

Low-speed longitudinal aerodynamic characteristics of a flat-plate planform model of an advanced fighter configuration

NASA Technical Reports Server (NTRS)

Mcgrath, Brian E.; Neuhart, Dan H.; Gatlin, Gregory M.; Oneil, Pat

1994-01-01

A flat-plate wind tunnel model of an advanced fighter configuration was tested in the NASA LaRC Subsonic Basic Research Tunnel and the 16- by 24-inch Water Tunnel. The test objectives were to obtain and evaluate the low-speed longitudinal aerodynamic characteristics of a candidate configuration for the integration of several new innovative wing designs. The flat plate test allowed for the initial evaluation of the candidate planform and was designated as the baseline planform for the innovative wing design study. Low-speed longitudinal aerodynamic data were obtained over a range of freestream dynamic pressures from 7.5 psf to 30 psf (M = 0.07 to M = 0.14) and angles-of-attack from 0 to 40 deg. The aerodynamic data are presented in coefficient form for the lift, induced drag, and pitching moment. Flow-visualization results obtained were photographs of the flow pattern over the flat plate model in the water tunnel for angles-of-attack from 10 to 40 deg. The force and moment coefficients and the flow-visualization photographs showed the linear and nonlinear aerodynamic characteristics due to attached flow and vortical flow over the flat plate model. Comparison between experiment and linear theory showed good agreement for the lift and induced drag; however, the agreement was poor for the pitching moment.

Flight Wing Surface Pressure and Boundary-Layer Data Report from the F-111 Smooth Variable-Camber Supercritical Mission Adaptive Wing

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke; Webb, Lannie D.

1997-01-01

Flight tests were conducted using the advanced fighter technology integration F-111 (AFTI/F-111) aircraft modified with a variable-sweep supercritical mission adaptive wing (MAW). The MAW leading- and trailing-edge variable-camber surfaces were deflected in flight to provide a near-ideal wing camber shape for the flight condition. The MAW features smooth, flexible upper surfaces and fully enclosed lower surfaces, which distinguishes it from conventional flaps that have discontinuous surfaces and exposed or semi-exposed mechanisms. Upper and lower surface wing pressure distributions were measured along four streamwise rows on the right wing for cruise, maneuvering, and landing configurations. Boundary-layer measurements were obtained near the trailing edge for one of the rows. Cruise and maneuvering wing leading-edge sweeps were 26 deg for Mach numbers less than 1 and 45 deg or 58 deg for Mach numbers greater than 1. The landing wing sweep was 9 deg or 16 deg. Mach numbers ranged from 0.27 to 1.41, angles of attack from 2 deg to 13 deg, and Reynolds number per unit foot from 1.4 x 10(exp 6) to 6.5 x 10(exp 6). Leading-edge cambers ranged from O deg to 20 deg down, and trailing-edge cambers ranged from 1 deg up to 19 deg down. Wing deflection data for a Mach number of 0.85 are shown for three cambers. Wing pressure and boundary-layer data are given. Selected data comparisons are shown. Measured wing coordinates are given for three streamwise semispan locations for cruise camber and one spanwise location for maneuver camber.

X-36 on Ramp Viewed from Above

NASA Technical Reports Server (NTRS)

1997-01-01

This look-down view of the X-36 Tailless Fighter Agility Research Aircraft on the ramp at NASA's Dryden Flight Research Center, Edwards, California, clearly shows the unusual wing and canard design of the remotely-piloted aircraft. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Wind Tunnel Investigation of Passive Porosity Applied to the Leading-Edge Extension and Leading-Edge Flaps on a Slender Wing at Subsonic Speed

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2017-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center 7- by 10-Foot High Speed Tunnel to determine the effects of passive surface porosity on the subsonic vortex flow interactions about a general research fighter configuration. Flow-through porosity was applied to the leading-edge extension, or LEX, and leading-edge flaps mounted to a 65deg cropped delta wing model as a potential vortex flow control technique at high angles of attack. All combinations of porous and nonporous LEX and flaps were investigated. Wing upper surface static pressure distributions and six-component forces and moments were obtained at a free-stream Mach number of 0.20 corresponding to a Reynolds number of 1.35(106) per foot, angles of attack up to 45deg, angles of sideslip of 0deg and +/-5deg, and leading-edge flap deflections of 0deg and 30deg.

Augmentation of maneuver performance by spanwise blowing

NASA Technical Reports Server (NTRS)

Erickson, G. E.; Campbell, J. F.

1977-01-01

A generalized wind tunnel model was tested to investigate new component concepts utilizing spanwise blowing to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on high angle of attack performance, stability, and control at subsonic speeds. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex-induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack. Spanwise blowing on the wing reduced horizontal tail loading and improved the lateral-directional stability characteristics of a wing-horizontal tail-vertical tail configuration.

The COREL and W12SC3 computer programs for supersonic wing design and analysis

NASA Technical Reports Server (NTRS)

Mason, W. H.; Rosen, B. S.

1983-01-01

Two computer codes useful in the supersonic aerodynamic design of wings, including the supersonic maneuver case are described. The nonlinear full potential equation COREL code performs an analysis of a spanwise section of the wing in the crossflow plane by assuming conical flow over the section. A subsequent approximate correction to the solution can be made in order to account for nonconical effects. In COREL, the flow-field is assumed to be irrotional (Mach numbers normal to shock waves less than about 1.3) and the full potential equation is solved to obtain detailed results for the leading edge expansion, supercritical crossflow, and any crossflow shockwaves. W12SC3 is a linear theory panel method which combines and extends elements of several of Woodward's codes, with emphasis on fighter applications. After a brief review of the aerodynamic theory used by each method, the use of the codes is illustrated with several examples, detailed input instructions and a sample case.

A study of prediction methods for the high angle-of-attack aerodynamics of straight wings and fighter aircraft

NASA Technical Reports Server (NTRS)

Mcmillan, O. J.; Mendenhall, M. R.; Perkins, S. C., Jr.

1984-01-01

Work is described dealing with two areas which are dominated by the nonlinear effects of vortex flows. The first area concerns the stall/spin characteristics of a general aviation wing with a modified leading edge. The second area concerns the high-angle-of-attack characteristics of high performance military aircraft. For each area, the governing phenomena are described as identified with the aid of existing experimental data. Existing analytical methods are reviewed, and the most promising method for each area used to perform some preliminary calculations. Based on these results, the strengths and weaknesses of the methods are defined, and research programs recommended to improve the methods as a result of better understanding of the flow mechanisms involved.

Sensitivity of F-106B Leading-Edge-Vortex Images to Flight and Vapor-Screen Parameters

NASA Technical Reports Server (NTRS)

Lamar, John E.; Johnson, Thomas D., Jr.

1988-01-01

A flight test was undertaken at NASA Langley Research Center with vapor-screen and image-enhancement techniques to obtain qualitative and quantitative information about near-field vortex flows above the wings of fighter aircraft. In particular, the effects of Reynolds and Mach numbers on the vortex system over an angle-of-attack range were sought. The relevance of these flows stems from their present and future use at many points in the flight envelope, especially during transonic maneuvers. The aircraft used in this flight program was the F-106B because it was available and had sufficient wing sweep (60 deg) to generate a significant leading-edge vortex system. The sensitivity of the visual results to vapor screen hardware and to onset flow changes is discussed.

X-31 landing

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an airplane with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft's body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. The X-31 aircraft shown on approach with a high angle of attack, touches down with its speed brakes, which can be seen extended just above and behind the wing. The aircraft then begins to rotate the nosegear down to runway contact and deploys a braking parachute that assists in slowing the aircraft after landing.

Sperm traits differ between winged and wingless males of the ant Cardiocondyla obscurior.

PubMed

Schrempf, Alexandra; Moser, Astrid; Delabie, Jacques; Heinze, Jürgen

2016-11-01

Size and shape of sperm cells vary tremendously throughout the animal kingdom. The adaptive significance of this variation is not fully understood. In addition to sperm-female interactions and the environmental conditions, the risk of sperm competition might affect number, morphology and other "quality" traits of sperm. In the male-diphenic ant Cardiocondyla obscurior, winged sneaker males have limited sperm number, because their testes degenerate shortly after adult emergence, as is typical for males of social Hymenoptera. In contrast, wingless fighter males continuously replenish their sperm supply due to their exceptional lifelong spermatogenesis. While winged males usually have to compete with several other winged males for virgin queens, wingless males are able to monopolize queens by killing all other rivals. Hence, this presents a unique system to investigate how alternative reproductive tactics and associated physiology affect sperm morphology and viability. We found that sperm-limited males invest into sperm number instead of sperm size. Variance in sperm length is smaller in winged males, probably reflecting that they have to compete with several other males. Finally, sperm viability is equally high in both male phenotypes. © 2016 International Society of Zoological Sciences, Institute of Zoology/Chinese Academy of Sciences and John Wiley & Sons Australia, Ltd.

Know Yourself, Define Your Enemy: Presidential Rhetoric and American Strategic Culture

DTIC Science & Technology

2016-06-10

Commander Gareth Prendergast received his commission from the Queen in 2000. Upon qualification in role as a Navigator on the Tornado GR4 fighter...On returning to the Tornado , he successfully deployed the first UK combat air assets in support of the humanitarian crisis in Iraq and...subsequently commanded the RAF Tornado detachment. Wing Commander Prendergast read for a Masters in International Law at Lancaster University and holds a Bachelor degree with honors from Keele University in International Relations.

Environmental Impact Analysis Process. Final Environmental Impact Statement. Supersonic Flight Operations in the Reserve Military Operations Area, Holloman, New Mexico

DTIC Science & Technology

1983-01-01

SUPERSONIC FLIGHT OPERATIONS ’• I • IN THE RESERVE MILITARY OPERATIONS AREA . HOLLOMAN AFB, NE MEXICO ~~DEPARTMENT OF THE AIR FORCE I Environme nta IImpac...Force (b) Proposed Action: Supersonic Flight Operations in the Reserve Mill ary Operations Area in Catron County, New Mexico . (c) Responsible...Abstract: The 49th Tactical Fighter Wing (TFW) at Holloman AFB, New Mexico , proposes to fly approximately 200 supersonic sorties per month in the Reserve

Flight Tests of A 1/8-Scale Model of the Bell D-188A Jet VTOL Airplane

NASA Technical Reports Server (NTRS)

Smith, Charles C., Jr.

1959-01-01

The Bell D-188A VTOL airplane is a horizontal-attitude VTOL fighter with tilting engine nacelles at the tips of a low-aspect-ratio unswept wing and additional engines in the fuselage. The model could be flown smoothly in hovering and transition flight. In forward flight the model could be flown smoothly at the lower angles of attack but experienced an uncontrollable directional divergence at angles of attack above about 16 deg.

Environmental Assessment: Construction and Operation of an Alternate Drone Launch System at Tyndall Air Force Base

DTIC Science & Technology

2008-05-01

matter less than or equal to 2.5 microns in aerodynamic diameter POL petroleum, oil , and lubricant RATO Rocket Assisted Take Off RCRA Resource... southeast of the Base airfield. The 325th Fighter Wing, Tyndall AFB, with the support of the Air Education and Training Command (AETC), has prepared this...segments. The drone launch facility is located just off U.S. Highway 98 southeast of the Base airfield (Figure 1-2). The proposed alternate drone

Lyapunov-based control of limit cycle oscillations in uncertain aircraft systems

NASA Astrophysics Data System (ADS)

Bialy, Brendan

Store-induced limit cycle oscillations (LCO) affect several fighter aircraft and is expected to remain an issue for next generation fighters. LCO arises from the interaction of aerodynamic and structural forces, however the primary contributor to the phenomenon is still unclear. The practical concerns regarding this phenomenon include whether or not ordnance can be safely released and the ability of the aircrew to perform mission-related tasks while in an LCO condition. The focus of this dissertation is the development of control strategies to suppress LCO in aircraft systems. The first contribution of this work (Chapter 2) is the development of a controller consisting of a continuous Robust Integral of the Sign of the Error (RISE) feedback term with a neural network (NN) feedforward term to suppress LCO behavior in an uncertain airfoil system. The second contribution of this work (Chapter 3) is the extension of the development in Chapter 2 to include actuator saturation. Suppression of LCO behavior is achieved through the implementation of an auxiliary error system that features hyperbolic functions and a saturated RISE feedback control structure. Due to the lack of clarity regarding the driving mechanism behind LCO, common practice in literature and in Chapters 2 and 3 is to replicate the symptoms of LCO by including nonlinearities in the wing structure, typically a nonlinear torsional stiffness. To improve the accuracy of the system model a partial differential equation (PDE) model of a flexible wing is derived (see Appendix F) using Hamilton's principle. Chapters 4 and 5 are focused on developing boundary control strategies for regulating the bending and twisting deformations of the derived model. The contribution of Chapter 4 is the construction of a backstepping-based boundary control strategy for a linear PDE model of an aircraft wing. The backstepping-based strategy transforms the original system to a exponentially stable system. A Lyapunov-based stability analysis is then used to show boundedness of the wing bending dynamics. A Lyapunov-based boundary control strategy for an uncertain nonlinear PDE model of an aircraft wing is developed in Chapter 5. In this chapter, a proportional feedback term is coupled with an gradient-based adaptive update law to ensure asymptotic regulation of the flexible states.

Male fighting and "territoriality" within colonies of the ant Cardiocondyla venustula.

PubMed

Frohschammer, Sabine; Heinze, Jürgen

2009-01-01

The ant genus Cardiocondyla is characterized by a bizarre male polymorphism with wingless fighter males and winged disperser males. Winged males have been lost convergently in several clades, and in at least one of them, wingless males have evolved mutual tolerance. To better understand the evolutionary pathways of reproductive tactics, we investigated Cardiocondyla venustula, a species, which in a phylogenetic analysis clusters with species with fighting and species with mutually tolerant, wingless males. Wingless males of C. venustula use their strong mandibles to kill freshly eclosed rival males and also engage in short fights with other adult males, but in addition show a novel behavior hitherto not reported from social insect males: they spread out in the natal nest and defend "territories" against other males. Ant males therefore show a much larger variety of reproductive tactics than previously assumed.

Male fighting and ``territoriality'' within colonies of the ant Cardiocondyla venustula

NASA Astrophysics Data System (ADS)

Frohschammer, Sabine; Heinze, Jürgen

2009-01-01

The ant genus Cardiocondyla is characterized by a bizarre male polymorphism with wingless fighter males and winged disperser males. Winged males have been lost convergently in several clades, and in at least one of them, wingless males have evolved mutual tolerance. To better understand the evolutionary pathways of reproductive tactics, we investigated Cardiocondyla venustula, a species, which in a phylogenetic analysis clusters with species with fighting and species with mutually tolerant, wingless males. Wingless males of C. venustula use their strong mandibles to kill freshly eclosed rival males and also engage in short fights with other adult males, but in addition show a novel behavior hitherto not reported from social insect males: they spread out in the natal nest and defend “territories” against other males. Ant males therefore show a much larger variety of reproductive tactics than previously assumed.

Lockheed P-38 Lightning in flight

NASA Technical Reports Server (NTRS)

1943-01-01

The P-38 shown in this photo was one of the fighters built in the late 1930s and early 1940s that experienced compressibility effects. In steep dives, these aircraft could reach speeds above Mach 0.75 (called transonic). At transonic speeds, air in front of the wings became compressed and reached supersonic speeds as it flowed over the wings, forming a shock wave. This resulted in an increase in drag and a decrease in lift. Another result was the movement of the wing's center of lift to the rear, forcing the aircraft to rotate so that the nose moved downward and it went into a steep dive. Pilots found that that their aircraft would not pull out of this dive. When they attempted to pull out, they found the control stick, as one pilot put it, 'was cast in about two feet of concrete.' In some cases, the airplanes crashed or broke up in the denser air as they approached the ground. In other cases, the pilots were able to pull out of the dive. These accidents and near misses reinforced the popular belief in a 'sound barrier.' The need for data at speeds near that of sound and the inability of wind tunnels at the time to provide it would lead to the construction and flight of the X-1 and D-558 research aircraft. The Lockheed P-38 Lightning was one of the best-known Army Air Forces fighters that flew in World War II. It was already in mass production before the war started for the United States, and production lasted until 1945. With a wingspan of 52 feet; a length of 37 feet, 10 inches; and a height of 9 feet, 10 inches, the P-38s had maximum speeds ranging from 390 miles per hour for the basic P-38 to 414 mph for the P-38L. Except for the M model (a two-seater), all the P-38s were single-seat pursuit and long-range escort aircraft.

Control of Interacting Vortex Flows at Subsonic and Transonic Speeds Using Passive Porosity

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2003-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) 8-Foot Transonic Pressure Tunnel (TPT) to determine the effects of passive surface porosity on vortex flow interactions about a general research fighter configuration at subsonic and transonic speeds. Flow-through porosity was applied to a wing leading-edge extension (LEX) mounted to a 65 deg cropped delta wing model to promote large nose-down pitching moment increments at high angles of attack. Porosity decreased the vorticity shed from the LEX, which weakened the LEX vortex and altered the global interactions of the LEX and wing vortices at high angles of attack. Six-component forces and moments and wing upper surface static pressure distributions were obtained at free-stream Mach numbers of 0.50, 0.85, and 1.20, Reynolds number of 2.5(10(exp 6)) per foot, angles of attack up to 30 deg, and angles of sideslip to +/- 8 deg. The off-surface flow field was visualized in selected cross-planes using a laser vapor screen flow visualization technique. Test data were obtained with a centerline vertical tail and with alternate twin, wing-mounted vertical fins having 0 deg and 30 deg cant angles. In addition, the porosity of the LEX was compartmentalized to determine the sensitivity of the vortex-dominated aerodynamics to the location and level of porosity applied to the LEX.

A Pilot Opinion Study of Lateral Control Requirements for Fighter-Type Aircraft

NASA Technical Reports Server (NTRS)

Creer, Brent Y.; Stewart, John D.; Merrick, Robert B.; Drinkwater, Fred J., III

1959-01-01

As part of a continuing NASA program of research on airplane handling qualities, a pilot opinion investigation has been made on the lateral control requirements of fighter aircraft flying in their combat speed range. The investigation was carried out using a stationary flight simulator and a moving flight simulator, and the flight simulator results were supplemented by research tests in actual flight. The flight simulator study was based on the presumption that the pilot rates the roll control of an airplane primarily on a single-degree-of-freedom basis; that is, control of angle of roll about the aircraft body axis being of first importance. From the assumption of a single degree of freedom system it follows that there are two fundamental parameters which govern the airplane roll response, namely the roll damping expressed as a time constant and roll control power in terms of roll acceleration. The simulator study resulted in a criterion in terms of these two parameters which defines satisfactory, unsatisfactory, and unacceptable roll performance from a pilot opinion standpoint. The moving simulator results were substantiated by the in-flight investigation. The derived criterion was compared with the roll performance criterion based upon wing tip helix angle and also with other roll performance concepts which currently influence the roll performance design of military fighter aircraft flying in their combat speed range.

Environmental Assessment of Short-Term Construction Projects at the 150th Fighter Wing, New Mexico Air National Guard, Kirtland Air Force Base, New Mexico

DTIC Science & Technology

2003-01-01

level scs Soil Conservation Service DOD Department of Defense SF square foot DOPAA Description of the Proposed SHPO State Historic Preservation...relatively level and most of the area has already been developed. Consequently, most surface soils have been previously disturbed or paved over. Surface... soils arc well drained sands and lo<\\ffiS with slight to moderate hazard of wind and water erosion. As a tenant organization. Nl’vtANG is required to

Aerodynamic characteristics of a six-jet V/STOL configuration with four swing-out lift jets in the transition speed range

NASA Technical Reports Server (NTRS)

Carter, A. W.

1970-01-01

A wind-tunnel investigation has been made of the longitudinal aerodynamic characteristics and jet-interference effects of a model of a jet V/STOL variable-sweep fighter airplane that employs four direct-lift engines which swing out from the fuselage and two lift-cruise engines located in the rear part of the fuselage. Data were obtained with two wing areas for various forward speeds and power conditions in the transition speed range. The data are presented without analysis or discussion.

A restored NACA P-51D Mustang in flight

NASA Image and Video Library

2000-09-15

A white plate on the top of the wing of a restored National Advisory Committee for Aeronautics (NACA) P-51D Mustang mounts scale airfoil shapes as used by the NACA in the late 1940s for high-speed research. This former NACA testbed Mustang was rebuilt by John Muszala for Bill Allmon of Las Vegas, Nevada, who has been flying it since 1998. Allmon flew the vintage fighter to NASA's Dryden Flight Research Center at Edwards, California, Sept. 15, 2000 for a reunion of former NACA employees.

Final Environmental Assessment for Temporary Aircraft Relocation to Maxwell Air Force Base 187th Fighter Wing Montgomery Regional Airport Montgomery, Alabama

DTIC Science & Technology

2012-06-01

Compatible Use Zone AIRFA American Indian Religious Freedom Act ALANG Alabama Air National Guard ANG Air National Guard ALNHP Alabama Natural Heritage...2012 1-3 1.3 LOCATION AND MISSION OF THE 187 FW AT MONTGOMERY REGIONAL AIRPORT The 187 FW of the Alabama Air National Guard ( ALANG ) is collocated...Army National Guard west of the primary parcel. South of Runway 10/28 is another 7-acre parcel for the Munitions Storage Area. ALANG also possesses

X-31 in flight, Herbst maneuver

NASA Technical Reports Server (NTRS)

1990-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International Palmdale, California, facility and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an aircraft with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack--with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the X-31 aircraft exhaust nozzle directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the International Test Organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. In this 40-second movie clip the X-31 aircraft is shown performing the 'Herbst maneuver,' which is a rapid, minimum-180-degree turn using a post-stall maneuver flying well beyond the aerodynamic limits of any conventional aircraft. Named after Wolfgang Herbst a proponent of using post-stall flight in air-to-air combat.

X-31 in flight - Double Reversal

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an airplane with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while he aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 39-second clip begins as the X-31 performs a short loop at the top of a stall maneuver, then quickly reverses its course first left, then right by means of thrust vectoring -- thereby gaining a tactical advantage over a putative opponent in air-to-air combat.

X-31 in flight - Post Stall Maneuver

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at Rockwell International's Palmdale, Calif., facility and the NASA Dryden Flight Research Center, Edwards, Calif., to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on Oct. 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft's body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust vectoring paddles made of graphite epoxy mounted on the X-31's exhaust nozzle directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31s were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplyied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This is expected to lead to design methods providing better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at Dryden, to which flight research was moved in February 1992 at the request of the Advanced Research Projects Agency (ARPA). In addition to ARPA and NASA, the International Test Organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident Jan. 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 34-second movie clip shows the aircraft as it slides backwards, thrust vectoring the tail over the top, turning the stall into a loop in which the aircraft then reverses it's heading and resumes level flight.

X-31 in flight - Herbst Turn

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an airplane with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This 32-second clip shows the aircraft at the top of a stall and then thrust vectoring itself around to attain a new heading, thereby allowing the aircraft to gain the advantage over a putative opponent in air-to-air combat. This maneuver is also known as a 'J turn.'

Damage-mitigating control of aircraft for high performance and life extension

NASA Astrophysics Data System (ADS)

Caplin, Jeffrey

1998-12-01

A methodology is proposed for the synthesis of a Damage-Mitigating Control System for a high-performance fighter aircraft. The design of such a controller involves consideration of damage to critical points of the structure, as well as the performance requirements of the aircraft. This research is interdisciplinary, and brings existing knowledge in the fields of unsteady aerodynamics, structural dynamics, fracture mechanics, and control theory together to formulate a new approach towards aircraft flight controller design. A flexible wing model is formulated using the Finite Element Method, and the important mode shapes and natural frequencies are identified. The Doublet Lattice Method is employed to develop an unsteady flow model for computation of the unsteady aerodynamic loads acting on the wing due to rigid-body maneuvers and structural deformation. These two models are subsequently incorporated into a pre-existing nonlinear rigid-body aircraft flight-dynamic model. A family of robust Damage-Mitigating Controllers is designed using the Hinfinity-optimization and mu-synthesis method. In addition to weighting the error between the ideal performance and the actual performance of the aircraft, weights are also placed on the strain amplitude at the root of each wing. The results show significant savings in fatigue life of the wings while retaining the dynamic performance of the aircraft.

Calculated performance, stability and maneuverability of high-speed tilting-prop-rotor aircraft

NASA Technical Reports Server (NTRS)

Johnson, Wayne; Lau, Benton H.; Bowles, Jeffrey V.

1986-01-01

The feasibility of operating tilting-prop-rotor aircraft at high speeds is examined by calculating the performance, stability, and maneuverability of representative configurations. The rotor performance is examined in high-speed cruise and in hover. The whirl-flutter stability of the coupled-wing and rotor motion is calculated in the cruise mode. Maneuverability is examined in terms of the rotor-thrust limit during turns in helicopter configuration. Rotor airfoils, rotor-hub configuration, wing airfoil, and airframe structural weights representing demonstrated advance technology are discussed. Key rotor and airframe parameters are optimized for high-speed performance and stability. The basic aircraft-design parameters are optimized for minimum gross weight. To provide a focus for the calculations, two high-speed tilt-rotor aircraft are considered: a 46-passenger, civil transport and an air-combat/escort fighter, both with design speeds of about 400 knots. It is concluded that such high-speed tilt-rotor aircraft are quite practical.

Computational Fluid Dynamics (CFD): Future role and requirements as viewed by an applied aerodynamicist. [computer systems design

NASA Technical Reports Server (NTRS)

Yoshihara, H.

1978-01-01

The problem of designing the wing-fuselage configuration of an advanced transonic commercial airliner and the optimization of a supercruiser fighter are sketched, pointing out the essential fluid mechanical phenomena that play an important role. Such problems suggest that for a numerical method to be useful, it must be able to treat highly three dimensional turbulent separations, flows with jet engine exhausts, and complex vehicle configurations. Weaknesses of the two principal tools of the aerodynamicist, the wind tunnel and the computer, suggest a complementing combined use of these tools, which is illustrated by the case of the transonic wing-fuselage design. The anticipated difficulties in developing an adequate turbulent transport model suggest that such an approach may have to suffice for an extended period. On a longer term, experimentation of turbulent transport in meaningful cases must be intensified to provide a data base for both modeling and theory validation purposes.

Multiple nodes transfer alignment for airborne missiles based on inertial sensor network

NASA Astrophysics Data System (ADS)

Si, Fan; Zhao, Yan

2017-09-01

Transfer alignment is an important initialization method for airborne missiles because the alignment accuracy largely determines the performance of the missile. However, traditional alignment methods are limited by complicated and unknown flexure angle, and cannot meet the actual requirement when wing flexure deformation occurs. To address this problem, we propose a new method that uses the relative navigation parameters between the weapons and fighter to achieve transfer alignment. First, in the relative inertial navigation algorithm, the relative attitudes and positions are constantly computed in wing flexure deformation situations. Secondly, the alignment results of each weapon are processed using a data fusion algorithm to improve the overall performance. Finally, the feasibility and performance of the proposed method were evaluated under two typical types of deformation, and the simulation results demonstrated that the new transfer alignment method is practical and has high-precision.

Feasibility and benefits of laminar flow control on supersonic cruise airplanes

NASA Technical Reports Server (NTRS)

Powell, A. G.; Agrawal, S.; Lacey, T. R.

1989-01-01

An evaluation was made of the applicability and benefits of laminar flow control (LFC) technology to supersonic cruise airplanes. Ancillary objectives were to identify the technical issues critical to supersonic LFC application, and to determine how those issues can be addressed through flight and wind-tunnel testing. Vehicle types studied include a Mach 2.2 supersonic transport configuration, a Mach 4.0 transport, and two Mach 2-class fighter concepts. Laminar flow control methodologies developed for subsonic and transonic wing laminarization were extended and applied. No intractible aerodynamic problems were found in applying LFC to airplanes of the Mach 2 class, even ones of large size. Improvements of 12 to 17 percent in lift-drag ratios were found. Several key technical issues, such as contamination avoidance and excresence criteria were identified. Recommendations are made for their resolution. A need for an inverse supersonic wing design methodology is indicated.

Historical background and design evolution of the transonic aircraft technology supercritical wing

NASA Technical Reports Server (NTRS)

Ayers, T. G.; Hallissy, J. B.

1981-01-01

Two dimensional wind tunnel test results obtained for supercritical airfoils indicated that substantial improvements in aircraft performance at high subsonic speeds could be achieved by shaping the airfoil to improve the supercritical flow above the upper surface. Significant increases in the drag divergence Mach number, the maximum lift coefficient for buffer onset, and the Mach number for buffet onset at a given lift coefficient were demonstrated for the supercritical airfoil, as compared with a NACA 6 series airfoil of comparable thickness. These trends were corroborated by results from three dimensional wind tunnel and flight tests. Because these indicated extensions of the buffet boundaries could provide significant improvements in the maneuverability of a fighter airplane, an exploratory wind tunnel investigation was initiated which demonstrated that significant aerodynamic improvements could be achieved from the direct substitution of a supercritical airfoil on a variable wing sweep multimission airplane model.

Experimental aerodynamic characteristics of two V/STOL fighter/attack aircraft configurations at Mach numbers from 0.4 to 1.4

NASA Technical Reports Server (NTRS)

Nelms, W. P.; Durston, D. A.; Lummus, J. R.

1980-01-01

A wind tunnel test was conducted to measure the aerodynamic characteristics of two horizontal attitude takeoff and landing V/STOL fighter/attack aircraft concepts. In one concept, a jet diffuser ejector was used for the vertical lift system; the other used a remote augmentation lift system (RALS). Wind tunnel tests to investigate the aerodynamic uncertainties and to establish a data base for these types of concepts were conducted over a Mach number range from 0.2 to 2.0. The present report covers tests, conducted in the 11 foot transonic wind tunnel, for Mach numbers from 0.4 to 1.4. Detailed effects of varying the angle of attack (up to 27 deg), angle of sideslip (-4 deg to +8 deg), Mach number, Reynolds number, and configuration buildup were investigated. In addition, the effects of wing trailing edge flap deflections, canard incidence, and vertical tail deflections were explored. Variable canard longitudinal location and different shapes of the inboard nacelle body strakes were also investigated.

Wind-tunnel investigation to determine the low speed yawing stability derivatives of a twin jet fighter model at high angles of attack

NASA Technical Reports Server (NTRS)

Coe, P. L., Jr.; Newsom, W. A., Jr.

1974-01-01

An investigation was conducted to determine the low-speed yawing stability derivatives of a twin-jet fighter airplane model at high angles of attack. Tests were performed in a low-speed tunnel utilizing variable-curvature walls to simulate pure yawing motion. The results of the study showed that at angles of attack below the stall the yawing derivatives were essentially independent of the yawing velocity and sideslip angle. However, at angles of attack above the stall some nonlinear variations were present and the derivatives were strongly dependent upon sideslip angle. The results also showed that the rolling moment due to yawing was primarily due to the wing-fuselage combination, and that at angles of attack below the stall both the vertical and horizontal tails produced significant contributions to the damping in yaw. Additionally, the tests showed that the use of the forced-oscillation data to represent the yawing stability derivatives is questionable, at high angles of attack, due to large effects arising from the acceleration in sideslip derivatives.

EC97-44293-3

NASA Image and Video Library

1997-09-29

Four different versions of the F-16 were used by Dryden in the 1990s. On the left and right sides are two F-16XLs. On the left is the F-16XL #2 (NASA 848), which is the two-seat version, used for advanced laminar flow studies until late 1996. On the right is the single-seat F-16XL #1 (NASA 849), used for laminar flow research and sonic boom research. (Laminar flow refers to smooth airflow over a wing, which increases lift and reduces drag compared to turbulent airflow). Between them at center left is an F-16A (NASA 816), the only civilian operated F-16. Next to it at center right is the U.S. Air Force Advance Fighter Technology Integration (AFTI) F-16, a program to test new sensor and control technologies for future fighter aircraft. Both F-16XLs are in storage at Dryden. The F-16A was never flown at Dryden, and was parked by the entrance to the center. The AFTI F-16 is in the Air Force Museum.

EC97-44293-1

NASA Image and Video Library

1997-09-29

Four different versions of the F-16 were used by Dryden in the 1990s. On the left and right sides are two F-16XLs. On the left is the F-16XL #2 (NASA 848), which is the two-seat version, used for advanced laminar flow studies until late 1996. On the right is the single-seat F-16XL #1 (NASA 849), used for laminar flow research and sonic boom research. (Laminar flow refers to smooth airflow over a wing, which increases lift and reduces drag compared to turbulent airflow). Between them at center left is an F-16A (NASA 816), the only civilian operated F-16. Next to it at center right is the U.S. Air Force Advance Fighter Technology Integration (AFTI) F-16, a program to test new sensor and control technologies for future fighter aircraft. Both F-16XLs are in storage at Dryden. The F-16A was never flown at Dryden, and was parked by the entrance to the center. The AFTI F-16 is in the Air Force Museum.

Proposed Relocation of the 37th Tactical Fighter Wing and Other Tactical Force Structure Actions

DTIC Science & Technology

1991-05-09

Joseph M. Tonopah NV Merlino, Bernie Tonopah NV 3 Murphy, N. V. Tonopah NV Michols, Judith E. Tonopah NV Nye, Al Tonopah NV 3 Payne, Unda Tonopah NV...the iNavy’s weTher tFctca operate-bospeds Aof mor reqir e ient. The e iiatssinldtohe tosha ve 00m lsn per g h ou r ea an aflon tio w idr-treed, lo-rs...John B. Walker, Nevada State ClearinghoUSe Document R Kevin Von Finger, TX Document S Jim Fish, Public Lands Action Network, NM Document T Judith S

X-29A flight control system performance during flight test

NASA Technical Reports Server (NTRS)

Chin, J.; Chacon, V.; Gera, J.

1987-01-01

An account is given of flight control system performance results for the X-29A forward-swept wing 'Advanced Technology Demonstrator' fighter aircraft, with attention to its software and hardware components' achievement of the requisite levels of system stability and desirable aircraft handling qualities. The Automatic Camber Control Logic is found to be well integrated with the stability loop of the aircraft. A number of flight test support software programs developed by NASA facilitated monitoring of the X-29A's stability in real time, and allowed the test team to clear the envelope with confidence.

Application of dynamical systems theory to nonlinear aircraft dynamics

NASA Technical Reports Server (NTRS)

Culick, Fred E. C.; Jahnke, Craig C.

1988-01-01

Dynamical systems theory has been used to study nonlinear aircraft dynamics. A six degree of freedom model that neglects gravity has been analyzed. The aerodynamic model, supplied by NASA, is for a generic swept wing fighter and includes nonlinearities as functions of the angle of attack. A continuation method was used to calculate the steady states of the aircraft, and bifurcations of these steady states, as functions of the control deflections. Bifurcations were used to predict jump phenomena and the onset of periodic motion for roll coupling instabilities and high angle of attack maneuvers. The predictions were verified with numerical simulations.

Supersonic aerodynamic characteristics of an advanced F-16 derivative aircraft configuration

NASA Technical Reports Server (NTRS)

Fox, Mike C.; Forrest, Dana K.

1993-01-01

A supersonic wind tunnel investigation was conducted in the NASA Langley Unitary Plan Wind Tunnel on an advanced derivative configuration of the United States Air Force F-16 fighter. Longitudinal and lateral directional force and moment data were obtained at Mach numbers of 1.60 to 2.16 to evaluate basic performance parameters and control effectiveness. The aerodynamic characteristics for the F-16 derivative model were compared with the data obtained for the F-16C model and also with a previously tested generic wing model that features an identical plan form shape and similar twist distribution.

In-flight lift-drag characteristics for a forward-swept wing aircraft and comparisons with contemporary aircraft)

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Hicks, John W.; Luke, Sue (Editor)

1994-01-01

Lift (L) and drag (D) characteristics have been obtained in flight for the X-29A airplane (a forward swept-wing demonstrator) for Mach numbers (M) from 0.4 to 1.3. Most of the data were obtained near an altitude of 30,000 ft. A representative Reynolds number for M = 0.9, and a pressure altitude of 30,000 ft, is 18.6 x 10(exp 6) based on the mean aerodynamic chord. The X-29A data (forward-swept wing) are compared with three high-performance fighter aircraft: the F-15C, F-16C, and F/A18. The lifting efficiency of the X-29A, as defined by the Oswald lifting efficiency factor, e, is about average for a cantilevered monoplane for M = 0.6 and angles of attack up to those required for maximum L/D. At M = 0.6 the level of L/D and e, as a function of load factor, for the X-29A was about the same as for the contemporary aircraft. The X-29A and its contemporaries have high transonic wave drag and equivalent parasite area compared with aircraft of the 1940's through 1960's.

X-31 Wing Storage for Shipping

NASA Image and Video Library

1995-05-18

The right wing of the X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft is seen here being put into a shipping container May 18, 1995, at NASA's Dryden Flight Research Center, Edwards, California, by U.S. and German members of the program. To fit inside an Air Force Reserve C-5 transport, which was used to ferry the X-31 to Europe on May 22, 1995, the right wing had to be removed. Manching, Germany, was used as a staging base to prepare the aircraft for participation in the Paris Air Show. At the air show on June 11 through the 18th, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The aircraft arrived back at Edwards in an Air Force Reserve C-5 on June 25, 1995, and off loaded at Dryden the 27th. The X-31 aircraft was developed jointly by Rockwell International's North American Aircraft Division (now part of Boeing) and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm), under sponsorship by the U.S. Department of Defense and the German Federal Ministry of Defense.

Transonic Navier-Stokes wing solutions using a zonal approach. Part 2: High angle-of-attack simulation

NASA Technical Reports Server (NTRS)

Chaderjian, N. M.

1986-01-01

A computer code is under development whereby the thin-layer Reynolds-averaged Navier-Stokes equations are to be applied to realistic fighter-aircraft configurations. This transonic Navier-Stokes code (TNS) utilizes a zonal approach in order to treat complex geometries and satisfy in-core computer memory constraints. The zonal approach has been applied to isolated wing geometries in order to facilitate code development. Part 1 of this paper addresses the TNS finite-difference algorithm, zonal methodology, and code validation with experimental data. Part 2 of this paper addresses some numerical issues such as code robustness, efficiency, and accuracy at high angles of attack. Special free-stream-preserving metrics proved an effective way to treat H-mesh singularities over a large range of severe flow conditions, including strong leading-edge flow gradients, massive shock-induced separation, and stall. Furthermore, lift and drag coefficients have been computed for a wing up through CLmax. Numerical oil flow patterns and particle trajectories are presented both for subcritical and transonic flow. These flow simulations are rich with complex separated flow physics and demonstrate the efficiency and robustness of the zonal approach.

Transonic Free-To-Roll Analysis of the F/A-18E and F-35 Configurations

NASA Technical Reports Server (NTRS)

Owens, D. Bruce; McConnell, Jeffrey K.; Brandon, Jay M.; Hall, Robert M.

2004-01-01

The free-to-roll technique is used as a tool for predicting areas of uncommanded lateral motions. Recently, the NASA/Navy/Air Force Abrupt Wing Stall Program extended the use of this technique to the transonic speed regime. Using this technique, this paper evaluates various wing configurations on the pre-production F/A-18E aircraft and the Joint Strike Fighter (F-35) aircraft. The configurations investigated include leading and trailing edge flap deflections, fences, leading edge flap gap seals, and vortex generators. These tests were conducted in the NASA Langley 16-Foot Transonic Tunnel. The analysis used a modification of a figure-of-merit developed during the Abrupt Wing Stall Program to discern configuration effects. The results showed how the figure-of-merit can be used to schedule wing flap deflections to avoid areas of uncommanded lateral motion. The analysis also used both static and dynamic wind tunnel data to provide insight into the uncommanded lateral behavior. The dynamic data was extracted from the time history data using parameter identification techniques. In general, modifications to the pre-production F/A-18E resulted in shifts in angle-of-attack where uncommanded lateral activity occurred. Sealing the gap between the inboard and outboard leading-edge flaps on the Navy version of the F-35 eliminated uncommanded lateral activity or delayed the activity to a higher angle-of-attack.

Pretest Report for the Full Span Propulsive Wing/Canard Model Test in the NASA Langley 4 x 7 Meter Low Speed Wind Tunnel Second Series Test

NASA Technical Reports Server (NTRS)

Stewart, V. R.

1986-01-01

A full span propulsive wing/canard model is to be tested in the NASA Langley Research Center (LaRC) 4 x 7 meter low speed wind tunnel. These tests are a continuation of the tests conducted in Feb. 1984, NASA test No.290, and are being conducted under NASA Contract NAS1-17171. The purpose of these tests is to obtain extensive lateral-directional data with a revised fuselage concept. The wings, canards, and vertical tail of this second test series model are the same as tested in the previous test period. The fuselage and internal flow path have been modified to better reflect an external configuration suitable for a fighter airplane. Internal ducting and structure were changed as required to provide test efficiency and blowing control. The model fuselage tested during the 1984 tests was fabricated with flat sides to provide multiple wing and canard placement variations. The locations of the wing and canard are important variables in configuration development. With the establishment of the desired relative placement of the lifting surfaces, a typically shaped fuselage has been fabricated for these tests. This report provides the information necessary for the second series tests of the propulsive wing/canard model. The discussion in this report is limited to that affected by the model changes and to the second series test program. The pretest report information for test 290 which is valid for the second series test was published in Rockwell report NR 83H-79. This report is presented as Appendix 1 and the modified fuselage stress report is presented as Appendix 2 to this pretest report.

F-18 HARV research pilot Dana Purifoy

NASA Technical Reports Server (NTRS)

1996-01-01

Dana D. Purifoy is an aerospace research pilot at NASA's Dryden Flight Research Center, Edwards, California. He joined NASA in August 1994. Purifoy is a former Air Force test pilot who served as a project pilot in the joint NASA/Air Force X-29 Forward Swept Wing research program conducted at Dryden from 1984 to 1991. His most recent assignment in the Air Force was flying U-2 aircraft as a test pilot at Air Force Plant 42, Palmdale, CA. In addition to flying the X-29 at Dryden as an Air Force pilot, Purifoy also served as project pilot and joint test force director with the AFTI F-16 (Advanced Fighter Technology Integration/F-16) program, also located at Dryden. Before his assignments as project pilot on the X-29 and AFTI/F-16 aircraft, Purifoy was chief of the Academics Systems Branch at the Air Force Test Pilot School at Edwards. Prior to becoming a test pilot, he flew F-111 and F-16 aircraft in Great Britain and Germany. He has accumulated 3800 hours of flying time in his career. The final flight for the F-18 High Alpha Research Vehicle (HARV) took place at NASA Dryden on May 29, 1996. The highly modified F-18 airplane flew 383 flights over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.

Free-to-Roll Testing of Airplane Models in Wind Tunnels

NASA Technical Reports Server (NTRS)

Capone, Francis J.; Owens, D. Bruce; Hall, Robert M.

2007-01-01

A free-to-roll (FTR) test technique and test rig make it possible to evaluate both the transonic performance and the wingdrop/ rock behavior of a high-strength airplane model in a single wind-tunnel entry. The free-to-roll test technique is a single degree-of-motion method in which the model is free to roll about the longitudinal axis. The rolling motion is observed, recorded, and analyzed to gain insight into wing-drop/rock behavior. Wing-drop/rock is one of several phenomena symptomatic of abrupt wing stall. FTR testing was developed as part of the NASA/Navy Abrupt Wing Stall Program, which was established for the purposes of understanding and preventing significant unexpected and uncommanded (thus, highly undesirable) lateral-directional motions associated with wing-drop/rock, which have been observed mostly in fighter airplanes under high-subsonic and transonic maneuvering conditions. Before FTR testing became available, wingrock/ drop behavior of high-performance airplanes undergoing development was not recognized until flight testing. FTR testing is a reliable means of detecting, and evaluating design modifications for reducing or preventing, very complex abrupt wing stall phenomena in a ground facility prior to flight testing. The FTR test rig was designed to replace an older sting attachment butt, such that a model with its force balance and support sting could freely rotate about the longitudinal axis. The rig (see figure) includes a rotary head supported in a stationary head with a forward spherical roller bearing and an aft needle bearing. Rotation is amplified by a set of gears and measured by a shaft-angle resolver; the roll angle can be resolved to within 0.067 degrees at a rotational speed up to 1,000 degrees/s. An assembly of electrically actuated brakes between the rotary and stationary heads can be used to hold the model against a rolling torque at a commanded roll angle. When static testing is required, a locking bar is used to fix the rotating head rigidly to the stationary head. Switching between the static and FTR test modes takes only about 30 minutes. The FTR test rig was originally mounted in a 16-ft (approximately 4.0-m) transonic wind tunnel, but could just as well be adapted to use in any large wind tunnel. In one series of tests on the FTR rig, static and dynamic characteristics of models of four different fighter airplanes were measured. Two of the models exhibited uncommanded lateral motions; the other two did not. A figure of merit was developed to discern the severity of lateral motions. Using this figure of merit, it was shown that the FTR test technique enabled identification of conditions under which the uncommanded lateral motions occurred. The wind-tunnel conditions thus identified were found to be correlated with flight conditions under which the corresponding full-size airplanes exhibited uncommanded lateral motions.

Study on bird's & insect's wing aerodynamics and comparison of its analytical value with standard airfoil

NASA Astrophysics Data System (ADS)

Ali, Md. Nesar; Alam, Mahbubul; Hossain, Md. Abed; Ahmed, Md. Imteaz

2017-06-01

Flight is the main mode of locomotion used by most of the world's bird & insect species. This article discusses the mechanics of bird flight, with emphasis on the varied forms of bird's & insect's wings. The fundamentals of bird flight are similar to those of aircraft. Flying animals flap their wings to generate lift and thrust as well as to perform remarkable maneuvers with rapid accelerations and decelerations. Insects and birds provide illuminating examples of unsteady aerodynamics. Lift force is produced by the action of air flow on the wing, which is an airfoil. The airfoil is shaped such that the air provides a net upward force on the wing, while the movement of air is directed downward. Additional net lift may come from airflow around the bird's & insect's body in some species, especially during intermittent flight while the wings are folded or semi-folded. Bird's & insect's flight in nature are sub-divided into two stages. They are Unpowered Flight: Gliding and Soaring & Powered Flight: Flapping. When gliding, birds and insects obtain both a vertical and a forward force from their wings. When a bird & insect flaps, as opposed to gliding, its wings continue to develop lift as before, but the lift is rotated forward to provide thrust, which counteracts drag and increases its speed, which has the effect of also increasing lift to counteract its weight, allowing it to maintain height or to climb. Flapping flight is more complicated than flight with fixed wings because of the structural movement and the resulting unsteady fluid dynamics. Flapping involves two stages: the down-stroke, which provides the majority of the thrust, and the up-stroke, which can also (depending on the bird's & insect's wings) provide some thrust. Most kinds of bird & insect wing can be grouped into four types, with some falling between two of these types. These types of wings are elliptical wings, high speed wings, high aspect ratio wings and soaring wings with slots. Hovering is used by several species of birds. Hovering, which is generating only lift through flapping alone rather than as a product of thrust, demands a lot of energy. On the other hand, for practical knowledge we also fabricate the various bird's, insect's & fighter jet wing by using random value of parameter & test those airfoil in wind tunnel. Finally for comparison & achieving analytical knowledge we also test those airfoil model in various simulation software.

Wind Tunnel Investigation of the Effects of Surface Porosity and Vertical Tail Placement on Slender Wing Vortex Flow Aerodynamics at Supersonic Speeds

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2007-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) Unitary Plan Wind Tunnel (UPWT) to determine the effects of passive surface porosity and vertical tail placement on vortex flow development and interactions about a general research fighter configuration at supersonic speeds. Optical flow measurement and flow visualization techniques were used that featured pressure sensitive paint (PSP), laser vapor screen (LVS), and schlieren, These techniques were combined with conventional electronically-scanned pressure (ESP) and six-component force and moment measurements to quantify and to visualize the effects of flow-through porosity applied to a wing leading edge extension (LEX) and the placement of centerline and twin vertical tails on the vortex-dominated flow field of a 65 cropped delta wing model. Test results were obtained at free-stream Mach numbers of 1.6, 1.8, and 2.1 and a Reynolds number per foot of 2.0 million. LEX porosity promoted a wing vortex-dominated flow field as a result of a diffusion and weakening of the LEX vortex. The redistribution of the vortex-induced suction pressures contributed to large nose-down pitching moment increments but did not significantly affect the vortex-induced lift. The trends associated with LEX porosity were unaffected by vertical tail placement. The centerline tail configuration generally provided more stable rolling moments and yawing moments compared to the twin wing-mounted vertical tails. The strength of a complex system of shock waves between the twin tails was reduced by LEX porosity.

A review of technologies applicable to low-speed flight of high-performance aircraft investigated in the Langley 14- x 22-foot subsonic tunnel

NASA Technical Reports Server (NTRS)

Paulson, John W., Jr.; Quinto, P. Frank; Banks, Daniel W.; Kemmerly, Guy T.; Gatlin, Gregory M.

1988-01-01

An extensive research program has been underway at the NASA Langley Research Center to define and develop the technologies required for low-speed flight of high-performance aircraft. This 10-year program has placed emphasis on both short takeoff and landing (STOL) and short takeoff and vertical landing (STOVL) operations rather than on regular up and away flight. A series of NASA in-house as well as joint projects have studied various technologies including high lift, vectored thrust, thrust-induced lift, reversed thrust, an alternate method of providing trim and control, and ground effects. These technologies have been investigated on a number of configurations ranging from industry designs for advanced fighter aircraft to generic wing-canard research models. Test conditions have ranged from hover (or static) through transition to wing-borne flight at angles of attack from -5 to 40 deg at representative thrust coefficients.

The dynamic-response characteristics of a 35 degree swept-wing airplane as determined from flight measurements

NASA Technical Reports Server (NTRS)

Triplett, William C; Brown, Stuart C; Smith, G Allan

1955-01-01

The longitudinal and lateral-directional dynamic-response characteristics of a 35 degree swept-wing fighter-type airplane determined from flight measurements are presented and compared with predictions based on theoretical studies and wind-tunnel data. Flights were made at an altitude of 35,000 feet covering the Mach number range of 0.50 to 1.04. A limited amount of lateral-directional data were also obtained at 10,000 feet. The flight consisted essentially of recording transient responses to pilot-applied pulsed motions of each of the three primary control surfaces. These transient data were converted into frequency-response form by means of the Fourier transformation and compared with predicted responses calculated from the basic equations. Experimentally determined transfer functions were used for the evaluation of the stability derivatives that have the greatest effect on the dynamic response of the airplane. The values of these derivatives, in most cases, agreed favorably with predictions over the Mach number range of the test.

Performance Evaluation Method for Dissimilar Aircraft Designs

NASA Technical Reports Server (NTRS)

Walker, H. J.

1979-01-01

A rationale is presented for using the square of the wingspan rather than the wing reference area as a basis for nondimensional comparisons of the aerodynamic and performance characteristics of aircraft that differ substantially in planform and loading. Working relationships are developed and illustrated through application to several categories of aircraft covering a range of Mach numbers from 0.60 to 2.00. For each application, direct comparisons of drag polars, lift-to-drag ratios, and maneuverability are shown for both nondimensional systems. The inaccuracies that may arise in the determination of aerodynamic efficiency based on reference area are noted. Span loading is introduced independently in comparing the combined effects of loading and aerodynamic efficiency on overall performance. Performance comparisons are made for the NACA research aircraft, lifting bodies, century-series fighter aircraft, F-111A aircraft with conventional and supercritical wings, and a group of supersonic aircraft including the B-58 and XB-70 bomber aircraft. An idealized configuration is included in each category to serve as a standard for comparing overall efficiency.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft in it's hangar at NASA Dryden Flight Research Center, Edwards, California, following its arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

9. Southeast view interior, typical interior office, supervisor's office, room ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Southeast view interior, typical interior office, supervisor's office, room 24A - Selfridge Field, Building No. 1050, Northwest corner of Doolittle Avenue & D Street; Harrison Township, Mount Clemens, Macomb County, MI

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sullivan, W.N.

This report summarizes measured performance of residential geothermal heat pumps (GHP`s) that were installed in family housing units at Ft. Hood, Texas and at Selfridge Air National Guard base in Michigan. These units were built as part of a joint Department of Defense/Department of Energy program to evaluate the energy savings potential of GHP`s installed at military facilities. At the Ft. Hood site, the GHP performance was compared to conventional forced air electric air conditioning and natural gas heating. At Selfridge, the homes under test were originally equipped with electric baseboard heat and no air conditioning. Installation of the GHPmore » systems at both sites was straightforward but more problems and costs were incurred at Selfridge because of the need to install ductwork in the homes. The GHP`s at both sites produced impressive energy savings. These savings approached 40% for most of the homes tested. The low cost of energy on these bases relative to the incremental cost of the GHP conversions precludes rapid payback of the GHP`s from energy savings alone. Estimates based on simple payback (no inflation and no interest on capital) indicated payback times from 15 to 20 years at both sites. These payback times may be reduced by considering the additional savings possible due to reduced maintenance costs. Results are summarized in terms of 15 minute, hourly, monthly, and annual performance parameters. The results indicate that all the systems were working properly but several design shortcomings were identified. Recommendations are made for improvements in future installations at both sites.« less

Final Environmental Impact Statement for Proposed Implementation of the Base Realignment and Closure (BRAC) Final Recommendations and Associated Actions for the 104th Fighter Wing, Massachusetts Air National Guard at Westfield-Barnes Airport, Westfield, Massachusetts. Volume 1: Executive Summary through Chapter 9.0, and Volume 2: Appendices

DTIC Science & Technology

2007-10-01

there was a likelihood of a significant impact on air quality. The nature and extent of such an analysis would depend on the specific circumstances...resources, biological resources, and cultural resources. For the Proposed Action, findings indicate that there will be significant impacts to the noise...the rate of peak discharge. This impact will be minimal given the developed nature of the site. No projects are sited within floodplains. The rate of

Hazardous-waste-characterization survey of unknown drums at the 21st Tactical Fighter Wing, Elmendorf and Shemya Air Force Bases, and Galena and King Salmon Airports, Alaska. Final report 2-13 Aug 91

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bishop, M.S.

1991-12-01

At the request of the USAF Regional Hospital Elmendorf/SGPB (PACAF), the Armstrong Laboratory, Occupational and Environmental Health Directorate, conducted a hazardous waste characterization survey of unknown drums at Elmendorf AFB from 2 Aug - 13 Aug 91. The scope of the survey was to sample and characterize drums of unknown material stored at Elmendorf AFB, Shemya AFB, and Galena and King Salmon Airports. Several waste streams were sampled at Elmendorf AFB to revalidate sample results from a previous survey.

A design procedure for the handling qualities optimization of the X-29A aircraft

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Cox, Timothy H.

1989-01-01

The techniques used to improve the pitch-axis handling qualities of the X-29A wing-canard-planform fighter aircraft are reviewed. The aircraft and its FCS are briefly described, and the design method, which works within the existing FCS architecture, is characterized in detail. Consideration is given to the selection of design goals and design variables, the definition and calculation of the cost function, the validation of the mathematical model on the basis of flight-test data, and the validation of the improved design by means of nonlinear simulations. Flight tests of the improved design are shown to verify the simulation results.

An Investigation of the McDonnell XP-85 Airplane in the Ames 40- by 80-Foot Wind Tunnel: Pressure-Distribution Tests

NASA Technical Reports Server (NTRS)

Hunton, Lynn W.; James, Harry A.

1948-01-01

Pressure measurements were made during wind-tunnel tests of the McDonnell XP-85 parasite fighter. Static-pressure orifices were located over the fuselage nose, over the canopy, along the wing root, and along the upper and lower stabilizer roots. A total-pressure and static-pressure rake was located in the turbojet engine air-intake duct. It was installed at the station where the compressor face would be located. Pressure data were obtained for two airplane conditions, clean and with skyhook extended, through a range of angle of attack and a range of yaw.

HASA: Hypersonic Aerospace Sizing Analysis for the Preliminary Design of Aerospace Vehicles

NASA Technical Reports Server (NTRS)

Harloff, Gary J.; Berkowitz, Brian M.

1988-01-01

A review of the hypersonic literature indicated that a general weight and sizing analysis was not available for hypersonic orbital, transport, and fighter vehicles. The objective here is to develop such a method for the preliminary design of aerospace vehicles. This report describes the developed methodology and provides examples to illustrate the model, entitled the Hypersonic Aerospace Sizing Analysis (HASA). It can be used to predict the size and weight of hypersonic single-stage and two-stage-to-orbit vehicles and transports, and is also relevant for supersonic transports. HASA is a sizing analysis that determines vehicle length and volume, consistent with body, fuel, structural, and payload weights. The vehicle component weights are obtained from statistical equations for the body, wing, tail, thermal protection system, landing gear, thrust structure, engine, fuel tank, hydraulic system, avionics, electral system, equipment payload, and propellant. Sample size and weight predictions are given for the Space Shuttle orbiter and other proposed vehicles, including four hypersonic transports, a Mach 6 fighter, a supersonic transport (SST), a single-stage-to-orbit (SSTO) vehicle, a two-stage Space Shuttle with a booster and an orbiter, and two methane-fueled vehicles.

A study of the problem of designing airplanes with satisfactory inherent damping of the dutch roll oscillation

NASA Technical Reports Server (NTRS)

Campbell, John P; Mckinney, Marion O , Jr

1954-01-01

Considerable interest has recently been shown in means of obtaining satisfactory stability of the dutch roll oscillation for modern high-performance airplanes without resort to complicated artificial stabilizing devices. One approach to this problem is to lay out the airplane in the earliest stages of design so that it will have the greatest practicable inherent stability of the lateral oscillation. The present report presents some preliminary results of a theoretical analysis to determine the design features that appear most promising in providing adequate inherent stability. These preliminary results cover the case of fighter airplanes at subsonic speeds. The investigation indicated that it is possible to design fighter airplanes to have substantially better inherent stability than most current designs. Since the use of low-aspect-ratio swept-back wings is largely responsible for poor dutch roll stability, it is important to design the airplane with the maximum aspect ratio and minimum sweep that will permit attainment of the desired performance. The radius of gyration in roll should be kept as low as possible and the nose-up inclination of the principal longitudinal axis of inertia should be made as great as practicable. (author)

10. DETAIL OF NUCLEAR ALERT INSIGNIA, EAST WALL NORTHWEST OFFICE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. DETAIL OF NUCLEAR ALERT INSIGNIA, EAST WALL NORTHWEST OFFICE ABOVE FORMER FALSE CEILING - Selfridge Field, Building Nos. 1424, 1425, South of Carswell Street, west of Castle Avenue, Mount Clemens, Macomb County, MI

X-31 in flight - Mongoose Maneuver

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an aircraft with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust-vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods which provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. In this 36-second clip we see the X-31 performing the 'Mongoose maneuver,' beginning in a tight left hand turn, then pulling the aircraft into a high-angle-of-attack stall/tail-stand maneuver in which the aircraft remains in the vertical for several seconds, then pushes over to resume normal flight. This maneuver is in response to the Sukoi SU-27 'Flanker' test pilot Victor Georgievich Pugachev's 'Cobra maneuver' or 'Pugachev's cobra,' in which the aircraft, like the X-31, is stood on its tail to give the pilot a tactical advantage in air-to-air combat by essentially stopping and pointing the aircraft weapons toward the opponent.

X-31 in flight - Post Stall Maneuver

NASA Technical Reports Server (NTRS)

1995-01-01

Two X-31 Enhanced Fighter Maneuverability (EFM) demonstrators were flown at the Rockwell International facility, Palmdale, California, and the NASA Dryden Flight Research Center, Edwards, California, to obtain data that may apply to the design of highly-maneuverable next-generation fighters. The program had its first flight on October 11, 1990, in Palmdale; it ended in June 1995. The X-31 program demonstrated the value of thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems, to provide controlled flight during close-in air combat at very high angles of attack. The result of this increased maneuverability is an aircraft with a significant advantage over conventional fighters. 'Angle-of-attack' (alpha) is an engineering term to describe the angle of an aircraft body and wings relative to its actual flight path. During maneuvers, pilots often fly at extreme angles of attack -- with the nose pitched up while the aircraft continues in its original direction. This can lead to loss of control and result in the loss of the aircraft, pilot or both. Three thrust vectoring paddles made of graphite epoxy mounted on the exhaust nozzle of the X-31 aircraft directed the exhaust flow to provide control in pitch (up and down) and yaw (right and left) to improve control. The paddles can sustain heat of up to 1,500 degrees centigrade for extended periods of time. In addition the X-31 aircraft were configured with movable forward canards and fixed aft strakes. The canards were small wing-like structures set on the wing line between the nose and the leading edge of the wing. The strakes were set on the same line between the trailing edge of the wing and the engine exhaust. Both supplied additional control in tight maneuvering situations. The X-31 research program produced technical data at high angles of attack. This information is giving engineers and aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that can provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. This movie clip runs 1 minute, 6 seconds in length and shows the X-31 rotating at takeoff and climbing into a stall maneuver. The aircraft then slides backwards thrust vectoring the tail over the top, turning the stall into a loop in which the aircraft then reverses its heading and resumes level flight.

X-31 wing removal

NASA Image and Video Library

1995-05-18

U.S. and German personnel of the X-31 Enhanced Fighter Maneuverability Technology Demonstrator aircraft program removing the right wing of the aircraft, which was ferried from Edwards Air Force Base, California, to Europe on May 22, 1995 aboard an Air Force Reserve C-5 transport. The X-31, based at the NASA Dryden Flight Research Center was ferried to Europe and flown in the Paris Air Show in June. The wing of the X-31 was removed on May 18, 1995, to allow the aircraft to fit inside the C-5 fuselage. Officials of the X-31 project used Manching, Germany, as a staging base to prepare the aircraft for the flight demonstration. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The aircraft arrived back at Edwards in a Air Force Reserve C-5 on June 25, 1995 and off loaded at Dryden June 27. The X-31 aircraft was developed jointly by Rockwell International's North American Aircraft Division (now part of Boeing) and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm), under sponsorship by the U.S. Department of Defense and the German Federal Ministry of Defense.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel remove protective covers from the newly arrived NASA/McDonnell Douglas Corporation X-36 Tailless Fighter Agility Research Aircraft. It arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel wait to attach a hoist to the X-36 Tailless Fighter Agility Research Aircraft, which arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. More taxi and radio frequency tests were slated before it's first flight would be made. This took place on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft is steered to it's hangar at NASA Dryden Flight Research Center, Edwards, California, following arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Euler/Navier-Stokes calculations of transonic flow past fixed- and rotary-wing aircraft configurations

NASA Technical Reports Server (NTRS)

Deese, J. E.; Agarwal, R. K.

1989-01-01

Computational fluid dynamics has an increasingly important role in the design and analysis of aircraft as computer hardware becomes faster and algorithms become more efficient. Progress is being made in two directions: more complex and realistic configurations are being treated and algorithms based on higher approximations to the complete Navier-Stokes equations are being developed. The literature indicates that linear panel methods can model detailed, realistic aircraft geometries in flow regimes where this approximation is valid. As algorithms including higher approximations to the Navier-Stokes equations are developed, computer resource requirements increase rapidly. Generation of suitable grids become more difficult and the number of grid points required to resolve flow features of interest increases. Recently, the development of large vector computers has enabled researchers to attempt more complex geometries with Euler and Navier-Stokes algorithms. The results of calculations for transonic flow about a typical transport and fighter wing-body configuration using thin layer Navier-Stokes equations are described along with flow about helicopter rotor blades using both Euler/Navier-Stokes equations.

Life-history evolution in ants: the case of Cardiocondyla

PubMed Central

2017-01-01

Ants are important components of most terrestrial habitats, and a better knowledge of the diversity of their life histories is essential to understand many aspects of ecosystem functioning. The myrmicine genus Cardiocondyla shows a wide range of colony structures, reproductive behaviours, queen and male lifespans, and habitat use. Reconstructing the evolutionary pathways of individual and social phenotypic traits suggests that the ancestral life history of Cardiocondyla was characterized by the presence of multiple, short-lived queens in small-sized colonies and a male polyphenism with winged dispersers and wingless fighters, which engage in lethal combat over female sexuals within their natal nests. Single queening, queen polyphenism, the loss of winged males and tolerance among wingless males appear to be derived traits that evolved with changes in nesting habits, colony size and the spread from tropical to seasonal environments. The aim of this review is to bring together the information on life-history evolution in Cardiocondyla and to highlight the suitability of this genus for functional genomic studies of adaptation, phenotypic plasticity, senescence, invasiveness and other key life-history traits of ants. PMID:28298341

Vortical Flow Prediction Using an Adaptive Unstructured Grid Method

NASA Technical Reports Server (NTRS)

Pirzadeh, Shahyar Z.

2001-01-01

A computational fluid dynamics (CFD) method has been employed to compute vortical flows around slender wing/body configurations. The emphasis of the paper is on the effectiveness of an adaptive grid procedure in "capturing" concentrated vortices generated at sharp edges or flow separation lines of lifting surfaces flying at high angles of attack. The method is based on a tetrahedral unstructured grid technology developed at the NASA Langley Research Center. Two steady-state, subsonic, inviscid and Navier-Stokes flow test cases are presented to demonstrate the applicability of the method for solving practical vortical flow problems. The first test case concerns vortex flow over a simple 65deg delta wing with different values of leading-edge bluntness, and the second case is that of a more complex fighter configuration. The superiority of the adapted solutions in capturing the vortex flow structure over the conventional unadapted results is demonstrated by comparisons with the windtunnel experimental data. The study shows that numerical prediction of vortical flows is highly sensitive to the local grid resolution and that the implementation of grid adaptation is essential when applying CFD methods to such complicated flow problems.

Validation of a pair of computer codes for estimation and optimization of subsonic aerodynamic performance of simple hinged-flap systems for thin swept wings

NASA Technical Reports Server (NTRS)

Carlson, Harry W.; Darden, Christine M.

1988-01-01

Extensive correlations of computer code results with experimental data are employed to illustrate the use of linearized theory attached flow methods for the estimation and optimization of the aerodynamic performance of simple hinged flap systems. Use of attached flow methods is based on the premise that high levels of aerodynamic efficiency require a flow that is as nearly attached as circumstances permit. A variety of swept wing configurations are considered ranging from fighters to supersonic transports, all with leading- and trailing-edge flaps for enhancement of subsonic aerodynamic efficiency. The results indicate that linearized theory attached flow computer code methods provide a rational basis for the estimation and optimization of flap system aerodynamic performance at subsonic speeds. The analysis also indicates that vortex flap design is not an opposing approach but is closely related to attached flow design concepts. The successful vortex flap design actually suppresses the formation of detached vortices to produce a small vortex which is restricted almost entirely to the leading edge flap itself.

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Taking off during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft lifts off from Rogers Dry Lake at the Dryden Flight Research Center on its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Avian Field guide and checklist for Kunsan Air Base, Korea.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Levenson, J. B.; Environmental Assessment

This report summarizes the results of the avian surveys conducted at Kunsan Air Base (AB). This on-going survey is conducted to comply with requirements of the Environmental Governing Standards (EGS) for the Republic of Korea, the Integrated Natural Resources Management Plan (INRMP) for Kunsan AB, and the 8th Fighter Wing's Bird Aircraft Strike Hazard (BASH) Plan. One hundred sixteen bird species representing 34 families were identified and recorded. Seven species are designated as Cultural Property Monuments, and their protection is accorded by the Korean Ministry of Culture and Tourism. Six species appear on the Korean Association for Conservation of Nature's(KACN's)more » list of Reserved Wild Species and are protected by the Korean Ministry of Environment. Combined, only ten different species are Republic of Korea (ROK)-protected because the Eurasian Spoonbill, Peregrine Falcon, and Eurasian Oystercatcher are listed by both agencies. The primary objective of the avian survey at Kunsan AB was to determine what species of birds are present on the airfield and their respective habitat requirements during the critical seasons of the year. This requirement is specified in Annex C.4.a.(1-4) of the 8th Fighter Wing BASH Plan(8FWOPLAN 91-202). The second objective was to initiate surveys to determine what bird species are present on Kunsan AB throughout the year, and from the survey results determine if threatened, endangered, or other Korean-listed bird species are present on Kunsan AB. This overall census satisfies Criterion 13-3.e of the EGS for Korea. The final objective was to formulate management strategies within Kunsan AB's operational requirements to protect and enhance habitats of known threatened, endangered, and ROK-protected species in accordance with EGS Criterion 13-3.a and also that are favorable for the reproduction of indigenous species in accordance with the EGS Criterion 13-3.h.« less

Effect of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft model at supersonic speeds. [in the langley unitary plan wind tunnel

NASA Technical Reports Server (NTRS)

Monta, W. J.

1980-01-01

The effects of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft configuration at Mach numbers of 1.6, 1.8, and 2.0 was investigated. Five conventional store configurations and six arrangements of a square store configuration were studied. All configurations of the stores produced small, positive increments in the pitching moment throughout the angle-of-attack range, but the configuration with area ruled wing tanks also had a slight decrease on stability at the higher angles of attack. There were some small changes in lift coefficient because of the addition of the stores, causing the drag increment to vary with the lift coefficient. As a result, there were corresponding changes in the increments of the maximum lift drag ratios. The store drag coefficient based on the cross sectional area of the stores ranged from a maximum of 1.1 for the configuration with three Maverick missiles to a minimum of about .040 for the two MK-84 bombs and the arrangements with four square stores touching or two square stores in tandem. Square stores located side by side yielded about 0.50 in the aft position compared to 0.74 in the forward position.

[Somatotypes of male and female competitive Ju-Jutsuka].

PubMed

Raschka, Christoph; Fröhlich, Garrit

2006-12-01

31 men and 10 women of the German national cadre or cadres of the federal states (average age 22.3+/-6.1 years), who practised the still relatively new martial arts sports Ju-Jutsu for 8.9+/-4.3 years with 6.2+/-3.6 h training/week, were investigated by means of kinanthropometric methods and compared to 31 male and 10 female hobby martial arts athletes (average age 29.2+/-7.0 years), who practised Jeet Kune Do, Ju-Jutsu or Wing Chun since 8.2+/-7.8 years with 4.1+/-1.7 training hours/week. In the somatochart after Parnell the fighters were placed more endomesomorphic than the hobby sportsmen. In Conrad's chessboard sample graphics the fighters concentrate on the leptomorph half including the metromorph corridor. Remarkable above all is here a placement of the weight class average values toward the pyknomorph hyperplastic quadrant. Also in Knussmann's body build typognosis the weight classes reveal a clear tendency from the coordinates -13/0.5 to -8.3/6.5 in the superleptomorph area. The body fat percentage varies from 17.4 % (male competitors) to 21.8 % (male non-competitors) and 21.2 % (female competitors) to 23.6 % (female non-competitors), which appears still optimizable in comparison to other martial arts collectives.

A user's guide to the Langley 16-foot transonic tunnel complex. Revision 1

NASA Technical Reports Server (NTRS)

1990-01-01

The operational characteristics and equipment associated with the Langley 16-foot transonic tunnel complex which is located in buildings 1146 and 1234 at the Langley Research Center are described in detail. This complex consists of the 16-foot transonic wind tunnel, the static test facility, and the 16- by 24-inch water tunnel research facilities. The 16-foot transonic tunnel is a single-return atmospheric wind tunnel with a 15.5 foot diameter test section and a Mach number capability from 0.20 to 1.30. The emphasis for research conducted in this research complex is on the integration of the propulsion system into advanced aircraft concepts. In the past, the primary focus has been on the integration of nozzles and empennage into the afterbody of fighter aircraft. During the last several years this experimental research has been expanded to include developing the fundamental data base necessary to verify new theoretical concepts, inlet integration into fighter aircraft, nozzle integration for supersonic and hypersonic transports, nacelle/pylon/wing integration for subsonic transport configurations, and the study of vortical flows (in the 16- by 24-inch water tunnel). The purpose here is to provide a comprehensive description of the operational characteristics of the research facilities of the 16-foot transonic tunnel complex and their associated systems and equipments.

Control of Interacting Vortex Flows at Subsonic and Transonic Speeds Using Passive Porosity

NASA Technical Reports Server (NTRS)

Erickson, Gary E.

2003-01-01

A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) 8-foot Transonic Pressure Tunnel (TPT) to determine the effects of passive surface porosity on vortex flow interactions about a general research fighter configuration at subsonic and transonic speeds. Flow- through porosity was applied to a wind leading-edge extension (LEX) mounted to a 65 deg cropped delta wind model to promote large nose-down pitching moment increments at high angles of attack. Porosity decreased the vorticity shed from the LEX, which weakened the LEX vortex and altered the global interactions of the LEX and wing vortices at high angles of attack. Six-component forces and moments and wing upper surface static pressure distributions were obtained at free- stream Mach numbers of 0.50, 0.85, and 1.20, Reynolds number of 2.5(10(exp-6) per foot, angles of attack up to 30 deg and angles of sideslip to plus or minus 8 deg. The off-surface flow field was visualized in selected cross-planes using a laser vapor screen flow visualization technique. Test data were obtained with a centerline vertical tail and with alternate twin, wing-mounted vertical fins having 0 deg and 30 deg cant angles. In addition, the porosity of the LEX was compartmentalized to determine the sensitivity of the vortex- dominated aerodynamics to the location and level of porosity applied to the LEX.

Flight Measurement of Wall-Pressure Fluctuations and Boundary-Layer Turbulence

NASA Technical Reports Server (NTRS)

Mull, Harold R.; Algranti, Joseph S.

1960-01-01

The results are presented for a flight test program using a fighter type jet aircraft flying at pressure altitudes of 10,000, 20,000, and 30,000 feet at Mach numbers from 0.3 to 0.8. Specially designed apparatus was used to measure and record the output of microphones and hot-wire anemometers mounted on the forward-fuselage section and wing of the airplane. Mean-velocity profiles in the boundary layers were obtained from total-pressure measurements. The ratio of the root-mean-square fluctuating wall pressure to the free-stream dynamic pressure is presented as a function of Reynolds number and Mach number. The longitudinal component of the turbulent-velocity fluctuations was measured, and the turbulence-intensity profiles are presented for the wing and forward-fuselage section. In general, the results are in agreement with wind-tunnel measurements which have been-reported in the literature. For example, the variation the square root of p(sup 2)/q times the square root of p(sup 2) is the root mean square of the wall-pressure fluctuation, and q is the free-stream dynamic pressure) with Reynolds number was found to be essentially constant for the forward-fuselage-section boundary layer, while variations at the wing station were probably unduly affected by the microphone diameter (5/8 in.), which was large compared with the boundary-layer thickness.

Full-scale wind-tunnel tests of high-lift system modifications on a carrier based fighter aircraft

NASA Technical Reports Server (NTRS)

Meyn, Larry A.; Zell, Peter T.; Hagan, John L.; Schoch, David

1993-01-01

Modifications to the high-lift system of a full-scale F/A-I8A were tested in the 80- by 120-Foot Wind Tunnel of the National Full-Scale Aerodynamics Complex at the NASA Ames Research Center in Moffett Field, California. The objective was to measure the effect of simple modifications on the aerodynamic performance of the high-lift system. The modifications included the placement of a straight fairing in the shroud cove above the trailing-edge flap and the addition of seals to prevent air leakage through the hinge lines of the leading-edge flap, the trailing-edge shroud, and the wing fold. The test was carried out on an actual F/A-18A with it's flaps deployed in the landing approach configuration. The angle of attack ranged from 0 to 16 degrees and the wind speed was 100 knots. At an angle of attack of 8 degrees, the trimmed lift coefficient was improved by 0.09 with all wing seals in place. This corresponds to a reduction in the approach speed for the F/A-I8A of about 5 knots. The seal along the wing fold hinge, a feature present on many naval aircraft, provided one third of the total increment in trimmed lift. A comparison of the full-scale wind-tunnel results with those obtained from flight test is also presented.

A Cognitive Architecture for Solving Ill-Structured Problems

DTIC Science & Technology

1997-08-01

R. C. (1982). Dynamic memory. Cambridge, Mass.: Cambridge University Press. Selfridge, 0. G., & Neisser , U . (1960). Pattern recognition by machine...Page 1 . In tro d u ctio n...1 1.1 Relevance to the ARI M ission ............................................................................... 1 1.2 Components of Analogy U se

Hot-bench simulation of the active flexible wing wind-tunnel model

NASA Technical Reports Server (NTRS)

Buttrill, Carey S.; Houck, Jacob A.

1990-01-01

Two simulations, one batch and one real-time, of an aeroelastically-scaled wind-tunnel model were developed. The wind-tunnel model was a full-span, free-to-roll model of an advanced fighter concept. The batch simulation was used to generate and verify the real-time simulation and to test candidate control laws prior to implementation. The real-time simulation supported hot-bench testing of a digital controller, which was developed to actively control the elastic deformation of the wind-tunnel model. Time scaling was required for hot-bench testing. The wind-tunnel model, the mathematical models for the simulations, the techniques employed to reduce the hot-bench time-scale factors, and the verification procedures are described.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 on Ground after Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A UH-1 helicopter lowers the X-36 Tailless Fighter Agility Research Aircraft to the ground after radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 in Flight over Mojave Desert during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 Tailless Fighter Agility Research Aircraft contrast sharply with the desert floor as the remotely-piloted aircraft flies over the Mojave Desert on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Carried Aloft by Helicopter during Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A Bell UH-1 helicopter lifts the X-36 Tailless Fighter Agility Research Aircraft off the ground for radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed/ high angles of attack and at high speed/low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft climbs out from Rogers Dry Lake at the Dryden Flight Research Center on its first flight in May 1997. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 in Flight near Edge of Rogers Dry Lake during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows the X-36 Tailless Fighter Agility Research Aircraft passing over the edge of Rogers Dry Lake as the remotely-piloted aircraft flies over Edwards Air Force Base on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, a technician prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Carried Aloft by Helicopter during Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A Bell UH-1 helicopter lifts the X-36 Tailless Fighter Agility Research Aircraft off the ground for radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

As the sun creeps above the horizon of Rogers Dry Lake at NASA's Dryden Flight Research Center, Edwards, California, technicians make final preparations for the first flight of the X-36 Tailless Fighter Agility Research Aircraft. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel steady the X-36 Tailless Fighter Agility Research Aircraft following arrival at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The aircraft is being hoisted out of it's shipping crate. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Exploring Shop Window Displays

ERIC Educational Resources Information Center

Christopoulou, Martha

2011-01-01

Using visual resources from everyday life in art lessons can enrich students' knowledge about the creation of visual images, artifacts, and sites, and develop their critical understanding about the cultural impact of these images and their effects on people's lives. Through examining an exhibition in the windows of Selfridges department store in…

Inlet flowfield investigation. Part 2: Computation of the flow about a supercruise forebody at supersonic speeds

NASA Technical Reports Server (NTRS)

Paynter, G. C.; Salemann, V.; Strom, E. E. I.

1984-01-01

A numerical procedure which solves the parabolized Navier-Stokes (PNS) equations on a body fitted mesh was used to compute the flow about the forebody of an advanced tactical supercruise fighter configuration in an effort to explore the use of a PNS method for design of supersonic cruise forebody geometries. Forebody flow fields were computed at Mach numbers of 1.5, 2.0, and 2.5, and at angles-of-attack of 0 deg, 4 deg, and 8 deg. at each Mach number. Computed results are presented at several body stations and include contour plots of Mach number, total pressure, upwash angle, sidewash angle and cross-plane velocity. The computational analysis procedure was found reliable for evaluating forebody flow fields of advanced aircraft configurations for flight conditions where the vortex shed from the wing leading edge is not a dominant flow phenomenon. Static pressure distributions and boundary layer profiles on the forebody and wing were surveyed in a wind tunnel test, and the analytical results are compared to the data. The current status of the parabolized flow flow field code is described along with desirable improvements in the code.

Precision controllability of the YF-17 airplane

NASA Technical Reports Server (NTRS)

Sisk, T. R.; Mataeny, N. W.

1980-01-01

A flying qualities evaluation conducted on the YF-17 airplane permitted assessment of its precision controllability in the transonic flight regime over the allowable angle of attack range. The precision controllability (tailchase tracking) study was conducted in constant-g and windup turn tracking maneuvers with the command augmentation system (CAS) on, automatic maneuver flaps, and the caged pipper gunsight depressed 70 mils. This study showed that the YF-17 airplane tracks essentially as well at 7 g's to 8 g's as earlier fighters did at 4 g's to 5 g's before they encountered wing rock. The pilots considered the YF-17 airplane one of the best tracking airplanes they had flown. Wing rock at the higher angles of attack degraded tracking precision, and lack of control harmony made precision controllability more difficult. The revised automatic maneuver flap schedule incorporated in the airplane at the time of the tests did not appear to be optimum. The largest tracking errors and greatest pilot workload occurred at high normal load factors at low angles of attack. The pilots reported that the high-g maneuvers caused some tunnel vision and that they found it difficult to think clearly after repeated maneuvers.

Aerodynamic control of NASP-type vehicles through vortex manipulation, volume 4

NASA Technical Reports Server (NTRS)

Smith, Brooke C.; Suarez, Carlos J.; Porada, William M.; Malcolm, Gerald N.

1993-01-01

Forebody Vortex Control (FVC) is an emerging technology that has received widespread and concentrated attention by many researchers for application on fighter aircraft to enhance aerodynamic controllability at high angles of attack. This research explores potential application of FVC to a NASP-type configuration. The configuration investigated is characterized by a slender, circular cross-section forebody and a 78 deg swept delta wing. A man-in-the-loop, six-degress-of-freedom, high-fidelity simulation was developed that demonstrates the implementation and advantages of pneumatic forebody vortex control. Static wind tunnel tests were used as the basis for the aerodynamic characteristics modeled in the simulation. Dynamic free-to-roll wind tunnel tests were analyzed and the wing rock motion investigated. A non-linear model of the dynamic effects of the bare airframe and the forebody vortex control system were developed that closely represented the observed behavior. Multiple state-of-the-art digital flight control systems were developed that included different utilizations of pneumatic vortex control. These were evaluated through manned simulation. Design parameters for a pneumatic forebody vortex control system were based on data collected regarding the use of blowing and the mass flow required during realistic flight maneuvers.

Approach and Landing Investigation at Lift-Drag Ratios of 2 to 4 Utilizing a Straight-Wing Fighter Airplane

NASA Technical Reports Server (NTRS)

Matranga, Gene J.; Armstrong, Neil A.

1959-01-01

A series of landings was performed with a straight-wing airplane to evaluate the effect of low lift-drag ratios on approach and landing characteristics. Landings with a peak lift-drag ratio as low as 3 were performed by altering the airplane configuration (extending speed brakes, flaps, and gear and reducing throttle setting). As lift-drag ratio was reduced, it was necessary either to make the landing pattern tighter or to increase initial altitude, or both. At the lowest lift-drag ratio the pilots believed a 270 deg overhead pattern was advisable because of the greater ease afforded in visually positioning the airplane. The values of the pertinent flare parameters increased with the reduction of lift-drag ratio. These parameters included time required for final flare; speed change during final flare; and altitude, glide slope, indicated airspeed, and vertical velocity at initiation of final flare. The pilots believed that the tolerable limit was reached with this airplane in the present configuration, and that if, because of a further reduction in lift-drag ratio, more severe approaches than those experienced in this program were attempted, additional aids would be required to determine the flare-initiation point.

11. Photographic copy of construction drawing, dated September 17, 1982, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Photographic copy of construction drawing, dated September 17, 1982, Straub Associates, Troy, Michigan, in possession of Selfride Base Museum, Mt. Clemens, Michigan. ENERGY CONSERVATION, EXISTING AND PROPOSED PLANS, SHEET 5 OF 5, MCP-93. - Selfridge Field, Building No. 121, Wilbur Wright Avenue west of Ash Street, Mount Clemens, Macomb County, MI

77 FR 15788 - Federal Property Suitable as Facilities To Assist the Homeless

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-16

... conditions--need repairs; lead based paint, asbestos, and mold identified B-710 43901 Oak St. Selfridge MI... removal only; 1,843 sq. ft.; current use: Admin. office; need repairs; asbestos possible B-326 29865... repairs; possible asbestos Missouri Whiteman-Annex No.3 312 Northern Hill Rd. Warrensburg MO 64093...

Comparison of Measured and Block Structured Simulations for the F-16XL Aircraft

NASA Technical Reports Server (NTRS)

Boelens, O. J.; Badcock, K. J.; Elmilgui, A.; Abdol-Hamid, K. S.; Massey, S. J.

2008-01-01

This article presents a comparison of the predictions of three RANS codes for flight conditions of the F-16XL aircraft which feature vortical flow. The three codes, ENSOLV, PMB and PAB3D, solve on structured multi-block grids. Flight data for comparison was available in the form of surface pressures, skin friction, boundary layer data and photographs of tufts. The three codes provided predictions which were consistent with expectations based on the turbulence modelling used, which was k- , k- with vortex corrections and an Algebraic Stress Model. The agreement with flight data was good, with the exception of the outer wing primary vortex strength. The confidence in the application of the CFD codes to complex fighter configurations increased significantly through this study.

Some lessons from NACA/NASA aerodynamic studies following World War II

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1983-01-01

An historical account is presented of the new departures in aerodynamic research conducted by NACA, and subsequently NASA, as a result of novel aircraft technologies and operational regimes encountered in the course of the Second World War. The invention and initial development of the turbojet engine furnished the basis for a new speed/altitude regime in which numerous aerodynamic design problems arose. These included compressibility effects near the speed of sound, with attendant lift/drag efficiency reductions and longitudinal stability enhancements that were accompanied by a directional stability reduction. Major research initiatives were mounted in the investigation of swept, delta, trapezoidal and variable sweep wing configurations, sometimes conducted through flight testing of the 'X-series' aircraft. Attention is also given to the development of the first generation of supersonic fighter aircraft.

F-18 simulation with Simulation Group Lead Martha Evans at the controls

NASA Technical Reports Server (NTRS)

1993-01-01

Simulation Group Leader Martha Evans is seen here at the controls of the F-18 aircraft simulator at NASA's Dryden Flight Research Center, Edwards, California. Simulators offer a safe and economical alternative to actual flights to gather data, as well as being excellent facilities for pilot practice and training. The highly modified F-18 airplane flew 383 flights over a nine year period and demonstrated concepts that greatly increase fighter maneuverability. Among concepts proven in the aircraft is the use of paddles to direct jet engine exhaust in cases of extreme altitudes where conventional control surfaces lose effectiveness. Another concept, developed by NASA Langley Research Center, is a deployable wing-like surface installed on the nose of the aircraft for increased right and left (yaw) control on nose-high flight angles.

Near-maximal ECG stress testing and coronary artery disease risk factor analysis in Los Angeles City fire fighters.

PubMed

Barnard, R J; Gardner, G W; Diaco, N V; Kattus, A A

1975-11-01

Near-maximal ECG stress testing and coronary artery disease risk factor analysis including blood pressure, serum cholesterol and smoking habits were conducted on a randomly selected group (N=90) of Los Angeles City Fire Fighters ranging in age from 40 to 59 yrs. The data obtained from the fire fighters were compared to data previously reported for a group of Los Angeles insurance underwriters of the same age range. Only 12% of the fire fighters had cholesterol values greater than 260 mg% while 18% of the insurance executives fell into this category. Only 2% of the fire fighters had blood pressure values greater than 160/90 mm Hg while 25% of the insurance executives were hypertensive. Thirty-two percent of the fire fighters were smokers at the time of testing as compared to 26% for the insurance executives. Only one fire fighter had all three risk factors elevated and only five had two risk factors elevated. Forty-seven of the fire fighters had no risk factors elevated. Ten percent of the fire fighters had ischemic stress tests as compared to 8% for the insurance executives. Of the nine fire fighters with ischemic stress tests one was hypertensive, one had elevated serum triglycerides, and three were smokers at the time of testing. Since the fire fighters are a medically-selected population with low risk factors for CHD, the observed incidence of ischemic stress tests is surprising and suggests that ischemic heart disease may be job associated.

Flight test experience with high-alpha control system techniques on the F-14 airplane

NASA Technical Reports Server (NTRS)

Gera, J.; Wilson, R. J.; Enevoldson, E. K.; Nguyen, L. T.

1981-01-01

Improved handling qualities of fighter aircraft at high angles of attack can be provided by various stability and control augmentation techniques. NASA and the U.S. Navy are conducting a joint flight demonstration of these techniques on an F-14 airplane. This paper reports on the flight test experience with a newly designed lateral-directional control system which suppresses such high angle of attack handling qualities problems as roll reversal, wing rock, and directional divergence while simultaneously improving departure/spin resistance. The technique of integrating a piloted simulation into the flight program was used extensively in this program. This technique had not been applied previously to high angle of attack testing and required the development of a valid model to simulate the test airplane at extremely high angles of attack.

Summary of information on low-speed lateral-directional derivatives due to rate of change of sideslip beta prime

NASA Technical Reports Server (NTRS)

Coe, P. L., Jr.; Graham, A. B.; Chambers, J. R.

1975-01-01

The results presented show that the magnitudes of the aerodynamic stability derivatives due to rate of change of sideslip become quite large at high angles of attack for swept- and delta-wing configurations, and that such derivatives have large effects on the calculated dynamic stability of these configurations at high angles of attack. The wind-tunnel test techniques used to measure the beta prime derivatives and various approaches used to predict them are discussed. Both the conventional oscillating-airfoil theory and the lag-of-the-sidewash theory are shown to be inadequate for predicting the vertical-tail contribution to the acceleration-in-sideslip derivative; a flow-field-lag theory, which is discussed, appears to give qualitative agreement with experimental data for a current twin-jet fighter configuration.

Elliptic generation of composite three-dimensional grids about realistic aircraft

NASA Technical Reports Server (NTRS)

Sorenson, R. L.

1986-01-01

An elliptic method for generating composite grids about realistic aircraft is presented. A body-conforming grid is first generated about the entire aircraft by the solution of Poisson's differential equation. This grid has relatively coarse spacing, and it covers the entire physical domain. At boundary surfaces, cell size is controlled and cell skewness is nearly eliminated by inhomogeneous terms, which are found automatically by the program. Certain regions of the grid in which high gradients are expected, and which map into rectangular solids in the computational domain, are then designated for zonal refinement. Spacing in the zonal grids is reduced by adding points with a simple, algebraic scheme. Details of the grid generation method are presented along with results of the present application, a wing-body configuration based on the F-16 fighter aircraft.

Studies of aerodynamic technology for VSTOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Nelms, W. P.

1978-01-01

The paper summarizes several studies to develop aerodynamic technology for high performance VSTOL aircraft anticipated after 1990. A contracted study jointly sponsored by NASA-Ames and David Taylor Naval Ship Research and Development Center is emphasized. Four contractors analyzed two vertical-attitude and three horizontal-attitude takeoff and landing concepts with gross weights ranging from about 10433 kg (23,000 lb) to 17236 kg (38,000 lb). The aircraft have supersonic capability, high maneuver performance (sustained load factor 6.2 at Mach 0.6, 3048 m (10,000 ft)) and a 4536 kg (10,000-lb) STO overload capability. The contractors have estimated the aerodynamics and identified aerodynamic uncertainties associated with their concept. Example uncertainties relate to propulsion-induced flows, canard-wing interactions, and top inlets. Wind-tunnel research programs were proposed to investigate these uncertainties.

Experience with high performance V/STOL fighter projects at MBB

NASA Technical Reports Server (NTRS)

Aulehla, F.; Kissel, G. K.

1981-01-01

Flight control systems and aerodynamic aspects of experimental V/STOL aircraft are discussed. The VJ 101 C featured tilting engines for increased thrust, reheat for takeoff, simple translation, triangular decentralization of the engines for thrust modulation, and moderate ground effects. Two experimental aircraft were built, with and without reheat, capable of Mach 2 and Mach 1.04, respectively. The mechanical flight control system and tests are outlined, both for hover rig and flight configurations. Ground suction, acoustic and thermal loading, sodium silicate coatings to avoid ground corrosion, and recirculation are considered. Results of the follow-on project to the VJ 101 C, the AVS, which was developed by NASA, are reviewed, and it is noted that trends toward thrust-to-weight ratios exceeding one, in concert with low wing loading, favor the development of V/STOL aircraft.

The computation of three-dimensional flows using unstructured grids

NASA Technical Reports Server (NTRS)

Morgan, K.; Peraire, J.; Peiro, J.; Hassan, O.

1991-01-01

A general method is described for automatically discretizing, into unstructured assemblies of tetrahedra, the three-dimensional solution domains of complex shape which are of interest in practical computational aerodynamics. An algorithm for the solution of the compressible Euler equations which can be implemented on such general unstructured tetrahedral grids is described. This is an explicit cell-vertex scheme which follows a general Taylor-Galerkin philosophy. The approach is employed to compute a transonic inviscid flow over a standard wing and the results are shown to compare favorably with experimental observations. As a more practical demonstration, the method is then applied to the analysis of inviscid flow over a complete modern fighter configuration. The effect of using mesh adaptivity is illustrated when the method is applied to the solution of high speed flow in an engine inlet.

Installation Restoration Program. Phase 1. Records Search, Selfridge Air National Guard Base, Mount Clemens, Michigan

DTIC Science & Technology

1983-04-01

Honorary Fraternity Gamma Eta Chapter- Secretary A-12 JAMES F. BRAITHWAITE, P.E. QUALIFICATIONS SUIMIARY PRINCIPAL James Braithwaite is Executive Vice...X factor Score subtotaLd/aaius .Me aubtOtal .7 C. oigmast pathway mabe "cre. l t~ thi ghest sabfoe Valueoo a. S-1. 9 -2 at 0-3 aboe. pathaysSubeorv

X-36 in Flight over Mojave Desert

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Taking off During First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 remotely piloted aircraft lifts off on its first flight, May 17, 1997, at NASA's Dryden Flight Research Center, Edwards, California. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Fire fighter fatalities 1998–2001: overview with an emphasis on structure related traumatic fatalities

PubMed Central

Hodous, T; Pizatella, T; Braddee, R; Castillo, D

2004-01-01

Objective: To review the causes of all fire fighter line-of-duty-deaths from 1998 through 2001, and present recommendations for preventing fatalities within the specific subgroup of structure related events. Methods: Fire fighter fatality data from the United States Fire Administration were reviewed and classified into three main categories of injury. Investigations conducted through the National Institute for Occupational Safety and Health (NIOSH) Fire Fighter Fatality Investigation and Prevention Program provided the basis for the recommendations presented in this paper. Results: During the time period from 1998–2001, there were 410 line-of-duty deaths among fire fighters in the United States, excluding the 343 fire fighters who died at the World Trade Center on 11 September 2001. The 410 fatalities included 191 medical (non-traumatic) deaths (47%), 75 motor vehicle related fatalities (18%), and 144 other traumatic fatalities (35%). The latter group included 68 fatalities that were associated with structures which commonly involved structural collapse, rapid fire progression, and trapped fire fighters. Conclusions: Structural fires pose particular hazards to fire fighters. Additional efforts must be directed to more effectively use what we have learned through the NIOSH investigations and recommendations from published experts in the safety community, consensus standards, and national fire safety organizations to reduce fire fighter fatalities during structural fire fighting. PMID:15314049

Chinese Arms Production and Sales for the Third World

DTIC Science & Technology

1991-01-01

Egypt J-6 fighter 60 Guinea Shanghai-class patrol boat 4 Kampuchea (Khmer Rouge) Type-59 MBT NA HJ-73 ATGW 200+ J-5 fighter 4 J-6 fighter 16 North Korea...Shanghai-class patrol boat 6 Tunisia Shanghai-class patrol boat 2 Zaire T-62 light tank 50 Type-56/-59/- 60 /-63 arty 80 Huanchen-class FAC(T) 4 Zambia T-59...fighter 75+ J-7 fighter 60 Chaho-class patrol boat 3 HY-2/FL-1 antishipping missile 72+ C-801 antishipping missile 100 Iraq Type-59 MBT 1000 Type-69 MBT

Which subgroups of fire fighters are more prone to work-related diminished health requirements?

PubMed

Plat, Marie-Christine J; Frings-Dresen, Monique H W; Sluiter, Judith K

2012-10-01

To determine whether certain subgroups of fire fighters are prone to work-related diminished health requirements. The health requirements for fire-fighting were tested in a workers' health surveillance (WHS) setting. These health requirements included psychological, physical and sense-related components as well as cardiovascular risk factors. The odds ratio (OR) and 95% confidence interval (95% CI) for the presence of the diminished health requirements were calculated for the subgroups of gender, professionalism and age. The prevalence of diminished psychological requirements was equivalent among the subgroups, and no significant high-risk group was identified. As compared to men fire fighters, women fire fighters were more likely to have diminished physical requirements (OR 28.5; 95% CI 12.1-66.9) and less likely to have cardiovascular risk factors (OR 0.3; 0.1-0.5). As compared to volunteer fire fighters, professionals were less likely to have diminished physical requirements (OR 0.5; 0.3-0.9), but professionals had a higher prevalence of cardiovascular risk factors with an odds ratio of 1.9 (1.1-3.2). As compared to the youngest fire fighters, the oldest fire fighters were more likely to have diminished sense-related requirements (OR 7.1; 3.4-15.2); a similar comparison could be made between oldest and middle-aged fire fighters (OR 5.1; 2.5-10.5). In addition, the oldest fire fighters were more likely to have cardiovascular risk factors when compared to the youngest (OR 4.4; 1.7-11.1) and to the middle-aged fire fighters (OR 3.1; 1.2-7.9). Subgroups (gender, professionalism and age) of fire fighters are prone to at least one specific work-related diminished health requirement. Therefore, parts of the WHS could be applied with more attention to these high-risk groups.

F-18 HARV yaw rate expansion flight #125 with Inverted Recovery

NASA Technical Reports Server (NTRS)

1991-01-01

NASA's Dryden Flight Research Center, Edwards, CA, used an F-18 Hornet fighter aircraft as its High Angle-of-Attack (Alpha) Research Vehicle (HARV) in a three-phased flight research program lasting from April 1987 until September 1996. The aircraft completed 385 research flights and demonstrated stabilized flight at angles of attack between 65 and 70 degrees using thrust vectoring vanes, a research flight control system, and (eventually) forebody strakes (hinged structures on the forward side of the fuselage to provide control by interacting with vortices, generated at high angles of attack, to create side forces). This combination of technologies provided carefree handling of a fighter aircraft in a part of the flight regime that was otherwise very dangerous. Flight research with the HARV increased our understanding of flight at high angles of attack (angle of the wings with respect to the direction in which the aircraft was heading), enabling designers of U.S. fighter aircraft to design airplanes that will fly safely in portions of the flight envelope that pilots previously had to avoid. Flight 125 with the HARV involved yaw rate expansion up to 50 degrees per second (moving the nose to the left or right at that rate). NASA research pilot Ed Schneider was the pilot, and the purpose of the flight was to look at the spin characteristics of the HARV. The sequence in this particular video clip includes the first and second maneuvers in the flight. On the first maneuver, the pilot attempted to achieve a yaw rate of 40 degrees per second and actually went to 47 degrees. The spin was oscillatory in pitch (up and down) and roll (rotating around the longitudinal axis). Recovery was normal. On the second maneuver of the flight in which Schneider tried to achieve a yaw rate of 40 degrees per second, the aircraft overshot to 54 degrees per second during an oscillatory spin. In the course of the recovery, the aircraft rolled after a large sideslip buildup. Moderate aft stick application to attain a positive angle of attack resulted in an easy recovery.

Measuring wildland fire fighter performance with wearable technology.

PubMed

Parker, Richard; Vitalis, Antonios; Walker, Robyn; Riley, David; Pearce, H Grant

2017-03-01

Wildland (rural) fire fighting is a physically demanding and hazardous occupation. An observational study was conducted to explore the use of new technologies for the field study of fire fighters at wildfires and to understand the work pressures of wildland fire fighting. The research was carried out with two fire fighters at real fires wearing microphones, miniature video cameras, heart rate monitors and GPS units to record their actions and location at wildfire events. The fire fighters were exposed to high physiological workloads (heart rates of up to 180 beats per minute) and walked considerable distances at the fires. Results from this study have been used in presentations to fire fighters and non-operational fire personnel to understand the pressures fire fighters are under and how others complete the fire fighting tasks. Copyright © 2016 Elsevier Ltd. All rights reserved.

Dehydration and acute weight gain in mixed martial arts fighters before competition.

PubMed

Jetton, Adam M; Lawrence, Marcus M; Meucci, Marco; Haines, Tracie L; Collier, Scott R; Morris, David M; Utter, Alan C

2013-05-01

The purpose of this study was to characterize the magnitude of acute weight gain (AWG) and dehydration in mixed martial arts (MMA) fighters before competition. Urinary measures of hydration status and body mass were determined approximately 24 hours before and then again approximately 2 hours before competition in 40 MMA fighters (mean ± SE, age: 25.2 ± 0.65 years, height: 1.77 ± 0.01 m, body mass: 75.8 ± 1.5 kg). The AWG was defined as the amount of body weight the fighters gained in the approximately 22-hour period between the official weigh-in and the actual competition. On average, the MMA fighters gained 3.40 ± 2.2 kg or 4.4% of their body weight in the approximately 22-hour period before competition. Urine specific gravity significantly decreased (p < 0.001) from 1.028 ± 0.001 to 1.020 ± 0.001 during the approximately 22-hour rehydration period. Results demonstrated that 39% of the MMA fighters presented with a Usg of >1.021 immediately before competition indicating significant or serious dehydration. The MMA fighters undergo significant dehydration and fluctuations in body mass (4.4% avg.) in the 24-hour period before competition. Urinary measures of hydration status indicate that a significant proportion of MMA fighters are not successfully rehydrating before competition and subsequently are competing in a dehydrated state. Weight management guidelines to prevent acute dehydration in MMA fighters are warranted to prevent unnecessary adverse health events secondary to dehydration.

Adjoint-Based Methodology for Time-Dependent Optimal Control (AMTOC)

NASA Technical Reports Server (NTRS)

Yamaleev, Nail; Diskin, boris; Nishikawa, Hiroaki

2012-01-01

During the five years of this project, the AMTOC team developed an adjoint-based methodology for design and optimization of complex time-dependent flows, implemented AMTOC in a testbed environment, directly assisted in implementation of this methodology in the state-of-the-art NASA's unstructured CFD code FUN3D, and successfully demonstrated applications of this methodology to large-scale optimization of several supersonic and other aerodynamic systems, such as fighter jet, subsonic aircraft, rotorcraft, high-lift, wind-turbine, and flapping-wing configurations. In the course of this project, the AMTOC team has published 13 refereed journal articles, 21 refereed conference papers, and 2 NIA reports. The AMTOC team presented the results of this research at 36 international and national conferences, meeting and seminars, including International Conference on CFD, and numerous AIAA conferences and meetings. Selected publications that include the major results of the AMTOC project are enclosed in this report.

Propulsion simulation test technique for V/STOL configurations

NASA Technical Reports Server (NTRS)

Bailey, R. O.; Smith, S. C.; Bustie, J. B.

1983-01-01

Ames Research Center is developing the technology for turbine-powered jet engine simulators so that airframe/propulsion system interactions on V/STOL fighter aircraft and other highly integrated configurations can be studied. This paper describes the status of the compact multimission aircraft propulsion simulator (CMAPS) technology. Three CMAPS units have accumulated a total of 340 hr during approximately 1-1/2 yr of static and wind-tunnel testing. A wind-tunnel test of a twin-engine CMAPS-equipped close-coupled canard-wing V/STOL model configuration with nonaxisymmetric nozzles was recently completed. During this test approximately 140 total hours were logged on two CMAPS units, indicating that the rotating machinery is reliable and that the CMAPS and associated control system provide a usable test tool. However, additional development is required to correct a drive manifold O-ring problem that limits the engine-pressure-ratio (EPR) to approximately 3.5.

Preliminary flight-determined subsonic lift and drag characteristics of the X-29A forward-swept-wing airplane

NASA Technical Reports Server (NTRS)

Hicks, John W.; Huckabine, Thomas

1989-01-01

The X-29A subsonic lift and drag characteristics determined, met, or exceeded predictions, particularly with respect to the drag polar shapes. Induced drag levels were as great as 20 percent less than wind tunnel estimates, particularly at coefficients of lift above 0.8. Drag polar shape comparisons with other modern fighter aircraft showed the X-29A to have a better overall aircraft aerodynamic Oswald efficiency factor for the same aspect ratio. Two significant problems arose in the data reduction and analysis process. These included uncertainties in angle of attack upwash calibration and effects of maneuver dynamics on drag levels. The latter problem resulted from significantly improper control surface automatic camber control scheduling. Supersonic drag polar results were not obtained during this phase because of a lack of engine instrumentation to measure afterburner fuel flow.

Combat aircraft operations: Training requirements for the German Air Force tactical flying units and the noise problem

NASA Astrophysics Data System (ADS)

Jertz, W.

1992-04-01

The deterrence potential of an Air Force, and by that the capability to fulfill their mission in times of war, relies on threat oriented training in peacetime. Low level flying is a major tactical means to help aircrews reduce the anticipated threat imposed to them by enemy air defence systems to an acceptable degree. The demand for this capability applies also to air defence tasks against attacking fighter bombers. Military low level flying requires a high degree of proficiency, which can only be reached and maintained by constant training. A high performance level is then the key to air power. The possibilities for this kind of necessary training are restricted by superior demands concerning, amongst others, flying safety and environmental reasons. Too intensive restrictions might reduce the fighting capability of the wings to such an extent, that mission fulfillment could be seriously endangered.

Behind the Power Curve: The Regular Air Force Pilots Shortages Effect on Air National Guard Fighter Squadrons

DTIC Science & Technology

2016-04-01

in 2017. Recall from the previous retention section that there is nearly a 50% drop in the total AC fighter pilot inventory available to separate...8 Figure 3. Total Fighter Pilots by Year Group ...................................................................11 Figure 4...important for the Total Force to find an equitable balance and refine the forcing functions to produce, absorb, and sustain the dwindling fighter

Handling qualities related to stall/spin accidents of supersonic fighter aircraft

NASA Technical Reports Server (NTRS)

Anderson, S. B.

1984-01-01

This paper reviews the handling qualities which influence the high angle of attack (AOA) behavior of supersonic fighter aircraft in order to obtain a clearer understanding of the causes of stall/spin accidents. The results show that, because modern fighters suffer more serious consequences when control is lost, good handling qualities are essential for safe operation at high AOA. Relaxed static stability used on some fighter aircraft can result in control problems at high AOA owing to inertia coupling and the difficulty of a recovery from a deep stall. Indications are that the use of departure/spin resistance and an automatic spin prevention system will greatly improve the safety record for modern supersonic fighters.

Low-speed wind-tunnel investigation of a porous forebody and nose strakes for yaw control of a multirole fighter aircraft

NASA Technical Reports Server (NTRS)

Fears, Scott P.

1995-01-01

Low-speed wind-tunnel tests were conducted in the Langley 12-Foot Low-Speed Tunnel on a model of the Boeing Multirole Fighter (BMRF) aircraft. This single-seat, single-engine configuration was intended to be an F-16 replacement that would incorporate many of the design goals and advanced technologies of the F-22. Its mission requirements included supersonic cruise without afterburner, reduced observability, and the ability to attack both air-to-air and air-to-ground targets. So that it would be effective in all phases of air combat, the ability to maneuver at angles of attack up to and beyond maximum lift was also desired. Traditional aerodynamic yaw controls, such as rudders, are typically ineffective at these higher angles of attack because they are usually located in the wake from the wings and fuselage. For this reason, this study focused on investigating forebody-mounted controls that produces yawing moments by modifying the strong vortex flowfield being shed from the forebody at high angles of attack. Two forebody strakes were tested that varied in planform and chordwise location. Various patterns of porosity in the forebody skin were also tested that differed in their radial coverage and chordwise location. The tests were performed at a dynamic pressure of 4 lb/ft(exp 2) over an angle-of-attack range of -4 deg to 72 deg and a sideslip range of -10 deg to 10 deg. Static force data, static pressures on the surface of the forebody, and videotapes of flow-visualization using laser-illuminated smoke were obtained.

Flight Investigation of the Low-Speed Characteristics of a 45 deg Swept-Wing Fighter-Type Airplane with Blowing Boundary-Layer Control Applied to the Leading- and Trailing-Edge Flaps

NASA Technical Reports Server (NTRS)

Quigley, Hervey C.; Anderson, Seth B.; Innis, Robert C.

1960-01-01

A flight investigation has been conducted to study how pilots use the high lift available with blowing-type boundary-layer control applied to the leading- and trailing-edge flaps of a 45 deg. swept-wing airplane. The study includes documentation of the low-speed handling qualities as well as the pilots' evaluations of the landing-approach characteristics. All the pilots who flew the airplane considered it more comfortable to fly at low speeds than any other F-100 configuration they had flown. The major improvements noted were the reduced stall speed, the improved longitudinal stability at high lift, and the reduction in low-speed buffet. The study has shown the minimum comfortable landing-approach speeds are between 120.5 and 126.5 knots compared to 134 for the airplane with a slatted leading edge and the same trailing-edge flap. The limiting factors in the pilots' choices of landing-approach speeds were the limits of ability to control flight-path angle, lack of visibility, trim change with thrust, low static directional stability, and sluggish longitudinal control. Several of these factors were found to be associated with the high angles of attack, between 13 deg. and 15 deg., required for the low approach speeds. The angle of attack for maximum lift coefficient was 28 deg.

Air Weapon Systems in the Third World: A Combat Potential Assessment Technique.

DTIC Science & Technology

1986-06-01

VALUE LABEL BMAT BOMBER-GROUND ATTACK FTAT FIGHTER-GROUND ATTACK FTTA FIGHTER/TRAINER-GROUND ATTACK FTIN FIGHTER-INTERCEPTOR FTTI FIGHTER/TRAINER...260 2.91 10900 5440 17720 24540 TORADV FTIN 46 400 5.20 31500 15632 41392 60000 TORIDS FTAT 46 400 5.20 31065 14000 47985 60000 TU16AG BMAT 108 1772...6.58 82000 56870 130235 158730 TU22BD BMAT 91 1451 5. 69 80400 81600 147650 185000 ACFT MAXPWR TWPWR ASPD SPECENA LSPD SPECENS CSPD SCEI ALPHAMSI 5952

Flight Dynamic Simulation of Fighter In the Asymmetric External Store Release Process

NASA Astrophysics Data System (ADS)

Safi’i, Imam; Arifianto, Ony; Nurohman, Chandra

2018-04-01

In the fighter design, it is important to evaluate and analyze the flight dynamic of the aircraft earlier in the development process. One of the case is the dynamics of external store release process. A simulation tool can be used to analyze the fighter/external store system’s dynamics in the preliminary design stage. This paper reports the flight dynamics of Jet Fighter Experiment (JF-1 E) in asymmetric Advance Medium Range Air to Air Missile (AMRAAM) release process through simulations. The JF-1 E and AIM 120 AMRAAAM models are built by using Advanced Aircraft Analysis (AAA) and Missile Datcom software. By using these softwares, the aerodynamic stability and control derivatives can be obtained and used to model the dynamic characteristic of the fighter and the external store. The dynamic system is modeled by using MATLAB/Simulink software. By using this software, both the fighter/external store integration and the external store release process is simulated, and the dynamic of the system can be analyzed.

The sharing of radiological images by professional mixed martial arts fighters on social media.

PubMed

Rahmani, George; Joyce, Cormac W; McCarthy, Peter

2017-06-01

Mixed martial arts is a sport that has recently enjoyed a significant increase in popularity. This rise in popularity has catapulted many of these "cage fighters" into stardom and many regularly use social media to reach out to their fans. An interesting result of this interaction on social media is that athletes are sharing images of their radiological examinations when they sustain an injury. To review instances where mixed martial arts fighters shared images of their radiological examinations on social media and in what context they were shared. An Internet search was performed using the Google search engine. Search terms included "MMA," "mixed martial arts," "injury," "scan," "X-ray," "fracture," and "break." Articles which discussed injuries to MMA fighters were examined and those in which the fighter themselves shared a radiological image of their injury on social media were identified. During our search, we identified 20 MMA fighters that had shared radiological images of their injuries on social media. There were 15 different types of injury, with a fracture of the mid-shaft of the ulna being the most common. The most popular social media platform was Twitter. The most common imaging modality X-ray (71%). The majority of injuries were sustained during competition (81%) and 35% of these fights resulted in a win for the fighter. Professional mixed martial artists are sharing radiological images of their injuries on social media. This may be in an attempt to connect with fans and raise their profile among other fighters.

Charting a New Path: Modernizing the U.S. Air Force Fighter Pilots Career Development

DTIC Science & Technology

2015-12-01

truly provides no new incentives for undecided fighter pilots and is proving to be an antiquated attempt to maintain the fighter pilot force...growing technological requirements. Weapons shops are responsible for a growing number of responsibilities to support combat operations. Crypto

Department of Defense Base Structure Report (A Summary of DoD’s Real Property Inventory). Fiscal Year 2003 Baseline

DTIC Science & Technology

2003-01-01

Active Alpena County Regional Airport Alpena 49707 136 487,564 674 119.1 117 0 0 117989-354-6210Air Natl Guard Selfridge ANG Base Mt Clemens 48045...7,455,323 48 278,107 7,971 4,692 2,383.0 6,913 1,913 0 8,826Massachusetts Total: Michigan Alpena County Regional Airport Alpena 49707 136 487,564 674 119.1

National Commission on the Structure of the Air Force: Report to the President and Congress of the United States

DTIC Science & Technology

2014-01-30

August 20, 2013, with public hearing in Oklahoma City Alpena CRTC, Mich., September 13, 2013 Selfridge ANGB, Mich., September 14, 2013, with public...Colonel Bryan Teff (ANG), Commander, Alpena Combat Readiness Training Center, Michigan Colonel Sean Southworth (ANG), Commander, 217th Air Operations...Group, W.K. Kellogg ANGB, Michigan Lieutenant Colonel Matt Trumble (ANG), Director of Operations, Grayling Air Gunnery Range, Alpena Combat Readiness

Separate and Unequal: Race Relations in the AAF During World War 2

DTIC Science & Technology

2000-01-01

martialed the colonel. The Air Surgeon asked a consultant, Dr. Lawrence A. Kubie , who had been conducting a psychiatric study of black pilots at Selfridge...and Oscoda, to examine the colonel. Dr. Kubie went beyond his charter and made some interesting observations about racial conditions at the two...grew deeper and more charged as the war progressed. It followed that minor incidents appeared to provoke major racial disturbances. Kubie found rap

Education for Public Service.

ERIC Educational Resources Information Center

New England Board of Higher Education, Wellesley, MA.

Issues in the improvement of training for fire fighters and officer personnel were taken up in ten symposium papers. Session 1 covered legal and other constraints that affect what a fire fighter should know; and current practices in volunteer, rural, and municipal fire fighter training in the United States. Papers from the other sessions dealt…

76 FR 31613 - NIOSH Fire Fighter Fatality Investigation and Prevention Program (FFFIPP)

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-01

... NIOSH-063B] NIOSH Fire Fighter Fatality Investigation and Prevention Program (FFFIPP) AGENCY: The... Fire Fighter Fatality Investigation and Prevention Program (FFFIPP). NIOSH is seeking stakeholder input on the FFFIPP to ensure that the program is meeting the needs and expectations of the U.S. fire...

Learning amongst Norwegian Fire-Fighters

ERIC Educational Resources Information Center

Sommer, Morten; Nja, Ove

2011-01-01

Purpose: The purpose of this study is to reveal and analyse dominant learning processes in emergency response work from the fire-fighters' point of view, and how fire-fighters develop their competence. Design/methodology/approach: This study adopted an explorative approach using participant observation. The objective of this open-minded approach…

Program Fighter: An Evaluation.

ERIC Educational Resources Information Center

Hull, David G.; Fowler, Wallace T.

A computer program for the sizing of subsonic and supersonic fighter planes was adapted for use in an aerospace engineering course at the University of Texas at Austin. FIGHTER uses classroom notation and separate subroutines for different disciplines to implement the conceptual design process. Input consists of a set of design variables and a set…

Why Adolescents Fight: A Qualitative Study of Youth Perspectives on Fighting and Its Prevention

PubMed Central

Shetgiri, Rashmi; Lee, Simon C.; Tillitski, John; Wilson, Connie; Flores, Glenn

2014-01-01

Objective Identify risk factors for fighting, factors that protect against fighting, and strategies to prevent fighting, among adolescents who fight and those uninvolved in fighting. Methods Focus groups were conducted with middle and high-school students, stratified by fighting (fighter/non-fighter) status, race/ethnicity, and gender. Groups were audiotaped, transcribed, and analyzed using margin coding and thematic content analysis. Themes were independently identified by three coders; disagreements were resolved by consensus. Results The 65 participants in the 12 focus groups were 13–17 years old. Reasons for fighting include self-defense, to gain/maintain respect, or due to anger; having goals for the future is protective. Non-fighters state that their parents condone fighting only when physically attacked, and teach adolescents strategies to avoid fighting. Fighters describe mixed messages from parents, and pro-fighting attitudes and modeling of aggressive behavior among some family members. Non-fighters avoid fighting by ignoring insults or walking away. Fighters feel unable to use nonviolent conflict-resolution methods effectively. Peers may instigate or encourage fights. Suggested prevention strategies include anger-management and conflict-resolution programs, relationships with caring adults, and physicians counseling youth about the consequences of fighting. Conclusions Non-fighters use various strategies to avoid fighting, whereas fighters are aware of few alternatives to fighting. Conflicting parental messages about fighting may enhance the likelihood of fighting. Physicians can counsel youth about the negative consequences of fighting. Interventions that teach anger management and conflict resolution, promote adolescent self-efficacy for using non-violent strategies, and address parental attitudes about fighting may be effective in preventing fighting. PMID:25528128

75 FR 40845 - Preventing Deaths and Injuries of Fire Fighters Using Risk Management Principles at Structure Fires

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-14

... NIOSH 141-A] Preventing Deaths and Injuries of Fire Fighters Using Risk Management Principles at Structure Fires AGENCY: National Institute for Occupational Safety and Health (NIOSH) of the Centers for... publication entitled ``Preventing Deaths and Injuries of Fire Fighters Using Risk Management Principles at...

Fire Fighter Level I-II-III [and] Practical Skills Test. Wisconsin Fire Service Certification Series. Final Revision.

ERIC Educational Resources Information Center

Pribyl, Paul F.

Practical skills tests are provided for fire fighter trainees in the Wisconsin Fire Service Certification Series, Fire Fighter Levels I, II, and III. A course introduction appears first and contains this information: recommended instructional sequence, required facilities, instructional methodology, requirements for certification, course…

Avian survey and field guide for Osan Air Base, Korea.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Levenson, J.

This report summarizes the results of the avian surveys conducted at Osan Air Base (AB). This ongoing survey is conducted to comply with requirements of the Environmental Governing Standards (EGS) for the Republic of Korea, the Integrated Natural Resources Management Plan (INRMP) for Osan AB, and the 51st Fighter Wing's Bird Aircraft Strike Hazard (BASH) Plan. One hundred ten bird species representing 35 families were identified and recorded. Seven species are designated as Natural Monuments, and their protection is accorded by the Korean Ministry of Culture and Tourism. Three species appear on the Korean Association for Conservation of Nature's (KACN's)more » list of Reserved Wild Species and are protected by the Korean Ministry of Environment. Combined, ten different species are Republic of Korea (ROK)-protected. The primary objective of the avian survey at Osan AB was to determine what species of birds are present on the airfield and their respective habitat requirements during the critical seasons of the year. This requirement is specified in Annex J.14.c of the 51st Fighter BASH Plan 91-212 (51 FW OPLAN 91-212). The second objective was to initiate surveys to determine what bird species are present on Osan AB throughout the year and from the survey results, determine if threatened, endangered, or other Korean-listed bird species are present on Osan AB. This overall census satisfies Criterion 13-3.e of the EGS for Korea. The final objective was to formulate management strategies within Osan AB's operational requirements to protect and enhance habitats of known threatened, endangered, and ROK-protected species in accordance with EGS Criterion 13-3.a that are also favorable for the reproduction of indigenous species in accordance with the EGS Criterion 13-3.h.« less

Three-Dimensional Measurement Applied in Design Eye Point of Aircraft Cockpits.

PubMed

Wang, Yanyan; Guo, Xiaochao; Liu, Qingfeng; Xiao, Huajun; Bai, Yu

2018-04-01

Inappropriate design eye point (DEP) will lead to nonstandard sitting postures, including nonneutral head positions and other uncomfortable sitting postures, which are high risk factors for neck pain in fighter pilots exposed to high G forces. Therefore, application of a 3D measurement method to collect data regarding eye position while in the cruising sitting posture in the aircraft cockpit to guide the design eye point has been proposed. A total of 304 male fixed wing aircraft pilots were divided into two groups. Subgroup A (N = 48) were studied to define the cruising posture during flight. Subgroup B (N = 256) were studied with Romer 3D measurement equipment to locate the cruising eye position of the pilots in a simulated cockpit. The 3D data were compared to DEP data in the current standard cockpit. According to 3D measurement, the vertical distance from the cruising eye point to the neutral seat reference point was 759 mm, which is 36 mm lower than that of the Chinese standard DEP and also lower than the U.S. military standard. The horizontal distance was 131 mm, which is 24 mm shorter than that of the Chinese standard. The current DEP data cannot fulfill the needs of fighter pilots and should be amended according to the results of the 3D measurement so that pilots can acquire the optimal cruising posture in flight. This new method has the value of practical application to investigate cockpit ergonomics and the measurement data can guide DEP design.Wang Y, Guo X, Liu Q, Xiao H, Bai Y. Three-dimensional measurement applied in design eye point of aircraft cockpits. Aerosp Med Hum Perform. 2018; 89(4):371-376.

Wind Tunnel Results of Pneumatic Forebody Vortex Control Using Rectangular Slots a Chined Forebody

NASA Technical Reports Server (NTRS)

Alexander, Michael; Meyn, Larry A.

1994-01-01

A subsonic wind tunnel investigation of pneumatic vortex flow control on a chined forebody using slots was accomplished at a dynamic pressure of 50 psf resulting in a R(n)/ft of 1.3 x 10(exp 6). Data were acquired from angles of attack ranging from -4deg to +34deg at side slips of +0.4deg and +10.4deg. The test article used in this study was the 10% scale Fighter Lift and Control (FLAC) advanced diamond winged, vee-tailed fighter configuration. Three different slot blowing concepts were evaluated; outward, downward, and tangential with ail blowing accomplished asymmetrically. The results of three different mass flows (0.067, 0.13, and 0.26 lbm/s; C(sub mu)'s of less than or equal to 0.006, 0.011. and 0.022 respectively) were analyzed and reported. Test data are presented on the effects of mass flows, slot lengths and positions and blowing concepts on yawing moment and side force generation. Results from this study indicate that the outward and downward blowing slots developed yawing moment and side force increments in the direction opposite of the blowing side while the tangential blowing slots generated yawing moment and side force increments in the direction towards the blowing side. The outward and downward blowing slots typically produced positive pitching moment increments while the tangential blowing slots typically generated negative pitching moment increments. The slot blowing nearest the forebody apex was most effective at generating the largest increments and as the slot was moved aft or increased in length, its effectiveness at generating forces and moments diminished.

Buffet induced structural/flight-control system interaction of the X-29A aircraft

NASA Technical Reports Server (NTRS)

Voracek, David F.; Clarke, Robert

1991-01-01

High angle-of-attack flight regime research is currently being conducted for modern fighter aircraft at the NASA Ames Research Center's Dryden Flight Research Facility. This flight regime provides enhanced maneuverability to fighter pilots in combat situations. Flight research data are being acquired to compare and validate advanced computational fluid dynamic solutions and wind-tunnel models. High angle-of-attack flight creates unique aerodynamic phenomena including wing rock and buffet on the airframe. These phenomena increase the level of excitation of the structural modes, especially on the vertical and horizontal stabilizers. With high gain digital flight-control systems, this structural response may result in an aeroservoelastic interaction. A structural interaction on the X-29A aircraft was observed during high angle-of-attack flight testing. The roll and yaw rate gyros sensed the aircraft's structural modes at 11, 13, and 16 Hz. The rate gyro output signals were then amplified through the flight-control laws and sent as commands to the flaperons and rudder. The flight data indicated that as the angle of attack increased, the amplitude of the buffet on the vertical stabilizer increased, which resulted in more excitation to the structural modes. The flight-control system sensors and command signals showed this increase in modal power at the structural frequencies up to a 30 degree angle-of-attack. Beyond a 30 degree angle-of-attack, the vertical stabilizer response, the feedback sensor amplitude, and control surface command signal amplitude remained relatively constant. Data are presented that show the increased modal power in the aircraft structural accelerometers, the feedback sensors, and the command signals as a function of angle of attack. This structural interaction is traced from the aerodynamic buffet to the flight-control surfaces.

Sneaker Males Affect Fighter Male Body Size and Sexual Size Dimorphism in Salmon.

PubMed

Weir, Laura K; Kindsvater, Holly K; Young, Kyle A; Reynolds, John D

2016-08-01

Large male body size is typically favored by directional sexual selection through competition for mates. However, alternative male life-history phenotypes, such as "sneakers," should decrease the strength of sexual selection acting on body size of large "fighter" males. We tested this prediction with salmon species; in southern populations, where sneakers are common, fighter males should be smaller than in northern populations, where sneakers are rare, leading to geographical clines in sexual size dimorphism (SSD). Consistent with our prediction, fighter male body size and SSD (fighter male∶female size) increase with latitude in species with sneaker males (Atlantic salmon Salmo salar and masu salmon Oncorhynchus masou) but not in species without sneakers (chum salmon Oncorhynchus keta and pink salmon Oncorhynchus gorbuscha). This is the first evidence that sneaker males affect SSD across populations and species, and it suggests that alternative male mating strategies may shape the evolution of body size.

Integrated Unit Deployments: Rethinking Air National Guard Fighter Mobilizations

DTIC Science & Technology

2016-06-01

INTEGRATED UNIT DEPLOYMENTS: RETHINKING AIR NATIONAL GUARD FIGHTER MOBILIZATIONS BY MAJOR ANDREW P. JACOB A THESIS...This study comprises an analysis of the mobilization and deployment of Air National Guard fighter aircraft units in a search for an efficient and... mobilization . This thesis suggests that Integrated Unit Deployments will provide the balance between Air National Guard overseas deployments and

78 FR 52135 - Takes of Marine Mammals Incidental to Specified Activities; Taking Marine Mammals Incidental To...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-22

... Tactics Development and Evaluation (TD&E) Program. Multiple munitions (bombs, missiles, and gunner rounds... laser-guided Mk-84 bomb F-16C fighter aircraft. GBU-24 laser-guided Mk-84 bomb F-16C+ fighter aircraft... bomb. GBU-12 laser-guided Mk-82 bomb A-10 fighter aircraft. GBU-38 Joint Direct Attack Munition, global...

78 FR 33357 - Takes of Marine Mammals Incidental to Specified Activities; Taking Marine Mammals Incidental to...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-04

...) Program. Multiple munitions (bombs, missiles, and gunner rounds) and aircraft would be used to meet the... with Munitions specific munitions) GBU-10 laser-guided Mk-84 bomb F-16C fighter aircraft. GBU-24 laser-guided Mk-84 bomb F-16C+ fighter aircraft. GBU-31 Joint Direct Attack Munition, F-15E fighter aircraft...

Training and Education in the Fire Services (Proceedings of a Symposium, April 8-9 1970).

ERIC Educational Resources Information Center

National Academy of Sciences-National Research Council, Washington, DC. Div. of Engineering.

Issues in the improvement of training for fire fighters and officer personnel were taken up in ten symposium papers. Session I covered legal and other constraints that affect what a fire fighter should know; and current practices in volunteer, rural, and municipal fire fighter training in the United States. Papers from the other sessions dealt…

Flight Test Results for the F-16XL With a Digital Flight Control System

NASA Technical Reports Server (NTRS)

Stachowiak, Susan J.; Bosworth, John T.

2004-01-01

In the early 1980s, two F-16 airplanes were modified to extend the fuselage length and incorporate a large area delta wing planform. These two airplanes, designated the F-16XL, were designed by the General Dynamics Corporation (now Lockheed Martin Tactical Aircraft Systems) (Fort Worth, Texas) and were prototypes for a derivative fighter evaluation program conducted by the United States Air Force. Although the concept was never put into production, the F-16XL prototypes provided a unique planform for testing concepts in support of future high-speed supersonic transport aircraft. To extend the capabilities of this testbed vehicle the F-16XL ship 1 aircraft was upgraded with a digital flight control system. The added flexibility of a digital flight control system increases the versatility of this airplane as a testbed for aerodynamic research and investigation of advanced technologies. This report presents the handling qualities flight test results covering the envelope expansion of the F-16XL with the digital flight control system.

F-86 Sabre on lakebed, front view

NASA Technical Reports Server (NTRS)

1954-01-01

With the NACA High-Speed Flight Station (HSFS) main building (4800) in the background the North American F-86F (Serial #52-5426) Sabre sits on the Rogers Dry lakebed just off the NACA ramp in 1954. This was soon after the National Advisory Committee for Aeronautics unit moved from South Base at Edwards Air Force Base to the new building that still houses the NASA Dryden Flight Research Center, successor to the HSFS. The F-86F performed both pitch-up research and duties as a chase aircraft for the D-558-2. Its stay at the HSFS was brief. It arrived on June 23, 1954, and left on September 10 the same year. The F-86 had a 35 degree sweptwing and a wing span of 37 feet 1 inch with a General Electric J47-GE engine. It was the first U.S. sweptwing fighter and saw extensive action in the Korean War. It could slightly exceed Mach 1 in a dive.

Recent progress in VSTOL technology

NASA Technical Reports Server (NTRS)

Roberts, L.; Deckert, W. R.

1982-01-01

Progress in vertical and short takeoff and landing (V/STOL) aircraft technology, in particular, during the 1970 to 1980 period at Ames Research Center is discussed. Although only two kinds of V/STOL aircraft (the helicopter and the British direct lift Harrier) have achieved operational maturity, understanding of the technology has vastly improved during this 10 year period. To pursue an aggressive R and D program at a reasonable cost, it was decided to conduct extensive large scale testing in wind tunnel and flight simulation facilities, to develop low cost research aircraft using modified airframes or engines, and to involve other agencies and industry contractors in joint technical and funding arrangements. The STOL investigations include exploring STOL performance using the rotating cylinder flap concept, the augmentor wing, upon initiation of the Quiet Short Haul Research Aircraft program, the upper surface blown flap concept. The VTOL investigations were conducted using a tilt rotor aircraft, resulting in the XV-15 tilt rotor research aircraft. Direct jet lift is now being considered for application to future supersonic fighter aircraft.

Aircrew Sizing Survey 2011

DTIC Science & Technology

2014-10-01

Resource JSF Joint Strike Fighter JPATS Joint Primary Aircraft Training System USMC United States Marine Corps USAF United States Air Force LIST...Surface Anthropometry Resource (CAESAR) was developed for the Joint Strike Fighter (JSF) program. The ACSS was intended to replace the JSF-CAESAR...an aircrew sample was made in 2003 by Hudson et al. They extracted a subset, named JSF CAESAR (Joint Strike Fighter), from the Civilian American and

Selfridge ANGB, Michigan. Revised Uniform Summary of Surface Weather Observations (RUSSWO). Parts A-F.

DTIC Science & Technology

1982-04-20

IS.1 17. 16 19.3 n21.2 22.24o 25. 327. - 29.30 31 .S.-/W.S.SDyl16b W.,S bbD -Pogo 98/ 97 It 4 41 04 ’.93 NO *1 .2 el *0 . 34 34 -1L 1 - a -A. -- A 37...mo Shallf’----or--p-----I-------- F1 *upI- Td -- 3KI 󈧐 A&1 Ii~~ - n 01 P144 ZiaP WP T 7 -As. ii

New results in equal sums of like powers

NASA Astrophysics Data System (ADS)

Ekl, R. L.

1998-07-01

This paper reports on new results for the equation [GRAPHICS] i.e., equal sums of like powers. Since the 1967 Lander, Parkin and Selfridge survey paper [4], few other numeric results have been published (see Elkies [6] and Ekl [3]). The present paper reports on several new smallest primitive solutions. Further, search limits have been extended in many cases, and tables of solutions are presented. Additionally, new solutions to the same class of problems in distinct integers have been discovered.

Preliminary design of a supersonic Short-Takeoff and Vertical-Landing (STOVL) fighter aircraft

NASA Technical Reports Server (NTRS)

1990-01-01

A preliminary study of a supersonic short takeoff and vertical landing (STOVL) fighter is presented. Three configurations (a lift plus lift/cruise concept, a hybrid fan vectored thrust concept, and a mixed flow vectored thrust concept) were initially investigated with one configuration selected for further design analysis. The selected configuration, the lift plus lift/cruise concept, was successfully integrated to accommodate the powered lift short takeoff and vertical landing requirements as well as the demanding supersonic cruise and point performance requirements. A supersonic fighter aircraft with a short takeoff and vertical landing capability using the lift plus lift/cruise engine concept seems a viable option for the next generation fighter.

Determinants of maximal oxygen uptake (VO2 max) in fire fighter testing.

PubMed

Vandersmissen, G J M; Verhoogen, R A J R; Van Cauwenbergh, A F M; Godderis, L

2014-07-01

The aim of this study was to evaluate current daily practice of aerobic capacity testing in Belgian fire fighters. The impact of personal and test-related parameters on the outcome has been evaluated. Maximal oxygen uptake (VO2 max) results of 605 male fire fighters gathered between 1999 and 2010 were analysed. The maximal cardio respiratory exercise tests were performed at 22 different centres using different types of tests (tread mill or bicycle), different exercise protocols and measuring equipment. Mean VO2 max was 43.3 (SD = 9.8) ml/kg.min. Besides waist circumference and age, the type of test, the degree of performance of the test and the test centre were statistically significant determinants of maximal oxygen uptake. Test-related parameters have to be taken into account when interpreting and comparing maximal oxygen uptake tests of fire fighters. It highlights the need for standardization of aerobic capacity testing in the medical evaluation of fire fighters. Copyright © 2014 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Forebody/Inlet of the Joint Strike Fighter Tested at Low Speeds

NASA Technical Reports Server (NTRS)

Johns, Albert L.

1998-01-01

As part of a national cooperative effort to develop a multinational fighter aircraft, a model of a Joint Strike Fighter concept was tested in several NASA Lewis Research Center wind tunnels at low speeds over a range of headwind velocities and model attitudes. This Joint Strike Fighter concept, which is scheduled to go into production in 2005, will greatly improve the range, capability, maneuverability, and survivability of fighter aircraft, and the production program could ultimately be worth $100 billion. The test program was a team effort between Lewis and Lockheed Martin Tactical Aircraft Systems. Testing was completed in September 1997, several weeks ahead of schedule, allowing Lockheed additional time to review the results and analysis data before the next test and resulting in significant cost savings for Lockheed. Several major milestones related to dynamic and steady-state data acquisition and overall model performance were reached during this model test. Results from this program will contribute to both the concept demonstration phase and the production aircraft.

Moving-Base Simulation Evaluation of Control/Display Integration Issues for ASTOVL Aircraft

NASA Technical Reports Server (NTRS)

Franklin, James A.

1997-01-01

A moving-base simulation has been conducted on the Vertical Motion Simulator at Ames Research Center using a model of an advanced, short takeoff and vertical landing (STOVL) lift fan fighter aircraft. This experiment expanded on investigations during previous simulations with this STOVL configuration with the objective of evaluating (1) control law modifications over the low speed flight envelope, (2) integration of the throttle inceptor with flight control laws that provide direct thrust command for conventional flight, vertical and short takeoff, and flightpath or vertical velocity command for transition, hover, and vertical landing, (3) control mode blending for pitch, roll, yaw, and flightpath control during transition from wing-borne to jet-borne flight, and (4) effects of conformal versus nonconformal presentation of flightpath and pursuit guidance symbology on the out-the-window display for low speed STOVL operations. Assessments were made for takeoff, transition, hover, and landing, including precision hover and landing aboard an LPH-type amphibious assault ship in the presence of winds and rough seas. Results yielded Level 1 pilot ratings for the flightpath and vertical velocity command modes for a range of land-based and shipboard operation and were consistent with previous experience with earlier control laws and displays for this STOVL concept. Control mode blending was performed over speed ranges in accord with the pilot's tasks and with the change of the basic aircraft's characteristics between wing-borne and hover flight. Blending of yaw control from heading command in hover to sideslip command in wing-borne flight performed over a broad speed range helped reduce yaw transients during acceleration through the low speed regime. Although the pilots appreciated conformality of flightpath and guidance symbols with the external scene during the approach, increased sensitivity of the symbols for lateral path tracking elevated the pilots' control activity in the presence of turbulence. The pilots preferred the choice of scaling that was originally established during the display development and in-flight evaluations.

Blended Buffet-Load-Alleviation System for Fighter Airplane

NASA Technical Reports Server (NTRS)

Moses, Robert W.

2005-01-01

The capability of modern fighter airplanes to sustain flight at high angles of attack and/or moderate angles of sideslip often results in immersion of part of such an airplane in unsteady, separated, vortical flow emanating from its forebody or wings. The flows from these surfaces become turbulent and separated during flight under these conditions. These flows contain significant levels of energy over a frequency band coincident with that of low-order structural vibration modes of wings, fins, and control surfaces. The unsteady pressures applied to these lifting surfaces as a result of the turbulent flows are commonly denoted buffet loads, and the resulting vibrations of the affected structures are known as buffeting. Prolonged exposure to buffet loads has resulted in fatigue of structures on several airplanes. Damage to airplanes caused by buffeting has led to redesigns of airplane structures and increased support costs for the United States Air Force and Navy as well as the armed forces of other countries. Time spent inspecting, repairing, and replacing structures adversely affects availability of aircraft for missions. A blend of rudder-control and piezoelectric- actuator engineering concepts was selected as a basis for the design of a vertical-tail buffet-load-alleviation system for the F/A-18 airplane. In this system, the rudder actuator is used to control the response of the first tail vibrational mode (bending at a frequency near 15 Hz), while directional patch piezoelectric actuators are used to control the second tail vibrational mode (tip torsion at a frequency near 45 Hz). This blend of two types of actuator utilizes the most effective features of each. An analytical model of the aeroservoelastic behavior of the airplane equipped with this system was validated by good agreement with measured results from a full-scale ground test, flight-test measurement of buffet response, and an in-flight commanded rudder frequency sweep. The overall performance of the system was found to be characterized by reductions, ranging from 70 to 30 percent, in vertical-tail buffeting under buffet loads ranging from moderate to severe. These reductions were accomplished with a maximum commanded rudder angle of +/-2deg at 15 Hz and about 10 lb (.4.5 kg) of piezoelectric actuators attached to the vertical tail skin and operating at a peak power level of 2 kW. By meeting the design objective, this system would extend the vertical-tail fatigue life beyond two aircraft lifetimes. This system is also adaptable to other aircraft surfaces and other aircraft

Forecasting Demand for KC-135 Sorties: Deploy to Dwell Impacts

DTIC Science & Technology

2013-06-01

fighter movements from individual units are rampant (6 OSS/ OSOS , 2013). However, TACC directed missions in this category are scarce, if not non...existent (6 OSS/ OSOS , 2013). Recent TACC tasked missions that appear to support CONUS fighter movements were training related: pre-deployment preparation...and large scale exercises directed by the Joint Staff (6 OSS/ OSOS , 2013). Anecdotal evidence that AMC supports CONUS fighter movements was flawed

Filling the Fighter Gap

DTIC Science & Technology

2010-03-18

1 Filling the Fighter Gap by Major Justin DeMarco, USAF The purpose of this paper is to suggest how the Air Force can mitigate the...estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services...SUBTITLE Filling the Fighter Gap 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) 5d. PROJECT NUMBER 5e. TASK NUMBER

The polymorphism of dopamine receptor D4 (DRD4) and dopamine transporter (DAT) genes in the men with antisocial behaviour and mixed martial arts fighters.

PubMed

Cherepkova, Elena V; Maksimov, Vladimir N; Kushnarev, Alexandr P; Shakhmatov, Igor I; Aftanas, Lyubomir I

2017-09-12

Variable-number tandem repeat (VNTR) polymorphisms of DRD4 and DAT genes were studied in the Russian and Chechen men convicted of crimes, and two control groups comprised of the MMA fighters and a sample of general population. A group of MMA fighters included only the subjects without history of antisocial behaviour. DNA was isolated by phenol-chloroform extraction from the blood. Genotyping VNTR polymorphisms of the DRD4 and DAT genes were performed by PCR on published methods. Among those convicted of felonies and most grave crimes, carriers of DRD4 long alleles are found more frequently, similarly to the cohort of MMA fighters (lacking criminal record in both paternal lines). The 9/9 DAT genotype carriers are more frequently encountered among the habitual offenders. A frequency of the combination of the DRD4 genotype 4/7 and DAT genotype 10/10 is clearly higher among the convicts of violent crimes and the MMA fighters. One can speculate the presence of a 'controlled aggression' without a predisposition to pathological violence in the MMA fighters. Our study supports the hypothesis of genetic predisposition to different variants of extreme behaviour mediated by genetic determinants involved in the functioning of neuromediator systems including those controlling dopamine pathways.

Alternatives for Modernizing U.S. Fighter Forces

DTIC Science & Technology

2009-05-01

Plans for Modernizing Fighter Forces xS -2. The Possible Role of the F-22 Program in Mitigating the Air Force’s Projected Inventory Shortfall xvi1- 1 ... Northrop Grumman won that competition with its proposal for an aircraft based on the RQ-4 Global Hawk. 38 ALTERNATIVES FOR MODERNIZING U.S. FIGHTER...flyable demonstrator for exploring technologies that could lead to an operational UCAV-N, was rolled out by Northrop Grumman in December 2008. Its

Design and analysis of a supersonic penetration/maneuvering fighter

NASA Technical Reports Server (NTRS)

Child, R. D.

1975-01-01

The design of three candidate air combat fighters which would cruise effectively at freestream Mach numbers of 1.6, 2.0, and 2.5 while maintaining good transonic maneuvering capability, is considered. These fighters were designed to deliver aerodynamically controlled dogfight missiles at the design Mach numbers. Studies performed by Rockwell International in May 1974 and guidance from NASA determined the shape and size of these missiles. The principle objective of this study is the aerodynamic design of the vehicles; however, configurations are sized to have realistic structures, mass properties, and propulsion systems. The results of this study show that air combat fighters in the 15,000 to 23,000 pound class would cruise supersonically on dry power and still maintain good transonic maneuvering performance.

External store effects on the stability of fighter and interceptor airplanes. [application to military aircraft mission requirements

NASA Technical Reports Server (NTRS)

Spearman, M. L.; Sawyer, W. C.

1974-01-01

Some criteria for external carriage of missiles for fighter aircraft intended for aerial combat missions and for fighter-interceptor missions are considered. The mission requirements discussed include the short-range fighter-interceptor, the short-range interceptor, the medium-range interceptor, and the long-range interceptor. Missiles types considered to be compatible with the various point mission designs include the short-range missile, the medium-range missile, and the long-range missile. From the study, it appears that point mission design aircraft can be arranged in such a way that the required external-store arrangement will not impair the stability of the aircraft. An extensive reference list of NASA external store research is included.

Mortality and life expectancy of professional fire fighters in Hamburg, Germany: a cohort study 1950 – 2000

PubMed Central

Wagner, Norbert L; Berger, Jürgen; Flesch-Janys, Dieter; Koch, Peter; Köchel, Anja; Peschke, Michel; Ossenbach, Trude

2006-01-01

Background The healthy worker effect may hide adverse health effects in hazardous jobs, especially those where physical fitness is required. Fire fighters may serve as a good example because they sometimes are severely exposed to hazardous substances while on the other hand their physical fitness and their strong health surveillance by far exceeds that of comparable persons from the general population. Methods To study this effect a historic cohort study was conducted to assess mortality and life expectancy of professional fire fighters of the City of Hamburg, Germany. Fire departments and trade unions questioned the validity of existing studies from outside Germany because of specific differences in the professional career. No mortality study had been conducted so far in Germany and only few in Europe. Information on all active and retired fire fighters was extracted from personnel records. To assure completeness of data the cohort was restricted to all fire fighters being active on January 1, 1950 or later. Follow up of the cohort ended on June 30th 2000. Vital status was assessed by personnel records, pension fund records and the German residence registries. Mortality of fire fighters was compared to mortality of the Hamburg and German male population by means of standardized mortality ratios. Life expectancy was calculated using life table analysis. Multivariate proportional hazard models were used to assess the effect of seniority, time from first employment, and other occupational characteristics on mortality. Results The cohort consists of 4640 fire fighters accumulating 111796 person years. Vital status could be determined for 98.2% of the cohort. By the end of follow up 1052 person were deceased. Standardized Mortality Ratio (SMR) for the total cohort was 0.79 (95% CI, 0.74–0.84) compared to Hamburg reference data and 0.78 (95% CI, 0.74–0.83) compared to National German reference data. Conditional life expectancy of a 30 year old fire fighter was 45.3 years as compared to 42.9 year of a German male in normal population. Job tasks, rank status and early retirement negatively influenced mortality. For fire fighters with comparably short duration of employment the mortality advantage diminished with longer time since first employment. SMR of persons who retired early was 1.25 (95% CI, 1.13–1.60) in reference to the general German population and the SMR of 1.71 (1.18–2.50) in the multivariate regression model. Conclusion A strong healthy worker effect was observed for the cohort, which diminished with longer time since first employment for fire fighters with shorter duration of employment, as expected. The negative effects on mortality of job tasks, rank status and in particular early retirement indicate the presence of undetermined and specific risks related to occupational hazards of fire fighters. PMID:17020604

[Comparative analysis on data of nasal sinus between helicopter and(strike) fighter pilots under physical examination for change to new-type aircraft].

PubMed

Xu, Xianrong; Ma, Xiaoli; Zhang, Yang; Xiong, Wei

2012-01-01

To comparatively analyze the disease data of nasal sinus between helicopter and (strike) fighter pilots under flying qualification, and then to provide references for aeromedical support as a significant part of new logistics service union in army, The CT data of nasal sinus in 138 pilots who accepted physical examination for change to new-type aircraft, were collected included 46 cases of helicopter pilots and 92 cases of (strike)fighter pilots). The incidence of chronic sinusitis and cyst of nasal sinus were computed respectively in helicopter pilots and (strike)fighter pilots. (1) Fourteen cases suffered from chronic sinusitis (6 cases of maxillary sinusitis, 4 cases of ethmoiditis and 4 cases of maxillary sinusitis and ethmoiditis) in helicopter pilots whose incidence rate of chronic sinusitis was 30.4% (14/46). Of which, 3 cases of antracele were treated. Twelve cases suffered from chronic sinusitis (8 cases of maxillary sinusitis, 1 case of ethmoiditis, 3 cases of maxillary sinusitis and ethmoiditis) in (strike)fighter pilots whose incidence of chronic sinusitis was 13.0% (12/92). Of which, 1 case of antracele was treated. The incidence of chronic sinusitis was higher in helicopter pilots than (strike) fighters pilots (Chi2 = 6.07, P < 0.05). (2) Four cases suffered from unilateral mucosa cysts in maxillary sinus in helicopter pilots whose incidence of cyst of nasal sinus was 8.7% (4/46). Ten cases suffered from mucosa cysts in maxillary sinus (unilateral 8 cases and bilateral 2 cases) in (strike) fighters pilots whose incidence of cyst of nasal sinus was 10.87% (10/92). The difference of the incidence of cyst of nasal sinus was not statistically significant between the helicopter pilots and(strike)fighters pilots. The cysts of nasal sinus did not need treatment in 14 cases of this group data. The incidence of symptomless chronic sinusitis and cyst of nasal sinus are high in pilots. It is related with repeatedly changes of atmosphere pressure during flying. But most chronic sinusitis and cyst of nasal sinus do not need treatment. The incidence of chronic sinusitis is higher in helicopter pilots than(strike)fighter pilots. It may be related with the environment of helicopter which have unclosed cockpit and load other aircrew.

The sharing of radiological images by professional mixed martial arts fighters on social media

PubMed Central

Joyce, Cormac W; McCarthy, Peter

2017-01-01

Background Mixed martial arts is a sport that has recently enjoyed a significant increase in popularity. This rise in popularity has catapulted many of these “cage fighters” into stardom and many regularly use social media to reach out to their fans. An interesting result of this interaction on social media is that athletes are sharing images of their radiological examinations when they sustain an injury. Purpose To review instances where mixed martial arts fighters shared images of their radiological examinations on social media and in what context they were shared. Material and Methods An Internet search was performed using the Google search engine. Search terms included “MMA,” “mixed martial arts,” “injury,” “scan,” “X-ray,” “fracture,” and “break.” Articles which discussed injuries to MMA fighters were examined and those in which the fighter themselves shared a radiological image of their injury on social media were identified. Results During our search, we identified 20 MMA fighters that had shared radiological images of their injuries on social media. There were 15 different types of injury, with a fracture of the mid-shaft of the ulna being the most common. The most popular social media platform was Twitter. The most common imaging modality X-ray (71%). The majority of injuries were sustained during competition (81%) and 35% of these fights resulted in a win for the fighter. Conclusion Professional mixed martial artists are sharing radiological images of their injuries on social media. This may be in an attempt to connect with fans and raise their profile among other fighters. PMID:28717518

Recycled Bricks: Exploring Opportunities to Reintegrate Returning American Foreign Fighters Using Existing Models

DTIC Science & Technology

2016-12-01

Fighter Travel, 6. 16 Ibid., 6–15. 17 Ibid., 13. 5 United States failed to stop Americans from going abroad to become foreign fighters, and made 32...ethnicity only possess meaning because they connect people socially.130 The different categories that American Muslims classify themselves demonstrate the...Identity.” 133 Ibid., 66. 34 An example is found in American Muslims; they identify all Americans as part of their national in-group, but when

Psychological, Social and Attitudinal Variables Associated with Infantry Combat Effectiveness and their Relation to Women

DTIC Science & Technology

1979-06-01

significantly higher.2 Also femin - inity3 as measured by the Minnesota Multiphasic Personality Inventory (MMPI) and the California Personality Inventory (CPI) L...question of women in combat. The fighters had participated in more activities, hobbies and sports than had non-fighters (19 activities as compared to...15). They tended to prefer body contact sports and had partici- pated in them longer and more frequently than had non-fighters. The activities that

A Bomber Fighter Duel (II)

DTIC Science & Technology

1949-07-25

RAND 1 RESEARCH MEMORANDUM c: . A BOMBER FIGHTER DUEL (II) David Blackwell and Max Shiffiaan HM-193 • 25 July 1949 Copy No./c^JZ. . Thi...II) David Blackwell and Max Shiffman 0. Summary. This memorandum completes the study’of the fighteir- bomber duel described in RM-l65i» The... duel is one in which a fighter fires a single rocket burst at a bomber, which has limited ammunition, and defends itself by intermittent firing. It

Medical evaluation of fire fighters: How fit are they for duty?

PubMed

Davis, P O; Biersner, R J; Barnard, R J; Schamadan, J

1982-08-01

Aside from the obvious dangers to life and limb associated with the job, fire fighting subjects the body to environmental and physical stressors that can adversely affect various systems. In fact, the effects of these stressors on the cardiovascular system have made coronary heart disease a greater killer among fire fighters than among other occupational groups. The approach to medical evaluation of fire fighters presented here is based on an appreciation of these stressors.

Fire fighting and its influence on the body.

PubMed

Rossi, René

2003-08-15

Working conditions for fire fighters can be described according to the environment temperature and the incident radiant heat flux. Measurements for this study in buildings for fire fighting training have shown that fire fighters are typically exposed to radiant heat fluxes of between 5 and 10 kWm(-2) during this kind of exercise. The heat load can nevertheless be much higher. In one case, 42 kWm(-2) was measured. The temperatures reached between 100 and 190 degrees C at 1 m above ground, going up to 278 degrees C in one case. Human trials have been performed with 17 fire fighters. After exercises (about 15 min) in a heated room, the mean core temperature of the fire fighters rose by 0.6 degrees C with a surrounding temperature of 31 degrees C and 1.0 degrees C with 38 degrees C. The sweat production varied from 0.7 to 2.1 lh(-1); 16% to 45% of sweat remained in the clothing layers. During the exercises in the training buildings, a mean of 48 degrees C has been measured between fire fighters' clothing and workwear. These conditions lead to an increase of the relative humidity in all the jackets up to 100%. When the fire fighters came out of the fire, the humidity remained at this level in the PVC coated jackets while it was in some cases strongly reduced in breathable jackets.

Psychological distress and alcohol use among fire fighters.

PubMed

Boxer, P A; Wild, D

1993-04-01

Few studies have investigated stressors to which fire fighters are subjected and the potential psychological consequences. One hundred and forty-five fire fighters were studied to enumerate potential occupational stressors, assess psychological distress and problems with alcohol use, and determine whether a relationship exists between these measures and self-reported stressors. Hearing that children are in a burning building was the highest ranked stressor. According to three self-report instruments, between 33 and 41% of the fire fighters were experiencing significant psychological distress, and 29% had possible or probable problems with alcohol use. These figures are significantly higher than would be expected in a typical community or working population. In a logistic regression analysis, no relationship was found between measures of psychological distress and alcohol use and the 10 most highly ranked work stressors.

F-15 RPRV Attached Under the Wing of the B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1973-01-01

This photograph shows one of NASA's 3/8th-scale F-15 remotely piloted research vehicles under the wing of the B-52 mothership in flight during 1973, the year that the research program began. The vehicle was used to make stall-spin studies of the F-15 shape before the actual F-15s began their flight tests. B-52 Project Description: NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant. - - - - - - - - - - - F-15A RPRV/SRV Project Description: In April of 1971, Assistant Secretary of the Air Force for Research and Development Grant Hanson sent a memorandum noting the comparatively small amount of research being conducted on stalls (losses of lift) and spins despite the yearly losses that they caused (especially of fighter aircraft). In the spring and summer of that year, NASA's Flight Research Center (redesignated in 1976 the Dryden Flight Research Center, Edwards, California) studied the feasibility of conducting flight research with a sub-scale fighter-type Remotely Piloted Research Vehicle (RPRV) in the stall-spin regime. In November, NASA Headquarters approved flight research for a 3/8-scale F-15 RPRV. It would measure aerodynamic derivatives of the aircraft throughout its angle-of-attack range and compare them with those from wind tunnels and full-scale flight. (Angle of attack refers to the angle of the wings or fuselage with respect to the prevailing wind.) The McDonnell Douglas Aircraft Co., builder of the full-size F-15, designed and constructed three 3/8-scale mostly fiberglass, unpowered F-15 RPRV's for a little more than $250,000 apiece (compared with $6.8 million for a full-size F-15). The FRC set up a dedicated RPRV control facility in a room on the first floor next to the hangar for the RPRV and set up a much more sophisticated control system than was used for an earlier RPRV--the Hyper III. The control facility featured a digital uplink capability, a ground computer, a television monitor, and a telemetry system. Launched from a B-52, the first F-15 RPRV flew its initial flight on October 12, 1973. The initial flights were recovered in mid-air by helicopters, but later flights employed horizontal landings by the remote research pilot, who 'flew' the aircraft from the RPRV control facility. Chosen because of the risks involved in spin testing a full-scale fighter aircraft, the remotely piloted research technique enabled the pilot to interact with the vehicle much as he did in normal flight. Flying remotely, however, called for some special techniques to make up for the cues available to a pilot in the airplane but not to a remote pilot. It also allowed the flight envelope to be expanded more rapidly than conventional flight research methods permitted for piloted vehicles. During its first 26 flights, through the end of 1975, flight research over an angle-of-attack range of minus 20 degrees to plus 53 degrees with the 3/8-scale vehicle in the basic F-15 configuration allowed FRC engineers to test the mathematical model of the aircraft in an angle-of-attack range not previously examined in flight research. The basic airplane configuration proved to be resistant to departure from straight and level flight, hence to spins; however, the vehicle could be flown into a spin using a technique developed in the simulator. Data obtained during the first 26 flights gave researchers a better understanding of the spin characteristics of the full-scale fighter. Researchers later obtained spin data with the vehicle in other configurations at angles of attack as large as minus 70 degrees and plus 88 degrees. There were 35 flights of the 3/8-scale F-15s by the end of 1978 and 52 flights by mid-July of 1981. These included some in which the vehicle--redesignated the Spin Research Vehicle after it was modified from the basic F-15 configuration--evaluated the effects of an elongated nose and a wind-tunnel-designed nose strake (among other modifications) on the airplane's stall/spin characteristics. Results of flight research with these modifications indicated that the addition of the nose strake increased the vehicle's resistance to departure from the intended flight path, especially entrance into a spin. Large differential tail deflections, a tail chute, and a nose chute all proved effective as spin recovery techniques, although it was essential to release the nose chute once it had deflated in order to prevent an inadvertent reentry into a spin. Overall, remote piloting with the 3/8-scale F-15 provided high-quality data about spin characteristics. The SRV was about 23 and one-half feet long and had a 16-foot wing span.

The Caliphates Global Workforce: An Inside Look at the Islamic States Foreign Fighter Paper Trail

DTIC Science & Technology

2016-04-01

The Caliphate’s Global Workforce: An Inside Look at the Islamic State’s Foreign Fighter Paper Trail Brian Dodwell Daniel Milton Don Rassler The...Caliphate’s Global Workforce: An Inside Look at the Islamic State’s Foreign Fighter Paper Trail Brian Dodwell Daniel Milton Don Rassler Combating...Terrorism Center at West Point April 2016 Cover Photo: Image taken from the Islamic State’s Dabiq magazine United States Military Academy www.ctc.usma.edu

High Energy Laser on the Joint Strike Fighter: A Reality in 2025?

DTIC Science & Technology

2007-02-26

10 October 2006. 19. Siegman , A.E., Nemes, G., Serna, J. “How to (Maybe) Measure Laser Beam Quality,” in DPSS (Diode Pumped Solid State) Lasers ...AIR WAR COLLEGE AIR UNIVERSITY HIGH ENERGY LASER ON THE JOINT STRIKE FIGHTER A REALITY IN 2025? by Jeffrey A. Hausmann, Lt Col, USAF A...00-00-2007 to 00-00-2007 4. TITLE AND SUBTITLE High Energy Laser on the Joint Strike Fighter a Reality in 2025? 5a. CONTRACT NUMBER 5b. GRANT

The Debate is Over: Close Air Support in Korea and Vietnam

DTIC Science & Technology

2011-05-03

F4U Corsair became Marine aviation’s plane of choice. Early models of the Corsair were formidable fighter aircraft best suited for the air...superiority role. By 1944, the Marine Corps made a deliberate effort to transform the Corsair from a fighter to a multi-role fighter- bomber. As such, the F4U...installation of a ten-channel radio facilitated better communications with ground forces. The upgraded Corsair was such an effective ground attack platform

The Search for an Advanced Fighter: A History from the XF-108 to the Advanced Tactical Fighter

DTIC Science & Technology

1986-04-01

V, ,tt AIR COMMAND AND- STAFF COLLEGE STUDENT REPORT THE SEARCH FOR AN ADVANCED FIGHTER, A HISTORY FROM THE XF-108 TO THE &ELECTE j - MAJOR ROBERT P...expressed in this document are those of the author. They are- J not intended and should not be thought to represent official ideas, attitudes, or policies of...the general public. A loan copy of the document may be obtained from the Air University Interlibrary Loan Service (AULILDEX, Maxwell AFB, Alabama

X-29 Research Pilot Rogers Smith

NASA Technical Reports Server (NTRS)

1988-01-01

Rogers Smith, a NASA research pilot, is seen here at the cockpit of the X-29 forward-swept-wing technology demonstrator at NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, in 1988. The X-29 explored the use of advanced composites in aircraft construction; variable camber wing surfaces; the unique forward-swept-wing and its thin supercritical airfoil; strake flaps; and a computerized fly-by-wire flight control system that overcame the aircraft's instability. Grumman Aircraft Corporation built two X-29s. They were flight tested at Dryden from 1984 to 1992 in a joint NASA, DARPA (Defense Advanced Research Projects Agency) and U.S. Air Force program. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

The life and death of ATR/sensor fusion and the hope for resurrection

NASA Astrophysics Data System (ADS)

Rogers, Steven K.; Sadowski, Charles; Bauer, Kenneth W.; Oxley, Mark E.; Kabrisky, Matthew; Rogers, Adam; Mott, Stephen D.

2008-04-01

For over half a century, scientists and engineers have worked diligently to advance computational intelligence. One application of interest is how computational intelligence can bring value to our war fighters. Automatic Target Recognition (ATR) and sensor fusion efforts have fallen far short of the desired capabilities. In this article we review the capabilities requested by war fighters. When compared to our current capabilities, it is easy to conclude current Combat Identification (CID) as a Family of Systems (FoS) does a lousy job. The war fighter needed capable, operationalized ATR and sensor fusion systems ten years ago but it did not happen. The article reviews the war fighter needs and the current state of the art. The article then concludes by looking forward to where we are headed to provide the capabilities required.

Famous head injuries of the first aerial war: deaths of the "Knights of the Air".

PubMed

Koul, Prateeka; Mau, Christine; Sabourin, Victor M; Gandhi, Chirag D; Prestigiacomo, Charles J

2015-07-01

World War I advanced the development of aviation from the concept of flight to the use of aircraft on the battlefield. Fighter planes advanced technologically as the war progressed. Fighter pilot aces Francesco Baracca and Manfred von Richthofen (the Red Baron) were two of the most famous pilots of this time period. These courageous fighter aces skillfully maneuvered their SPAD and Albatros planes, respectively, while battling enemies and scoring aerial victories that contributed to the course of the war. The media thrilled the public with their depictions of the heroic feats of fighter pilots such as Baracca and the Red Baron. Despite their aerial prowess, both pilots would eventually be shot down in combat. Although the accounts of their deaths are debated, it is undeniable that both were victims of traumatic head injury.

The effect of smoke inhalation on lung function and airway responsiveness in wildland fire fighters

DOE Office of Scientific and Technical Information (OSTI.GOV)

Liu, D.; Tager, I.B.; Balmes, J.R.

1992-12-01

The current study was undertaken to evaluate the effect of smoke on forced expiratory volumes and airway responsiveness in wildland fire fighters during a season of active fire fighting. Sixty-three seasonal and full-time wildland fire fighters from five U.S. Department of Agriculture Forest Service (USDAFS) Hotshot crews in Northern California and Montana completed questionnaires, spirometry, and methacholine challenge testing before and after an active season of fire fighting in 1989. There were significant mean individual declines of 0.09, 0.15, and 0.44 L/s in postseason values of FVC, FEV1, and FEF25-75, respectively, compared with preseason values. There were no consistent significantmore » relationships between mean individual declines of the spirometric parameters and the covariates: sex, smoking history, history of asthma or allergies, years as a fire fighter, upper/lower respiratory symptoms, or membership in a particular Hotshot crew. There was a statistically significant increase in airway responsiveness when comparing preseason methacholine dose-response slopes (DRS) with postseason dose-response slopes (p = 0.02). The increase in airway responsiveness appeared to be greatest in fire fighters with a history of lower respiratory symptoms or asthma, but it was not related to smoking history. These data suggest that wildland fire fighting is associated with decreases in lung function and increases in airway responsiveness independent of a history of cigarette smoking. Our findings are consistent with the results of previous studies of municipal fire fighters.« less

An analytical approach to air defense: cost, effectiveness and SWOT analysis of employing fighter aircraft and modern SAM systems

NASA Astrophysics Data System (ADS)

Kus, Orcun; Kocaman, Ibrahim; Topcu, Yucel; Karaca, Volkan

2012-05-01

The problem of defending a specific airspace is among the main issues a military commander to solve. Proper protection of own airspace is crucial for mission success at the battlefield. The military doctrines of most world armed forces involve two main options of defending the airspace. One of them is utilizing formations of fighter aircraft, which is a flexible choice. The second option is deploying modern SAM (Surface to Air Missile) systems, which is more expansive. On the other hand the decision makers are to cope with miscellaneous restrictions such as the budgeting problems. This study defines air defense concept according to modern air warfare doctrine. It considers an air defense scenario over an arbitrary airspace and compares the performance and cost-effectiveness of employing fighter aircraft and SAM systems. It also presents SWOT (Strenghts - Weakness - Opportunities - Threats) analyses of air defense by fighter aircraft and by modern SAMs and tries to point out whichever option is better. We conclude that deploying SAMs has important advantages over using fighter aircraft by means of interception capacity within a given time period and is cost-effective.

Patent foramen ovale and asymptomatic brain lesions in military fighter pilots.

PubMed

Kang, Kyung Wook; Kim, Joon-Tae; Choi, Won-Ho; Park, Won-Ju; Shin, Young Ho; Choi, Kang-Ho

2014-10-01

Previous studies have reported higher incidence of white matter lesions (WMLs) in military pilots. The anti-gravity straining maneuver, which fighter military pilots perform numerously during a flight is identical to the valsalva maneuver. We sought to investigate the prevalence of right-to-left shunt (RLS) associated with WMLs in military pilots. A prospective study was performed involving military pilots who visited the Airomedical Center. The pilots underwent brain magnetic resonance imaging (MRI) scan and transcranial Doppler (TCD) with intravenous injection of agitated saline solution for the detection of RLS. Periventricular WMLs (PVWMLs) on MRI were graded using Fazeka's scale, and deep WMLs (DWMLs) were graded using Scheltens's scale. This study included 81 military pilots. RLS on TCD was observed less frequently in non-fighter pilots than in fighter pilots (35.5% vs. 64.5%, p=0.011). Fighter pilot was an independently associated factor with RLS on the TCD. DWMLs were independently associated with RLSs through a patent foramen ovale (PFO) (OR 3.507, 95% CI 1.223-10.055, p=0.02). The results suggest that DWMLs in military pilots may significantly be associated with RLS via PFO. Additional investigations are warranted. Copyright © 2014 Elsevier B.V. All rights reserved.

Former WWII Fighter Pilot Finds New Home Near Family

MedlinePlus

... Navigation Bar Home Current Issue Past Issues Feature: Senior Living Former WWII Fighter Pilot Finds New Home ... in Kalispell, Mont. Advice On a Move to Senior Living: Investigate your new surroundings. Talk to those ...

Multi-Level Scenario Module 1: 7th Division

DTIC Science & Technology

2009-03-01

MQ1B Recon Sq 1x RC135S Recon Sq 5x RC135VW Cythera Paros Shaw Peterson Fighter Sq 24x F16CD BLK-50 Fighter Sq 24x F15E Fighter Sq 24x A/0A10A Airlift Sq...Mountain Home Amphibious Assault Ship, Multipurpose (LHD) Amphibious Transport Dock (LPD) Dock Landing Ship ( LSD ) Guided Missile Cruiser (CG...Destroyer (DDG) x2 Submarine, Nuclear Powered (SSN) x 6 Guided Missile Submarine, Nuclear Powered (SSGN) Cythera Paros Shaw Peterson Guided

Overwhelming Force, Indecisive Victory: The German Invasion of Yugoslavia, 1941

DTIC Science & Technology

1993-05-13

It was a system of large units that depended primarily on animal draft power for transportation that resulted in low march speed and lack of...STUBOL* 12 3D BOMBER REGT SKOPLJE* 13 63D BOMBER GROUP PZTROVAC 30 D017 13 64TH BOMBER GROUP PSTROVAC 30 DOl0 14 5TH FIGHTER RIGT NIS* 15 35TH...FIGHTER GROUP KOSANCIC 15 HAWKER FURY 16 36TH FIGHTER GROUP REZANOVACKA KOSA 15 HAWKER FURY 17 4TH BOMBER AIR BDE LJUBIC* 18 1ST BOMBER RIGT NOVI SAD* 19

AIRID: an application of the KAS/Prospector expert system builder to airplane identification

DOE Office of Scientific and Technical Information (OSTI.GOV)

Aldridge, J.P.

1984-01-01

The Knowledge Acquisition System/Prospector expert system building tool developed by SRI, International, has been used to construct an expert system to identify aircraft on the basis of observables such as wing shape, engine number/location, fuselage shape, and tail assembly shape. Additional detailed features are allowed to influence the identification as other favorable features. Constraints on the observations imposed by bad weather and distant observations have been included as contexts to the models. Models for Soviet and US fighter aircraft have been included. Inclusion of other types of aircraft such as bombers, transports, and reconnaissance craft is straightforward. Two models permitmore » exploration of the interaction of semantic and taxonomic networks with the models. A full set of text data for fluid communication with the user has been included. The use of demons as triggered output responses to enhance utility to the user has been explored. This paper presents discussion of the ease of building the expert system using this powerful tool and problems encountered in the construction process.« less

Procedure for estimating stability and control parameters from flight test data by using maximum likelihood methods employing a real-time digital system

NASA Technical Reports Server (NTRS)

Grove, R. D.; Bowles, R. L.; Mayhew, S. C.

1972-01-01

A maximum likelihood parameter estimation procedure and program were developed for the extraction of the stability and control derivatives of aircraft from flight test data. Nonlinear six-degree-of-freedom equations describing aircraft dynamics were used to derive sensitivity equations for quasilinearization. The maximum likelihood function with quasilinearization was used to derive the parameter change equations, the covariance matrices for the parameters and measurement noise, and the performance index function. The maximum likelihood estimator was mechanized into an iterative estimation procedure utilizing a real time digital computer and graphic display system. This program was developed for 8 measured state variables and 40 parameters. Test cases were conducted with simulated data for validation of the estimation procedure and program. The program was applied to a V/STOL tilt wing aircraft, a military fighter airplane, and a light single engine airplane. The particular nonlinear equations of motion, derivation of the sensitivity equations, addition of accelerations into the algorithm, operational features of the real time digital system, and test cases are described.

LinAir: A multi-element discrete vortex Weissinger aerodynamic prediction method

NASA Technical Reports Server (NTRS)

Durston, Donald A.

1993-01-01

LinAir is a vortex lattice aerodynamic prediction method similar to Weissinger's extended lifting-line theory, except that the circulation around a wing is represented by discrete horseshoe vortices, not a continuous distribution of vorticity. The program calculates subsonic longitudinal and lateral/directional aerodynamic forces and moments for arbitrary aircraft geometries. It was originally written by Dr. Ilan Kroo of Stanford University, and subsequently modified by the author to simplify modeling of complex configurations. The Polhamus leading-edge suction analogy was added by the author to extend the range of applicability of LinAir to low aspect ratio (i.e., fighter-type) configurations. A brief discussion of the theory of LinAir is presented, and details on how to run the program are given along with some comparisons with experimental data to validate the code. Example input and output files are given in the appendices to aid in understanding the program and its use. This version of LinAir runs in the VAX/VMS, Cray UNICOS, and Silicon Graphics Iris workstation environments at the time of this writing.

Extractive sampling and optical remote sensing of F100 aircraft engine emissions.

PubMed

Cowen, Kenneth; Goodwin, Bradley; Joseph, Darrell; Tefend, Matthew; Satola, Jan; Kagann, Robert; Hashmonay, Ram; Spicer, Chester; Holdren, Michael; Mayfield, Howard

2009-05-01

The Strategic Environmental Research and Development Program (SERDP) has initiated several programs to develop and evaluate techniques to characterize emissions from military aircraft to meet increasingly stringent regulatory requirements. This paper describes the results of a recent field study using extractive and optical remote sensing (ORS) techniques to measure emissions from six F-15 fighter aircraft. Testing was performed between November 14 and 16, 2006 on the trim-pad facility at Tyndall Air Force Base in Panama City, FL. Measurements were made on eight different F100 engines, and the engines were tested on-wing of in-use aircraft. A total of 39 test runs were performed at engine power levels that ranged from idle to military power. The approach adopted for these tests involved extractive sampling with collocated ORS measurements at a distance of approximately 20-25 nozzle diameters downstream of the engine exit plane. The emission indices calculated for carbon dioxide, carbon monoxide, nitric oxide, and several volatile organic compounds showed very good agreement when comparing the extractive and ORS sampling methods.

An Aerodynamic Assessment of Micro-Drag Generators (MDGs)

NASA Technical Reports Server (NTRS)

Bauer, Steven X. S.

1998-01-01

Commercial transports as well as fighter aircraft of the future are being designed with very low drag (friction and pressure). Concurrently, commuter airports are being built or envisioned to be built in the centers of metropolitan areas where shorter runways and/or reduced noise footprints on takeoff and landing are required. These requirements and the fact that drag is lower on new vehicles than on older aircraft have resulted in vehicles that require a large amount of braking force (from landing-gear brakes, spoilers, high-lift flaps, thrust reversers, etc.). Micro-drag generators (MDGs) were envisioned to create a uniformly distributed drag force along a vehicle by forcing the flow to separate on the aft-facing surface of a series of deployable devices, thus, generating drag. The devices are intended to work at any speed and for any type of vehicle (aircraft, ground vehicles, sea-faring vehicles). MDGs were applied to a general aviation wing and a representative fuselage shape and tested in two subsonic wind tunnels. The results showed increases in drag of 2 to 6 times that of a "clean" configuration.

Aircraft as Research Tools

NASA Technical Reports Server (NTRS)

1999-01-01

Aeronautical research usually begins with computers, wind tunnels, and flight simulators, but eventually the theories must fly. This is when flight research begins, and aircraft are the primary tools of the trade. Flight research involves doing precision maneuvers in either a specially built experimental aircraft or an existing production airplane that has been modified. For example, the AD-1 was a unique airplane made only for flight research, while the NASA F-18 High Alpha Research Vehicle (HARV) was a standard fighter aircraft that was transformed into a one-of-a-kind aircraft as it was fitted with new propulsion systems, flight controls, and scientific equipment. All research aircraft are able to perform scientific experiments because of the onboard instruments that record data about its systems, aerodynamics, and the outside environment. Since the 1970's, NASA flight research has become more comprehensive, with flights involving everything form Space Shuttles to ultralights. NASA now flies not only the fastest airplanes, but some of the slowest. Flying machines continue to evolve with new wing designs, propulsion systems, and flight controls. As always, a look at today's experimental research aircraft is a preview of the future.

Improvement of maneuver aerodynamics by spanwise blowing

NASA Technical Reports Server (NTRS)

Erickson, G. E.; Campbell, J. F.

1977-01-01

Spanwise blowing was used to test a generalized wind-tunnel model to investigate component concepts in order to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on performance, stability, and control at high angles of attack and subsonic speeds. Test data were obtained in the Langley high speed 7 by 10 foot tunnel at free stream Mach numbers up to 0.50 for a range of model angles of attack, jet momentum coefficients, and leading and trailing edge flap deflection angles. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack.

The usage of phase change materials in fire fighter protective clothing: its effect on thermal protection

NASA Astrophysics Data System (ADS)

Zhao, Mengmeng

2017-12-01

The thermal protective performance of the fire fighter protective clothing is of vital importance for fire fighters. In the study fabrics treated by phase change materials (PCMs) were applied in the multi-layered fabrics of the fire fighter protective clothing ensemble. The PCM fabrics were placed at the different layers of the clothing and their thermal protective performance were measured by a TPP tester. Results show that with the application of the PCM fabrics the thermal protection of the multi-layered fabrics was greatly increased. The time to reach a second degree burn was largely reduced. The location of the PCM fabrics at the different layers did not affect much on the thermal protective performance. The higher amount of the PCM adds on, the higher thermal protection was brought. The fabrics with PCMs of a higher melting temperature could contribute to higher thermal protection.

Controlled Hydrogen Fleet and Infrastructure Demonstration and Validation Project Final Technical Report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Verma, Puneet; Casey, Dan

This report summarizes the work conducted under U.S. Department of Energy (US DOE) contract DE-FC36-04GO14286 by Chevron Technology Ventures (CTV, a division of Chevron U.S.A., Inc.), Hyundai Motor Company (HMC), and UTC Power (UTCP, a United Technologies company) to validate hydrogen (H2) infrastructure technology and fuel cell hybrid vehicles. Chevron established hydrogen filling stations at fleet operator sites using multiple technologies for on-site hydrogen generation, storage, and dispensing. CTV constructed five demonstration stations to support a vehicle fleet of 33 fuel cell passenger vehicles, eight internal combustion engine (ICE) vehicles, three fuel cell transit busses, and eight internal combustion enginemore » shuttle busses. Stations were operated between 2005 and 2010. HMC introduced 33 fuel cell hybrid electric vehicles (FCHEV) in the course of the project. Generation I included 17 vehicles that used UTCP fuel cell power plants and operated at 350 bar. Generation II included 16 vehicles that had upgraded UTC fuel cell power plants and demonstrated options such as the use of super-capacitors and operation at 700 bar. All 33 vehicles used the Hyundai Tucson sports utility vehicle (SUV) platform. Fleet operators demonstrated commercial operation of the vehicles in three climate zones (hot, moderate, and cold) and for various driving patterns. Fleet operators were Southern California Edison (SCE), AC Transit (of Oakland, California), Hyundai America Technical Center Inc. (HATCI), and the U.S. Army Tank Automotive Research, Development and Engineering Center (TARDEC, in a site agreement with Selfridge Army National Guard Base in Selfridge, Michigan).« less

Dryden F-8 Research Aircraft Fleet 1973 in flight, DFBW and SCW

NASA Technical Reports Server (NTRS)

1973-01-01

F-8 Digital Fly-By-Wire (left) and F-8 Supercritical Wing in flight. These two aircraft fundamentally changed the nature of aircraft design. The F-8 DFBW pioneered digital flight controls and led to such computer-controlled airacrft as the F-117A, X-29, and X-31. Airliners such as the Boeing 777 and Airbus A320 also use digital fly-by-wire systems. The other aircraft is a highly modified F-8A fitted with a supercritical wing. Dr. Richard T. Whitcomb of Langley Research Center originated the supercritical wing concept in the late 1960s. (Dr. Whitcomb also developed the concept of the 'area rule' in the early 1950s. It singificantly reduced transonic drag.) The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital-fly-by-wire is more efficient because it is lighter and takes up less space than the hydraulic systems it replaced. This either reduces the fuel required to fly or increases the number of passengers or pounds of cargo the aircraft can carry. Digital fly-by-wire is currently used in a variety of aircraft ranging from F/A-18 fighters to the Boeing 777. The DFBW research program is considered one of the most significant and most successful NASA aeronautical programs since the inception of the agency. F-8 aircraft were built originally for the U.S. Navy by LTV Aerospace of Dallas, Texas. The aircraft had a wingspan of 35 feet, 2 inches; was 54 feet, 6 inches long; and was powered by a Pratt & Whitney J57 turbojet engine. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

X-29 in Protective Cover Being Transported by Truck to Dryden

NASA Technical Reports Server (NTRS)

1988-01-01

In a stark juxtaposition of nature and technology, the second X-29 forward-swept-wing research aircraft is shown here passing by one of the classic, spiny Joshua trees that populate the Mojave desert while being transported by truck to NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, on November 7, 1988. The aircraft, with its protective covering, traveled by ship from the manufacturer's plant on Long Island through the Panama Canal to Port Hueneme and then was trucked to Dryden. X-29 No. 2 was used in a high angle-of-attack research program which began in spring 1989. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

Longitudinal performance of plasma neurofilament light and tau in professional fighters: The Professional Fighters Brain Health Study.

PubMed

Bernick, Charles; Zetterberg, Henrik; Shan, Guogen; Banks, Sarah; Blennow, Kaj

2018-04-02

The objective of this study is to evaluate longitudinal change in plasma neurofilament light (NF-L) and tau levels in relationship to clinical and radiological measures in professional fighters. Participants (active and retired professional fighters and control group) underwent annual blood sampling, 3 Tesla MRI brain imaging, computerized cognitive testing, and assessment of exposure to head trauma. Plasma tau and NF-L concentrations were measured using Simoa assays. Multiple linear regression models were used to compare the difference across groups in regard to baseline measurements, while mixed linear models was used for the longitudinal data with multiple measurements for each participant. Plasma samples were available on 471 participants. Baseline NF-L measures differed across groups (F_3,393=6.99, p=0.0001), with the active boxers having the highest levels. Higher NF-L levels at baseline were correlated with lower baseline MRI regional volumes and lower cognitive scores. The number of sparring rounds completed by the active fighters was correlated with NF-L (95% CI 0.0116-0.4053, p=0.0381), but not tau, levels. Among 126 subjects having multiple yearly samples, there was a significant difference in average yearly percentage change in tau across groups (F_3,83=3.87, p=0.0121).). We conclude that plasma NF-L and tau behave differently in a group of active and retired fighters; NF-L better reflects acute exposure whereas the role of plasma tau levels in signifying chronic change in brain structure over time requires further study.

Editorial on Future Jet Technologies

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2014-12-01

The jet engine is the prime flight controller in post-stall flight domains where conventional flight control fails, or when the engine prevents catastrophes in training, combat, loss of all airframe hydraulics (the engine retains its own hydraulics), loss of one engine, pilot errors, icing on the wings, landing gear and runway issues in takeoff and landing and in bad-whether recoveries. The scientific term for this revolutionary technology is "jet-steering", and in engineering practice - "thrust vectoring", or "TV". Jet-Steering in advanced fighter aircraft designs is integrated with stealth technology. The resulting classified Thrust-Vectoring-Stealth ("TVS") technology has generated a second jet-revolution by which all Air-&-Sea-Propulsion Science and R&D are now being reassessed. Classified F-22, X-47B/C and RQ-180 TVS-vehicles stand at the front of this revolution. But recent transfers of such sensitive technologies to South Korea and Japan [1-5], have raised various fundamental issues that are evaluated by this editorial-review. One, and perhaps a key conclusion presented here, means that both South Korea and Japan may have missed one of their air-&-sea defenses: To develop and field low-cost unmanned fleets of jet-drones, some for use with expensive, TVS-fighter aircraft in highly congested areas. In turn, the U.S., EU, Russia and China, are currently developing such fleets at various TVS levels and sizes. China, for instance, operates at least 15,000 drones ("UAVs") by 2014 in the civilian sector alone. All Chinese drones have been developed by at least 230 developers/manufacturers [1-16]. Mobile telecommunication of safe links between flyers and combat drones ("UCAVs") at increasingly deep penetrations into remote, congested areas, can gradually be purchased-developed-deployed and then operated by extant cader of tens of thousands "National Champion Flyers" who have already mastered the operation of mini-drones in free-to-all sport clubs under national competions and Awards. [Rule-13]. We also provide 26 references [17-43] to a different, unclassified technology that enhances TV-induced flight safety for passenger jets, turboprops and helicopters. It is based on patented stowed-away/emergency-deployed TV-kits added to fixed-configuration, subsonic exhaust nozzles of low thrust-to-weight ratio vehicles. Expected benefits include anti-terror recoveries from emergencies, like forced landing on unprepared runways or highways, or recoveries from all airframe-hydraulics-outs, asymmetric ice on wings, landing gear catastrophes, and recoveries from pilot errors and bad-whether incidents [Rule 9(7)]. Other TV technologies involve preventing catastrophes in speed and patrol boats, racing and regular cars/SUVs, buses and trucks. [Rule 9(8)] and faster helicopters [Rule 9(10)].

Professional fighters brain health study: rationale and methods.

PubMed

Bernick, Charles; Banks, Sarah; Phillips, Michael; Lowe, Mark; Shin, Wanyong; Obuchowski, Nancy; Jones, Stephen; Modic, Michael

2013-07-15

Repetitive head trauma is a risk factor for Alzheimer's disease and is the primary cause of chronic traumatic encephalopathy. However, little is known about the natural history of, and risk factors for, chronic traumatic encephalopathy or about means of early detection and intervention. The Professional Fighters Brain Health Study is a longitudinal study of active professional fighters (boxers and mixed martial artists), retired professional fighters, and controls matched for age and level of education. The main objective of the Professional Fighters Brain Health Study is to determine the relationships between measures of head trauma exposure and other potential modifiers and changes in brain imaging and neurological and behavioral function over time. The study is designed to extend over 5 years, and we anticipate enrollment of more than 400 boxers and mixed martial artists. Participants will undergo annual evaluations that include 3-tesla magnetic resonance imaging scanning, computerized cognitive assessments, speech analysis, surveys of mood and impulsivity, and blood sampling for genotyping and exploratory biomarker studies. Statistical models will be developed and validated to predict early and progressive changes in brain structure and function. A composite fight exposure index, developed as a summary measure of cumulative traumatic exposure, shows promise as a predictor of brain volumes and cognitive function.

Preliminary design of a supersonic Short Takeoff and Vertical Landing (STOVL) fighter aircraft

NASA Technical Reports Server (NTRS)

Cox, Brian; Borchers, Paul; Gomer, Charlie; Henderson, Dean; Jacobs, Tavis; Lawson, Todd; Peterson, Eric; Ross, Tweed, III; Bellmard, Larry

1990-01-01

The preliminary design study of a supersonic Short Takeoff and Vertical Landing (STOVL) fighter is presented. A brief historical survey of powered lift vehicles was presented, followed by a technology assessment of the latest supersonic STOVL engine cycles under consideration by industry and government in the U.S. and UK. A survey of operational fighter/attack aircraft and the modern battlefield scenario were completed to develop, respectively, the performance requirements and mission profiles for the study. Three configurations were initially investigated with the following engine cycles: a hybrid fan vectored thrust cycle, a lift+lift/cruise cycle, and a mixed flow vectored thrust cycle. The lift+lift/cruise aircraft configuration was selected for detailed design work which consisted of: (1) a material selection and structural layout, including engine removal considerations, (2) an aircraft systems layout, (3) a weapons integration model showing the internal weapons bay mechanism, (4) inlet and nozzle integration, (5) an aircraft suckdown prediction, (6) an aircraft stability and control analysis, including a takeoff, hover, and transition control analysis, (7) a performance and mission capability study, and (8) a life cycle cost analysis. A supersonic fighter aircraft with STOVL capability with the lift+lift/cruise engine cycle seems a viable option for the next generation fighter.

Effects of fire fighter protective ensembles on mobility and performance.

PubMed

Coca, Aitor; Williams, W Jon; Roberge, Raymond J; Powell, Jeffrey B

2010-07-01

Many studies have shown that fire fighter turnout gear and equipment may restrict mobility. The restriction of movement is usually due to a decrease in range of motion (ROM). It is important to know how much the decrease in ROM affects performance. The aim of this study was to determine the effects of fire fighter protective ensembles on mobility and performance by measuring static and dynamic range of motion (ROM) and job-related tasks. Eight healthy adults (5 males, 3 females), aged 20-40 years, participated in this study. The study consisted of measuring a battery of motions and fire fighter specific tasks while wearing a standard fire fighter ensemble (SE) or regular light clothing (baseline or BL). Several BL ROM tests were significantly (p < 0.05) different from the SE test, including a decrease in shoulder flexion, cervical rotation and flexion, trunk lateral flexion, and stand and reach. There was a significant decrease in time from SE to baseline performing the one-arm search task and object lift. These overall findings support the need for a comprehensive ergonomic evaluation of protective clothing systems to ascertain human factors issues. The development of a Standard Ergonomics Test Practice for further use in laboratories that conduct personal protective systems evaluations using human test subjects is recommended. Published by Elsevier Ltd.

Linear-parameter-varying gain-scheduled control of aerospace systems

NASA Astrophysics Data System (ADS)

Barker, Jeffrey Michael

The dynamics of many aerospace systems vary significantly as a function of flight condition. Robust control provides methods of guaranteeing performance and stability goals across flight conditions. In mu-syntthesis, changes to the dynamical system are primarily treated as uncertainty. This method has been successfully applied to many control problems, and here is applied to flutter control. More recently, two techniques for generating robust gain-scheduled controller have been developed. Linear fractional transformation (LFT) gain-scheduled control is an extension of mu-synthesis in which the plant and controller are explicit functions of parameters measurable in real-time. This LFT gain-scheduled control technique is applied to the Benchmark Active Control Technology (BACT) wing, and compared with mu-synthesis control. Linear parameter-varying (LPV) gain-scheduled control is an extension of Hinfinity control to parameter varying systems. LPV gain-scheduled control directly incorporates bounds on the rate of change of the scheduling parameters, and often reduces conservatism inherent in LFT gain-scheduled control. Gain-scheduled LPV control of the BACT wing compares very favorably with the LFT controller. Gain-scheduled LPV controllers are generated for the lateral-directional and longitudinal axes of the Innovative Control Effectors (ICE) aircraft and implemented in nonlinear simulations and real-time piloted nonlinear simulations. Cooper-Harper and pilot-induced oscillation ratings were obtained for an initial design, a reference aircraft and a redesign. Piloted simulation results for the initial LPV gain-scheduled control of the ICE aircraft are compared with results for a conventional fighter aircraft in discrete pitch and roll angle tracking tasks. The results for the redesigned controller are significantly better than both the previous LPV controller and the conventional aircraft.

Additional Results on the Static Longitudinal and Lateral Stability Characteristics of a 0.05-Scale Model of the Convair F2Y-1 Airplane at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Spreeman, Kenneth P.; Few, Albert G.

1954-01-01

Additional results on the static longitudinal and lateral stability characteristics of a 0.05-scale model of the Convair F2Y-1 water-based fighter airplane were obtained in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.50 to 0.92. The maximum angle-of-attack range (obtained at the lower Mach numbers) was from -2 degrees to 25 degrees. The sideslip-angle range investigated was from -4 degrees to 12 degrees. The investigation included effects of various arrangements of wing fences, leading-edge chord-extensions, and leading-edge notches. Various fuselage fences, spoilers, and a dive brake also were investigated. From overall considerations of lift, drag, and pitching moments, it appears that there were two modifications somewhat superior to any of the others investigated: One was a configuration that employed a full-chord fence and a partial-chord fence located at 0.63 semispan and 0.55 semispan, respectively. The second was a leading-edge chord-extension that extended from 0.68 semispan to 0.85 semispan in combination with a leading-edge notch located at 0.68 semispan. With plus or minus 10 degrees aileron, the estimated wing-tip helix angle was reduced from 0.125 at a Mach number of 0.50 to 0.088 at a Mach number of 0.92, with corresponding rates of roll of 4.0 and 5.2 radians per second. The upper aft fuselage dive brake, when deflected 30 degrees and 60 degrees, reduced the rudder effectiveness about 10 to 20 percent and about 35 to 50 percent, respectively.

Physics of forebody flow control

NASA Technical Reports Server (NTRS)

Font, Gabriel I.

1993-01-01

Performance in the high angle of attack regime is required by many different types of aircraft. Military aircraft, such as fighters, utilize flight in this regime to improve maneuverability. Civilian aircraft, such as supersonic or hypersonic transports, will also need to operate in this regime during take off and landing, due to their small highly swept wings. Flight at high angles of attack is problematic due to the vortices being created on the nose of the aircraft. The vortices tend to become asymmetric and produce side forces. At the same time, the rudders are less effective because they are becoming immersed in the flow separating from the wings and fuselage. Consequently, the side force produced by the vortices on the nose tend to destabilize the aircraft. This situation may be corrected through the use of a forebody flow control system such as tangential slot blowing. In this concept, a jet is blown from the nose in an effort to alter the flow field around the nose and diminish the destabilizing side force. Alternately, the jet may be used to create a side force which could be used to augment the rudders. This would allow the size of the rudders to be decreased which would, in turn, diminish the cruise drag. Therefore, the use of a tangential slot blowing system has the potential for improving both the maneuver performance and the cruise performance of an aircraft. The present study was conducted to explore the physics of forebody flow control. The study consisted of two major thrusts: (1) exploration of forebody flow control with tangential slot blowing; (2) investigation of flow and field response to a general perturbation.

Practical application of AMLCDs for tactical fighter aircraft

NASA Astrophysics Data System (ADS)

McClaskey, Paul; Craddock, Roger

1995-06-01

Development and testing of an AMLCD-display to replace a dichroic display in a fighter aircraft environment has presented a unique set of technical challenges. This paper addresses design concepts used on the Engine Fuel Display and proposes design guidelines generally applicable for AMLCD projects.

Control-system techniques for improved departure/spin resistance for fighter aircraft

NASA Technical Reports Server (NTRS)

Nguyen, L. T.; Gilbert, W. P.; Ogburn, M. E.

1980-01-01

Some fundamental information on control system effects on controllability of highly maneuverable aircraft at high angles of attack are summarized as well as techniques for enhancing fighter aircraft departure/spin resistance using control system design. The discussion includes: (1) a brief review of pertinent high angle of attack phenomena including aerodynamics, inertia coupling, and kinematic coupling; (2) effects of conventional stability augmentation systems at high angles of attack; (3) high angle of attack control system concepts designed to enhance departure/spin resistance; and (4) the outlook for applications of these concepts to future fighters, particularly those designs which incorporate relaxed static stability.

Physiological profile of fighters influences training organisation in combat sports: response to Del Vecchio, Hirata, and Franchini (2011).

PubMed

Paillard, Thierry

2011-12-01

The article by Del Vecchio, et al. (2011) provides relevant information to trainers about the effort-pause ratio during mixed martial arts matches. Taking into account the physiological profiles of fighters would increase interest in these findings.

X-4 with Pilot Joe Walker, Preflight Briefing

NASA Technical Reports Server (NTRS)

1952-01-01

In this 1952 photograph NACA test pilot Joe Walker (on left) is seen discussing tests points to be flown on the X-4 aircraft with NACA research engineer Donald Bellman. The X-4 Bantam, a single-place, low swept-wing, semi-tailless aircraft, was designed and built by Northrop Aircraft, Inc. It had no horizontal tail surfaces and its mission was to obtain in-flight data on the stability and control of semi-tailless aircraft at high subsonic speeds. The Northrop X-4, Bantam, was a single-place, swept-wing, semi-tailless airplane designed and built to investigate that configuration at transonic speeds (defined as speeds just below and just above the speed of sound, but in this case, the testing was done primarily at just below the speed of sound). The hope of some aerodynamicists was that eliminating the horizontal tail would also do away with stability problems at transonic speeds resulting from the interaction of supersonic shock waves from the wings and the horizontal stabilizers. Northrop Aircraft, Inc. built two X-4 aircraft, the first of which proved to be mechanically unsound. However, ship number 2, with a thicker trailing edge on the wings and elevon, was very reliable. Ship 1 was then grounded and used as parts for ship 2. While being tested from 1950 to 1953 at the NACA High-Speed Flight Research Station (predecessor of today's NASA Dryden Flight Research Center, Edwards, California), the X-4's semi-tailless configuration exhibited inherent longitudinal stability problems (porpoising) as it approached the speed of sound. The X-4 was a small twinjet-engine airplane that had no horizontal tail surfaces, depending instead on combined elevator and aileron control surfaces (called elevons) for control in pitch and roll attitudes. Data gathered from the aircraft's blunt elevon research were helpful in the design of the Bell X-2, which had ailerons with blunted trailing edges. The NACA X-4 program also provided substantial data on the interactions of combined pitching, rolling, and yawing motions. This interaction was soon to become critical to upcoming high-performance military fighters. The X-4, ship 2, flew 82 research flights from 1950 to 1953. With a minimal lift-to-drag ratio of less than 3, the X-4 performance was similar to the soon-to-be-developed X-15. With this similarity in mind, NACA conducted approach and landing studies of X-15-generation aircraft using the X-4. The X-4, retired in 1954, ended its days as a pilot trainer.

The Fighters of Lashkar-e-Taiba: Recruitment, Training, Deployment and Death

DTIC Science & Technology

2013-04-01

false. First,  the vast  majority  of  LeT  fighters  are  Pakistani  and  most  are  Punjabi ,  not  Kashmiri.  It  is  noteworthy  that  there  is...this  database  died  in  Indian‐administered  Kashmir.  This  truth,  taken with  the  predominantly  Pakistani‐ Punjabi   origins  of  the  fighters...2002.    RESIDENCE AND RECRUITMENT    Scholars have  long  claimed  that LeT  is primarily  a  Punjabi   organization  and  that  its  membership  is

From Les Chevaliers du Ciel to Steely-Eyed Killers: Intersecting Influences of Hollywood and Reality on the Romanticization of Fighter Pilots

DTIC Science & Technology

2013-12-01

is critical to establishing his heroic identity . Authority Issues: Whether portrayed via confrontation (e.g., Fighter Squadron, The Dawn Patrol...traits throughout the subject’s cinema history has solidified the archetype into the public’s subconscious. Some combination of youthfulness

Calculation of High Angle of Attack Aerodynamics of Fighter Configurations. Volume 1. Steady

DTIC Science & Technology

1991-04-01

patterns are now well known qualitatively for fighter configurations from extensive wind and water tunnel tests. However, development of quantitative ...Illustration of Flow Features Predicted in the Present Method -55- z -I1 Figure 2. Difinition of Airplane Coordinate Systems -56- zz T .. l y vy.y Mean

Program Fighter - An Evaluation.

ERIC Educational Resources Information Center

Hull, David G.; Fowler, Wallace T.

Described is a computer program for the sizing of subsonic and supersonic fighters which has been adapted for use in an aerospace engineering design course. Following a description of the program, an evaluation of its use in the university is presented. It is concluded that computer programs for the conceptual design of aerospace vehicles can play…

Perceived safety and biomechanical stress to the lower limbs when stepping down from fire fighting vehicles.

PubMed

Giguère, Denis; Marchand, Denis

2005-01-01

Injuries related to emergency vehicles represent 19% of compensated work accidents for fire fighters, 37% of which occur while stepping down from their vehicles. This study compared the impact forces, the use of upper limbs and the perception of danger of fire fighters as they step down from five different locations on fire trucks. The results show that stepping down from the crew cab facing the street produces impact forces averaging 3.2 times the subject's body weight, but is also perceived as the safest way to descend in one of the two groups of fire fighters that participated in the study. Stepping down from the same location, but facing the truck, produced significantly less impact force and a better distribution of the energy over time. This may be achieved through better control of the descending leg, ankle flexion, and the use of grab bars. A re-design of the access to emergency vehicles should take into account both the safety needs and reduction in biomechanical stress of fire fighters.

Cervical and lumbar pain and radiological degeneration among fighter pilots: a systematic review and meta-analysis.

PubMed

Shiri, Rahman; Frilander, Heikki; Sainio, Markku; Karvala, Kirsi; Sovelius, Roope; Vehmas, Tapio; Viikari-Juntura, Eira

2015-02-01

To assess the associations of acceleration force indicators (aircraft type and flight hours) with cervical and lumbar pain and radiological degeneration among fighter pilots. The PubMed, Embase, Scopus and Web of Science databases were searched until October 2013. Twenty-seven studies were included in the review and 20 in the meta-analysis. There were no differences in the prevalence of neck pain (pooled OR=1.07, 95% CI 0.87 to 1.33), cervical disc degeneration (OR=1.26, CI 0.81 to 1.96), low back pain (OR=0.80, CI 0.47 to 1.38) or lumbar disc degeneration (OR=0.87, CI 0.67 to 1.13) between fighter pilots and helicopter or transport/cargo pilots. Moreover, the prevalence of cervical (OR=1.14, CI 0.61 to 2.16) or lumbar (OR=1.05, CI 0.49 to 2.26) disc degeneration did not differ between fighter pilots and non-flying personnel. Most studies did not control their estimates for age and other potential confounders. Among high-performance aircraft pilots, exposure to the highest G-forces was associated with a higher prevalence of neck pain compared with exposure to lower G-forces (pooled OR=3.12, CI 2.08 to 4.67). The studies on the association between flight hours and neck pain reported inconsistent findings. Moreover, looking back over the shoulder (check six) was the most common posture associated with neck pain. Fighter pilots exposed to high G-forces may be at a greater risk for neck pain than those exposed to low G-forces. This finding should be confirmed with better control for confounding. Awkward neck posture may be an important factor in neck pain among fighter pilots. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Evaluation of Four Advanced Nozzle Concepts for Short Takeoff and Landing Performance

NASA Technical Reports Server (NTRS)

Quinto, P. Frank; Kemmerly, Guy T.; Paulson, John W., Jr.

1993-01-01

Four advanced nozzle concepts were tested on a canard-wing fighter in the Langley 14- by 22-Foot Subsonic Tunnel. The four vectoring-nozzle concepts were as follows: (1) an axisymmetric nozzle (AXI); (2) an asymmetric, load balanced exhaust nozzle (ALBEN); (3) a low aspect ratio, single expansion ramp nozzle (LASERN); and (4) a high aspect ratio, single expansion ramp nozzle (HASERN). The investigation was conducted to determine the most suitable nozzle concept for short takeoff and landing (STOL) performance. The criterion for the best STOL performance was a takeoff ground roll of less than 1000 ft. At approach, the criteria were high lift and sufficient drag to maintain a glide slope of -3 to -6 deg with enough pitching-moment control from the canards. The test was performed at a dynamic pressure of 45 lb/sq ft and an angle-of-attack range of 0 to 20 deg. The nozzle pressure ratio was varied from 1.0 to 4.3 at both dry power and after burning nozzle configurations with nozzle vectoring to 60 deg. In addition, the model was tested in and out of ground effects. The ALBEN concept was the best of the four nozzle concepts tested for STOL performance.

Development of an integrated set of research facilities for the support of research flight test

NASA Technical Reports Server (NTRS)

Moore, Archie L.; Harney, Constance D.

1988-01-01

The Ames-Dryden Flight Research Facility (DFRF) serves as the site for high-risk flight research on many one-of-a-kind test vehicles like the X-29A advanced technology demonstrator, F-16 advanced fighter technology integration (AFTI), AFTI F-111 mission adaptive wing, and F-18 high-alpha research vehicle (HARV). Ames-Dryden is on a section of the historic Muroc Range. The facility is oriented toward the testing of high-performance aircraft, as shown by its part in the development of the X-series aircraft. Given the cost of research flight tests and the complexity of today's systems-driven aircraft, an integrated set of ground support experimental facilities is a necessity. In support of the research flight test of highly advanced test beds, the DFRF is developing a network of facilities to expedite the acquisition and distribution of flight research data to the researcher. The network consists of an array of experimental ground-based facilities and systems as nodes and the necessary telecommunications paths to pass research data and information between these facilities. This paper presents the status of the current network, an overview of current developments, and a prospectus on future major enhancements.

Re-Educating Jet-Engine-Researchers to Stay Relevant

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2016-06-01

To stay relevantly supported, jet-engine researchers, designers and operators should follow changing uses of small and large jet engines, especially those anticipated to be used by/in the next generation, JET-ENGINE-STEERED ("JES") fleets of jet drones but fewer, JES-Stealth-Fighter/Strike Aircraft. In addition, some diminishing returns from isolated, non-integrating, jet-engine component studies, vs. relevant, supersonic, shock waves control in fluidic-JES-side-effects on compressor stall dynamics within Integrated Propulsion Flight Control ("IPFC"), and/or mechanical JES, constitute key relevant methods that currently move to China, India, South Korea and Japan. The central roles of the jet engine as primary or backup flight controller also constitute key relevant issues, especially under post stall conditions involving induced engine-stress while participating in crash prevention or minimal path-time maneuvers to target. And when proper instructors are absent, self-study of the JES-STVS REVOLUTION is an updating must, where STVS stands for wing-engine-airframe-integrated, embedded stealthy-jet-engine-inlets, restructured engines inside Stealth, Tailless, canard-less, Thrust Vectoring IFPC Systems. Anti-terror and Airliners Super-Flight-Safety are anticipated to overcome US legislation red-tape that obstructs JES-add-on-emergency-kits-use.

Flight test of the X-29A at high angle of attack: Flight dynamics and controls

NASA Technical Reports Server (NTRS)

Bauer, Jeffrey E.; Clarke, Robert; Burken, John J.

1995-01-01

The NASA Dryden Flight Research Center has flight tested two X-29A aircraft at low and high angles of attack. The high-angle-of-attack tests evaluate the feasibility of integrated X-29A technologies. More specific objectives focus on evaluating the high-angle-of-attack flying qualities, defining multiaxis controllability limits, and determining the maximum pitch-pointing capability. A pilot-selectable gain system allows examination of tradeoffs in airplane stability and maneuverability. Basic fighter maneuvers provide qualitative evaluation. Bank angle captures permit qualitative data analysis. This paper discusses the design goals and approach for high-angle-of-attack control laws and provides results from the envelope expansion and handling qualities testing at intermediate angles of attack. Comparisons of the flight test results to the predictions are made where appropriate. The pitch rate command structure of the longitudinal control system is shown to be a valid design for high-angle-of-attack control laws. Flight test results show that wing rock amplitude was overpredicted and aileron and rudder effectiveness were underpredicted. Flight tests show the X-29A airplane to be a good aircraft up to 40 deg angle of attack.

Western Aeronautical Test Range (WATR) Mission Control Gold Room During X-29 Flight

NASA Technical Reports Server (NTRS)

1989-01-01

The mission control Gold room is seen here during a research flight of the X-29 at the Dryden Flight Research Center, Edwards, California. All aspects of a research mission are monitored from one of two of these control rooms at Dryden. Dryden and its control rooms are part of the Western Aeronautical Test Range (WATR). The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests; corridors are provided for low, medium, and high-altitude supersonic flight; and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

Strategic Forum. Number 254, February 2010. U.S.-Mexico Homeland Defense: A Compatible Interface

DTIC Science & Technology

2010-02-01

United States, and the creation of a Mexican P–47 Thunderbolt fighter squadron called the “ Aztec Eagles.” The 201st Mexican Fighter Squadron, Mexican... decline in trade started in 2001 and continued through 2003, with substantial recovery in 2005 and 2006. These trade fig- ures make clear that an

Experimental and analytical investigations to improve low-speed performance and stability and control characteristics of supersonic cruise fighter vehicles

NASA Technical Reports Server (NTRS)

Graham, A. B.

1977-01-01

Small- and large-scale models of supersonic cruise fighter vehicles were used to determine the effectiveness of airframe/propulsion integration concepts for improved low-speed performance and stability and control characteristics. Computer programs were used for engine/airframe sizing studies to yield optimum vehicle performance.

A Comprehensive Review of Firefighter Post-Secondary Training and Education in Florida. Program Review Report.

ERIC Educational Resources Information Center

Florida State Dept. of Education, Tallahassee. Div. of Vocational, Adult, and Community Education.

Florida's community college and school district postsecondary adult vocational programs in fire fighter training and fire science technology were subjected to a statewide program review. Efforts were made to reach Florida's entire community of career and volunteer fire fighters. Data were collected in the following ways: site interviews with…

McDonnell XF-88B Experimental Jet Fighter

NASA Image and Video Library

1955-08-10

91,591 Overhead view. McDonnell XF-88B Experimental Jet Fighter. Langley used this aircraft in the mid-1950s to explore the potential of a supersonic propeller. Photographed in Engineer in Charge A History of the Langley Aeronautical Laboratory, 1917-1958 by James R. Hansen. Page 508. **Note see L57-2259 for eye level view.

56TH Fighter Group: ’Wolfpack’ Operations - Air Battle for Berlin.

DTIC Science & Technology

1988-04-01

A pilot from the 63rd FS later reported seeing a yellow nosed fighter attacked and blown up by a Me-109. The 63rd FS pilot subsequently downed that...places one of its aircraft at my disposal by order of the Commanding Officer. Specht and I take off together, with Feldwebel Hauptmann and Sergeant

Inspection. Fire Service Certification Series. Unit FSCS-FF-17-81.

ERIC Educational Resources Information Center

Pribyl, Paul F.

This training unit on inspection is part of a 17-unit course package written to aid instructors in the development, teaching, and evaluation of fire fighters in the Wisconsin Fire Service Certification Series. The purpose stated for the 4.5-hour unit is to give the fire fighters an insight into their responsibilities concerning fire prevention and…

A technique for the assessment of fighter aircraft precision controllability

NASA Technical Reports Server (NTRS)

Sisk, T. R.

1978-01-01

Today's emerging fighter aircraft are maneuvering as well at normal accelerations of 7 to 8 g's as their predecessors did at 4 to 5 g's. This improved maneuvering capability has significantly expanded their operating envelope and made the task of evaluating handling qualities more difficult. This paper describes a technique for assessing the precision controllability of highly maneuverable aircraft, a technique that was developed to evaluate the effects of buffet intensity on gunsight tracking capability and found to be a useful tool for the general assessment of fighter aircraft handling qualities. It has also demonstrated its usefulness for evaluating configuration and advanced flight control system refinements. This technique is believed to have application to future aircraft dynamics and pilot-vehicle interface studies.

Diffusion measures indicate fight exposure-related damage to cerebral white matter in boxers and mixed martial arts fighters.

PubMed

Shin, W; Mahmoud, S Y; Sakaie, K; Banks, S J; Lowe, M J; Phillips, M; Modic, M T; Bernick, C

2014-02-01

Traumatic brain injury is common in fighting athletes such as boxers, given the frequency of blows to the head. Because DTI is sensitive to microstructural changes in white matter, this technique is often used to investigate white matter integrity in patients with traumatic brain injury. We hypothesized that previous fight exposure would predict DTI abnormalities in fighting athletes after controlling for individual variation. A total of 74 boxers and 81 mixed martial arts fighters were included in the analysis and scanned by use of DTI. Individual information and data on fight exposures, including number of fights and knockouts, were collected. A multiple hierarchical linear regression model was used in region-of-interest analysis to test the hypothesis that fight-related exposure could predict DTI values separately in boxers and mixed martial arts fighters. Age, weight, and years of education were controlled to ensure that these factors would not account for the hypothesized effects. We found that the number of knockouts among boxers predicted increased longitudinal diffusivity and transversal diffusivity in white matter and subcortical gray matter regions, including corpus callosum, isthmus cingulate, pericalcarine, precuneus, and amygdala, leading to increased mean diffusivity and decreased fractional anisotropy in the corresponding regions. The mixed martial arts fighters had increased transversal diffusivity in the posterior cingulate. The number of fights did not predict any DTI measures in either group. These findings suggest that the history of fight exposure in a fighter population can be used to predict microstructural brain damage.

Fighter Pilot Ejection Study as an Educational Tool

ERIC Educational Resources Information Center

Robinson, Garry; Jovanoski, Zlatko

2010-01-01

In this article, we apply the well-known equations of projectile motion to the case of a fighter pilot ejecting from an aircraft, the aim being to establish under what conditions there is danger of impact with the rear vertical stabilizer. The drag force on the pilot after ejection is assumed to vary as the velocity squared and the aircraft motion…

Challenging the New World Order: The Arms Transfer Policies of the Russian Republic

DTIC Science & Technology

1993-10-01

SU-22 fighter, SU-24 and SU-25 ground attack planes, MiG-29, MiG-31 fighters, 11-76 transports, " secondhand " AN-24 and Yak-40 passenger aircraft, i.e...notably in the Third World, and is the author of a forthcoming study of the Soviet Commissariat of Nationalities and editor of books on Soviet

Sprinklers/Standpipes/Detection Systems. Fire Service Certification Series. Unit FSCS-FF-11-80.

ERIC Educational Resources Information Center

Pribyl, Paul F.

This training unit on sprinklers, standpipes, and detection systems is part of a 17-unit course package written to aid instructors in the development, teaching, and evaluation of fire fighters in the Wisconsin Fire Service Certification Series. The purpose stated for the 6-hour unit is to provide the fire fighter with an understanding of the…

Some effects of external stores on the static stability of fighter airplanes

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1972-01-01

Fighter airplanes may have a seemingly limitless number of external store arrangements. Some practical considerations and some aerodynamic considerations must be taken into account in the arrangements of the external stores. The nature of the problems concerning the type of store arrangement involved and the type of airplane on which the stores are installed are reported.

Fire Streams. Fire Service Certification Series. Unit FSCS-FF-10-80.

ERIC Educational Resources Information Center

Pribyl, Paul F.

This training unit on fire streams is part of a 17-unit course package written to aid instructors in the development, teaching, and evaluation of fire fighters in the Wisconsin Fire Service Certification Series. The purpose stated for the 8-hour unit is to provide the fire fighters with an understanding of the characteristics, use, and application…

Joint Counterair and Theater Missile Defense Doctrine to Defend against Unmanned Aerial Vehicles and Cruise Missiles in Asymmetric Warfare

DTIC Science & Technology

2009-02-12

features an Active Electronic Scan Array ( ASEA ) radar and improved electronics to enhance the capability of current front line fighter aircraft to...equipped with the APG-79 ASEA radar and selected squadrons of Air Force F-16 and F-15E have been approved for ASEA upgrades. Next generation fighter

Recent research related to prediction of stall/spin characteristics of fighter aircraft

NASA Technical Reports Server (NTRS)

Nguyen, L. T.; Anglin, E. L.; Gilbert, W. P.

1976-01-01

The NASA Langley Research Center is currently engaged in a stall/spin research program to provide the fundamental information and design guidelines required to predict the stall/spin characteristics of fighter aircraft. The prediction methods under study include theoretical spin prediction techniques and piloted simulation studies. The paper discusses the overall status of theoretical techniques including: (1) input data requirements, (2) math model requirements, and (3) correlation between theoretical and experimental results. The Langley Differential Maneuvering Simulator (DMS) facility has been used to evaluate the spin susceptibility of several current fighters during typical air combat maneuvers and to develop and evaluate the effectiveness of automatic departure/spin prevention concepts. The evaluation procedure is described and some of the more significant results of the studies are presented.

KSC-08pd3592

NASA Image and Video Library

2008-11-07

CAPE CANAVERAL, Fla. – Standing next to a Starfighter aircraft at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida, retired U.S. Air Force Lt. Col. Lee A. Archer Jr., one of the Tuskegee Airmen, shares his experiences as a combat fighter pilot. Earlier, Archer made a special presentation to the Kennedy work force, talking about his years as a combat fighter pilot, civil rights leader and business executive. Archer is the only Tuskegee Airmen fighter pilot to receive the honor “Ace” for shooting down five enemy aircraft during WWII. He retired as Air Force Command Pilot after 30 years of military service, 1941-1971. Archer is at Kennedy to serve as Military Marshall of the 2008 KSC Space & Air Show, Nov. 8-9. Photo credit: NASA/Kim Shiflett

Libyan Former Foreign Fighters and Their Effects on the Libyan Revolution

DTIC Science & Technology

2012-03-23

Glocal organizations; Arab Spring; Sinjar Papers; CJSOTF 120; 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT UU 18. NUMBER OF PAGES 52...the Libyan Islamic Fighting Group (LIFG) ........................................................................ 13 LIFG and Al Qaeda: A “ Glocal ...to be specifically targeted.(27) LIFG and Al Qaeda Connections: A “ Glocal ” Operation(28) FORMER FOREIGN FIGHTERS AND THEIR EFFECTS ON THE LIBYAN

Seri Rama: converting a shadow play puppet to Street Fighter.

PubMed

Ghani, D B A

2012-01-01

Shadow puppet plays, a traditional Malaysian theater art, is slowly losing its appeal to adolescents, who prefer computer games. To help reverse this decline, the authors incorporated the traditional Seri Rama character into the Street Fighter video game. Using modeling, texturing, and animation, they developed a 3D Seri Rama prototype. Users can control Seri Rama with a PlayStation game controller.

National Nanotechnology Initiative: The Initiative and Its Implementation Plan

DTIC Science & Technology

2000-07-01

precisely controlled size and composition and then to assemble them into larger structures with unique properties and functions will revolutionize...thousand pounds could be stripped from a pilotless fighter aircraft , resulting in longer missions, and fighter agility could be dramatically improved...societal impact: $12 million. e. Major themes and new programs in FY 2001 include : • Nano-biotechnology: biosystems, bio-mimetics and composites (priority

William W. Momyer: A Biography of an Airpower Mind

DTIC Science & Technology

2013-06-01

Europe to the Mediterranean and Soviet Union 1935-45 ( Helion and Company, West Midlands, England, 2010), 169. 22 Richard G. Davis, Carl A. Spaatz and... Helion and Company, West Midlands, England, 2010), 169. 31 60th Fighter Squadron History, 62-63; 58th Fighter Squadron History, 131; Craven and... Energy Commission (AEC) to recommend, “an intensification of efforts to make atomic weapons available for

Joint Strike Figher Acquisition: Mature Critical Technologies Needed to Reduce Risks

DTIC Science & Technology

2001-10-01

Reduce Risks GAO-02-39 Report Documentation Page Report Date 00OCT2001 Report Type N/A Dates Covered (from... to) - Title and Subtitle JOINT STRIKE...FIGHTER ACQUISITION: Mature Critical Technologies Needed to Reduce Risks Contract Number Grant Number Program Element Number Author(s) Project...1Joint Strike Fighter Acquisition: Development Schedule Should Be Changed to Reduce Risks (GAO/T-NSIAD-00-132

Fire Fighter Trainer Environmental Considerations

DTIC Science & Technology

1981-01-08

established by the Environmental Protection Agency and various state and local ordinances. At present, the Navy’s fire fighter train- ing facilities use...necessary. All operational capabilities for military communications equipment have been retained. Each training compartment has a local communications...the state or local air pollution-control agencies on a case-by-case basis. 4.2.4 Japanese Air Pollution-Control Regulations. The Japanese Air Quality

Defeating Violent Nonstate Actors

DTIC Science & Technology

2013-01-01

Chiefs of Staff, December 19, 2012), 38, 39. 4 Ibid. 5 Odierno, Amos, and McRaven, Strategic Landpower, 3. Fighting irregulAr Fighters Defeating...or Ringing Hollow?” Army, August 2013, 18-20. Fighting irregular Fighters Bunker 59 and corruption capability. Organized into private armies...the state. Via one process, the synergistic employment of violence and corruption, plato o plomo (silver or lead in Spanish), results in areas of

German Foreign Fighters in Syria and Iraq

DTIC Science & Technology

2016-03-01

players of a Saudi semi-professional soccer team mobilized as a group to travel and fight in Iraq.47 Yet the Saudi soccer squad is not the only...as their biographical availability and integration into German society. The study finds that German foreign fighters are primarily mobilized through...MASTER OF ARTS IN SECURITY STUDIES (MIDDLE EAST, SOUTH ASIA, SUB-SAHARAN AFRICA) from the NAVAL POSTGRADUATE SCHOOL March 2016

Cross-sectional study of neck pain and cervical sagittal alignment in air force pilots.

PubMed

Moon, Bong Ju; Choi, Kyong Ho; Yun, Chul; Ha, Yoon

2015-05-01

There is a high prevalence of neck pain in air force pilots; however, the causes are not clear and are considered work-related. Kyphotic changes in the cervical spine have been known to cause neck pain. In this study, we investigated the association between neck pain and cervical kyphosis in air force pilots. This is a cross-sectional study of 63 Republic of South Korea Air Force pilots. We examined the C2-7 absolute rotation angle (ARA) using the posterior tangent method and other radiologic parameters on whole spine lateral radiographs. We divided the participants into a neck pain group (N = 32) and no neck pain group (N = 31), and subsequently analyzed the difference in radiographic parameters and clinical data between the two groups. There were no significant differences found in age, body mass index, total flight time, or aerobic or anaerobic exercise between the neck pain and control groups. The fighter pilots had higher 1-yr prevalence of neck pain than nonfighter pilots (84.4% vs. 15.6%). The lower C2-7 ARA (OR = 0.91, 95% CI 0.846, 0.979) and fighter type aircrafts (OR = 3.93, 95% CI 1.104, 13.989) were associated with neck pain. Fighter pilots experienced neck pain more frequently than the nonfighter pilots. Those fighter pilots suffering from neck pain were shown to have more kyphotic changes in the cervical spine than control pilots through evaluation of whole spine lateral radiographs using the posterior tangent method. These key findings suggest that the forces involved in flying a fighter type aircraft may affect cervical alignment and neck pain.

Home Cervical Traction to Reduce Neck Pain in Fighter Pilots.

PubMed

Chumbley, Eric M; O'Hair, Nicole; Stolfi, Adrienne; Lienesch, Christopher; McEachen, James C; Wright, Bruce A

2016-12-01

Most fighter pilots report cervical pain during their careers. Recommendations for remediation lack evidence. We sought to determine whether regular use of a home cervical traction device could decrease reported cervical pain in F-15C pilots. An institutional review board-approved, Health Insurance Portability and Accountability Act-compliant, controlled crossover study was undertaken with 21 male F-15C fighter pilots between February and June 2015. Of the 21 subjects, 12 completed 6 wk each of traction and control, while logging morning, postflying, and post-traction pain. Pain was compared with paired t-tests between the periods, from initial pain scores to postflying, and postflying to post-traction. In the traction phase, initial pain levels increased postflight, from 1.2 (0.7) to 1.6 (1.0) Subsequent post-traction pain levels decreased to 1.3 (0.9), with a corresponding linear decrease in pain relative to pain reported postflight. The difference in pain levels after traction compared to initial levels was not significant, indicating that cervical traction was effective in alleviating flying-related pain. Control pain increased postflight from 1.4 (0.9) to 1.9 (1.3). Daily traction phase pain was lower than the control, but insignificant. To our knowledge, this is the first study of home cervical traction to address fighter pilots' cervical pain. We found a small but meaningful improvement in daily pain rating when using cervical traction after flying. These results help inform countermeasure development for pilots flying high-performance aircraft. Further study should clarify the optimal traction dose and timing in relation to flying.Chumbley EM, O'Hair N, Stolfi A, Lienesch C, McEachen JC, Wright BA. Home cervical traction to reduce neck pain in fighter pilots. Aerosp Med Hum Perform. 2016; 87(12):1010-1015.

Development of infrared scene projectors for testing fire-fighter cameras

NASA Astrophysics Data System (ADS)

Neira, Jorge E.; Rice, Joseph P.; Amon, Francine K.

2008-04-01

We have developed two types of infrared scene projectors for hardware-in-the-loop testing of thermal imaging cameras such as those used by fire-fighters. In one, direct projection, images are projected directly into the camera. In the other, indirect projection, images are projected onto a diffuse screen, which is then viewed by the camera. Both projectors use a digital micromirror array as the spatial light modulator, in the form of a Micromirror Array Projection System (MAPS) engine having resolution of 800 x 600 with mirrors on a 17 micrometer pitch, aluminum-coated mirrors, and a ZnSe protective window. Fire-fighter cameras are often based upon uncooled microbolometer arrays and typically have resolutions of 320 x 240 or lower. For direct projection, we use an argon-arc source, which provides spectral radiance equivalent to a 10,000 Kelvin blackbody over the 7 micrometer to 14 micrometer wavelength range, to illuminate the micromirror array. For indirect projection, an expanded 4 watt CO II laser beam at a wavelength of 10.6 micrometers illuminates the micromirror array and the scene formed by the first-order diffracted light from the array is projected onto a diffuse aluminum screen. In both projectors, a well-calibrated reference camera is used to provide non-uniformity correction and brightness calibration of the projected scenes, and the fire-fighter cameras alternately view the same scenes. In this paper, we compare the two methods for this application and report on our quantitative results. Indirect projection has an advantage of being able to more easily fill the wide field of view of the fire-fighter cameras, which typically is about 50 degrees. Direct projection more efficiently utilizes the available light, which will become important in emerging multispectral and hyperspectral applications.

An Apparatus for Varying Effective Dihedral in Flight with Application to a Study of Tolerable Dihedral on a Conventional Fighter Airplane

NASA Technical Reports Server (NTRS)

Kauffman, William M; Liddell, Charles J , Jr; Smith, Allan; Van Dyke, Rudolph D , Jr

1949-01-01

An apparatus for varying effective dihedral in flight by means of servo actuation of the ailerons in response to sideslip angle is described. The results of brief flight tests of the apparatus on a conventional fighter airplane are presented and discussed. The apparatus is shown to have satisfactory simulated a wide range of effective dihedral under static and dynamic conditions. The effects of a small amount of servo lag are shown to be measurable when the apparatus is simulating small negative values of dihedral. However, these effects were not considered by the pilots to give the airplane an artificial feel. The results of an investigation employing the apparatus to determine the tolerable (safe for normal fighter operation) range of effective dihedral on the test airplane are presented.

What boxing tells us about repetitive head trauma and the brain.

PubMed

Bernick, Charles; Banks, Sarah

2013-01-01

Boxing and other combat sports may serve as a human model to study the effects of repetitive head trauma on brain structure and function. The initial description of what is now known as chronic traumatic encephalopathy (CTE) was reported in boxers in 1928. In the ensuing years, studies examining boxers have described the clinical features of CTE, its relationship to degree of exposure to fighting, and an array of radiologic findings. The field has been hampered by issues related to study design, lack of longitudinal follow-up, and absence of agreed-upon clinical criteria for CTE. A recently launched prospective cohort study of professional fighters, the Professional Fighters Brain Health Study, attempts to overcome some of the problems in studying fighters. Here, we review the cross-sectional results from the first year of the project.

Historical development of worldwide supersonic aircraft

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1979-01-01

Aerodynamic problems in the development of supersonic aircraft, their solutions, and innovative design features are presented. Studies of compressibility, introduction of jets, supersonic phenomena, transonic drag and lift, longitudinal and directional stability, dynamic pressure fields, and advent of the supersonic fighter are discussed. The flight research aircraft such as the Bell X-1 and the Douglas-558, the century series models, reconnaissance aircraft, the multimission tactical fighter, and the current generation fighters such as F-16 and F-18 are described. The SCAT program is considered, along with supersonic developments in Great Britain, France, and USSR. It is concluded that the sonic boom still appears to be an inherent problem of supersonic flight that particularly affects overland commercial flight, and efforts continue for increased efficiency for economic and performance gains and increased safety for military and civilian aircraft.

Results of recent NASA studies on automatic spin prevention for fighter aircraft

NASA Technical Reports Server (NTRS)

Chambers, J. R.; Nguyen, L. T.

1976-01-01

A broad based research program was developed to eliminate or minimize inadvertent spins for advanced military aircraft. Recent piloted simulator studies and airplane flight tests have demonstrated that the automatic control systems in use on current fighters can be tailored to provide a high degree of spin resistance for some configurations without restrictions to maneuverability. Such systems result in greatly increased tactical effectiveness, safety, and pilot confidence.

Assessment of aerodynamic performance of V/STOL and STOVL fighter aircraft

NASA Technical Reports Server (NTRS)

Nelms, W. P.

1984-01-01

The aerodynamic performance of V/STOL and STOVL fighter/attack aircraft was assessed. Aerodynamic and propulsion/airframe integration activities are described and small and large scale research programs are considered. Uncertainties affecting aerodynamic performance that are associated with special configuration features resulting from the V/STOL requirement are addressed. Example uncertainties relate to minimum drag, wave drag, high angle of attack characteristics, and power induced effects.

Pursuit of the Torch: Influences on Acquisition of USAAF Fighter Aircraft Used in the North African Campaign

DTIC Science & Technology

2010-06-01

138- 143 . 36 advancing bomber versus pursuit technology took on greater significance. The need to establish a balanced force was just one more...54 Watson, 138- 143 . 55 AAF Statistical Digest: World War II, December 1945, Table 79. The percentage...72 William Wolf American Fighter-Bombers in World War II: USAAF Jabos in the MTO and ETO (Atglen, PA: Schiffer

A Communication Protocol for CyAMS and the Cyber Fighter Associate Interface

DTIC Science & Technology

2015-05-01

by David Harman , Scott Brown, Brian Henz, and Lisa M Marvel Approved for public release; distribution unlimited...Laboratory A Communication Protocol for CyAMS and the Cyber Fighter Associate Interface by David Harman College Qualified Leaders Student...CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) David Harman , Scott Brown, Brian Henz, and Lisa M Marvel 5d. PROJECT

Price vs. Performance: The Value of Next Generation Fighter Aircraft

DTIC Science & Technology

2007-03-01

forms. Both the semi-log and log-log forms were plagued with heteroskedasticity (according to the Breusch - Pagan /Cook-Weisberg test ). The RDT&E models...from 1949-present were used to construct two models – one based on procurement costs and one based on research, design, test , and evaluation (RDT&E...fighter aircraft hedonic models include several different categories of variables. Aircraft procurement costs and research, design, test , and

Reducing Air Force Fighter Pilot Shortages

DTIC Science & Technology

2015-12-31

that active-component fighter pilot requirements (particularly nonflying staff requirements) exceed its capacity to train and provide initial...pilots in the reserve components. This research was sponsored by four elements of the U.S. Air Force: the Deputy Chief of Staff for Operations (AF/A3...the Deputy Chief of Staff for Manpower, Personnel and Services (AF/A1); the Commander, Air Force Reserve Command (AFRC/CC); and the Director, Air

Signaling the End of Deterrence Afforded by Dual Capable Aircraft

DTIC Science & Technology

2017-04-06

INTRODUCTION For more than 60 years, the Unites States and Europe relied on fighter aircraft capable of executing conventional and nuclear strike...missions. Known as dual-capable aircraft (DCA), these fighters were an integral part of the US extended nuclear deterrence strategy in Asia and Europe...force structure, sustainment and modernization by the US and Allied nations allowed tactical nuclear forces to atrophy. Starting in 2010, the US and

Planning for Recall of Maintenance Manpower

DTIC Science & Technology

2015-09-01

per hour as the MT supporting the reserve unit (assuming no premium is paid for hazard duty or locale adjustment). All tasks assigned to the MTs...fighter aircraft. Under certain conditions, the placement of these technicians in their roles as reserve personnel creates disproportionate economic...loss for the parent unit and the reserve unit. The results of an analysis of the F-15D fighter aircraft indicate that the organization costs of the

Acute spinal injury after centrifuge training in asymptomatic fighter pilots.

PubMed

Kang, Kyung-Wook; Shin, Young Ho; Kang, Seungcheol

2015-04-01

Many countries have hypergravity training centers using centrifuges for pilots to cope with a high gravity (G) environment. The high G training carries potential risk for the development of spinal injury. However, no studies evaluated the influence of centrifuge training on the spines of asymptomatic fighter pilots on a large scale. Study subjects were 991 male fighter pilots with high G training at one institution. Subject variables included information about physical characteristics, flight hours of pilots prior to the training, and G force exposure related factors during training. The two dependent variables were whether the pilots developed acute spinal injury after training and the severity of the injury (major/minor). The incidence of acute spinal injury after high G training was 2.3% (23 of 991 subjects). There were 19 subjects who developed minor injury and 4 subjects who developed a herniated intervertebral disc, which is considered a major injury. In multivariate analysis, only the magnitude of G force during training was significantly related to the development of acute spinal injury. However, there was no significant factor related to the severity of the injury. These results suggest that high G training could cause negative effects on fighter pilots' spines. The magnitude of G force during training seemed to be the most significant factor affecting the occurrence of acute spinal injury.

Candidate control design metrics for an agile fighter

NASA Technical Reports Server (NTRS)

Murphy, Patrick C.; Bailey, Melvin L.; Ostroff, Aaron J.

1991-01-01

Success in the fighter combat environment of the future will certainly demand increasing capability from aircraft technology. These advanced capabilities in the form of superagility and supermaneuverability will require special design techniques which translate advanced air combat maneuvering requirements into design criteria. Control design metrics can provide some of these techniques for the control designer. Thus study presents an overview of control design metrics and investigates metrics for advanced fighter agility. The objectives of various metric users, such as airframe designers and pilots, are differentiated from the objectives of the control designer. Using an advanced fighter model, metric values are documented over a portion of the flight envelope through piloted simulation. These metric values provide a baseline against which future control system improvements can be compared and against which a control design methodology can be developed. Agility is measured for axial, pitch, and roll axes. Axial metrics highlight acceleration and deceleration capabilities under different flight loads and include specific excess power measurements to characterize energy meneuverability. Pitch metrics cover both body-axis and wind-axis pitch rates and accelerations. Included in pitch metrics are nose pointing metrics which highlight displacement capability between the nose and the velocity vector. Roll metrics (or torsion metrics) focus on rotational capability about the wind axis.

Light weight escape capsule for fighter aircraft

NASA Technical Reports Server (NTRS)

Robert, James A.

1988-01-01

Emergency crew escape capabilities have been less than adequate for fighter aircraft since before WW II. From the over-the-side bailout of those days through the current ejection seat with a rocket catapult, escaping from a disabled aircraft has been risky at best. Current efforts are underway toward developing a high-tech, smart ejection seat that will give fighter pilots more room to live in the sky, but an escape capsule is needed to meet current and future fighter envelopes. Escape capsules have a bad reputation due to past examples of high weight, poor performance and great complexity. However, the advantages available demand that a capsule be developed. This capsule concept will minimize the inherent disavantages and incorporate the benefits while integrating all aspects of crew station design. The resulting design is appropriate for a crew station of the year 2010 and includes improved combat acceleration protection, chemical or biological combat capability, improved aircraft to escape system interaction, and the highest level of escape performance achievable. The capsule is compact, which can allow a reduced aircraft size and weighs only 1200 lb. The escape system weight penalty is only 120 lb higher than that for the next ejection seat and the capsule has a corresponding increase in performance.

Life-history differences favor evolution of male dimorphism in competitive games.

PubMed

Smallegange, Isabel M; Johansson, Jacob

2014-02-01

Many species exhibit two discrete male morphs: fighters and sneakers. Fighters are large and possess weapons but may mature slowly. Sneakers are small and have no weapons but can sneak matings and may mature quickly to start mating earlier in life than fighters. However, how differences in competitive ability and life history interact to determine male morph coexistence has not yet been investigated within a single framework. Here we integrate demography and game theory into a two-sex population model to study the evolution of strategies that result in the coexistence of fighters and sneakers. We incorporate differences in maturation time between the morphs and use a mating-probability matrix analogous to the classic hawk-dove game. Using adaptive dynamics, we show that male dimorphism evolves more easily in our model than in classic game theory approaches. Our results also revealed an interaction between life-history differences and sneaker competitiveness, which shows that demography and competitive games should be treated as interlinked mechanisms to understand the evolution of male dimorphism. Applying our approach to empirical data on bulb mites (Rhizoglyphus robini), coho salmon (Oncorhynchus kisutch), and bullhorned dung beetles (Onthophagus taurus) indicates that observed occurrences of male dimorphism are in general agreement with model predictions.

HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View

NASA Technical Reports Server (NTRS)

1980-01-01

A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA's B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Living Expert System (LEXSYS). Volume 6

DTIC Science & Technology

1989-05-15

NOT CONSIDER A FAST MOVER A THREAT UNLESS YOU ARE THINKING ABOUT THE FLOT AREA. AWAY FROM THE FLOT DEFENSIVE ARRAY FIGHTERS HAVE THE LUXURY TO FLY...HIGHER, INCREASING THEIR RADAR COVERAGE AND DENYING YOUR EFFECTIVE USE OF MASKING. I WOULD AGREE THAT AROUND THE FLOT FIGHTERS ARE MOVING TO FAST AND...SAY THAT AFTER IT COMES OFF THE RAIL, COUNTERMEASURES ARE FEW AND FAR BETWEEN. IN DAYLIGHT, HIGH ANGLE STRAFE IS VERY EFFECTIVE AGAINST HELOS BECAUSE

Redirected Radicals: Understanding the Risk of Altered Targeting Trajectories Among ISIL’s Aspiring Foreign Fighters

DTIC Science & Technology

2016-09-01

severe. Chapter III begins the first part of the comparative case study analysis by focusing on Canada’s current foreign fighter issues, propaganda...violence in their home countries. Through an extensive comparative case study analysis of recent ISIL-related violent incidents and plots in the United...overseas, decided instead to alter their targeting trajectory and commit violence in their home countries. Through an extensive comparative case study

Bringing Cost-Wise Readiness to the Deckplates of a Strike Fighter Squadron Using the Balanced Scorecard

DTIC Science & Technology

2013-12-01

equity employed). Customer measures, such as customer satisfaction , are intended to measure the company’s performance from the customer’s perspective...link between a non-financial measure and a firm’s financial performance. For example, one could meet objectives relating to customer satisfaction ... customer satisfaction . Who then is the customer of a strike fighter squadron? Kaplan and Norton (2004) write extensively about 61 the value

Neil Armstrong Family Memorial Service

NASA Image and Video Library

2012-08-31

U.S. Navy F/A-18 jets from Strike Fighter Squadron (VFA) 106 and Strike Fighter Squadron (VFA) 34, from Naval Air Station Oceana (Va.) fly in a "Missing Man" formation over the Camargo Club following a memorial service celebrating the life of Neil Armstrong, Friday, Aug. 31, 2012, in Cincinnati. Armstrong, the first man to walk on the moon during the 1969 Apollo 11 mission, died Saturday, Aug. 25. He was 82. Photo Credit: (NASA/Bill Ingalls)

Air Base Attacks and Defensive Counters: Historical Lessons and Future Challenges

DTIC Science & Technology

2015-01-01

I. Reid, Murray Scot Tanner, and Barry Wilson, A Question of Balance: Political Context and Military Aspects of the China–Taiwan Dispute, Santa...this case, Ramstein AB, Germany) placed fighter shelters on loops in woods . Although the shelters are clearly visible from directly overhead in...this image, placing them in woods would have made target acquisition and attack more difficult for Warsaw Pact fighters. That is because, in the 1970s

Historic Properties Report: Stratford Army Engine Plant, Connecticut.

DTIC Science & Technology

1984-07-01

aircraft, Pan American began flights to Argentina, Hawaii, and New Zealand , and by August 1934 the Sikorsky S-42 airplane had set world records for...384;or a lengthy discussion of the Corsair , see William Green, Famous Fighters of the Second World War (Garden City, New York: Doubleday), pp. 79-92...manufacture the Corsair fighter plane. Presently, the Avco Lycoming Division uses the facility to develop and manufacture gas turbine engines. There are