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Notes on Earth Atmospheric Entry for Mars Sample Return Missions
NASA/TP–2006-213486 Notes on Earth Atmospheric Entry for Mars Sample Return Missions Thomas Rivell Ames Research Center, Moffett Field, California September 2006 The NASA STI Program Office . in Profile Since its founding, NASA has been dedicated to the • CONFERENCE PUBLICATION. Collected advancement of aeronautics and space science. The papers from scientific and technical confer- NASA Scientific and Technical Information (STI) ences, symposia, seminars, or other meetings Program Office plays a key part in helping NASA sponsored or cosponsored by NASA. maintain this important role. • SPECIAL PUBLICATION. Scientific, technical, The NASA STI Program Office is operated by or historical information from NASA programs, Langley Research Center, the Lead Center for projects, and missions, often concerned with NASA’s scientific and technical information. The subjects having substantial public interest. NASA STI Program Office provides access to the NASA STI Database, the largest collection of • TECHNICAL TRANSLATION. English- aeronautical and space science STI in the world. language translations of foreign scientific and The Program Office is also NASA’s institutional technical material pertinent to NASA’s mission. mechanism for disseminating the results of its research and development activities. These results Specialized services that complement the STI are published by NASA in the NASA STI Report Program Office’s diverse offerings include creating Series, which includes the following report types: custom thesauri, building customized databases, organizing and publishing research results . even • TECHNICAL PUBLICATION. Reports of providing videos. completed research or a major significant phase of research that present the results of NASA For more information about the NASA STI programs and include extensive data or theoreti- Program Office, see the following: cal analysis. -
How Planes Fly ! Marymoor R/C Club, Redmond, WA! AMA Charter 1610!
How Planes Fly ! Marymoor R/C Club, Redmond, WA! AMA Charter 1610! Version 2.0 – Nov 2018! Page 1! Controls, Aerodynamics, and Stability • Elevator, Rudder, Aileron! • Wing planform! • Lift and Wing Design! • Wing section (airfoil)! • Tail group (empennage)! • Center of lift, center of gravity! • Characteristics of a “speed stable” airplane! Page 2! Ailerons, Elevators, and Rudder! Control Roll, Pitch, and Yaw! Ailerons! • Roll, left and right! Elevators! • Pitch, up and down) ! Rudder! • Yaw, left and right! Page 3! Radio Controls! Elevator! Power! (Pitch)! Rudder! Ailerons! (yaw)! (roll)! Trim Controls! Page 4! Wing Planform! • Rectangular (best for trainers)! • Tapered! • Elliptical! • Swept! • Delta! Page 5! Lift! Lift! Lift comes from:! • Angle of Attack! Drag! • Wing Area! Direction of flight! • Airfoil Shape ! • Airspeed! Weight! In level flight, Lift = Weight! Page 6! Lift is greatly reduced when the Wing Stalls! • Stall can occur when:! • Too slow! • Pulling too much up elevator! • Steep bank angle! • Any combination of these three! • Occurs at critical angle of attack, about 15 degrees ! • Trainers have gentle stall characteristics. The warbird you want to fly someday might not.! • One wing can stall before the other, resulting in a sharp roll, and if it continues, a spin. A good trainer won’t do this.! Page 7! Airfoil Shapes! Flat bottom airfoil! “Semi-symmetrical” airfoil! • much camber (mid-line is curved)! • has some camber ! • Often used on trainers and Cubs! • sometimes used on trainers! • Good at low speeds! • Good all-around -
Lighter-Than-Air Vehicles for Civilian and Military Applications
Lighter-than-Air Vehicles for Civilian and Military Applications From the world leaders in the manufacture of aerostats, airships, air cell structures, gas balloons & tethered balloons Aerostats Parachute Training Balloons Airships Nose Docking and PARACHUTE TRAINING BALLOONS Mooring Mast System The airborne Parachute Training Balloon system (PTB) is used to give preliminary training in static line parachute jumping. For this purpose, an Instructor and a number of trainees are carried to the operational height in a balloon car, the winch is stopped, and when certain conditions are satisfied, the trainees are dispatched and make their parachute descent from the balloon car. GA-22 Airship Fully Autonomous AIRSHIPS An airship or dirigible is a type of aerostat or “lighter-than-air aircraft” that can be steered and propelled through the air using rudders and propellers or other thrust mechanisms. Unlike aerodynamic aircraft such as fixed-wing aircraft and helicopters, which produce lift by moving a wing through the air, aerostatic aircraft, and unlike hot air balloons, stay aloft by filling a large cavity with a AEROSTATS lifting gas. The main types of airship are non rigid (blimps), semi-rigid and rigid. Non rigid Aerostats are a cost effective and efficient way to raise a payload to a required altitude. airships use a pressure level in excess of the surrounding air pressure to retain Also known as a blimp or kite aerostat, aerostats have been in use since the early 19th century their shape during flight. Unlike the rigid design, the non-rigid airship’s gas for a variety of observation purposes. -
Circular Motion Dynamics
Problem Solving Circular Motion Dynamics Problem 1: Double Star System Consider a double star system under the influence of gravitational force between the stars. Star 1 has mass m1 and star 2 has mass m2 . Assume that each star undergoes uniform circular motion about the center of mass of the system. If the stars are always a fixed distance s apart, what is the period of the orbit? Solution: Choose radial coordinates for each star with origin at center of mass. Let rˆ1 be a unit vector at Star 1 pointing radially away from the center of mass. Let rˆ2 be a unit vector at Star 2 pointing radially away from the center of mass. The force diagrams on the two stars are shown in the figure below. ! ! From Newton’s Second Law, F1 = m 1a 1 , for Star 1 in the radial direction is m m ˆ 1 2 2 r1 : "G 2 = "m1 r 1 ! . s We can solve this for r1 , m r = G 2 . 1 ! 2s 2 ! ! Newton’s Second Law, F2 = m 2a 2 , for Star 2 in the radial direction is m m ˆ 1 2 2 r2 : "G 2 = "m2 r 2 ! . s We can solve this for r2 , m r = G 1 . 2 ! 2s 2 Since s , the distance between the stars, is constant m2 m1 (m2 + m1 ) s = r + r = G + G = G 1 2 ! 2s 2! 2s 2 ! 2s 2 . Thus the angular velocity is 1 2 " (m2 + m1 ) # ! = $G 3 % & s ' and the period is then 1 2 2! # 4! 2s 3 $ T = = % & . -
CANARD.WING LIFT INTERFERENCE RELATED to MANEUVERING AIRCRAFT at SUBSONIC SPEEDS by Blair B
https://ntrs.nasa.gov/search.jsp?R=19740003706 2020-03-23T12:22:11+00:00Z NASA TECHNICAL NASA TM X-2897 MEMORANDUM CO CN| I X CANARD.WING LIFT INTERFERENCE RELATED TO MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS by Blair B. Gloss and Linwood W. McKmney Langley Research Center Hampton, Va. 23665 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION • WASHINGTON, D. C. • DECEMBER 1973 1.. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA TM X-2897 4. Title and Subtitle 5. Report Date CANARD-WING LIFT INTERFERENCE RELATED TO December 1973 MANEUVERING AIRCRAFT AT SUBSONIC SPEEDS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. L-9096 Blair B. Gloss and Linwood W. McKinney 10. Work Unit No. 9. Performing Organization Name and Address • 760-67-01-01 NASA Langley Research Center 11. Contract or Grant No. Hampton, Va. 23665 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Technical Memorandum National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington , D . C . 20546 15. Supplementary Notes 16. Abstract 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 con- figurations. 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. -
Brief History of the Early Development of Theoretical and Experimental Fluid Dynamics
Brief History of the Early Development of Theoretical and Experimental Fluid Dynamics John D. Anderson Jr. Aeronautics Division, National Air and Space Museum, Smithsonian Institution, Washington, DC, USA 1 INTRODUCTION 1 Introduction 1 2 Early Greek Science: Aristotle and Archimedes 2 As you read these words, there are millions of modern engi- neering devices in operation that depend in part, or in total, 3 DA Vinci’s Fluid Dynamics 2 on the understanding of fluid dynamics – airplanes in flight, 4 The Velocity-Squared Law 3 ships at sea, automobiles on the road, mechanical biomedi- 5 Newton and the Sine-Squared Law 5 cal devices, and so on. In the modern world, we sometimes take these devices for granted. However, it is important to 6 Daniel Bernoulli and the Pressure-Velocity pause for a moment and realize that each of these machines Concept 7 is a miracle in modern engineering fluid dynamics wherein 7 Henri Pitot and the Invention of the Pitot Tube 9 many diverse fundamental laws of nature are harnessed and 8 The High Noon of Eighteenth Century Fluid combined in a useful fashion so as to produce a safe, efficient, Dynamics – Leonhard Euler and the Governing and effective machine. Indeed, the sight of an airplane flying Equations of Inviscid Fluid Motion 10 overhead typifies the laws of aerodynamics in action, and it 9 Inclusion of Friction in Theoretical Fluid is easy to forget that just two centuries ago, these laws were Dynamics: the Works of Navier and Stokes 11 so mysterious, unknown or misunderstood as to preclude a flying machine from even lifting off the ground; let alone 10 Osborne Reynolds: Understanding Turbulent successfully flying through the air. -
Assignment 2 Centripetal Force & Univ
LAST NAME______________________________ FIRST NAME_____________________DATE______ CJ - Assignment 2 Centripetal Force & Universal Gravitation, 5.4 Banked Curves Draw the vectors for a free body diagram of a car in an unbanked turn and a banked turn. For this situation assume the cars are turning to the left side of the drawing. Car in Unbanked Turn Car in Banked turn Is this car in Equilibrium? Is this car in Equilibrium? Do the same for the airplane. Airplane in Unbanked Turn Airplane in Banked turn Let’s be careful to fully understand what is going on with this one. We have made an assumption in doing this for the airplane which are not valid. THE BANKED TURN- car can make it a round a turn even if friction is not present (or friction is zero). In order for this to happen the curved road must be “banked”. In a non-banked turn the centripetal force is created by the friction of the road on the tires. What creates the centripetal force in a banked turn? Imagine looking at a banked turn as shown to the right. Draw the forces that act on the car on the diagram of the car. Is the car in Equilibrium? YES , NO The car which has a mass of m is travelling at a velocity (or speed) v around a turn of radius r. How do these variables relate to optimize the banked turn. If the mass of the car is greater is a larger or smaller angle required? LARGER, SMALLER, NO CHANGE NECESSARY If the VELOCITY of the car is greater is a larger or smaller angle required? LARGER, SMALLER, NO CHANGE NECESSARY If the RADUS OF THE TURN is greater is a larger or smaller angle required? LARGER, SMALLER, NO CHANGE NECESSARY To properly show the relationship an equation must be created. -
In Classical Fluid Dynamics, a Boundary Layer Is the Layer I
Atm S 547 Boundary Layer Meteorology Bretherton Lecture 1 Scope of Boundary Layer (BL) Meteorology (Garratt, Ch. 1) In classical fluid dynamics, a boundary layer is the layer in a nearly inviscid fluid next to a surface in which frictional drag associated with that surface is significant (term introduced by Prandtl, 1905). Such boundary layers can be laminar or turbulent, and are often only mm thick. In atmospheric science, a similar definition is useful. The atmospheric boundary layer (ABL, sometimes called P[lanetary] BL) is the layer of fluid directly above the Earth’s surface in which significant fluxes of momentum, heat and/or moisture are carried by turbulent motions whose horizontal and vertical scales are on the order of the boundary layer depth, and whose circulation timescale is a few hours or less (Garratt, p. 1). A similar definition works for the ocean. The complexity of this definition is due to several complications compared to classical aerodynamics. i) Surface heat exchange can lead to thermal convection ii) Moisture and effects on convection iii) Earth’s rotation iv) Complex surface characteristics and topography. BL is assumed to encompass surface-driven dry convection. Most workers (but not all) include shallow cumulus in BL, but deep precipitating cumuli are usually excluded from scope of BLM due to longer time for most air to recirculate back from clouds into contact with surface. Air-surface exchange BLM also traditionally includes the study of fluxes of heat, moisture and momentum between the atmosphere and the underlying surface, and how to characterize surfaces so as to predict these fluxes (roughness, thermal and moisture fluxes, radiative characteristics). -
Introduction to Aerodynamics < 1.7. Dimensional Analysis > Physical
Introduction to Aerodynamics < 1.7. Dimensional analysis > Physical parameters Q: What physical quantities influence forces and moments? V A l Aerodynamics 2015 fall - 1 - Introduction to Aerodynamics < 1.7. Dimensional analysis > Physical parameters Physical quantities to be considered Parameter Symbol units Lift L' MLT-2 Angle of attack α - -1 Freestream velocity V∞ LT -3 Freestream density ρ∞ ML -1 -1 Freestream viscosity μ∞ ML T -1 Freestream speed of sound a∞ LT Size of body (e.g. chord) c L Generally, resultant aerodynamic force: R = f(ρ∞, V∞, c, μ∞, a∞) (1) Aerodynamics 2015 fall - 2 - Introduction to Aerodynamics < 1.7. Dimensional analysis > The Buckingham PI Theorem The relation with N physical variables f1 ( p1 , p2 , p3 , … , pN ) = 0 can be expressed as f 2( P1 , P2 , ... , PN-K ) = 0 where K is the No. of fundamental dimensions Then P1 =f3 ( p1 , p2 , … , pK , pK+1 ) P2 =f4 ( p1 , p2 , … , pK , pK+2 ) …. PN-K =f ( p1 , p2 , … , pK , pN ) Aerodynamics 2015 fall - 3 - < 1.7. Dimensional analysis > The Buckingham PI Theorem Example) Aerodynamics 2015 fall - 4 - < 1.7. Dimensional analysis > The Buckingham PI Theorem Example) Aerodynamics 2015 fall - 5 - < 1.7. Dimensional analysis > The Buckingham PI Theorem Aerodynamics 2015 fall - 6 - < 1.7. Dimensional analysis > The Buckingham PI Theorem Through similar procedure Aerodynamics 2015 fall - 7 - Introduction to Aerodynamics < 1.7. Dimensional analysis > Dimensionless form Aerodynamics 2015 fall - 8 - Introduction to Aerodynamics < 1.8. Flow similarity > Dynamic similarity Two different flows are dynamically similar if • Streamline patterns are similar • Velocity, pressure, temperature distributions are same • Force coefficients are same Criteria • Geometrically similar • Similarity parameters (Re, M) are same Aerodynamics 2015 fall - 9 - Introduction to Aerodynamics < 1.8. -
Evolving the Oblique Wing
NASA AERONAUTICS BOOK SERIES A I 3 A 1 A 0 2 H D IS R T A O W RY T A Bruce I. Larrimer MANUSCRIP . Bruce I. Larrimer Library of Congress Cataloging-in-Publication Data Larrimer, Bruce I. Thinking obliquely : Robert T. Jones, the Oblique Wing, NASA's AD-1 Demonstrator, and its legacy / Bruce I. Larrimer. pages cm Includes bibliographical references. 1. Oblique wing airplanes--Research--United States--History--20th century. 2. Research aircraft--United States--History--20th century. 3. United States. National Aeronautics and Space Administration-- History--20th century. 4. Jones, Robert T. (Robert Thomas), 1910- 1999. I. Title. TL673.O23L37 2013 629.134'32--dc23 2013004084 Copyright © 2013 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks. Introduction v Chapter 1: American Genius: R.T. Jones’s Path to the Oblique Wing .......... ....1 Chapter 2: Evolving the Oblique Wing ............................................................ 41 Chapter 3: Design and Fabrication of the AD-1 Research Aircraft ................75 Chapter 4: Flight Testing and Evaluation of the AD-1 ................................... 101 Chapter 5: Beyond the AD-1: The F-8 Oblique Wing Research Aircraft ....... 143 Chapter 6: Subsequent Oblique-Wing Plans and Proposals ....................... 183 Appendices Appendix 1: Physical Characteristics of the Ames-Dryden AD-1 OWRA 215 Appendix 2: Detailed Description of the Ames-Dryden AD-1 OWRA 217 Appendix 3: Flight Log Summary for the Ames-Dryden AD-1 OWRA 221 Acknowledgments 230 Selected Bibliography 231 About the Author 247 Index 249 iii This time-lapse photograph shows three of the various sweep positions that the AD-1's unique oblique wing could assume. -
Aerodyn Theory Manual
January 2005 • NREL/TP-500-36881 AeroDyn Theory Manual P.J. Moriarty National Renewable Energy Laboratory Golden, Colorado A.C. Hansen Windward Engineering Salt Lake City, Utah National Renewable Energy Laboratory 1617 Cole Boulevard, Golden, Colorado 80401-3393 303-275-3000 • www.nrel.gov Operated for the U.S. Department of Energy Office of Energy Efficiency and Renewable Energy by Midwest Research Institute • Battelle Contract No. DE-AC36-99-GO10337 January 2005 • NREL/TP-500-36881 AeroDyn Theory Manual P.J. Moriarty National Renewable Energy Laboratory Golden, Colorado A.C. Hansen Windward Engineering Salt Lake City, Utah Prepared under Task No. WER4.3101 and WER5.3101 National Renewable Energy Laboratory 1617 Cole Boulevard, Golden, Colorado 80401-3393 303-275-3000 • www.nrel.gov Operated for the U.S. Department of Energy Office of Energy Efficiency and Renewable Energy by Midwest Research Institute • Battelle Contract No. DE-AC36-99-GO10337 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. -
Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883
Journal of Aviation/Aerospace Education & Research Volume 13 Number 1 JAAER Fall 2003 Article 1 Fall 2003 Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883 Thomas Forenz Follow this and additional works at: https://commons.erau.edu/jaaer Scholarly Commons Citation Forenz, T. (2003). Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883. Journal of Aviation/Aerospace Education & Research, 13(1). https://doi.org/10.15394/ jaaer.2003.1559 This Article is brought to you for free and open access by the Journals at Scholarly Commons. It has been accepted for inclusion in Journal of Aviation/Aerospace Education & Research by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. Forenz: Assessing the Evolution of the Airborne Generation of Thermal Lif Thermal Lift ASSESSING THE EVOLUTION OF THE AIRBORNE GENERATION OF THERMAL LIFT IN AEROSTATS 1783 TO 1883 Thomas Forenz ABSTRACT Lift has been generated thermally in aerostats for 219 years making this the most enduring form of lift generation in lighter-than-air aviation. In the United States over 3000 thermally lifted aerostats, commonly referred to as hot air balloons, were built and flown by an estimated 12,000 licensed balloon pilots in the last decade. The evolution of controlling fire in hot air balloons during the first century of ballooning is the subject of this article. The purpose of this assessment is to separate the development of thermally lifted aerostats from the general history of aerostatics which includes all gas balloons such as hydrogen and helium lifted balloons as well as thermally lifted balloons.