PRELIMINARY RESULTS OF EXPERIMENTAL AND ANALYTICAL INVESTIGATIONS OF THE TUMBLING PHENOMENON FOR AN ADVANCED CONFIGURATION Raymond D.

Whipple and Mark A. Croom NASA Langley Research Center Hampton, Virginia and Scott P. Fears J IAFS George Washington University/NASA Hampton, Virginia

Abstract A sustained autorotative pitching motion usually called "tumbling" has been observed during dynamic model tests of the X-29A configuration. The X-29 is an advanced design incorporating forward-swept wings and canards in a highly relaxed static stability condition. Beginning with a historical review of the tumbling phenomenon, this paper discusses the current experimental results of dynamic model tumbling tests of the X-29 and the initial efforts to establish an aerodynamic and mathematical model for analysis. Symbols

and shoot" missiles seem to drive designs toward ever increasing maximum pitch rates. The high-alpha design task up to this time has been primarily in the lateral-directional axes, to provide control and prevention of spins, roll divergence, wing rock, and nose slice departures. Alpha limiting, where required, has typically been mandated by the lateral-directional characteristics of the airplane, but the increasing levels of relaxed static stability in use today have amplified the potential occurrence and severity of the deep stall phenomenon. Present design trends emphasizing relaxed static stability, including features such as forward wing sweep, canard controls, and tailless configurations, accentuate pitch control requirements. The combination of the desire for very high pitch agility and modern design trends may well introduce a severe out-of-control problem in the pitch axis: tumbling. Tumbling, defined as a sustained autorotative pitching motion, has been recently observed during dynamic model tests of one advanced design, the X-29A forward swept wing research airplane. Figure 1 is a 3 view drawing of the X-29A and Figure 2 is a photograph of the model. This appearance of the tumbling phenomenon for the X-29A has led to the implementation of a research effort to establish the aerodynamic and inertial factors involved in tumbling and to provide design guidelines to prevent an in-flight occurrence. This paper presents the preliminary results of the experimental and analytical investigations. Historical Background Dynamic model free-tumbling tests were performed in the Langley vertical spin tunnel during World War I1 and continued through the early 1950's. Reference 2 mentions the phenomenon of tumbling reported in 1942 for "a conventional fighter airplane" (no further identification) and cites a fatal crash of a tailless airplane which might have been tumble related. Spin tunnel investigations established the existence of the phenomenon in model tests and tumble tests were often included in the normal spin tunnel program, especially for tailless configurations. Reference 2 is a summary of the tumbling results for 14 model configurations, including considerations of emergency recovery parachutes, accelerations on the pilot, and pilot escape. These 14 designs represented a wide diversity of aerodynamic

c
Cm

mean aerodynamic chord, ft pitching-moment coefficient

Cms

static pitching-moment coefficient

2v longitudinal acceleration, g normal acceleration, g pitch inertia, slug-ft2 pitch rate, deg/sec pitch acceleration, deg/sec2 steady state pitch rate, deg/sec dynamic pressure, reference area, ft time, sec freestream velocity, fps angle of attack, deg canard deflection, deg flap deflection, deg strake deflection, deg pitch attitude, deg

ac

Yf

Introduction Air combat maneuvering requirements have forced aggressive exploitation of high angle of attack flight conditions. Today's first line fighters employ the full spectrum of high angle of attack design features developed through a decade of research: forebody aerodynamics, strakes, vortex flows, and control laws which not only prevent departures and spins, but enhance maneuvering at angles of attack well beyond stall1. The concurrent improvement of air to air missile capabilities has not, however, decreased the airplane's requirements for maneuverability. In fact, "point
This paper is declared a work o f the U S . Government and therefore i s in the public domain.

approaches i n c l u d i n g c o n v e n t i o n a l f i g h t e r s , a t a i l - f i r s t c o n f i g u r t i o n ( f i g u r e 3 ) , an extremely 4 a forward-swept close-coupled model"figure flying wingsi1(figure 6 ) , a wing ( f i g u r e 5 "flying saucer""(figure 7) ( t h e term " f l y i n g pancake" was used a t t h e t i m e ) , a t a i l l e s s type ( f i g u r e 8 ) , and a simple d e l t a wing. From t h e o b s e r v a t i o n s of t h e s e free-tumbling t e s t s , t h e a u t h o r s drew a number of c o n c l u s i o n s , quoted h e r e directly. 1. Conventional a i r p l a n e s w i l l not tumble, whereas t a i l l e s s and t a i l - f i r s t a i r p l a n e s may tumble. 2. Increasing the s t a t i c longitudinal stabil i t y tends towards t h e p r e v e n t i o n of tumbling. 3. T a i l l e s s a i r p l a n e s having low a s p e c t r a t i o and a l a r g e p i t c h i n g i n e r t i a parameter ( ~ ~ / m b ~ ) a r e l e s s l i k e l y t o tumble than those having high a s p e c t r a t i o and a small p i t c h i n g i n e r t i a parameter.

a n g l e of a t t a c k . Measurement of dynamic d e r i v a t i v e s and t h e computation of tumble t r a j e c t o r i e s was not attempted. C e r t a i n "pro-tumbling" f e a t u r e s i d e n t i f i e d i n t h i s e a r l y r e s e a r c h have reappeared i n t h e X-29A c o n f i g u r a t i o n and t h e s e f e a t u r e s a r e seen i n proposed f u t u r e high performance a i r c r a f t : t a i l - f i r s t (X-29A canard) and t a i l l e s s d e s i g n s , r e l a x e d s t a t i c s t a b i l i t y f o r a g i l i t y ; low p i t c h i n e r t i a and high a s p e c t r a t i o of t a i l l e s s a i r c r a f t e.g. f l y i n g wings. The N A S A Langley Research Center has i n s t i t u t e d a tumbling r e s e a r c h e f f o r t t o a d d r e s s t h i s phenomenon f o r contemporary d e s i g n s . Experimental I n v e s t i g a t i o n The experimental i n v e s t i g a t i o n was conducted i n t h e Langley 20-foot v e r t i c a l s p i n t u n n e l . A d e s c r i p t i o n of t h i s f a c i l i t y i s given i n r e f e r e n c e 12. T e s t s were performed using a 1125-scale model of t h e X-29A dynamically s c a l e d i n weight and inert i a t o a n e q u i v a l e n t f u l l - s c a l e a l t i t u d e of 25,000 feet. Free-tumbling tests

4. A i l e r o n s and rudder have l i t t l e or no e f f e c t on tumbling.

5. Movement of t h e e l e v a t o r s t o oppose t h e tumbling r o t a t i o n w i l l g e n e r a l l y be e f f e c t i v e i n producing recovery from a tumble when t h e s t a t i c l o n g i t u d i n a l s t a b i l i t y is marginal. 6. Two p a r a c h u t e s , one a t t a c h e d t o each wing t i p , w i l l g e n e r a l l y be e f f e c t i v e i n producing recovery from a tumble. 7. A c c e l e r a t i o n s i n a tumble may be except i o n a l l y dangerous. The f i r s t two c o n c l u s i o n s suggest t h e reason f o r t h e r a p i d d e c l i n e i n tumbling i n t e r e s t a f t e r t h i s period. Most new d e s i g n s were c o n v e n t i o n a l and s t a t i c a l l y s t a b l e . Except f o r t h e Northrop X-4 " s e m i - t a i l l e s s " r e s e a r c h a i r p l a n e 7 , and some radical V T O L e n t r i e s , t h e aft-mounted h o r i z o n t a l s t a b i l i z e r was n e a r l y u n i v e r s a l . There were d e l t a wingsla ,of c o u r s e , but conclusion number t h r e e i n d i c a t e s l i t t l e l i k e l i h o o d of tumbling f o r t h e s e designs. Brief reappearances of tumblin t e s t s o c c u r r e d i n 1951, f o r t h e Ryan X-13 VTOLg and then a g a i n i n 1964 f o r a r a d i o - c o n t r o l l e d parawing'. The m a j o r i t y of t h e s e i n v e s t i g a t i o n s c o n s i s t e d of free-tumbling t e s t s i n t h e Langley v e r t i c a l s p i n t u n n e l s i n c e t h e dynamically-scaled10 models constructed for spin testing are appropriate for tumbling s t u d i e s . The r e s u l t s a r e e s s e n t i a l l y a y e s l n o f o r each t e s t c o n f i g u r a t i o n , so g e n e r a l i z a t i o n s can only slowly evolve from numerous t e s t s . A n a l y t i c a l e f f o r t s toward understanding t h e b a s i c tumbling phenomenon have been q u i t e l i m i t e d . One of t h e e a r l i e s t a t t e m p t s , by A. M. 0. smith1' i n 1950 was prompted by tumbling concerns f o r an e j e c t i o n c a p s u l e f o r t h e D-558. Smith analyzed s e v e r a l a s p e c t s of t h e motion i n c l u d i n g h y s t e r e s i s e f f e c t s on l i f t c o e f f i c i e n t , Reynolds number e f f e c t s on drag c o e f f i c i e n t , t h e "anemometer e f f e c t " , a coupling e f f e c t , a shed v o r t e x f i e l d e f f e c t , and a F l e t t n e r r o t o r e f f e c t . Only f o r t h e c a s e of t h e parawing' was a s e t of s t a t i c aerodynamic d a t a o b t a i n e d through 360"

I n free-tumbling t e s t s , a dynamically s c a l e d model is launched i n t o t h e v e r t i c a l l y r i s i n g a i r s t r e a m from any d e s i r e d a t t i t u d e , with o r w i t h o u t an i n i t i a l p i t c h r a t e . The ensuing motions a r e recorded on high-speed c o l o r movie f i l m . I n i t i a l t e s t s f o r t h e X-29A were conducted i n t h e h i g h alpha c o n f i g u r a t i o n : wing f l a p s f u l l down, s t r a k e f l a p s 30' down and canard 60' t r a i l i n g - e d g e up, i . e . , t h e f l i g h t c o n t r o l system commanding maximum nose down moments. When r e l e a s e d from a nose-high a t t i t u d e ( a = 180") i n t h i s conf i g u r a t i o n , t h e model underwent an i r r e g u l a r , but c l e a r l y a u t o r o t a t i v e p i t c h i n g motion i n t h e nosedown s e n s e . There was a h o r i z o n t a l t r a n s l a t i o n a l component t o t h e t r a j e c t o r y and t h e model impacted t h e t u n n e l s a f e t y n e t a f t e r a few tumble c y c l e s . The observed motion was complex with c y c l i c v a r i a t i o n s i n l i n e a r a s well a s angular r a t e s . A f t e r r e l e a s e , t h e model would a c c e l e r a t e i n p i t c h and forward v e l o c i t y , passing r a p i d l y through 0" a n g l e of a t t a c k . A s the motion progressed beyond -90" a n g l e of a t t a c k , t h e p i t c h r a t e slowed very -180') was n o t i c e a b l y u n t i l t h e nose-highpoint ( a reached, when t h e model would once a g a i n a c c e l e r a t e i n t o t h e next c y c l e . There was a marked sens i t i v i t y i n t h e l a t e r a l - d i r e c t i o n a l a x e s , and any asymmetry i n c o n t r o l s e t t i n g s caused t h e model t o r o t a t e out of t h e p i t c h plane i n t o a s s o r t e d wild g y r a t i o n s . Attempts t o induce a nose-up r o t a t i o n were u n s u c c e s s f u l f o r t h i s c o n f i g u r a t i o n .

L a r g e - d e f l e c t i o n nose-mounted canard s u r f a c e s A p r o v i d e powerful p i t c h c o n t r o l f o r t h e X-29A. s e r i e s of t e s t s were conducted over t h e range of canard d e f l e c t i o n , but t h e r e was no s i g n i f i c a n t change i n t h e behavior of t h e model. The model tumble motion, converted t o f u l l - s c a l e values f o r t h e a i r p l a n e , correspond t o p i t c h r a t e s varying from 20" per second t o over 200" per second ( a v e r a g i n g 120" per second) a t a s i n k r a t e on t h e o r d e r of 250 f e e t per second. Free-to-pitch tests

The complexity of t h e model motions and t h e extremely l i m i t e d run time f o r each free-tumbling

t e s t made a n a l y s i s v e r y d i f f i c u l t . I n an e f f o r t t o s i m p l i f y t h e motion and expand t e s t d u r a t i o n , t h e f r e e - t o - p i t c h t e s t was implemented, e s s e n t i a l l y r e d u c i n g t h e problem t o a s i n g l e d e g r e e of freedom. I n t h i s t e c h n i q u e t h e same d y n a m i c a l l y s c a l e d model was mounted a t i t s c e n t e r of g r a v i t y on b e a r i n g s s o t h a t i t was f r e e t o r o t a t e i n p i t c h o n l y ( f i g u r e 9 ) . An a t t e m p t was made t o minimize t h e f r i c t i o n i n t h e system. As t h e t u n n e l v e l o c i t y was i n c r e a s e d from z e r o , t h e model r o t a t e d t o a t r i m a t t i t u d e , o f t e n o s c i l l a t i n g about t h i s p o s i t i o n . Autorotation n e v e r developed from t h e s e o s c i l l a t i o n s even a t t u n n e l s p e e d s w e l l beyond t h e f r e e - t u m b l i n g s i n k rates. I m p a r t i n g a n i n i t i a l r o t a t i o n t o t h e model i n t h e p r o p e r d i r e c t i o n would produce a n a u t o r o t a t i o n which p e r s i s t e d i n d e f i n i t e l y . This autorotat i o n was o b t a i n e d f o r s p e e d s e q u i v a l e n t t o 150 t o 300 f e e t p e r s e c o n d . The e f f e c t of c o n t r o l s u r f a c e p o s i t i o n on t h i s motion was s t u d i e d by s e t t i n g t h e c o n t r o l s t o t h e maximum p o s i t i v e , n e g a t i v e , and n e u t r a l p o s i t i o n s . The c a n a r d had l i t t l e d i s c e r n i b l e e f f e c t on t h e motion w h i l e t h e wing f l a p s showed o n l y a s m a l l e f f e c t . The s t r a k e f l a p s , on t h e o t h e r hand, d e m o n s t r a t e d a v e r y s t r o n g e f f e c t on t h e motion. With t h e s t r a k e f l a p s d e f l e c t e d 30' down, o n l y nose-down a u t o r o t a t i o n c o u l d be induced. A t t e m p t s t o f o r c e a noseup r o t a t i o n e i t h e r damped o u t o r r e v e r s e d t o t h e nose-down motion. Reversing t h e s t r a k e f l a p s t o 30" up ( t a k e - o f f p o s i t i o n ) p e r m i t t e d a nose up a u t o r o t a t i o n . At t h e n e u t r a l p o s i t i o n , t h e s t r a k e f l a p s e n a b l e d a somewhat weaker a u t o r o t a t i o n i n e i t h e r d i r e c t i o n . Wing f l a p d e f l e c t i o n t e n d e d t o s t r e n g t h e n o r weaken t h e s t r a k e f l a p i n f l u e n c e , b u t c o u l d n o t change t h e predominant s t r a k e f l a p effect. These r e s u l t s s u g g e s t e d t h e p o s s i b l e e f f e c t i v e n e s s of t h e s t r a k e f l a p s a s a tumble c o n t r o l device. T e s t s were conducted i n which a n a u t o r o t a t i o n was e s t a b l i s h e d f o r a f i x e d s t r a k e f l a p setting. The s t r a k e f l a p s were t h e n r e v e r s e d t o t h e f u l l o p p o s i t e s e t t i n g and i t was found t h a t t h e motion damped o u t i n t h r e e t o f o u r tumble c y c l e s . A d d i t i o n of wing f l a p motion i n t h e a p p r o p r i a t e d i r e c t i o n f u r t h e r improved t h e damping and h a l t e d t h e motion i n two t o two and a h a l f tumble c y c l e s . Free-Tumbling and F r e e - t o - P i t c h Conventional Configuration T e s t s of A

f r e e - t o - p i t c h s i t u a t i o n was d e v e l o p e d . For t h i s c a s e , t h e g o v e r n i n g e q u a t i o n of motion i s g i v e n by:

For s i m p l i c i t y , t h e t o t a l pitching-moment coeff i c i e n t is modeled a s c o m p r i s i n g a s t a t i c term and a damping term. It is r e c o g n i z e d t h a t t h i s conv e n t i o n a l aerodynamic model may n o t be e n t i r e l y v a l i d f o r t h e t u m b l i n g c o n d i t i o n . With t h i s model, e q u a t i o n ( 1 ) becomes: I \

Some i n s i g h t i n t o t h k r o l e s p l a y e d by t h e s t a t i c and dynamic t e r m s i s g a i n e d by a n a l y z i n g e q u a t i o n ( 2 ) i n t h e s p a t i a l domain i n s t e a d of t h e time domain. F o l l o w i n g t h e development of Smith (reference l l ) , l e t q = dB t h e n dt

Substituting (3) i n t o (2) yields:

I n t e g r a t i n g e q u a t i o n ( 4 ) from a n i n i t i a l t o a f i n a l p i t c h a t t i t u d e gives:

Pf

As a check on t h e e x p e r i m e n t a l t e c h n i q u e s , f r e e - t u m b l i n g and f r e e - t o - p i t c h t e s t s were cond u c t e d on a d y n a m i c a l l y - s c a l e d model of a c u r r e n t f i g h t e r a i r p l a n e with a conventional a f t - t a i l g e o m e t r y , and a c o n v e n t i o n a l l e v e l of s t a t i c p i t c h s t a b i l i t y . As e x p e c t e d , i t was n o t p o s s i b l e t o i n d u c e a t u m b l i n g motion w i t h e i t h e r t e c h n i q u e f o r t h i s model. Analytical Investigation An i m p o r t a n t o b j e c t i v e of t h e c u r r e n t e f f o r t was t o d e v e l o p a v a l i d m a t h e m a t i c a l model of t u m b l i n g s o t h a t t h e phenomenon c a n u l t i m a t e l y be s t u d i e d i n p i l o t e d s i m u l a t i o n . As a f i r s t s t e p toward t h i s g o a l and t o h e l p e s t a b l i s h u n d e r s t a n d i n g of t h e f u n d a m e n t a l s i n v o l v e d , a n a n a l y t i c a l model of t h e single-degree-of-freedom

where qi and qf a r e t h e p i t c h r a t e s o c c u r r i n g a t Oi and Of r e s p e c t i v e l y . It is c l e a r t h a t e q u a t i o n ( 5 ) i s simply an energy balance f o r a r o t a t i n g r i g i d body where t h e l e f t hand s i d e i s t h e t o t a l change i n k i n e t i c e n e r g y and t h e r i g h t hand s i d e i s t h e e x t e r n a l work done t o t h e body. The f i r s t i n t e g r a l s t a t e s t h a t t h e work done by t h e s t a t i c aerodynamic term is d i r e c t l y p r o p o r t i o n a l t o t h e a r e a contained u n d e r t h e C, v e r s u s 0 ( o r e q u i v a l e n t l y a ) c u r v e . Thus, i f s t a f i c d a t a is . a v a i l a b l e o v e r t h e complete t u m b l i n g c y c l e of 0 t o 360, a d e t e r m i n a t i o n of t h e a r e a under t h e C, v e r s u s a c u r v e w i l l i n d i c a t e t h e p r e f e r r e d d i r e c t i z n of t h e t u m b l i n g mode i f i t e x i s t s . A s i g n i f i c a n t n e g a t i v e v a l u e ( m o s t l y negat i v e C,) i n d i c a t e s a nose-down tumbling tendency w h e r e a s a p o s i t i v e v a l u e s u g g e s t s a nose-up pref erence

For a s t e a d y - s t a t e tumbling c o n d i t i o n , t h e net e n e r g y change o v e r one c y c l e is z e r o , t h u s e q u a t i o n ( 5 ) becomes:

Thus, f o r a s t e a d y - s t a t e a u t o r o t a t i v e motion, t h e work done o v e r a c y c l e by t h e s t a t i c aerodynamics must be o f f s e t by t h e dynamic o r damping c o n t r i b u t i o n . E q u a t i o n ( 6 ) c a n be used t o o b t a i n a rough e s t i m a t e of t h e a v e r a g e a u t o r o t a t i n g p i t c h r a t e by assuming t h a t q i s i n v a r i a n t w i t h 0 :

The above e x p r e s s i o n s t a t e s t h a t f o r a s t e a d y s t a t e s i n g l e degree-of-freedom tumbling c o n d i t i o n , t h e average p i t c h r a t e i s p r o p o r t i o n a l t o t h e r a t i o of t h e a r e a s contained under t h e s t a t i c pitching-moment curve and under t h e pitch-damping curve. To o b t a i n t h e s t a t i c and damping d a t a through '180' angle-of-attack range r e q u i r e d i n t h e mathem a t i c a l model, t e s t s were conducted i n Langley's S p i n Tunnel and 30-by 60-Foot Wind Tunnel. A 1 / 8 - s c a l e X-29A model used f o r rotary-balance t e s t i n g ( f i g u r e 10) was t e s t e d i n t h e s p i n t u n n e l t o o b t a i n t h e necessary s t a t i c d a t a because t h e model mounting system was most amenable t o t h e requirements. The 0 t o 90" and -90" angle-ofa t t a c k d a t a were obtained with t h e s t i n g e n t e r i n g t h e t o p and bottom of t h e f u s e l a g e , r e s p e c t i v e l y , a s i s c o n v e n t i o n a l l y done d u r i n g r o t a r y t e s t s . B y e s s e n t i a l l y r e v e r s i n g t h e model on t h e s t i n g a t each p o s i t i o n , t h e 90" t o 180" and -90" t o -180 q u a d r a n t s were o b t a i n e d . F o r c e d - o s c i l l a t i o n t e s t s were conducted on a 0.16-scale model i n t h e 30-by 60-foot wind t u n n e l t o determine C, through t h e f180 angle-of-attack range. Data w8re measured a t an o s c i l l a t i o n amplitude of '5" a t a reduced frequency of 0.25. F i g u r e 11 shows t h e s t a t i c pitching-moment d a t a measured f o r n e u t r a l , f u l l nose-up, and f u l l nose-down s t r a k e f l a p d e f l e c t i o n s with 6, = 0 and The d a t a between '45" a n g l e of a t t a c k 6f n e u t r a l . e x h i b i t the highly unstable c h a r a c t e r i s t i c s inherent to t h i s configuration. I n t h e '45" t o '140" r a n g e s , t h e d a t a show very s t a b l e charact e r i s t i c s such t h a t very l a r g e v a l u e s of p i t c h i n g moment a r e g e n e r a t e d i n t h e '140" angle-of-attack regions. Beyond '140, t h e c h a r a c t e r i s t i c s a g a i n break h i g h l y u n s t a b l e . Comparing t h e t h r e e s e t s of d a t a i n d i c a t e t h a t t h e s t r a k e f l a p is most e f f e c t i v e i n t h e -10" t o 75" and '130" t o '160" regions. P l o t t e d i n f i g u r e 12 a r e t h e damping i n p i t c h parameter (C, + C,$ o b t a i n e d i n t h e forced t seen t h a t t h e damping i s oscillation tests. q ~i s s t a b l e ( n e g a t i v e ) through most of t h e angle-ofa t t a c k range except i n f a i r l y narrow r e g i o n s cenIn contrast to t e r e d about a = 130" and a =-120". t h e s t a t i c d a t a , it was found t h a t s t r a k e f l a p s e t t i n g has only very minor e f f e c t s on p i t c h damping. Returning t o t h e s t a t i c pitching-moment d a t a of f i g u r e 11 and t a k i n g t h e 6s = 30" d a t a and comp u t i n g t h e a r e a contained under t h e C, curve f o r 180" g i v e s a v a l u e of - .90 r a d . As -180" ( a discussed e a r l i e r , t h i s r e s u l t suggests that t h i s c o n f i g u r a t i o n would tend t o tumble i n t h e nosedown d i r e c t i o n and would not tumble nose-up which i s i n agreement with t h e free-tumbling and f r e e to-pitch results. Further qualitative correlation w i t h t h e experimental r e s u l t s can be o b t a i n e d by "walking through" one c y c l e of t h e tumbling a s

would be p r e d i c t e d by t h e s t a t i c d a t a , i g n o r i n g damping e f f e c t s . S t a r t i n g a t a = 180, represent a t i v e of t h e nose-high launch technique used i n t h e free-tumbling t e s t s , t h e s t a t i c pitching-moment d a t a would cause t h e model t o a c c e l e r a t e r a p i d l y i n t h e nose-down d i r e c t i o n due t o t h e h i g h l y u n s t a b l e Cm d r i v i n g t h e model i n t o t h e angle-of-attack y the r e i i o n of very l a r g e n e g a t i v e v a l u e s of C,. B time I & becomes p o s i t i v e below a = 70, t h e model h a s b u i l t up s u f f i c i e n t k i n e t i c energy t o d r i v e i t over t h e p o s i t i v e C, "hump" between 70' and 10". From a = l o 0 t o -80, t h e model a g a i n a c c e l e r a t e s i n p i t c h due t o t h e n e g a t i v e v a l u e s of C,. Below a = -70, t h e nose-down r a t e begins t o slow down s i g n i f i c a n t l y because of t h e very l a r g e p o s i t i v e C, "hump" c e n t e r e d around -140'. A t a = -175', the p i t c h r a t e has d e c e l e r a t e d t o i t s slowest point a s Cm c r o s s e s t h e zero value and the model once g a i n begins t o a c c e l e r a t e i n t h e nose down d i r e c t i o n a t t h e s t a r t of t h e next c y c l e . These q u a l i t a t i v e motion p r e d i c t i o n s based on t h e measured s t a t i c d a t a agree very w e l l with t h e experimental r e s u l t s from t h e free-tumbling and f r e e - t o - p i t c h t e s t s described e a r l i e r .

A more e x a c t e v a l u a t i o n of t h e a n a l y t i c a l l y p r e d i c t e d motions was o b t a i n e d by i n p u t t i n g t h e wind-tunnel d a t a i n t o e q u a t i o n ( 2 ) and numerically i n t e g r a t i n g t o o b t a i n a time h i s t o r y of the motions. The r e s u l t s o b t a i n e d f o r t h e c a s e d e s c r i b e d above a r e shown i n f i g u r e 13. The calcul a t i o n s were done f o r a f u l l - s c a l e a i r p l a n e a t V = 200 f t / s e c . The computations were s t a r t e d with z e r o p i t c h r a t e and a = 180" with c o n t r o l s f i x e d a t 6, = 0 and 6s = 30". The time h i s t o r i e s show a nose down tumbling motion r a p i d l y developing such t h a t s t e a d y - s t a t e c o n d i t i o n s a r e achieved a f t e r about 5 c y c l e s . The average p i t c h r a t e i s about -13O0/sec with t h e minimum r a t e of -95"/sec o c c u r r i n g a t a = -180' a s was observed i n t h e tunn e l experiments. Also shown a r e c a l c u l a t e d values of normal and a x i a l a c c e l e r a t i o n s a t t h e p i l o t s t a t i o n . The r e s u l t s i n d i c a t e t h a t during tumbling, t h e p i l o t w i l l be s u b j e c t e d t o a very s e v e r e g environment which may be i n c a p a c i t a t i n g a s w i l l be discussed i n a l a t e r section.
Q u a n t i t a t i v e comparison of t h e computed and e x p e r i m e n t a l tumbling motions over one c y c l e f o r t h e c a s e d i s c u s s e d above i s shown i n f i g u r e 14. The experimental d a t a were obtained by frame-byframe reading of movies taken of t h e model d u r i n g t h e f r e e - t o - p i t c h t e s t s and then s c a l i n g t h e time up t o f u l l s c a l e . The r e s u l t s show remarkably good agreement between t h e two s e t s of d a t a thus prov i d i n g some confidence i n t h e v a l i d i t y of the mathematical model used i n t h e c a l c u l a t i o n s . I n l i g h t of t h e s e encouraging r e s u l t s , t h e anal y t i c a l model was f u r t h e r e x e r c i s e d t o s e e i f i t could p r e d i c t t h e e f f e c t of s t r a k e f l a p s e t t i n g observed i n t h e experiments. Figure 15 shows computed time h i s t o r i e s i n i t i a t e d i n a s t e a d y - s t a t e tumble with 6, = 0 , 6s = 30" a s d e s c r i b e d above. A f t e r two complete c y c l e s , t h e s t r a k e f l a p s were i n s t a n t a n e o u s l y moved t o t h e f u l l nose-up p o s i t i o n (6, = -30"). The d a t a show t h a t t h e p i t c h r a t e immed i a t e l y began t o d e c r e a s e and t h e c o n f i g u r a t i o n ceased t o tumble a f t e r completing two more c y c l e s . The r e s u l t s a r e i n good q u a l i t a t i v e agreement with the free-to-pitch r e s u l t s discussed e a r l i e r .

Susceptibility to Tumbling Based on the preliminary experimental and analytical results obtained to date, it appears that the subject configuration may be susceptible to tumbling with the controls fixed. However, for a highly augmented airplane such as the X-29A, the controls are not likely to remain fixed throughout a large amplitude maneuver such as tumbling. Thus at this point in time, it is unknown whether it will be possible for the fully augmented airplane to enter a tumbling condition. Of greater concern, perhaps, are the off-nominal situations involving serious failures in the airplane control system which can lead to conditions which may facilitate entry into a tumble. A further evaluation of tumble susceptibility of the X-29A is planned for the upcoming radiocontrolled drop-model program. In these tests a 0.22-scale dynamic model will be dropped from a helicopter and flown remotely from the ground. The control laws designed for the full-scale airplane will be implemented so that the effect of these laws on tumbling susceptibility can be directly evaluated. This program is expected to get underway in 1985. The eventual goal of the analytical study is to provide an aerodynamic and mathematical model which will permit piloted simulation of the transition from normal flight to the tumbling conditions. Susceptibility is the key issue for a given configuration and will drive the form of control laws used to provide desired levels of tumble resistance. Based on the limited results obtained to date, it appears that control laws that limit the pitch agility of the airplane will inherently enhance resistance to tumbling. Hard limiters on angle of attack and control laws that limit the attainable pitch rate to "controllable" values would fall into this category. Unfortunately, careful trade-offs versus the desire for high pitch rate capability for nosepointing agility must be made in designing such systems. Research is currently underway at Langley to develop control laws for highly relaxed stability fighters which combine the desired features of maximum agility and good resistance to pitch departures. Flight Test Considerations Although deliberate tumble flight testing is highly unlikely, preparation for the "worst case" as in high alphalspin flight testing, will no doubt be required. Phvsioloeical Considerations Based on the observed model motions, accelerations on the pilot during tumbling would be violent and could reach levels in excess of 6 g's longitud na 1 and 4 g's vertically. Centrifuge b9Y5316 indicate pilot incapacitation studies1 and physical injury at these levels. The -Gx ("eyeballs out") and -Gz ("eyeballs up") accelerations are the least documented because they are the most damaging to living subjects. Unfortunately, these accelerations would be present during the tumbling motion. The studies have shown that under such g fields, normal pilot

restraint systems are inadequate, mental and visual functions are impaired, physical manipulation of controls is questionable, and the pilot may suffer from severe pain in the extremities, throbbing headache, petechial hemorrhages, edematous eyelids, and congested and hemorrhagic conjunctivae. Pilot Escape Considerations The cited centrifuge studies have demonstrated that pilot egress will be severely compromised by these unusual g environment. The generally inadequate restraint systems permit body positions likely to cause injury during ejection. The use of helmet restraints is shown to be both necessary and very dangerous. Above -3Gx pilots are generally unable to reach face-curtain ejection handles. Aside from pilot incapacitation, the ability of an escape system to function properly under tumbling conditions must be determined. Emergency Recovery For flight testing at extreme angles of attack, the test vehicle is usually provided with an emergency spin recovery parachute. Emergency tumble recovery has not yet been addressed in these studies, however, the typical spin chute (figure 16) would have a high probability of tangling with the aircraft if deployed during a tumble. Wing-tip parachutes (figure 17), simultaneously deployed in pairs, were effective in early tumble tests2, but their effectiveness has not been established for the X-29A. The rigid towline system (figure 18) discussed in reference 17 might be implemented to provide both spin and tumble recovery. Instrumentation Tumbling presents some interesting problems for flight-test data acquisition, including angle-ofattack measurement through 360' of rotation and air data measurement during the "backwards" portions of the trajectory. Linear accelerations at the pilot's station will be of great importance and angular acceleration measurements would be very useful. A greatly expanded maximum range for pitch rate measurement is mandatory. Concluding Remarks The continuing drive for increased agility and maneuverability in high performance aircraft has produced design trends which include relaxed static stability and the elimination of aft-mounted horizontal tails. These design trends have reestablished the tumbling phenomenon as a concern for flight mechanics. Recent model tests on the X-29A configuration have demonstrated the existence of tumbling for such designs, and have prompted experimental and analytical investigations of tumbling. The results of the continuing research will be used to provide aerodynamic and flight control guidelines to designers of future high performance configurations

References 1. Chambers, J. R. and Grafton, S. B.: "Aerodynamic Characteristics of Airplanes at High Angles of Attack"; NASA TM 74097, December 1977.

2.

Stone, R. W., Jr. and Bryant, R. L. : "Summary of Results of Tumbling Investigations Made in the Langley 20-Foot Free-Spinning Tunnel on 14 Dynamic Models"; NACA RM L8J28, December 1948. 17. Klinar, W. J.: "Free-Spinning and Tumbling Tests of a 1116-Scale Model of the McDonnell XP-85 Airplane"; NACA RM No. L7C10, March 1947. Stone, R. W., Jr. and Daughtridge, L. T., Jr.: "Free-Spinning, Longitudinal-Trim, and Tumbling Tests of 1117-Scale Models of Cornelius XFG-1 Glider"; NACA MR No. L5K21, 1945. Kamm, R. W. and Snyder, T. L.: "Spin and Tumbling Tests of a 1116-Scale Model of the Avion XP-79 Airplane in the Langley Spin Tunnel"; NACA MR No. L5E23, June 1945. Bryant, R. L.: "Longitudinal Trim and Tumble Characteristics of a 0.57 Scale Model of the Chance Vought XF7U-1 Airplane"; NACA RM No. SL8F14, July 1948. Gale, L. J.; Jones, I. P.; and Wilson, J. H.: "An Investigation of the Spin, Recovery, and Tumbling Characteristics of a 1120-Scale Model of the Northrop X-4 Airplane". NACA RM L9K28, January 1950. Bowman, J. S., Jr.: "Concluding Report of Free-Spinning Tumbling, and Recovery Characteristics of a 1118-Scale Model of the Ryan X-13 Airplane"; NACA RM SL 57Dl1, May 1957. Libbey, C. E. and Johnson, J. L., Jr.: "Stalling and Tumbling of a Radio-Controlled Parawing Airplane Model"; NASA TN D-2291; July 1964.

C o n v e n t i o n a l and Special K e s t r a i r i t G e a r " ;

Chance Vought Aircraft Report No. 1081b; February 1957. Whipple, Raymond D.: "Current Perspectives on Emergency Spin Recovery Systems". Proceedings of the Society of Flight Test Engineers 13th Annual Symposium, September

3.

4.

18.

Lee, H. A.: "Free-Spinning and Tumbling Characteristics of a 1/20-Scale Model of the Douglas XF4D-1 Airplane as Determined in the Langley 20-Foot Free-Spinning Tunnel"; NACA D. E. 346, December 1950.

5.

19. Bryant, R. L.: "Preliminary Empirical Design Requirements for the Prevention of Tumbling of Airplanes Having No Horizontal Tails"; NACA RM L50H23, October 1950. 20. Murri, Daniel G.; Nguyen, Luat T.; and Grafton, Sue B.: "Wind Tunnel Free-Flight Investigation of a Model of a Forward-Swept Wing Fighter Configuration". NASA TP-2230, February 1984.

6.

7.

8.

\ FLAPERON
NOSE STRAKE

9.

FULL SCALE VALUES

,,PUS
STRAKE

27.2 ft

10. Wolowicz, C. M., Bowman, J. S., Jr., and Gilbert, W. P.: "Similitude Requirements and Scaling Relationships as Applied to Model Testing"; NASA Technical Paper 1435, August 1979. 11. Smith, A. M. 0.: "On the Motion of a Tumbling Body"; Douglas Aircraft Co., Inc. December 1951. 12. Neihouse, A. I.; Klinar, W. J.; and Scher, S. M.: "Status of Spin Research for Recent Airplane Designs"; NASA TR R-57 1960. (Supercedes NACA RM L97F12.) Fraser, T. M.; "Human Response to Sustained Acceleration"; NASA SP-103, 1966. Van Patten, R. E.; Frazier, J. W.; Luciani, R. J.; Rogers, D. B.; Roark, M.; and Abrams, R.: "Observations on Human Exposures to Combined - Gx/+ Gz Acceleration Fields"; AFAMRL-TR-81-17, July 1981. Snyder, R. Z.: "A3J-1 Spin Simulation Program on the Navy Human Centrifuge"; NADC-MA-6104, March 1961. Miller, C. 0.: "Evaluation of Transverse Acceleration (Rear to Front) Utilizing Figure 2.Photograph of the 1125-scale model of the X-29A. Figure 1.Three-view drawing of the X-29A configuration.

13.

14.

15.

16.

Figure 3.-

Three-view d r a w i n g of t h e XP-55.

F i g u r e 5.-

Three-view d r a w i n g o f t h e Cornelius Glider.

F i g u r e 4.-

Three-view d r a w i n g of t h e XF-85.

F i g u r e 6.-

T h r e e view d r a w i n g s of f l y i n g wings.

(b)

N-9M

Figure 7.-

Three-view drawing of the XF5U-1.

(c)

XB-35

Figure 6 . -

Concluded.

Figure 8.-

Three-view drawing of the XF7U-1.

Figure 12.- Damping in pitch parameter (C, + &$ variation with angle of attjck.

Figure 9.-

X-29A model mounted on free-to-pitch rig.

9 deg / sec
1

Cm, tot
--

Figure 10.- 1/8-Scale model of X-29A on rotary balance.

12 16 20 24 28 32 TIME, sec

4
2.0

L-

12 16 20 24 28 32 TIME, sec

Figure 11.- Pitching moment variation with angle of attack, effect of strake flap setting.

Figure 13.- Time history of a computed tumbling mot ion.

SIMULATION WIND-TUNNEL

Figure 16.- Conventional anti-spin parachute system.

.5

1.0 1.5 2.0 2.5 3.0 T I M E , sec

Figure 14.- Comparison of computed and experimental data.

Figure 17.- Wing-tip mounted anti-spin parachute system.

10 20 30 40 50 60 70 80 TIME, sec
Figure 18.- Rigid-towline anti-spin parachute system.

Figure 15.- Time history of a c o m ~ u t e d recoverv from tumbling.