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Trailing Edge
Control
0.45c
14.4 in.
Upper
Spoiler
32 in.
0.30c
9.6 in.
0.15c
2.4 in.
0.25c
4 in.
c = 16 in.
Fore-Aft Stiffening
Central Beam
Pitch and
Plunge
Rod System
"Chevron"
Mounting Bracket
2
American Institute of Aeronautics and Astronautics
Kh
h
K
m2, I2
m1 , I1
e1
eh
e2
3
American Institute of Aeronautics and Astronautics
( x, y, t ) = T + (t ) +
h(t ) l( x )(t ) wg ( x, y, t )
+
(1)
U0
U0
U0
dt qi qi qi
(2)
(3)
1
1
1
Kh h 2 + K 2 + K ( c )2
2
2
2
(4)
(5)
s h
sh
sh
I
s
sh h Kh
s + 0
I 0
0
K
0
h
K
0
0
Qh
m
0
= 0 c + sh cos g cos T + Q
Q
s cos
K
(6)
sh m1e1 + m2 e2
sh m2 e
(7)
s I2 + m2 e2 e
4
American Institute of Aeronautics and Astronautics
= c
m
s
h
sh h Kh
+
I 0
(8)
0 h
K
sh m
Qh
=
g cos T +
+
Q
sh
s
(9)
b +c
0 c 2 p( x, y, t ) z( x, y, t ) dxdy
0,
x < xf
+
( x x f ) , x > x f
W
qi
(10)
sh
sh 2 h h
I 0
0
2
(12)
(13)
W
h
Qh =
b +c 2
= 0
Q =
c 2
p( x, y, t ) dxdy L
b +c2
p( x, y, t )( x x p ) dxdy M p
c
= 0
W
Q =
(14)
b +c 2
p( x, y, t )( x x f ) dxdy H
f
= 0 x
z
p(x,t)
(11)
c
2
c
2
xp
xf
5
American Institute of Aeronautics and Astronautics
(15)
c
CL + CLq + CL
2U0
= qSc CM0 + CM + CM
+
lCL
CL
w g
w
cCM g
C
qS 2U0 L
U0 c C
2U0 M
= Q0 e + QT T + Mg g cos T
+ B + B + B + Ew
2
M p = qScCM
(
(
CL + CLq
h
2U0
(17)
c
c lCM
CM + CMq
2U0
CL
0 CL h qSc CL
+
+ qS
cC + qS
0 CM 2U0 M
cCM
C
qS L
+
U0 cC
M
( Ms Ma )q + ( Ds Da )q + ( Ks Ka )q
L = qSCL
CL
CL0
Qh e
e = qS cC + qS cC
T
Q
M
M0
qSc CL lCL h
+
2U0 cCM c lCM
(16)
c
CM + CMq + CM
2U0
(18)
(Q0e + QTT
+ Mg g cos T + B0 0
6
American Institute of Aeronautics and Astronautics
(19)
(20)
= 0 +
(21)
0
I
q
( Ms Ma )1 B2 ( Ms Ma )1 B1
+
+
0
0
(22)
( Ms Ma )1 B0 ( Ms Ma )1 E
+
w
+
0
0
q
=
q
mass (plunge
generalized mass)
6.08
slug
pitch inertia
(pitch generalized mass)
2.80
slug-ft2
Kh
plunge stiffness
2686
lb/ft
pitch stiffness
3000
ft-lb
rad/sec
32.72
rad/sec
0.0014
sh
0.0010
0.0142
slug-ft
sh
TE
s
TE
sh
US
US
plunge - TE coupling
0.00288 slug-ft
pitch - TE coupling
0.00157 slug-ft2
plunge - US coupling
0.00039 slug-ft
pitch - US coupling
9.8e-05 slug-ft2
7
American Institute of Aeronautics and Astronautics
CM
moment curve slope 1.490
per rad
angle-of-attack rate
CL
plunge damping due to 2.5625 per rad
q
pitch rate
CM pitch damping due to -2.6505 per rad
angle-of-attack rate
CM q
pitch damping due to -0.4035 per rad
pitch rate
TE
lift
effectiveness
0.63
per rad
CL
TE
CL
TE
CM
TE
CM
TE
CL
US
TE rate lift
effectiveness
TE moment
effectiveness
TE rate moment
effectiveness
US lift effectiveness
per rad
-0.0246
per rad
per rad
0.22
per rad
CL
US rate lift
0
effectiveness
CM
US moment
0.0573
US
effectiveness
CM
US rate moment
0
US
effectiveness
distance between shear -0.175
l
center and aerodynamic
center
S
planform area
3.55
US
mean aerodynamic
chord
1.33
per rad
per rad
per rad
%c
ft2
ft
8
American Institute of Aeronautics and Astronautics
(s)
k 2
=
c ( s) s 2 + 2s + 2
(23)
TE
TE
kUS
TE damping ratio
TE frequency
US actuator gain
0.56
165.3
1.16
rad/sec
deg/deg
kLS
US damping ratio
US frequency
LS actuator gain
0.85
164.0
1.09
rad/sec
deg/deg
LS damping ratio
LS frequency
0.76
168.4
rad/sec
US
US
LS
LS
Turbulence Model
A model of the turbulence environment within the
TDT was developed using power spectrum data from
reference 12. The model structure is that of a Dryden
spectrum with the parameters adjusted to approximate
the desired power spectral density. Equation (24)
shows the form of the turbulence model and Table 4
presents a range of values for the turbulence model
parameters.
wg ( s)
g ( s )
2
s +
(24)
2 4
4 2
s
s
+
+
2Lt
2Lt
where = p
and = p
.
V
V
Note that the parameter values are based on data
collected in an air medium, not the medium in which
the BACT was tested (i.e., R-12) and so the reference
Table 4 - TDT Turbulence Model Parameters
Reference Speed (fps)
Symbol 100 200 300 400
Lt
z( x ) =
h + d
(25)
dLEO
dTEI
dTEO
-0.599
0.433
0.420
9
American Institute of Aeronautics and Astronautics
.65
.65
112
115
T
(deg)
1.6
1.6
.70
.70
126
126
1.6
1.6
0
10
0
0
(TE)
2.4
2.0
0.4
2.28
2.20
0.08
-5.00
10.0
.77
.77
120
120
1.4
4.5
0
0
0
0
(T)
2.0
6.0
-4.0
1.95
6.27
-4.32
-2.50
4.50
Mach
Number
Dynamic
Pressure (psf)
TE
(deg)
0
0
US
(deg)
0
-10
(US )
exp
(deg)
2.1
2.0
0.1
model
(deg)
2.17
2.05
0.12
10
American Institute of Aeronautics and Astronautics
(%)
3.33
2.50
Magnitude (g/deg)
0.2
0.1
0
0
10
12
10
12
Phase (deg)
200
100
0
-100
-200
Frequency (Hz)
Figure 6 - Frequency response comparison for trailingedge inboard accelerometer due to trailing edge control:
q = 125 psf.
(solid - exp, dash - model, dot - ISAC)
0.6
Magnitude (g/deg)
0.3
0.4
0.2
0
10
12
10
12
200
Phase (deg)
100
0
-100
-200
Frequency (Hz)
Figure 7 - Frequency response comparison for trailingedge inboard accelerometer due to upper spoiler control:
q = 125 psf.
(solid - exp, dash - model)
Table 7 - Comparison of RMS Trailing-Edge
Acceleration
RMS Trailing Edge
Acceleration (g)
qnorm (psf) Experiment
Model
% Error
0.75*qf
0.90*qf
0.0207
0.0188
-9.2
0.0340
0.0350
2.9
11
American Institute of Aeronautics and Astronautics
References
Durham, M.H.; Keller, D.F.; Bennett, R.M.;
and Wieseman, C.D.: A Status Report on a
12
American Institute of Aeronautics and Astronautics