The effects of configuration changes on spin and recovery characteristics of a low-wing general aviation research airplane

Stough, H. Paul; Patton, James M.

doi:10.2514/6.1979-1786

Cited by 17 publications

(13 citation statements)

References 3 publications

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“…On the model, the strakes were found to be effective in slowing down the spin rate and also in eliminating the flat spin mode of the basic model. However, the same strakes tested on the corresponding full-scale airplane 5 were not effective in preventing the development of the flat spin mode. The flight test aircraft, however, differed from the spin-tunnel model in that the forReceived Dec. 4,1986; presented as Paper 87-0349 at the AIAA 25th A^ospace Sciences Meeting, Reno, NV, Jan. 12-15, 1987; revision revived Nov. 13, 1987.…”

Section: Introductionmentioning

confidence: 62%

“…However, for the full-scale aircraft fitted with a full-span drooped leading edge, these devices were found to be ineffective in eliminating the flat spin mode. 5 The strake lengths and heights tested in the present study are much greater than those employed in spin-tunnel and full-scale flight tests. Further, it has been found that, for fuselage model A, strakes themselves produce significant side force and damping effects when at optimum location.…”

Section: Discussionmentioning

confidence: 97%

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Control of autorotational characteristics of light-airplane fuselages

Pamadi

Jambunathan

Rahman

1988

Journal of Aircraft

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Single-degree-of-freedom, free-to-roll, autorotational tests in a low-speed wind tunnel are conducted to explore the effects of windward strakes on the autorotational characteristics of typical light-airplane fuselage models. The results indicate that the autorotational speeds are very sensitive to strake height and location. With this technique, it is demonstrated that a large degree of control can be obtained over the autorotational behavior of such light-airplane Nomenclature 6 0 = width of the model C y = sectional side-force coefficient, = side h -strake height = length of the model r = distance measured along the bottom surface from vertical side to strake location R = corner radius V = freestream velocity a = angle of attack Aco 0 = increase/decrease of autorotational speed for strake configuration over the basic model n = r/b 0 £ =h/b 0 p = density of air (p = two-dimensional crossflow angle Q = angular velocity of the model about the wind axis co 0 = autorotational speed = Q//2F

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Section: Introductionmentioning

confidence: 62%

Section: Discussionmentioning

confidence: 97%

Control of autorotational characteristics of light-airplane fuselages

Pamadi

Jambunathan

Rahman

1988

Journal of Aircraft

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“…For the past 50 years, airworthiness standards have required aircraft to comply with certain stall/spin resistance or recovery criteria, and major research efforts have been devoted to understanding and improving aircraft spin resistance and recovery from fully developed spins. [5][6][7][8][9][10][11] Combined with pilot stall/spin awareness training, this work has helped reduce the accident rates due to stall/spin significantly. 12 However, stall-related accidents remain a major cause or co-factor for accidents, 13 calling for renewed and innovative efforts.…”

Section: B Background and Previous Workmentioning

confidence: 99%

“…23) was used to demonstrate the effectiveness of the detection schemes here presented. A DRD spin detection scheme was designed using stability derivatives published by Zilliac (Ref.24), and applied to an example spin trajectory.…”

Section: Spin Detection On a General Aviation Aircraftmentioning

confidence: 99%

Approaches to Automatic Stall/Spin Detection Based on Small-Scale UAV Flight Testing

Bunge

Savino

Kroo

2015

AIAA Atmospheric Flight Mechanics Conference

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This paper describes concepts for automatic stall/spin detection using in-flight measurements of air data and inertial parameters. Several approaches are investigated, requiring simple computations from sensed quantities, easily implementable on modern flight systems. The performance of alternative schemes are tested and compared on subscale spin flight data obtained from two different unmanned testbeds, as well as on previouslypublished spin flight data from a full-scale general aviation aircraft. The algorithms reliably detect spins early in their development, within a fraction of the first turn. This early detection could be used to trigger a pilot alarm or engage an automatic spin recovery controller, with potential to significantly reduce altitude loss, and the risk of ground collision. More testing on subscale and full-scale flight data will be done to further evaluate the performance of the detection schemes.

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“…An alternative is flight testing, which can be particularly useful to analyze the characteristics of spin entry and recovery. For instance, Stough et al [8] report some results obtained from flight tests on a low-wing general-aviation research airplane performed by changing tail configuration, mass distribution, position of center of gravity, and control inputs. However, due to the limited ability of the disoriented pilot to apply the proper spin recovery procedures (as a consequence of the high angular rates), the use of suitable automatic spin recovery schemes in flight tests is mandatory.…”

mentioning

confidence: 99%

Post-Stall Motions Evolving Toward Chaos

Zuccher

Ponte

2007

Journal of Aircraft

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The spin of an airplane occurs for angles of attack beyond stall, where nonlinear aerodynamics dominates and where complex and unpredictable behaviors might induce to question whether or not such a motion is chaotic. To find an answer to this issue, wind-tunnel tests are carried out on a model of a fighter attached by its center of gravity through an universal joint that allows only the three rotations. These degrees of freedom are analyzed according to modern techniques for the study of "supposedly chaotic data." It is found that, for increasing Reynolds number, successive bifurcations take place with a consequent more complex structure of the attractor, which reveals some features typical of quasi-periodic systems evolving toward chaos. The model is tested also in other configurations (different nose and/or leading-edge extensions, presence or absence of tail planes) so as to verify the dependence of the motion on some details. It is found that unpredictability and strong dependence on the initial conditions characterize the basic configuration, whereas a blunt nose and leading-edge extensions make the motion extremely regular. Even though the system might be on its route to chaos, a fully developed chaotic behavior is not observed.

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The effects of configuration changes on spin and recovery characteristics of a low-wing general aviation research airplane

Cited by 17 publications

References 3 publications

Control of autorotational characteristics of light-airplane fuselages

Control of autorotational characteristics of light-airplane fuselages

Approaches to Automatic Stall/Spin Detection Based on Small-Scale UAV Flight Testing

Post-Stall Motions Evolving Toward Chaos

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