Report on Influence of bow rudders on the flight path and bending moments of an airship model in free flight through a gust, Item 8, Contract NOS 78742 USN

              THE DANIEL GUGGENHEIM AIRSHIP INSTITUTE
AKRON - OHIO
REPORT ON INFLUENCE OF BOW RUDDERS ON THE FLIGHT PATH AND BENDING
MOMENTS OF AN AIRSHIP MODEL IN FREE FLIGHT THROUGH A GUST
(Gust Transition Zone Width equal to one-half Hull Lengths)
Report on Item 8 1 Contract Nose 78742, U.S~N~
by
Ernest Gi Chilton
November, 1944.
Page
,
.J.
3
6
8
TABLE OF CONTENTS
:~ntroduction
Appara·~us
Test Procedure
Results
Discussion
Co:.1clusions
Bibliography
Table I
Figures 1 to 13
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AKRON - OHIO
I
THE DANIEL GUGGENHEIM AIRSHIP INSTITUTE
AKRON - OHIO
REPORT ON INFLUENCE OF BOW RUDDERS ON THE FLIGHT PATH AND BENDING
MOMENTS OF AN AIRSHIP MODEL IN FREE FLIGHT THROUGH A GUST
(Gust Transition Zone equal to one-half Hull Lengths Wide)
Report on Item 8, Contract Nos. 78742 - u.s.N.
Introduction
This report is to indicate the effect of automatically controlled
bow rudder~ on the flight path and bending moments of an airship model
in free flight through a gust. Tests were made with Type 2 tail surfaces
(see ref. 3), and bow rudders of form and size indicated in ref. le
Four different tail rudder settings were used and results are given
for bow rudders free floating during the entire run, as well as control-led,
in a fashion indicated below.
Some changes in the design of the apparatus from that given in
ref~ 1 were necessary.
Apparatus
a) Water Gust Channel
In order to produce conditions similar to those of the tests under
previous items of this contract, the apparatus used to produce the gust
was made identical to that described in ref. 2. The gust profile produced
is shovm. in Fig. 1.
b) Control Surfaces
The tail rudders used are those of Type 2 1 and are described i~
ref. 3. They are of relatively large aspect ratio (.702), and the ratio
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of rudder area to total area is also large (,391).
The bow rudders used in this test are described in ref, 1, Their
area is approximately 2 sq,in, each, and they are so mounted, that they
were locked with respect to e~ch other, but free floating with respect
to the model when not controlled, The control, if applied, turned the
rudders through an angle ~f about 35° into the gust from whatever position
the rudders happened to be at the moment that the control was applied.
They were then locked in this new position for the remainder of the run,
c) Bow Rudder Control
In the course of the tests it became necessary to change and
simplify the controls from those shown in ref, 1. During .the construction
of the apparatus it had been hoped that the forces and deflections pro-duced
by the bending moments at the nose section of the model were amply
large to satisfactorily operate the device outlined in that reference.
However, prolonged tests showed that this was not so,
It was found that the small magnetic forces between the mercury
switches and the operating magnets were not only not negligible, but
varied, depending on whether the switches were "on" or "off". This
variation was sufficient to make an accurate adjustment extremely delicate.
Furthermore, in handling the model before and after the tests, moments
of such large magnitude - relative to the moments during tests - were
produced that invariably the original sensitive setting was jarred out
of position by a sufficiently large amount to make accurate tests im-possible.
It was therefore decided to alter the bow rudder control in such a
way that definite actuation would occur at the point of maximum rate of
increase of the bending moment at the front section. This point was
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t!~·termined by the uncontrolled tests.
The control actually used, therefore, was not fully automatic, as
might be desirable in an airship of full scale where size restrictions
are not as critical as in the model. In!tead, the model used a control
receiving its primary actuation from a reset mechanism which started to
act upon the bow rudders at a point of stress development in the hull
previously determined in separate runs.
Test Procedure
After making runs with free floating and uncontrolled bow rudders,
and determining the position of maximum increase in the bending moments,
a series of tests was made in which a control action was applied to the
bow rudders at predetermined points of dC~dt indicated by the uncon­trolled
tests, In view of the fa.ct that no indication is as yet available
regarding the values of dCn/dt that should be considered critical, the
point of maximum d~n/dt wa.s chosen in each case as that point at which
the mechanism of rudder control was actuated.
The detailed procedure of the tests, consisting of taking moving
pictures of the position of the model and measuring bending moments at
two hull sections, was essentially the same as that reported for earlier
items of this contract, with the exception th.at the construction did not
permit bending moment measurements at the center sectiomof the model
during the present tests,
Results
The tests were run at a model velocity of about 16 in./sec., and
at -10°, 0°, +10°, and +20° fixed tail rudder. These runs were made both
\
4.
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with free floating bow rudders, and with rudders controlled in the way
described above.
Results of the hull bending moment measurements are given in Figs •.
2 to 5, inclusive. In these figures the bending moment coefficients for
the two hull cross sections are shown as a function of the position of
the nose of the model in the gust. The coefficients are defined as followss
Cm•
Cm' =
Cm' 1 t =
· M
q.Vol
M·
q. Vol'h • .e
. . M
~.v.vg.Vol
M
q = impact pressure, lbs./sq.in.
~ = density of water (.0000936 lb.-sec•/in4)
V = initial model velocity, in./sec.
and
where
Vg =velocity in fully developed gust (taken as 4.6 in./sec.)
Vol= volume of model (3790 cu.in.)
. .( = len'gth of model (62.25 in.)
M = hull bending moment due to the gust, lb.in.
The maximum bending moments for all test conditions are summarized in
Table I.
Results of flight path measurements are given in Figs. 6 to 9,
inclusive. In these curves the crosswise displacement, velocity, and
acceleration of the center of buoyancy of the model are shown as a
function of the position of the nose of the model in the gust (s/..().
1
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The angle in space (measured from the initial direci;ion of motion), the
angular velocity, and the angular acceleration of the model are also shown
as functions of s/~ • For comparison, the gust velocity distribution is
-
also shown where space permitted.
From the motion curves the effective angle of attack on the fins
was computed by means of the relation1
+ Vg - Vn
~ ef f. = 0( space
" d« '(f dt + arc tan ~-------....... ---~~-----
ex eff. = effective angle of attack
where
o( space = angle in space (measured from the direction of initial motion)
~f • ~istance from center of buoyancy to ;-chord point in fin
do( (25,l in.)
-=
dt
angular velocity of model, radians/sec,
Vg = local gust velocity at ~-chord point
Vn = crosswise velocity of center of buoyancy
Vr = forward velocity of center of buoyancy
The calculated values of(:( eff, which are the points in Figs. 10 to ·13,
are based on the measured values of Vg, while the curves are drawn to
correspond to the representative values of Vg, (see Fig, 1,) The effective :
fin angle is shown there as a function of s/.f • ....
f
Table I contains a summary review of some outstanding features of
•
the test results, There are given in this table values of the angle in
space lx'). the s~dewise displacement (y/tf), the angular velocity (do(/dt),
and the sidewise velocity (dy/dt) for the location s/~ = o.65. This group
of data is intended to help compare the uncontrolled and controlled test
values, by indicating the individual differences in the runs due to
experimental scattering as they exist shortly before the control is applied.
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AKRON - OHIO
It also gives the values ofO( and y/~ for the location s/..f. = 1,50
which is well past the control region,
Furthermore it summarizes the values of the maximum bending moment
coefficients at both nose and tail sections, and the values of maximum
effective fin angle for each run.
Discussion
a) Flight Path Measurements
As in previous reports the angles in space and the crosswise dis-placements,
as well as the corresponding velocities and accelerations
are given in Figs. 6 to 9~ inclusive. As was to be expected, both the
angle and the displacement ar~ generally reduced somewhat by the action
of the bow rudders.
b) Bending Moment Measurements
Bending m?ment coefficients shown in Figs. 2 to 5, inclusive, are
absolute bending moment coefficients Cm, and not differences ~Cm as in
earlier reports. To give these absolute values was possible due to a
simplified method of bending moment measurement during the tests, and
this improvement gives the result in a more useful form.
It is shown that the action of the bow rudders causes a reduction
of bending moments at both the nose and tail section, This is further
born out by the reduction of maximum effective fin angle when runs with
and without bow rudder co~trol are compared. (see Table I)
Conclusions
In all four test runs, the action of the bow steering surfaces
7~
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AKRON - OHIO
resulted in a reduction of the maximum bending stress in the course of
a passage through the gust.
The fact that bow surfaces can produce this result appears to form
a furt.her reason for the continued study of such steerin~ elements.
E.G. Chilton
November 1 44
Akron, Ohio ..
>
BIBLIOGRAPHY
THE DANIEL GUGGENHEIM AIRSHIP INSTITUTE
. AKRON - OHIO
R9f ~ 1 Describtion of Free Flight Airship Model for Tests with
·_'\.ut·omatically C·ontrolled Bow Eleva.tors ... Item 7, Contract
Kos. 78742.r u.seN• - Ernest G. Chilton, June 1944,,
R:..J f' .) 2 Report on Influence of Fin Form on the Flight Path and
Bending Moments of an :Airship Model in· Free Flight - Item 5':­Contract
Nose 78742, U.SQN. - Ernest G• Chilton, April 1943~
Ref . 0 Measurements of Flight Path and Hull Bending Moments with~
Self-propelled Ak!"on Model Equipped with Two Types of Cont~ol
Su:::-faces ·- Item 2, Contract No'S. 78742, u.s.N. -
Maurice E0 Long, February 1941.
r,
TABLE I.
Rudder Control Conditions at s/e • 0.65 * at s/e :I 1. 50 Cm max. Ma:x. Eff.
Angle cX y/e dY.dt dy/dt c;( y/c Nose Tail Fin Angle
de grees de grees de sec in/sec degrees degrees
-10 Free 3 o U'7. 0 3.8 0. 6 24.4 • 215 .Ol&l 00420 26.3
/
- 10 Controlled 3.6 0004 4. 2 0.1 24.0 .210 ., 0159 .0278 25.8
0 Free 0 1.8 0. 3 14 .. 4 0138 .0231 .0348 20. 2
0 Controlled - 0.1 1.4 0. 2 10 .. 6 .101 .0201 .0308 18.l
+10 Free - 5.1 -. 012 - 0.3 - 0.4 - 1.0 .020 .0235 .0221 11. l
+10 Controlled - 4 . 7 - ~0 11 - 0.3 - o. 2 'O .028 .0237 .0201
+20 Fr ee - 9.4 - 1.0 - 13.0 -.045 .0278 .. 0222 2.5
Control l ed - 8. 3 - o.a - 12.,6 .0260 ., 0191 2. 0
* 7his cond i t ion corresponds t o a point just before the application of the control action.
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