Roles, uses, and benefits of general aviation aircraft in aerospace engineering education

NASA Technical Memorandum 106463 NASA Technical Memorandum 106463 AIAA-94-0852 AIAA-94-0852 Roles, Uses, and Benefits of General Aviation Roles, Uses, and Benefits of General Aviation

Aircraft in Aerospace Engineering Education Aircraft in Aerospace Engineering Education

Dennis P. O'Donoghue Dennis P. O'Donoghue Sverdrup Technology, Inc. Sverdrup Technology, Inc.

Lewis Research Center Group Lewis Research Center Group Brook Park, Ohio Brook Park, Ohio and and Robert C. McKnight Robert C. McKnight National Aeronautics and Space Administration National Aeronautics and Space Administration Lewis Research Center Lewis Research Center Cleveland, Ohio Cleveland, Ohio Prepared for the Prepared for the 32nd Aerospace Sciences Meeting and Exhibit 32nd Aerospace Sciences Meeting and Exhibit sponsored by the American Institute of Aeronautics and Astronautics sponsored by the American Institute of Aeronautics and Astronautics Reno, Nevada, January 10-13, 1994 Reno, Nevada, January 10-13, 1994

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ROLES, USES, AND BENEFITS OF GENERAL AVIATION ROLES, USES, AND BENEFITS OF GENERAL AVIATION AIRCRAFT IN AEROSPACE ENGINEERING EDUCATION AIRCRAFT IN AEROSPACE ENGINEERING EDUCATION Dennis P. O'Donoghue Dennis P. O'Donoghue Sverdrup TechnOlogy, Inc. Sverdrup TechnOlogy, Inc.

Lewis Research Center Group Lewis Research Center Group Brook Park, Ohio 44142 Brook Park, Ohio 44142 and and Robert C. McKnight Robert C. McKnight National Aeronautics and Space Administration National Aeronautics and Space Administration Lewis Research Center Lewis Research Center Cleveland, Ohio 44135 Cleveland, Ohio 44135 ABSTRACT ABSTRACT Many colleges and universities throughout the United States offer outstanding programs in aerospace Many colleges and universities throughout the United States offer outstanding programs in aerospace engineering. In addition to the fundamentals of aerodynamics, propulsion, flight dynamics, and air vehicle engineering. In addition to the fundamentals of aerodynamics, propulsion, flight dynamics, and air vehicle design, many of the best programs have in the past provided students the opportunity to design and fly airborne design, many of the best programs have in the past provided students the opportunity to design and fly airborne experiments on board various types of aircraft. Sadly, however, the number of institutions offering such experiments on board various types of aircraft. Sadly, however, the number of institutions offering such "airborne laboratories" has dwindled in recent years. As a result, opportunities for students to apply their class- "airborne laboratories" has dwindled in recent years. As a result, opportunities for students to apply their class- room knowledge, analytical skills, and engineering judgement to the development and management of flight room knowledge, analytical skills, and engineering judgement to the development and management of flight experiments on an actual aircraft are indeed rare. experiments on an actual aircraft are indeed rare.

One major reason for the elimination of flight programs by some institutions, particularly the smaller One major reason for the elimination of flight programs by some institutions, particularly the smaller colleges, is the prohibitive cost of operating and maintaining an aircraft as a flying laboratory. The purpose of colleges, is the prohibitive cost of operating and maintaining an aircraft as a flying laboratory. The purpose of this paper is to discuss simple, low-cost, relevant flight experiments that can be performed using readily this paper is to discuss simple, low-cost, relevant flight experiments that can be performed using readily available general aviation aircraft. This paper will examine flight experiments that have been successfully available general aviation aircraft. This paper will examine flight experiments that have been successfully conducted on board the NASA Lewis Research Center's T-34B aircraft, as part of the NASAlAIAAJUniversity conducted on board the NASA Lewis Research Center's T-34B aircraft, as part of the NASAlAIAAJUniversity Flight Experiment Program for Students (NAUFEPS) and will discuss how similar experiments could be Flight Experiment Program for Students (NAUFEPS) and will discuss how similar experiments could be inexpensively performed on other general aviation aircraft. inexpensively performed on other general aviation aircraft.

The T-34B is a single-engine, propeller-driven, light airplane, representative of many general aviation The T-34B is a single-engine, propeller-driven, light airplane, representative of many general aviation aircraft. Universities participating in the program include Case Western Reserve University, Cleveland State aircraft. Universities participating in the program include Case Western Reserve University, Cleveland State University, and Baldwin-Wallace College. Experiments conducted under the program, to date, have included University, and Baldwin-Wallace College. Experiments conducted under the program, to date, have included topics as varied as microgravity research and remote sensing to airplane performance measurement and air topics as varied as microgravity research and remote sensing to airplane performance measurement and air vehicle stability and control characteristics tests. vehicle stability and control characteristics tests.

NASA Lewis has been conducting a joint undergraduate aeronautical engineering education program with NASA Lewis has been conducting a joint undergraduate aeronautical engineering education program with Case Western Reserve University since 1992. In this program, undergraduate students in the mechanical! Case Western Reserve University since 1992. In this program, undergraduate students in the mechanical!

aerospace engineering curriculum plan flight experiments to measure the performance and stability and control aerospace engineering curriculum plan flight experiments to measure the performance and stability and control characteristics of the T-34B airplane. As part of the program, the students fly in the rear seat of the aircraft, characteristics of the T-34B airplane. As part of the program, the students fly in the rear seat of the aircraft, recording data during the flight. Special instrumentation required to conduct these experiments included a recording data during the flight. Special instrumentation required to conduct these experiments included a sensitive "g" meter in the front cockpit to measure vertical accelerations, a stop watch, a portable inclinometer, a sensitive "g" meter in the front cockpit to measure vertical accelerations, a stop watch, a portable inclinometer, a tape measure, and data cards to record the data in flight. The response to this program on the part of the tape measure, and data cards to record the data in flight. The response to this program on the part of the students and faculty involved has been overwhelmingly positive. Not only do the students gain an appreciation students and faculty involved has been overwhelmingly positive. Not only do the students gain an appreciation for the unique environment of flight test, the opportunity to apply their analytical skills and engineering for the unique environment of flight test, the opportunity to apply their analytical skills and engineering judgement to the analysis of flight test data has proven to be an interesting and rewarding experience. judgement to the analysis of flight test data has proven to be an interesting and rewarding experience.

Copyright @ 1993 by the American Institute of Aeronautics Copyright @ 1993 by the American Institute of Aeronautics and Astronautics, Inc. No copyright i~ assened in the and Astronautics, Inc. No copyright i~ assened in the United States underTttle 17. U.S. Code. The U.S. Govern- United States underTttle 17. U.S. Code. The U.S. Govern- ment has a royalty-free license I<> exercise all rights under ment has a royalty-free license I<> exercise all rights under the copyright claimed herein for Governmental purposes. the copyright claimed herein for Governmental purposes.

All other rights are reserved by the copyright owner. All other rights are reserved by the copyright owner.

NASA Lewis has also been supporting Cleveland State University by providing the T-34B to the NASA Lewis has also been supporting Cleveland State University by providing the T-34B to the mechanical engineering program for microgravity experiments. In this program, the students are tasked with mechanical engineering program for microgravity experiments. In this program, the students are tasked with designing the experiment into the aircraft. Again, the students fly in the rear cockpit of the aircraft, monitoring designing the experiment into the aircraft. Again, the students fly in the rear cockpit of the aircraft, monitoring the status of the experiment during microgravity trajectories. Again, the response of the students and faculty to the status of the experiment during microgravity trajectories. Again, the response of the students and faculty to this "hands-on" learning experience has been very positive. this "hands-on" learning experience has been very positive.

As a final example of the versatility of small aircraft, an aerial remote sensing experiment is discussed. As a final example of the versatility of small aircraft, an aerial remote sensing experiment is discussed.

Developed by a senior geology student at Baldwin-Wallace College, this experiment involved using 70 mm Developed by a senior geology student at Baldwin-Wallace College, this experiment involved using 70 mm look-down photographic cameras mounted in the underside fuselage of the T -34B, to measure the orientation look-down photographic cameras mounted in the underside fuselage of the T -34B, to measure the orientation and speed of currents in a nearby municipal water reservoir, with the goal of identifying mechanisms and speed of currents in a nearby municipal water reservoir, with the goal of identifying mechanisms contributing to poor water quality. contributing to poor water quality.

Similar flight programs could be instituted at other universities, either in cooperation with government Similar flight programs could be instituted at other universities, either in cooperation with government agencies or through lease or purchase of available general aviation aircraft. Many experiments could be agencies or through lease or purchase of available general aviation aircraft. Many experiments could be performed with little or no modification to the aircraft, keeping costs to a manageable level. Experience gained performed with little or no modification to the aircraft, keeping costs to a manageable level. Experience gained from the NASAlAIAAlUniversity Flight experiment Program for Students has demonstrated that limited scope from the NASAlAIAAlUniversity Flight experiment Program for Students has demonstrated that limited scope flight experiments have significantly increased the quality and effectiven~ss of the engineering and science flight experiments have significantly increased the quality and effectiven~ss of the engineering and science programs of the participating universities. programs of the participating universities.

INTRODUCTION INTRODUCTION Since April of 1992, the NASA Lewis Research Center T-34B (figs. 1 and 2) has been used for two types Since April of 1992, the NASA Lewis Research Center T-34B (figs. 1 and 2) has been used for two types of university student experiments in the NASAlAIAAlUniversity Flight Experiment Program for Students of university student experiments in the NASAlAIAAlUniversity Flight Experiment Program for Students (NAUFEPS) program and was proposed for use in a third type of experiment. The first type is comprised of (NAUFEPS) program and was proposed for use in a third type of experiment. The first type is comprised of determining the aircraft's performance and stability and control parameters while the second type involves flying determining the aircraft's performance and stability and control parameters while the second type involves flying zero gravity trajectories to study the properties of a liquid in zero and near-zero gravity conditions. The third zero gravity trajectories to study the properties of a liquid in zero and near-zero gravity conditions. The third type that was proposed, approved, and planned, was to perform remote sensing of a water reservoir to measure type that was proposed, approved, and planned, was to perform remote sensing of a water reservoir to measure the current flow in it. However, the experiment was cancelled for reasons unrelated to the NAUFEPS program the current flow in it. However, the experiment was cancelled for reasons unrelated to the NAUFEPS program and is included in this paper as another example flight experiment that would be easily achievable with a and is included in this paper as another example flight experiment that would be easily achievable with a general aviation-type aircraft general aviation-type aircraft An important feature of NAUFEPS has been the opportunities it has created for students to accompany An important feature of NAUFEPS has been the opportunities it has created for students to accompany their experiments on the aircraft. By performing their experiments in the dynamic flight environment they have their experiments on the aircraft. By performing their experiments in the dynamic flight environment they have gained practical, hands-on experience they can carry into their professional careers. To make this possible, gained practical, hands-on experience they can carry into their professional careers. To make this possible, NASA and the participating universities had to address the legal liability issue as well as the issue of physical NASA and the participating universities had to address the legal liability issue as well as the issue of physical fitness for flight. As a result, the students and faculty wishing to fly with their experiments were required to fitness for flight. As a result, the students and faculty wishing to fly with their experiments were required to pass a physical exam equivalent to the FAA Class m exam as well as sign a NASA "Release of Cairns" form. pass a physical exam equivalent to the FAA Class m exam as well as sign a NASA "Release of Cairns" form.

Some of the students and faculty were also required to sign similar releases from their university. To date, all Some of the students and faculty were also required to sign similar releases from their university. To date, all students and faculty accompanying their experiments have flown enthusiastically and without incident, except students and faculty accompanying their experiments have flown enthusiastically and without incident, except for a few mild cases of air sickness. for a few mild cases of air sickness.

To initiate their experiments, the students and faculty advisors submitted proposals to Lewis' Office of To initiate their experiments, the students and faculty advisors submitted proposals to Lewis' Office of Educational Services. The proposals, usually structured per the requirements in the NAUFEPS Announcement of Educational Services. The proposals, usually structured per the requirements in the NAUFEPS Announcement of Opportunity, addressed the following factors: Opportunity, addressed the following factors: 1. Objective - Phenomena that would be studied and why the experiment would be important from an 1. Objective - Phenomena that would be studied and why the experiment would be important from an undergraduate science education standpoint. undergraduate science education standpoint.

2 2 2. Experiment Description - General method of experiment preparation, data acquisition, data reduction, 2. Experiment Description - General method of experiment preparation, data acquisition, data reduction, and reporting of the results. and reporting of the results.

3. Flight Requirements - General flight proflle requirements such as speeds, altitudes, and the like, along 3. Flight Requirements - General flight proflle requirements such as speeds, altitudes, and the like, along with weather requirements, flight location needed (if outside of local Cleveland area), any special ground with weather requirements, flight location needed (if outside of local Cleveland area), any special ground support requirements, and the approximate number of flights required. support requirements, and the approximate number of flights required.

4. Instrumentation and Equipment Required - Additional equipment and/or instrumentation that would be 4. Instrumentation and Equipment Required - Additional equipment and/or instrumentation that would be needed along with the source of each; such as NASA, the university, or some other organization. needed along with the source of each; such as NASA, the university, or some other organization.

5. Course of Study - Aerospace science-related course the experiment will support. Proportion of course 5. Course of Study - Aerospace science-related course the experiment will support. Proportion of course grade the experiment will be credited towards. grade the experiment will be credited towards.

Once the Office of Educational Services approved the experiment for funding, the students and faculty worked Once the Office of Educational Services approved the experiment for funding, the students and faculty worked with the authors to plan the experiment in detail so that it was achievable within the constraints of the aircraft, with the authors to plan the experiment in detail so that it was achievable within the constraints of the aircraft, the university, and NASA. the university, and NASA.

CASE WESTERN RESERVE UNIVERSITY PERFORMANCE AND CASE WESTERN RESERVE UNIVERSITY PERFORMANCE AND STABILITY AND CONTROL EXPERIMENTS STABILITY AND CONTROL EXPERIMENTS For the past two years, Case Western Reserve University's Department of Mechanical and Aerospace For the past two years, Case Western Reserve University's Department of Mechanical and Aerospace Engineering has participated in NAUFEPS. For course credit in the Flight Dynamics and Flight Mechanics and Engineering has participated in NAUFEPS. For course credit in the Flight Dynamics and Flight Mechanics and Propulsion courses, engineering juniors and seniors, with the guidance of their course instructors accomplished Propulsion courses, engineering juniors and seniors, with the guidance of their course instructors accomplished performance or stability and control experiments with the T -34B. performance or stability and control experiments with the T -34B.

Although the aircraft was not specially instrumented for these type experiments, they were designed so that Although the aircraft was not specially instrumented for these type experiments, they were designed so that little else was needed beyond what would be found on a typical general aviation aircraft. The only instrumenta- little else was needed beyond what would be found on a typical general aviation aircraft. The only instrumenta- tion added was a sensitive inclinometer and sensitive G meter, both mounted in the front cockpit. The tion added was a sensitive inclinometer and sensitive G meter, both mounted in the front cockpit. The inclinometer was used to measure longitudinal pitch angle of the aircraft at wings level steady state points. As a inclinometer was used to measure longitudinal pitch angle of the aircraft at wings level steady state points. As a low cost substitute for angle of attack, the pitch angle information was deemed accurate enough for the student low cost substitute for angle of attack, the pitch angle information was deemed accurate enough for the student experiment. The calibrated sensitive G meter, graduated in 0.2 G increments, was required because of its higher experiment. The calibrated sensitive G meter, graduated in 0.2 G increments, was required because of its higher resolution over the aircraft's standard G meter. The inclinometer was readily available from NASA Lewis resolution over the aircraft's standard G meter. The inclinometer was readily available from NASA Lewis Research Center's Aircraft Maintenance Branch, where it is routinely used for checking the alignment of aircraft Research Center's Aircraft Maintenance Branch, where it is routinely used for checking the alignment of aircraft structures. The sensitive G meter was readily available, as well, since it is a simple mechanical device. structures. The sensitive G meter was readily available, as well, since it is a simple mechanical device.

For these experiments, the Aircraft Operations Branch also provided to CWRU the aircraft engine power For these experiments, the Aircraft Operations Branch also provided to CWRU the aircraft engine power charts and calibration tables for the aircraft's altimeters and airspeed indicators. Engine power charts, which give charts and calibration tables for the aircraft's altimeters and airspeed indicators. Engine power charts, which give the brake horsepower the engine will develop at various combinations of engine settings and atmospheric the brake horsepower the engine will develop at various combinations of engine settings and atmospheric conditions, are normally available in most general aviation aircraft flight manuals. The altimeter and airspeed conditions, are normally available in most general aviation aircraft flight manuals. The altimeter and airspeed indicator calibrations were generated by testing the instruments with a pitot/static test set, a common piece of indicator calibrations were generated by testing the instruments with a pitot/static test set, a common piece of aircraft maintenance equipment. aircraft maintenance equipment.

With assistance from this paper's authors, research pilots familiar with the T-34B, the students and course With assistance from this paper's authors, research pilots familiar with the T-34B, the students and course instructors designed the test points and data reduction processes so as to calculate a number of the aircraft's instructors designed the test points and data reduction processes so as to calculate a number of the aircraft's characteristics. These are the T-34B's drag polar, lift curve, span efficiency, propeller efficiency, longitudinal characteristics. These are the T-34B's drag polar, lift curve, span efficiency, propeller efficiency, longitudinal coefficients of damping, lateral-directional coefficients of damping, sustained tum performance, and so forth. coefficients of damping, lateral-directional coefficients of damping, sustained tum performance, and so forth.

3 3 Test Flight Procedures Test Flight Procedures Prior to flight, each student determined his weight and the pilot's weight for later calculation of the Prior to flight, each student determined his weight and the pilot's weight for later calculation of the aircraft's weight and center of gravity. aircraft's weight and center of gravity.

In general, the pilot read the test instruments and verbally relayed the numbers to the student engineer via In general, the pilot read the test instruments and verbally relayed the numbers to the student engineer via the aircraft's intercom. The student was responsible for writing down the information on the test cards and the aircraft's intercom. The student was responsible for writing down the information on the test cards and monitoring the progress of the test points. monitoring the progress of the test points.

Fuel quantity readings were done with the aircraft in level flight at a speed of about 120 1m. Since the fuel Fuel quantity readings were done with the aircraft in level flight at a speed of about 120 1m. Since the fuel quantity gauges operate from floats in the tanks, readings at high and low pitch angles were inaccurate. As a quantity gauges operate from floats in the tanks, readings at high and low pitch angles were inaccurate. As a back-up, the students recorded the clock time when each test maneuver was performed and assumed a fuel bum- back-up, the students recorded the clock time when each test maneuver was performed and assumed a fuel bum- off rate of 11 gallons per hour since the last fuel reading. off rate of 11 gallons per hour since the last fuel reading.

Climb.-The pilot would initiate a full power climb at 1500 ft and stabilize on a selected speed of 70,80, Climb.-The pilot would initiate a full power climb at 1500 ft and stabilize on a selected speed of 70,80, 90, 100, 110, or 120 1m. The pilot would maintain the selected speed throughout the climb to 6000 ft. Passing 90, 100, 110, or 120 1m. The pilot would maintain the selected speed throughout the climb to 6000 ft. Passing 2000 ft, the pilot would start the stopwatch and read engine manifold pressure and rpm along with outside air 2000 ft, the pilot would start the stopwatch and read engine manifold pressure and rpm along with outside air temperature. At 60 sec intervals thereafter, the pilot would read altitude, engine manifold pressure and rpm, and temperature. At 60 sec intervals thereafter, the pilot would read altitude, engine manifold pressure and rpm, and outside air temperature. The pilot would also read the fuel quantity immediately before and after the climb. outside air temperature. The pilot would also read the fuel quantity immediately before and after the climb.

Level Flight.- The pilot would maintain an altitude of 3000, 6000, or 8000 ft and would adjust engine Level Flight.- The pilot would maintain an altitude of 3000, 6000, or 8000 ft and would adjust engine power to maintain a speed of 60, 65, 70, 80, 90, 100, 110, or 120 kn with flaps up and speeds of 50, 55, 60, 65, power to maintain a speed of 60, 65, 70, 80, 90, 100, 110, or 120 kn with flaps up and speeds of 50, 55, 60, 65, 70, 80, or 90 kn with flaps down 50 percent. Once stabilized, he would read speed, altitude, inclinometer angle, 70, 80, or 90 kn with flaps down 50 percent. Once stabilized, he would read speed, altitude, inclinometer angle, altitude, outside air temperature, and engine manifold pressure and rpm. He would also read the fuel quantity altitude, outside air temperature, and engine manifold pressure and rpm. He would also read the fuel quantity immediately before or after the point. immediately before or after the point.

Level Acceleration.-While maintaining level flight at 2000, 3000, 6000, or 8000 ft, the pilot would slow Level Acceleration.-While maintaining level flight at 2000, 3000, 6000, or 8000 ft, the pilot would slow the aircraft to 70 1m and initiate a full power level acceleration. He would first read altitude and outside air the aircraft to 70 1m and initiate a full power level acceleration. He would first read altitude and outside air temperature and then engine manifold pressure and rpm. At 80 kn, he would start his stopwatch and read temperature and then engine manifold pressure and rpm. At 80 kn, he would start his stopwatch and read altitude deviations from initial altitude, then at 10 kn increments, read the elapsed time and altitude deviation. altitude deviations from initial altitude, then at 10 kn increments, read the elapsed time and altitude deviation.

At the last point, he would also read the engine manifold pressure and rpm. Immediately before or after the At the last point, he would also read the engine manifold pressure and rpm. Immediately before or after the acceleration, the pilot would get a fuel reading. acceleration, the pilot would get a fuel reading.

Sustained Tum Performance.-In level flight at 6000 or 2000 ft, the pilot would establish the aircraft in a Sustained Tum Performance.-In level flight at 6000 or 2000 ft, the pilot would establish the aircraft in a full power tum at a speed of 80,90, 100, 110, 120, or 130 kn. (These speeds approximate minimum level flight full power tum at a speed of 80,90, 100, 110, 120, or 130 kn. (These speeds approximate minimum level flight speed plus 10,20 and 30 kn, and max level flight speed minus 10,20, and 30 kn.) Once stabilized, the pilot speed plus 10,20 and 30 kn, and max level flight speed minus 10,20, and 30 kn.) Once stabilized, the pilot would read the G level that must be sustained to maintain the aircraft in a level sustained performance tum. The would read the G level that must be sustained to maintain the aircraft in a level sustained performance tum. The pilot would also read the fuel quantity immediately before or after the point. pilot would also read the fuel quantity immediately before or after the point.

Phugoid Oscillation Characteristics.-At 6000 ft, the pilot would induce a phugoid oscillation at an entry Phugoid Oscillation Characteristics.-At 6000 ft, the pilot would induce a phugoid oscillation at an entry speed of 80 or 130 kn. To initiate the phugoid, the pilot would establish steady level trimmed flight at the entry speed of 80 or 130 kn. To initiate the phugoid, the pilot would establish steady level trimmed flight at the entry speed, then pitch up to decrease speed by 20 kn and release the controls. After the aircraft descended to the speed, then pitch up to decrease speed by 20 kn and release the controls. After the aircraft descended to the lower apex of the oscillation, the pilot would start the stopwatch and read the altitude and speed. At each of the lower apex of the oscillation, the pilot would start the stopwatch and read the altitude and speed. At each of the apex's, the pilot would read elapsed time, altitude, and speed until the oscillation dampened out. The pilot apex's, the pilot would read elapsed time, altitude, and speed until the oscillation dampened out. The pilot would also take a fuel quantity reading either before or after the maneuver. would also take a fuel quantity reading either before or after the maneuver.

Lateral Directional Dutch Roll Characteristics.-At an altitude of 6000 ft, the pilot would stabilize the Lateral Directional Dutch Roll Characteristics.-At an altitude of 6000 ft, the pilot would stabilize the aircraft in level flight at 80 or 130 kn. He would then apply a rudder pedal doublet input to excite the dutch roll aircraft in level flight at 80 or 130 kn. He would then apply a rudder pedal doublet input to excite the dutch roll oscillation, measure the period of the oscillation then count the number of cycles (overshoots) the aircraft would oscillation, measure the period of the oscillation then count the number of cycles (overshoots) the aircraft would 4 4 make before dampening out. Next, he would excite the dutch roll mode with a rudder doublet and, the student make before dampening out. Next, he would excite the dutch roll mode with a rudder doublet and, the student engineer judged the cp/~ ratio of the aircraft by observing the pattern that the wing tip scribes on the horizon. engineer judged the cp/~ ratio of the aircraft by observing the pattern that the wing tip scribes on the horizon.

Date Reduction Date Reduction In reducing the flight test data, the students had the opportunity to deal with a number of practical flight In reducing the flight test data, the students had the opportunity to deal with a number of practical flight test problems not commonly addressed in classroom aerodynamic theory. For instance, as a series of test points test problems not commonly addressed in classroom aerodynamic theory. For instance, as a series of test points were being flown, the aircraft's weight was continuously decreasing as fuel was being consumed. In addition, were being flown, the aircraft's weight was continuously decreasing as fuel was being consumed. In addition, the points were flown at a wide variety of altitudes, mostly dictated by the need to be in smooth air and to stay the points were flown at a wide variety of altitudes, mostly dictated by the need to be in smooth air and to stay clear of other air traffic. Further, data accuracy was affected by the inevitable ripples of air turbulence clear of other air traffic. Further, data accuracy was affected by the inevitable ripples of air turbulence encountered even during smooth air flight test conditions and by human-induced variations in flying and encountered even during smooth air flight test conditions and by human-induced variations in flying and recording each test point. recording each test point.

For example, to establish a usable curve of engine brake horsepower required verses steady level airspeed, For example, to establish a usable curve of engine brake horsepower required verses steady level airspeed, the students had to convert their data from a variety of test point altitudes and aircraft weights to a common the students had to convert their data from a variety of test point altitudes and aircraft weights to a common standard. Once converted and plotted, they had to deal with the data scatter to generate a representative curve, standard. Once converted and plotted, they had to deal with the data scatter to generate a representative curve, commonly known as the PIW x VIW curve. commonly known as the PIW x VIW curve.

They used the following relation to make the conversion to a common standard: They used the following relation to make the conversion to a common standard: where where Brake horsepower required at sea level standard day conditions at aircraft's maximum gross weight Brake horsepower required at sea level standard day conditions at aircraft's maximum gross weight PIW PIW to maintain steady level flight at a speed of VIW. to maintain steady level flight at a speed of VIW.

VIW Calibrated airspeed at sea level standard day conditions at aircraft's maximum gross weight. VIW Calibrated airspeed at sea level standard day conditions at aircraft's maximum gross weight.

Brake horsepower required at test point. Brake horsepower required at test point.

Calibrated airspeed at test point. Calibrated airspeed at test point.

(j (j Atmospheric density ratio test point/sea level. Atmospheric density ratio test point/sea level.

Aircraft weight during test point. Aircraft weight during test point.

Maximum allowable gross weight of the aircraft. . Maximum allowable gross weight of the aircraft. .

5 5 The students then geometrically averaged out the data scatter by plotting the points on a graph of the linear The students then geometrically averaged out the data scatter by plotting the points on a graph of the linear relationship; (PIW) (VIW) x (VIW)4; drawing a central line through the data scatter, and then converting the relationship; (PIW) (VIW) x (VIW)4; drawing a central line through the data scatter, and then converting the line back to a PIW x VIW relationship (figs. 3 and 4). line back to a PIW x VIW relationship (figs. 3 and 4).

CLEVELAND STATE UNIVERSITY MICROORA VITY EXPERIMENT CLEVELAND STATE UNIVERSITY MICROORA VITY EXPERIMENT Two senior mechanical engineering students, with the assistance of their faculty advisor and a number of Two senior mechanical engineering students, with the assistance of their faculty advisor and a number of science professionals from NASA Lewis, performed a microgravity fluids student experiment with the T-34B. science professionals from NASA Lewis, performed a microgravity fluids student experiment with the T-34B.

The experiment's objective was to use capillary rise phenomena to characterize fractional gravity levels The experiment's objective was to use capillary rise phenomena to characterize fractional gravity levels experienced in the T-34B while flying microgravity arcs (parabolic trajectories). The experiment method was to experienced in the T-34B while flying microgravity arcs (parabolic trajectories). The experiment method was to measure the capillary action of water in an experiment package aboard the aircraft, then calculate the "0" levels measure the capillary action of water in an experiment package aboard the aircraft, then calculate the "0" levels that produced the action. that produced the action.

Experiment Design Experiment Design A major portion of the student's effort towards this experiment was their design and development of the A major portion of the student's effort towards this experiment was their design and development of the capillary tube experiment package and its installation into the aircraft. Besides needing to produce accurate, capillary tube experiment package and its installation into the aircraft. Besides needing to produce accurate, reliable data, their design had to meet NASA airworthiness requirements and be approved through a NASA reliable data, their design had to meet NASA airworthiness requirements and be approved through a NASA Lewis safety review process. In addition, the NASA Lewis Aircraft Operations Branch researched the suitability Lewis safety review process. In addition, the NASA Lewis Aircraft Operations Branch researched the suitability of the T-34B for performing microgravity arcs and developed flight procedures so as to provide about 10 sec of of the T-34B for performing microgravity arcs and developed flight procedures so as to provide about 10 sec of microgravity conditions during each arc (ref. 3). microgravity conditions during each arc (ref. 3).

The experiment package consisted of an array of capillary tubes and reservoirs mounted in front of a The experiment package consisted of an array of capillary tubes and reservoirs mounted in front of a measurement grid. Also, mounted next to the grid was a sensitive spring weight accelerometer which was added measurement grid. Also, mounted next to the grid was a sensitive spring weight accelerometer which was added to provide an indication of g level independent of the capillary action. At the other end of the package was a to provide an indication of g level independent of the capillary action. At the other end of the package was a video camera, which recorded the capillary action of water in the tubes and spring-weight accelerometer video camera, which recorded the capillary action of water in the tubes and spring-weight accelerometer indications in relation to the measurement grid. The package was mounted to an experiment platform between indications in relation to the measurement grid. The package was mounted to an experiment platform between the T-34B's front and rear cockpits (figs. 5 and 7). the T-34B's front and rear cockpits (figs. 5 and 7).

Another piece of equipment necessary for the experiment was designed for the pilot's cockpit. This was a Another piece of equipment necessary for the experiment was designed for the pilot's cockpit. This was a sensitive spring-weight accelerometer similar to the one on the experiment package. By using the sensitive sensitive spring-weight accelerometer similar to the one on the experiment package. By using the sensitive accelerometer as a guidance display for flying the arc, the pilot was able to produce steadier, more accurate accelerometer as a guidance display for flying the arc, the pilot was able to produce steadier, more accurate microgravity conditions than if a conventional aircraft "0" meter with a coarse scale were used (fig. 7). microgravity conditions than if a conventional aircraft "0" meter with a coarse scale were used (fig. 7).

For sizing the capillary tubes, the students used the Bond number relation, where the Bond number is close For sizing the capillary tubes, the students used the Bond number relation, where the Bond number is close to I during microgravity arcs when the surface tension and gravitational forces are nearly equal. to I during microgravity arcs when the surface tension and gravitational forces are nearly equal.

2 2 apR apR Bo=_- Bo=_- 'Y 'Y Bo Bond number Bo Bond number p Density of liquid (H 0) p Density of liquid (H 0) 2 2 a Acceleration of gravity a Acceleration of gravity R Radius of capillary tube R Radius of capillary tube 'Y Surface tension of water 'Y Surface tension of water Once the radii of the capillary tubes were established, the students could measure the fractional "0" levels from Once the radii of the capillary tubes were established, the students could measure the fractional "0" levels from capillary indications based on the relation: capillary indications based on the relation:

'Yl = 112[H + (R13)] pRa 'Yl = 112[H + (R13)] pRa

6 6 a. Acceleration of gravity a. Acceleration of gravity R Radius of capillary tubes R Radius of capillary tubes 11 Surface tension of water 11 Surface tension of water p Density of liquid (H 0) p Density of liquid (H 0) 2 2 H Rise height of fluid H Rise height of fluid Experiment Results Experiment Results As a learning experience, the student experiment was highly successful. For example, after studying the As a learning experience, the student experiment was highly successful. For example, after studying the video tapes from the fIrst microgravity flight, the students felt that their capillary tube design worked very video tapes from the fIrst microgravity flight, the students felt that their capillary tube design worked very poorly. They detennined that unwanted capillary action in the reservoirs and vent tubes in combination with poorly. They detennined that unwanted capillary action in the reservoirs and vent tubes in combination with restrictions to venting were preventing proper capillary action. In addition, they learned that a handbook value restrictions to venting were preventing proper capillary action. In addition, they learned that a handbook value of water's surface tension they had used to size the capillary tubes was far from the actual value, detennined by of water's surface tension they had used to size the capillary tubes was far from the actual value, detennined by test, for the water used in the experiment. The students then redesigned the tube array into an alternate config- test, for the water used in the experiment. The students then redesigned the tube array into an alternate config- uration with smaller diameter capillary tubes and an improved vent system (fIg. 6). Another microgravity flight uration with smaller diameter capillary tubes and an improved vent system (fIg. 6). Another microgravity flight was then perfonned with the alternate configuration. The video tapes from the flight showed signifIcant was then perfonned with the alternate configuration. The video tapes from the flight showed signifIcant improvement, although they indicated there may be a few more less signifIcant engineering problems that need improvement, although they indicated there may be a few more less signifIcant engineering problems that need to be handled to obtain reliable data. to be handled to obtain reliable data.

For instance, the students found that "G" forces acting on the fluid in the aircraft's longitudinal axis during For instance, the students found that "G" forces acting on the fluid in the aircraft's longitudinal axis during microgravity flight were often large enough to overwhelm the microgravity forces and capillary forces in the microgravity flight were often large enough to overwhelm the microgravity forces and capillary forces in the vertical axis. The results seem to indicate that an improved pilot guidance display is needed that will give vertical axis. The results seem to indicate that an improved pilot guidance display is needed that will give longitudinal axis guidance as well as that for the vertical axis. longitudinal axis guidance as well as that for the vertical axis.

By the time they completed their independent studies course involving the experiment, the students and By the time they completed their independent studies course involving the experiment, the students and their faculty advisor were quite pleased with the progress they had made on this ambitious project. In the future, their faculty advisor were quite pleased with the progress they had made on this ambitious project. In the future, Cleveland State hopes to use the experiment package and guidance display for follow-on projects involving Cleveland State hopes to use the experiment package and guidance display for follow-on projects involving student engineer design, development, and experimentation with the T-34B. student engineer design, development, and experimentation with the T-34B.

Many other general aviation aircraft could be adapted for small, simple, microgravity experiments. Several Many other general aviation aircraft could be adapted for small, simple, microgravity experiments. Several factors should be considered when selecting an aircraft for this type experiment. First, it is vital to insure that factors should be considered when selecting an aircraft for this type experiment. First, it is vital to insure that the aircraft's oil and fuel system will operate suffIciently well during sustained microgravity, even if the aircraft the aircraft's oil and fuel system will operate suffIciently well during sustained microgravity, even if the aircraft has "inverted flight" or "aerobatic" systems. On the other hand, the short period of time over which the micro- has "inverted flight" or "aerobatic" systems. On the other hand, the short period of time over which the micro- gravity is typically sustained helps make it possible for many engines and propellers to successfully operate gravity is typically sustained helps make it possible for many engines and propellers to successfully operate during microgravity. For example, the T-34B's engine and propeller are limited to 15 sec of operation at zero g, during microgravity. For example, the T-34B's engine and propeller are limited to 15 sec of operation at zero g, which has not presented a problem in performing lO-sec arcs. Second, the maximum speed to which the aircraft which has not presented a problem in performing lO-sec arcs. Second, the maximum speed to which the aircraft can be accelerated will, to a great extent, govern the amount of microgravity time that can be provided during can be accelerated will, to a great extent, govern the amount of microgravity time that can be provided during each arc. The T-34B, for example, is accelerated to almost 240 kn indicated, then pulled up to 45° of pitch to each arc. The T-34B, for example, is accelerated to almost 240 kn indicated, then pulled up to 45° of pitch to start the arc that, once it is stabilized close to zero g, lasts about 10 sec. Although many general aviation aircraft start the arc that, once it is stabilized close to zero g, lasts about 10 sec. Although many general aviation aircraft have slower limiting speeds, microgravity times on the order of 5 sec would probably be useful for many have slower limiting speeds, microgravity times on the order of 5 sec would probably be useful for many experiments. Third, the vibration level in the aircraft, especially when powered by a reciprocating engine, should experiments. Third, the vibration level in the aircraft, especially when powered by a reciprocating engine, should be carefully considered. Vibration forces can become very signifIcant on some types of experiments when be carefully considered. Vibration forces can become very signifIcant on some types of experiments when gravity forces are near zero, which may make it necessary to add considerable vibration isolation padding when gravity forces are near zero, which may make it necessary to add considerable vibration isolation padding when mounting some experiments. mounting some experiments.

7 7 BALDWIN WALLACE COLLEGE PROPOSED REMOTE SENSING EXPERIMENT BALDWIN WALLACE COLLEGE PROPOSED REMOTE SENSING EXPERIMENT In early 1993, a student and faculty advisor from the Geology Department proposed a senior research In early 1993, a student and faculty advisor from the Geology Department proposed a senior research project involving Lewis' T-34B. The proposal was to measure current flow through a municipal water reservoir project involving Lewis' T-34B. The proposal was to measure current flow through a municipal water reservoir via photographic remote sensing from the aircraft of dye inserted into the current, then calculate the future via photographic remote sensing from the aircraft of dye inserted into the current, then calculate the future channel development expected to occur in the reservoir. (Channel development was believed to be critical to the channel development expected to occur in the reservoir. (Channel development was believed to be critical to the quality of water that could be supplied from the reservoir in future years.) quality of water that could be supplied from the reservoir in future years.)

Lewis' T-34B is well suited to the remote sensing task because of the photography and navigation system Lewis' T-34B is well suited to the remote sensing task because of the photography and navigation system it is equipped with. Other general aviation aircraft could be similarly equipped, as well, at fairly low cost. Two it is equipped with. Other general aviation aircraft could be similarly equipped, as well, at fairly low cost. Two 70 mm format cameras mounted in the floor of the aircraft's baggage compartment are the main components of 70 mm format cameras mounted in the floor of the aircraft's baggage compartment are the main components of the photography system. The cameras, which are remotely triggered from the aircraft's cockpit, look downward the photography system. The cameras, which are remotely triggered from the aircraft's cockpit, look downward through two glass view ports installed in the underside of the aircraft. Although these cameras are mounted through two glass view ports installed in the underside of the aircraft. Although these cameras are mounted internally, many other simple camera installations are available for mounting look-down cameras onto general internally, many other simple camera installations are available for mounting look-down cameras onto general aviation aircraft struts, passenger doors, and baggage compartment doors. aviation aircraft struts, passenger doors, and baggage compartment doors.

The aircraft is equipped with a GPS navigation unit designed and priced for the general aviation market. The aircraft is equipped with a GPS navigation unit designed and priced for the general aviation market.

However, it has many features, as do other manufacturer's general aviation units, that are very desirable for However, it has many features, as do other manufacturer's general aviation units, that are very desirable for remote sensing. First, it can determine aircraft position within 100m without a differential input. With remote sensing. First, it can determine aircraft position within 100m without a differential input. With differential corrections, it's accuracy increases to within 15 m. Second, the unit can accept and process differential corrections, it's accuracy increases to within 15 m. Second, the unit can accept and process coordinates in not only the cartesian latitudellongitude format, but in the UTM "grid square" format as well. coordinates in not only the cartesian latitudellongitude format, but in the UTM "grid square" format as well.

This allows easier, more accurate generation of flight lines from the U.S. Geological Survey quadrangle charts. This allows easier, more accurate generation of flight lines from the U.S. Geological Survey quadrangle charts.

Finally, the unit's lateral course deviation guidance display can be set to a very high sensitivity so that photo Finally, the unit's lateral course deviation guidance display can be set to a very high sensitivity so that photo flight line off course indications corresponding to as little as 15 m can be presented to the pilot. flight line off course indications corresponding to as little as 15 m can be presented to the pilot.

For planning the remote sensing flight, the student first determined where along and within the reservoir For planning the remote sensing flight, the student first determined where along and within the reservoir the dye could be inserted. Next, from a u.S. Geological Survey quadrangle map of the area, the student the dye could be inserted. Next, from a u.S. Geological Survey quadrangle map of the area, the student determined the coordinates of a photo flight line favorably oriented with the dye insertion points (fig. 8). determined the coordinates of a photo flight line favorably oriented with the dye insertion points (fig. 8).

Finally, the student determined how much of the reservoir each photo must encompass and from the geometry Finally, the student determined how much of the reservoir each photo must encompass and from the geometry of the cameras and lenses calculated the required aircraft altitude for the flight line. of the cameras and lenses calculated the required aircraft altitude for the flight line.

Test Procedure Test Procedure The test procedure was for personnel at the reservoir to release the dye, a safe chemical named Rhodamin- The test procedure was for personnel at the reservoir to release the dye, a safe chemical named Rhodamin- WT, in coordination with the student and pilot orbiting a short distance away. The pilot and student would then WT, in coordination with the student and pilot orbiting a short distance away. The pilot and student would then fly the aircraft and cameras on the flight line at the specified altitude at five and 15 minutes after dye insertion. fly the aircraft and cameras on the flight line at the specified altitude at five and 15 minutes after dye insertion.

Along the flight line, the student would operate the cameras to take photos of the dye trace in black and white Along the flight line, the student would operate the cameras to take photos of the dye trace in black and white (Kodak Aerographic 2424 film) and infrared (Kodak Aerochrome 2443 film). The photo results were expected (Kodak Aerographic 2424 film) and infrared (Kodak Aerochrome 2443 film). The photo results were expected to be similar to another dye release experiment done with the T-34B at an Ohio natural resources area (fig. 9). to be similar to another dye release experiment done with the T-34B at an Ohio natural resources area (fig. 9).

Data Reduction Data Reduction Data reduction would have been to first calculate the geometric scale of the photos, based upon actual Data reduction would have been to first calculate the geometric scale of the photos, based upon actual aircraft altitude, camerallens geometry, and size of the photo image. Then the student would have measured the aircraft altitude, camerallens geometry, and size of the photo image. Then the student would have measured the dye trace's dimensions and orientation on the photo images to determine the speeds and directions of the dye trace's dimensions and orientation on the photo images to determine the speeds and directions of the current. current.

8 8 AIRCRAFT COSTS AIRCRAFT COSTS General aviation aircraft, designed for purchase and operation in a competitive marketplace, can be used at General aviation aircraft, designed for purchase and operation in a competitive marketplace, can be used at relatively low cost for these type experiments. Further, a number of experiments could be accomplished with relatively low cost for these type experiments. Further, a number of experiments could be accomplished with lower performance, less complex aircraft than the T-34B, which would probably reduce the costs even further. lower performance, less complex aircraft than the T-34B, which would probably reduce the costs even further.

Typical costs of ownership and operation are reflected in rental rates for these type aircraft. For example, a Typical costs of ownership and operation are reflected in rental rates for these type aircraft. For example, a Beech Bonanza, an aircraft similar to the T-34B in systems complexity and engine size" rents for about $100.00 Beech Bonanza, an aircraft similar to the T-34B in systems complexity and engine size" rents for about $100.00 per flight hour, including fuel, in the northeast Ohio area. A Cessna 172, which is equipped with a smaller per flight hour, including fuel, in the northeast Ohio area. A Cessna 172, which is equipped with a smaller engine, and simpler propeller and landing gear system, rents for about $65.00 per hour; while a basic, two- engine, and simpler propeller and landing gear system, rents for about $65.00 per hour; while a basic, two- person Cessna 150 is about $50.00 per hour. person Cessna 150 is about $50.00 per hour.

CONCLUSION CONCLUSION Since initiation of the NAUFEPS program, NASA Lewis and the participating universities have demonstrat- Since initiation of the NAUFEPS program, NASA Lewis and the participating universities have demonstrat- ed that simple, low cost, but relevant flight experiments for students can be successfully performed with a ed that simple, low cost, but relevant flight experiments for students can be successfully performed with a general aviation-type aircraft. Other institutions, as well, could economically provide students meaningful general aviation-type aircraft. Other institutions, as well, could economically provide students meaningful learning experiences through similar use of general aviation aircraft. learning experiences through similar use of general aviation aircraft.

REFERENCES REFERENCES 1. "Announcement of Research Opportunity for Undergraduate Students", R.C. McKnight, NASA Lewis 1. "Announcement of Research Opportunity for Undergraduate Students", R.C. McKnight, NASA Lewis Research Center, C.l Pestak, AIAA Northern Ohio Section, Cleveland, Ohio, September, 1991. Research Center, C.l Pestak, AIAA Northern Ohio Section, Cleveland, Ohio, September, 1991.

2. NATOPS Flight Manual, Model T-34B, NAVAIR 01-90 KDB-l, U.S. Navy, March, 1981. 2. NATOPS Flight Manual, Model T-34B, NAVAIR 01-90 KDB-l, U.S. Navy, March, 1981.

3. "Operations Plan - Performance of Microgravity Arcs with the T-34B Aircraft", R.C. McKnight, NASA 3. "Operations Plan - Performance of Microgravity Arcs with the T-34B Aircraft", R.C. McKnight, NASA Lewis Research Center, Cleveland, Ohio, December 8, 1992. Lewis Research Center, Cleveland, Ohio, December 8, 1992.

4. MCE 499 Special Topics "NASA T-34 Microgravity Experiment", D. Lapeus, K. Kriedeman, Cleveland State 4. MCE 499 Special Topics "NASA T-34 Microgravity Experiment", D. Lapeus, K. Kriedeman, Cleveland State University, Mechanical Engineering Department, Cleveland, Ohio, March 12 , 1993. University, Mechanical Engineering Department, Cleveland, Ohio, March 12 , 1993.

5. Memo - "Student Experimenter Eligibility for Flight on Lewis T-34 Aircraft" from NASA Lewis Office of 5. Memo - "Student Experimenter Eligibility for Flight on Lewis T-34 Aircraft" from NASA Lewis Office of Chief Counsel to Chief, Office of Educational Programs, NASA Lewis Research Center, Cleveland, Ohio, Chief Counsel to Chief, Office of Educational Programs, NASA Lewis Research Center, Cleveland, Ohio, September 22, 1992. September 22, 1992.

6. "TNL 3000 GPSILORAN Pilot Guide", TPN 80354-0304, Trimble Navigation, Austin, Texas. 6. "TNL 3000 GPSILORAN Pilot Guide", TPN 80354-0304, Trimble Navigation, Austin, Texas.

9 9 Experiment weight -251bs Experiment weight -251bs capacity capacity Seating Rear cockpit available for Seating Rear cockpit available for one experimenter one experimenter Speed/altitude Speed/altitude -120 knots indicated air speed -120 knots indicated air speed cruise cruise 50 KIAS stall 50 KIAS stall 240 KIAS max structural speed 240 KIAS max structural speed limit limit 12,500 ft max altitude 12,500 ft max altitude (unpressurized) (unpressurized) Endurance Endurance -120 minutes -120 minutes Electrical system 28VDC-20A Electrical system 28VDC-20A capability for 12 VDC-6 A capability for 12 VDC-6 A experiments experiments Flight controls Flight controls Direct, cable operated Direct, cable operated Maneuverability Maneuverability + 4.0 9 to -2.0 9 + 4.0 9 to -2.0 9 Propulsion 225 hp reciprocating engine! Propulsion 225 hp reciprocating engine!

constant speed prop constant speed prop Basic experiment - Experiment platform between Basic experiment - Experiment platform between support equipment front and rear cockpit support equipment front and rear cockpit - Electrical panel for experiments - Electrical panel for experiments - Video camera and recorder - Video camera and recorder system system - Intercom voice recorder - Intercom voice recorder - GPS navigation system - GPS navigation system - Two 70 mm look-down cameras - Two 70 mm look-down cameras - Intervelometer camera triggering - Intervelometer camera triggering C·90-2040 C·90-2040 system system Figure 2.-NASA Lewis T -34B. Figure 2.-NASA Lewis T -34B.

Figure 1.-NASA Lewis T-34B. Figure 1.-NASA Lewis T-34B.

Smoothed curve from Smoothed curve from 160 (PIW) 01IW) x (PIW)4 160 (PIW) 01IW) x (PIW)4 0 3000 ft H ' clean 0 3000 ft H ' clean p p 0 3500 ft H ' clean 0 3500 ft H ' clean p p 140 140 n 8300 ft H ' clean n 8300 ft H ' clean a: a: p p a. a.

:r: :r: co co 120 120

3 3

0:: 0:: 100 100 80 k- __ L- __ ~ __ ~ __ J- __ -L __ ~ __ ~ __ ~ 80 k- __ L- __ ~ __ ~ __ J- __ -L __ ~ __ ~ __ ~ 50 60 70 80 90 100 110 120 130 50 60 70 80 90 100 110 120 130 VIW-kts VIW-kts Figure 3. -Case Western Reserve Univers it y aircraft per- Figure 3. -Case Western Reserve Univers it y aircraft per- formance and stability and control experiments T-34 8 formance and stability and control experiments T-34 8 PIWx VIW. PIWx VIW.

10 10

~ ~

20 20 19 19 0 0 3000 ft H ' clean 3000 ft H ' clean p p 0 3500 ft H ' clean 0 3500 ft H ' clean p p 18 18 t::. 8300 ft H ' clean t::. 8300 ft H ' clean p p 17 17 16 16 Backlight Backlight 15 15 unit with unit with Rubber Rubber grid face grid face vibration vibration 14 14 isolation isolation

i i

13 pad 13 pad Vo= Vo= 120 120

.., 12 .., 12

0 0 '; 11 '; 11 ~ 10 ~ 10

i i

2:- 2:- Vo= Vo= ~ 9 ~ 9 110 110 Vented Vented ~ ~ capillary capillary 8 8 tubes-1/2 in. tubes-1/2 in.

'--Flex '--Flex

i i

and 3/4 in. 1.0. and 3/4 in. 1.0.

tubing tubing 7 Vo= 7 Vo= vents vents 100 100 to cabin to cabin 6 6

i i

Pencil head Pencil head Vented Vented Vo= Vo= video camera video camera 5 5 90 90 mount mount 4 4

i i

Rubber Rubber vibration vibration 3 3 isolation isolation

fl.}" fl.}"

2 pad 2 pad 70 70 Vo = 65 and Vo = 65 and 60 60 o 20 40 60 80 100120 140 160 180 200 220 240 o 20 40 60 80 100120 140 160 180 200 220 240 6 6 (V1W) 4 x 10 (V1W) 4 x 10 Figure 5.-Cleveland State capillary action rnicrogravity Figure 5.-Cleveland State capillary action rnicrogravity Figure 4. -Case Western Reserve University aircraft per- Figure 4. -Case Western Reserve University aircraft per- experiment. experiment.

formance and stability and control experiments T-34B formance and stability and control experiments T-34B (PIW) (VIW) x (V1W)4. (PIW) (VIW) x (V1W)4.

11 11

--- --------------1 --- --------------1

I I I I I I _.,- Flex tubing vent _.,- Flex tubing vent __ - _ .... - I between capillary __ - _ .... - I between capillary / tube and reservoir / tube and reservoir I I

~ ~

r r

Capillary Capillary

_---7- Large _---7- Large

tubes-1/4 in. - I diameter tubes-1/4 in. - I diameter I I and reservoir and reservoir I I 3/8 in. 1.0. -< I vent 3/8 in. 1.0. -< I vent tubes tubes Figure 6. -Cleveland State capillary action microgravity experi- Figure 6. -Cleveland State capillary action microgravity experi- Figure 7.-Cleveland State University micro G capillary action Figure 7.-Cleveland State University micro G capillary action ment alternate capillary tube array. ment alternate capillary tube array.

experiment. experiment.

12 12 Figure B.-Baldwin-Wallace College proposed rem ote sensing experiment in Berea quadrangle (Ohio). Figure B.-Baldwin-Wallace College proposed rem ote sensing experiment in Berea quadrangle (Ohio).

Scale, 1:24,000. Scale, 1:24,000.

Figure g.-Baldwin-Wallace College proposed remote sensing Figure g.-Baldwin-Wallace College proposed remote sensing experiment. experiment.

13 13 -------~---~~---- ------- ---------~--- ----l -------~---~~---- ------- ---------~--- ----l

I I

Form Approved Form Approved REPORT DOCUMENTATION PAGE REPORT DOCUMENTATION PAGE OMS No_ 0704-0188 OMS No_ 0704-0188

J J

Public reponing burden for this collection of information is estimated to average 1 hour per response. i nc lu ding the time for rev i ew i ng in structions. searchi ng existing data sources. Public reponing burden for this collection of information is estimated to average 1 hour per response. i nc lu ding the time for rev i ew i ng in structions. searchi ng existing data sources.

gathering and maintai ning the data needed. and colTllleting and review in g the collecti on of inl ormat ion _ Send comments regarding this burden estimate or any other aspect of this gathering and maintai ning the data needed. and colTllleting and review in g the collecti on of inl ormat ion _ Send comments regarding this burden estimate or any other aspect of this collection of information. inclu ding suggestions for reducing this burden . to Washi ng t on Headquaners Services. D ir ectorate for Information Operations and Repons. 1215 Jefferson collection of information. inclu ding suggestions for reducing this burden . to Washi ng t on Headquaners Services. D ir ectorate for Information Operations and Repons. 1215 Jefferson Dav is Highway. Suite 1204. Arl ingt on. VA 22202-4302. and to the Off ice of Management and Budge t. Paperwork Reduction ProjeCl (0704-0188). Washington. DC 20503_ Dav is Highway. Suite 1204. Arl ingt on. VA 22202-4302. and to the Off ice of Management and Budge t. Paperwork Reduction ProjeCl (0704-0188). Washington. DC 20503_ 1. AGENCY USE ONLY (Leave blank) 3 REPORT TYPE AND DATES COVERED 1. AGENCY USE ONLY (Leave blank) 3 REPORT TYPE AND DATES COVERED /2. REPORT DATE /2. REPORT DATE 1 _ 1 _ January 1994 Technical Memorandum January 1994 Technical Memorandum 4. TITLE AND SUBTITLE 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS 5. FUNDING NUMBERS Roles, Uses, and Benefits of General Aviation Aircraft in Roles, Uses, and Benefits of General Aviation Aircraft in Aerospace Engineering Education Aerospace Engineering Education wu- wu- 6 . AUTHOR(S) 6 . AUTHOR(S) Dennis P. O'Donoghue and Robert C. McKnight Dennis P. O'Donoghue and Robert C. McKnight 7. PERFORMING ORGAN I ZATION NAME(S) AND ADDRESS(ES) 8 . PERFORMING ORGANIZATION 7. PERFORMING ORGAN I ZATION NAME(S) AND ADDRESS(ES) 8 . PERFORMING ORGANIZATION REPORT NUMBER REPORT NUMBER National Aeronautics and Space Administration National Aeronautics and Space Administration Lewis Research Center Lewis Research Center E-8326 E-8326 Cleveland, Ohio 44135-319] Cleveland, Ohio 44135-319] 10_ 10_ SPONSORINGIMONITORING AGENCY NAME(S) AND ADDRESS(ES) SPONSORINGIMONITORING SPONSORINGIMONITORING AGENCY NAME(S) AND ADDRESS(ES) SPONSORINGIMONITORING 9. 9.

AGENCY REPORT NUMBER AGENCY REPORT NUMBER National Aeronautics and Space Administration National Aeronautics and Space Administration NASA TM-106463 NASA TM-106463 Washington, D.C. 20546-000] Washington, D.C. 20546-000] AIAA-94-0852 AIAA-94-0852 1 1. SUPPLEMENTARY NOTES 1 1. SUPPLEMENTARY NOTES Prepared for the 32nd Aerospace Science s Meeting and Exhibit s pon sore d by the American Institute of Aeronautics and As tronautics , Reno . Prepared for the 32nd Aerospace Science s Meeting and Exhibit s pon sore d by the American Institute of Aeronautics and As tronautics , Reno .

Nevada, January 10-13 , 1994 . Denni s P. O ' Donoghue , Sverdrup Technology, Inc_ , Lewis Re sea rch Cemer Group , 2001 Aerospace Parkway , Nevada, January 10-13 , 1994 . Denni s P. O ' Donoghue , Sverdrup Technology, Inc_ , Lewis Re sea rch Cemer Group , 2001 Aerospace Parkway , Brook Park, Ohio 44142 (work funded by NASA Contract N AS3-25266 ) , and Roben C. McKnight, N ASA Lewis Research Center . Responsibl e Brook Park, Ohio 44142 (work funded by NASA Contract N AS3-25266 ) , and Roben C. McKnight, N ASA Lewis Research Center . Responsibl e person, Roben C. McKnight, (216) 433-2034 . person, Roben C. McKnight, (216) 433-2034 .

12a. DISTRIBUTION/AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE 12a. DISTRIBUTION/AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE Unclassified -Unlimited Unclassified -Unlimited Subject Category 01 Subject Category 01 13. ABSTRACT (Maximum 200 words) 13. ABSTRACT (Maximum 200 words) Many colleges and universities throughout the United States offer outstanding programs in aerospace engineering. Many colleges and universities throughout the United States offer outstanding programs in aerospace engineering.

In addition to the fundamentals of aerodynamics, propulsion, flight dynamics, and air vehicle design, many of the In addition to the fundamentals of aerodynamics, propulsion, flight dynamics, and air vehicle design, many of the best programs have in the past provided students the opportunity to design and fly airborne experiments on board best programs have in the past provided students the opportunity to design and fly airborne experiments on board various types of aircraft. Sadly, however, the number of institutions offering such "airborne laboratories" has various types of aircraft. Sadly, however, the number of institutions offering such "airborne laboratories" has dwindled in recent years. As a resull, opportunities for students to apply their classroom knowledge, analytical dwindled in recent years. As a resull, opportunities for students to apply their classroom knowledge, analytical skills, and engineering judgement to the development and management of flight experiments on an actual aircraft skills, and engineering judgement to the development and management of flight experiments on an actual aircraft are indeed rare. One major reason for the elimination of flight programs by some institutions, particularly the smaller are indeed rare. One major reason for the elimination of flight programs by some institutions, particularly the smaller colleges, is the prohibitive cost of operating and maintaining an aircraft as a flying laboratory. The purpose of this colleges, is the prohibitive cost of operating and maintaining an aircraft as a flying laboratory. The purpose of this paper is to discuss simple, low-cost, relevant flight experiments that can be performed using readily available general paper is to discuss simple, low-cost, relevant flight experiments that can be performed using readily available general aviation aircraft. This paper will examine flight experiments that have been successfully conducted on board the aviation aircraft. This paper will examine flight experiments that have been successfully conducted on board the NASA Lewis Research Center'S T-34B aircraft, as part of the NASA/AIAA/University Flight Experiment Program for NASA Lewis Research Center'S T-34B aircraft, as part of the NASA/AIAA/University Flight Experiment Program for Students (NAUFEPS) and will discuss how similar experiments could be inexpensively performed on other general Students (NAUFEPS) and will discuss how similar experiments could be inexpensively performed on other general aviation aircraft. aviation aircraft.

15. NUMBER OF PAGES 15. NUMBER OF PAGES 14. SUBJECT TERMS 14. SUBJECT TERMS 14 14 Education; Engineering education; General aviation; Flight test; Microgravit y; Aircraft Education; Engineering education; General aviation; Flight test; Microgravit y; Aircraft 16 . PRICE CODE 16 . PRICE CODE performance; Aircraft stability and control; Remote sensing performance; Aircraft stability and control; Remote sensing A03 A03 20. LIMITATION OF ABSTRACT 20. LIMITATION OF ABSTRACT 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION OF THIS PAGE OF ABSTRACT OF THIS PAGE OF ABSTRACT OF REPORT OF REPORT Unclassified Unclassified Unclassified Unclassified Unclassified Unclassified Standard Form 298 (Rev. 2·89) Standard Form 298 (Rev. 2·89) NSN 7540-01-280-5500 NSN 7540-01-280-5500 Prescribed by ANSI Std _ Z39-18 Prescribed by ANSI Std _ Z39-18 298 - 102 298 - 102