Ski Jump Takeoff Performance Predictions Fora Mixed-Flow, Remote-Lift .
NASATechnicalMemorandumt-,j!J103866Ski Jump Takeoff PerformancePredictions fora Mixed-Flow,Remote-Lift STOVL AircraftLourdes G. ORAN92-32887STOVLpUnclasG3/O5February1992National Aeronautics andSpace Administration0117773
NASA TechnicalMemorandum103866Ski Jump Takeoff PerformancePredictions for a Mixed-Flow,Remote-Lift STOVL AircraftLourdesFebruaryG. Birckelbaw, Ames Research1992National Aeronautics andSpace AdministrationAmes Research CenterMoffett Feld, California 94035-1000Center,MoffettField, California
SUMMARYA ski jump modelverticallandingsimulation(STOVL)aircraft.of a mixed-flow,and comparesutilizedwas developedto predictThe objectiveremote-liftthe predictedresultsfor basic researchski jump takeoffwas to verifySTOVLaircraft.with the pil0tof other thrustvectoringangleTof attacksimulation.flight path anglecruisenozzledeflection8LNlift nozzleVNventralnozzlegroundeffectlift coefficientincrementinere ntALTENjet-induced0pitchlift incrementattitudedeflectionangleof the total thrustCDdrag coefficientCLlift coefficiente.g.centerDminlet momentumggravitationalKGEgroundcomponentof gravityeffectdragaccelerationwashout.factorthe modelresults.aircraftfor a shortwith resultsThis report discussesSTOVLNOMENCLATUREperformanceandfrom a pilotedthe predictionThe ski jumpperformingtakeoffmodela ski jumpmodelcan betakeoff.
dynamicpressureSwingareaTthrustTCNcruiseTLNlift nozzleTVNventralWaircraft hrustaccelerationaccelerationINTRODUCTIONThe U.S. and the U.K.single-enginefighterare engagedin a joint programaircraft with short takeoffto developand verticaltechnologylanding(STOVL)for a supersonic,capability.As part ofthat program recent in-house governmentand contractedindustry aircraft design studies wereconductedaimed at identifyingthe most promising conceptsfor supersonicSTOVL(ref. 1). demwere the focusof the study: RemoteFan, and AdvancedVectoredThrust.AugmentedUponLift, Ejector/completionof the studies,ajoint assessmentand ranking of the conceptswas conductedby a single team of officials from bothnations. The overall conclusionof that assessmentwas that the most promising ift for jet-borneof the jet thrust nozzles)flight(decouplingand conventionalthe locationmixed-flowof the enginepropulsivesystemsfrom thefor wing-borneflight.Amesis currentlystudyingand evaluatinga mixed-flow,aircraft based on a concept recentlystudied by McDonnellThe MFRL aircraft was selected because it is ntrolof mixeda simulationat r conventionalflighthad alreadybeen preparedmath model(ref. 2) to evaluaterequiredintegration,to the piloteddaringthe transitiontransitionand evaluatesimulation,supersoniclift for powered-liftfor a pilotedtakeoffwas developedfixed-basethe aircraft,the aircraft'sand ski jumpa ski jump modelperformanceduring a ski jumpresults. The verified ski jumpand remoteevaluate(MFRL)STOVLAircraftCompanyunder NASA contract.of this class of aircraft (possessingtheflight envelopeofand hover,short ght controltheandperformance.to predictthe MFRLaircrafttakeoff. The main objectivewas to verify the model withmodel would then provide the capabilityto predict ski jump2
takeoffperformanceandtrendsof otherSTOVLaircraftmoney,simulations.or the effortThis reportrequireddiscussesfor pilotedthe ski jump modelconfigurations,and compareswithoutits predictionsspendingthe time,with the pilotedresults. The report also shows the effects on the eofftrajectoryof varying the referenceattitude, the thrust-to-weight(T/W) ratio, the takeoff velocity,and the ramp angle.CONCEPTUALThe mixed-flow,sonicdashremote-liftcapability.a mid-mounted,aircraftwing,The propulsionsystem concept,mixed-flowis either ducted forwardnozzlenozzleclosed,single-enginein figure1, has a blendedside mountedinlets,STOVLfighterwing-bodyand a "V"with super-configurationwithtail.as illustratedin figure 2, uses a mixed-flowturbofanengine. Theto the lift npzzles and the ventral nozzle in the STOVL mode, orin conventionalis progressivelypitchDESCRIPTIONis a single-seat,The aircraft, as showndiamond-planformaft to the onthe lift and ventralfrom cruisenozzlesto hover,are opened.Thethe cruisecruisenozzlecan bedeflected 20* in both pitch and yaw axes. The lift nozzles are variable-area,flush-mountedclamshell nozzles and can be deflected :t20 about their nominal position 8 aft of vertical. The ventralnozzleis f'vced at 8 aft of vertical.front and rear nozzlethrustsSKI JUMPPilotedplacesystemsimulationsimulatorup display(HUD)to the Harrierthe .deflectionpitch-attitudepanel,A aftresultant14 , 12"), crosswinds,feet awayramptask, the airplanefromstarted from enginethe start of the ski jumpwas cleared,the pilots(45 , 50 , or 55*). Therotatedattituderamp.the nozzleshold systemglassinstrumentsquadrantimagingprojectedthe head-arrangedsimilarlythat containedbothexperienceparticipatedin the skipossiblewith two lift-deflectionratioidle and the airplaneLaunchbegananglesof 0.94.The originalc.g. was placeddeterminedthe aircraft's(45*, 50 , 55*), threeon or off. All runs werewith applicationto the previouslythen rotated3single-combinationsand turbulenceconductedat sea level on a standardday with a thrust-to-weightto run the full matrix on both 12" and 9 0 ski jump ramps.For eachon a fixed-base,computer-generatedcombiningthrottleof all parametertotal thrustthenozzles.handle.and powered-liftconsisted(20 , 10"), threeangleswas conductedof conventionaldeflectionof vectoringthe lift and cruiseDESCRIPTIONstick, and a left-handand the thrust-vectorwith V/STOLanglescaptureaircraftscene. An overheada centerby a combinationflow betweenSIMULATIONThe cockpitThe task matrixis providedremote-liftCenter.visualfor the pilot.instrumentpowerPILOTEDResearchthe externalthrustthe engineof the mixed-flow,at AmesprovidedVectoredand shiftingpitchplan wasa number ofof full power.resultantattitudethrustAs theangleto the desired
value (16 , 14 , or 12 ) withinangle,1.5 see. At this point in the simulation,and pitch angle remainedconstantuntil after the takeoffthe limbpoint was reached. The pilots continued each run through nozzle transitionuntil the airplane velocitywas about 200 knots. Time histories of the data were recorded in real time to document the aircraft'sbehavior.The pilotsrated each run as acceptablerate of climband the acceleratione.g. positionalongthe lengthperformance.of the runwaylimit of each task. This acceptable200 ft/minThe pilot ntingEach run was repeateduntil the pilotsminimum(3.3 ft/s) for the takeoffoperations.operatingor not acceptable,foundchangingthe acceptablelimit was a minimumThis criterionin this report)is basedrepresenton the minimumairplaneoperatingrate of climbon the pilot'sthosethe initialminimumminimumof at leastexperiencein fleetacceptablelimits.Eachpilot did not fly the entire matrix,was for the 12 ramp,the followingand a lift-nozzledeflectiondata with no crosswindsLift nozzle,Resultantand due to dmeangleor turbulenceconstraints,mostof the data obtainedof 20 . For the purposeof this report,onlyare 514121045161220451692050169A completeset of the piloted simulation results for the ski jump takeoffs and for conventionalshort takeoffswill be publishedin a forthcomingNASA TechnicalMemorandum(Samuels,J. J.;Wardwell,MFRLD. A.; Guerrero,STOVLU M.; and Stortz,ski jumpsion forcesW.: Simulationof TakeoffPerformanceof anAircraft).SKI JUMPTheMichaelmodel'sin the horizontalequationsPREDICTIONof motionand verticalM01)ELare writtendirectionsDESCRIPTIONby summing(ref. 3). The resultant4the aerodynamicequations,and propul-
TSCD COST) . ILcosTsinT) representa systema fixed-step,responsefourth-orderof the airplanetried" accordinglyventionalchangesbut assumesground effects,routine,jet-inducedof or, an incrementequations,accountsand propulsiveof motionare integratedthe pitchresult of pilot inputfor power-offforces.usingdynamicand is "schcd-aerodynamics,Inlet momentumdragcon-(due tois also included.above includesfor conventional1.0]whichdoes not includeis a knownmodelof the main inlet air flow)in the equationsmodela tude6effects,differentialmethat pitchfurther below).D-sin'y{! i! !! !!!!!.nonlinear,Runge-Kutta(discussedin momentumThe lift coefficientfunctioneffects:of two second-order,1groundeffect,C L --C L (0t) K EACLoEthe power-offlift coefficientand the jet-induced(lift nozzleas aonly) TL Nwheree L (0t), KGE ,ACLoE,are lookuptable valuesThe drag coefficientof two terms,effect:the drag(for lookuptable informationin the equationscoefficientof motionas a functionandse. refs. 2 and 4).only accountsfor power-offof a and an incrementC D CD(O 0 KoEACDGeffectsthat accountsand consistsfor the groundEwhereCD(a),are lookuptable values(for lookupKGE, and ACDo Etable informationsee rcf.2).The propulsionportion of the model accounts for the normal and axial forcesvectors at the lift nozzle, the ventral nozzle, and the cruise nozzle:5due to thrust
Tnormal --TIN COS( LN 8o) TVN Cos( VN) Taxia I TLN sin( LNThe modeljumpdeckrunbeginssimulation 8 ) TVN sin( VNTCN sin(SCN)) TCN cosCScNat launch from the ski jump ramp,(i.e., at t - 0.0 sec the airplane,represented)and does not simulateby a pointmassthe skiat the c.g., is at the end ofthe ramp). Emulating the piloted simulation,the weight, thrust, and nozzle deflectionangles arcassumedconstant in the predictionmodel during the initial phase of the sfromthe initial pitch attitudeDecknm distancefor all runs.is calculatedto the referenceafter the takeoffpitchvelocityattitudeisin 1.5 sec, and then heldis known.The modelprovidestimeThe model can be used in two differentways. The model can read a setof initialconditionsfroma fdc and iteratein a given velocity-searchrange untilitfindsthe takcoffvelocitywhose trajectoryproduces the desiredminimum rateof climb.Otherwise, a desiredtakeoffvelocitycan bc specified,and thcresultingtrajectoryand minimumrateof climb arcgenerated.To find the takeoffvelocitywhich willproduce a desiredrateof climb given a setof t; lift-,cruise-,and ventral-nozzlethrustsand chattitude;skijump ramp deflectionangle;desiredminimum rateof climb; and a range of takeoffvelocities(which the program uses to run a setof skijump trajectoriesin searchof thedesiredminimumrateof climb).Whena specifictakeoffvelocityisdesired,the initialinputis thesame as above, except only one takeoffvelocityisinput to the fileandno minimum rateof climb informationisprovided.Ifthe initiallift-,cruise-,and ventral-nozzlethrustand deflectionangic informationisnot available,an alternateinput scheme using the totalthrust,thrustsplit,and the liftand cruise-nozzledeflectionanglescan also be used. The initialpitchattitudeat the end of theramp isdetermined from theinclinationof the ramp (9 or 12 ),and theinclinationof the aircraftatcompressed gear height.The skijump takeoffpredictionscheme used (holdingweight, thrust,resultantthrustangle,andcapturedpitch attitudeconstant)isvalidonly during thetransitionsegment of the skijump takeoff(thisincludesthe minimumrateof climb point).The predictionscheme isnot valid afternozzletransitionhas begun, sincethe assumptions of constantthrust,thrustresultantangle,and pitchattitudeare no longer valid.RESULTSThe predictionspresented alluse initialconditionsfrom the simulationdata forthe lift-,cruiseand ventral-nozzlethrustsand theirrespectivedeflectionangles.Priorto the simulation,the thrustand nozzle informationrequiredforthe initialinput conditionswas obtained from NASAAmes'takeoffmodel forshorttakeoff(STO). Correct trendswere predictedusing thisearlydata.However,6
thosepredictionswerenot as closethrustconditionscamefromThe most interestingand takeofframpvelocityexit velocityto the pilot resultsthe simulationresults obtainedrequiredto achieveis decreased,as the predictionsobtainedwhenthe initialdata i.from a s jump takeoffa desthe minimumminimumRsimulationrate of climbduringthe ski jumpare the takeoff(ROC).flyawaydistanceAs the ski jumpdecreases.ThepredictedminimumROC as a function of ramp exit velocity for the mixed-flow,remote-liftOVlFRL)aircraft is shown for nine test cases in figures 3-6. Pilot results are also shown in those figures forcomparison.The trendspilot results.The pilottime whenFiguretakeoffthe nozzlesindicatedscatterwere deflected7 shows predictedvelocity.by the predictionis affectedThe takeoffmodeland pilotscaledare referencedcurveare in goodfull throttleagreementwas applied,with theand the actualas the ramp was cleared.distancesfied. The two lines are simpleresultsby the rate at whichtakeoffdistancesfor the 12 ramp as a functionto an arbitrarypointfits of the pilot and the predictedto keeptakeoffofthe data unclassi-distancestest cases shown in figures 3, 4, and 6. Comparingboth curve fits shows that the actualdistanceswere less than the predictedtakeoff distancesby about 5-10 ft.for the sametakeoffThe takeoff velocity and ground roll predictions for the MFRL aircraft (for a specifiedminimumROC ski jump takeoff trajectory)are summarizedand comparedto the pilot results in tables 1-4.Tables 1 and 2 summarizeand compare the predictedand the pilot results for the test cases presentedin figures 3 and 4 (20 lift-nozzle,12 ramp, and 16 and 14 pitch attitudes).The average differencein table1 betweenthe predictedand the pilot resultsthe takeoff distance.The average0.3 knots for the takeoff velocityTable 3 summarizesThe average differencetakeoffvelocitytakeoffvelocityand1 knot for the takeoffdifferencein table 2 between the predictedand 5 ft for the takeoff distance.velocityand 7 ft forand the pilot resultswasthe results of the test c e presented in figure 5 (20 lift-nozzle,9 ramp).in table 3 between the predictedand the pilot results was 2 knots for theand 3 ft for the takeoffTable 4 summarizesThe average differencewasdistancei.the results of the test se presented in figure 6 (10 lift-nozzle,12 ramp).in table 4 betweenthe p ctedand the pilot results was 1 knot for the13 ft for the takeoffThe ski jump predictionmodeldistance.also generatestime histories.The time historiesshownin figurefor velocity,rate of climb, altitude, and pitch attitude compare simulation and predicteddata for thecase of a 12 ski jump, 20 lift-nozzledeflectionangle, 45* resultant thrust angle, 16 referenceattitude,and 52 knotstakeoffvelocity(see fig. 3, ON 45 ). Timezero is at the momentthe airplaneleaves the ramp. The predictionmodel can provideother time histories not shown in figure 8 (suchas flight path angle, angle of attack, accelerationalong the flight path, and thrust components)asrequired.8
Table1. Summaryof predictedresults comparedflyawayLift nozzleto pilot resultsON, degTakeoffknotsTableof 16 ft*Minimum(prediction/pilot)rate 0555547.3/4848/4950/4454/444.55.0ground-roll2. 0.94Distance,(prediction/pilot)*Scaledrate of climbangle --- 20"attitude capturevelocity,minimumtrajectory12 ski jump, T/WPitchfor a givenSummarydistance."of predictedresults compared to pilot resultsflyaway trajectoryLift nozzleangle"for a givenminimumrate of climb 20 12 ski jump, T/W 0.94Pitchattitudecaptureof 14 ION, 50ft*51/51Minimumclimb,88/833.570/6767/633.5rate .8/5270/6672/635.25ground-rolldistance.85.5
Table 3.Summaryof predictedresultscompared to pilot resultsflyaway trajectoryLift nozzlefor a givenminimumrate of climbangle 20 9 ski jump, T/W 0.94PitchTakeoffON, on/pilot)455051/535051.5/53ground-rollTable 4.Summaryof predictedresultscomparedPitchON, e of climbT/W 0.94attitude capturevelocity,for a givenangle - 10 knotsof 16 Distance,(prediction/pilot)Minimumft*rate eoffperformance.thrusttrajectorytakeofflift nozzlefor a givenhigheris requiredtakeofftakeoffand T/W tudes,respectively),for the lower referenceto about a 20 ft increasevelocity,with improvedReducing7 knotshigherThis correspondsangle,OF RESULTS3 and 4 (16 and 14 referenceof 3-4 knotsrate of climbaboutclimb,86/9064/"72to pilot resultsLift nozzleflyawayrate oftrajectory12 ski ediction/pilot)55/5650.5/5450*Scaledof 16 one can see that aattitudein the takeoffa higherreferenceto achievedistance.attitudethe sameThus,producesholdingarate of climb.20 to 10 (see figs. 3 and 6) lowersand referenceand aboutattitude.40 ft moreperformance.9Thetakeofflowerdistancethe trajectorylift nozzleminimumsettingto get similarrequirestakeoff
The 9 ski jump ramp requiresdistanceabout 2 knots higher takeoffthan the 12 ramp to get similarThe best combinationwith acceptabletakeoffof parametersminimumexaminedrate of climbhigher reference attitude (16 ),ment with these conclusions.performancein this report (figs.(3.3 fi or higher)and the higherSincethe ski jumpmodel)during a ski jumptime histories,comparesvariables:shownin figuresallowsus to quantifyin figureare showntakeoff.-3,ski jumpflyawaytrajectoriesof figureFigurehigherspeed10 showsrampangleas the ski jumpdecreased,FigureThereof 60 knotsprovidesrampangleof varyinga betterin shorter takeoff11 showsthe effectresultingfromUsingThe choicedifferentFigurevelocityfor a moving-base12 showsconstant,same performancedistance.margin,the ski jumpTheseobvious,of varyingeffectsarethe modelaircraft.velocitiestrajectoriesobstacleof 40, 50, and 60 knotshavea minimumclearancerate ofcan be evaluatedneeds to clear a 50 ft obstacle600 ft awayis required.The excess citytakeoffangle.ground-rollFor a constantThis also meansdistance.takeoffthat for the samelimit, ref. 4), the launchvelocityvelocity,atrajectory,can bereferencereferenceattitudesattitudes,to have excessaltitudeon velocitybut higheror higherand flightreferencevelocitypath trajectory.attitudesduringcausea lossthe flyawaypilots. One of the pilots in the simulationpreferreda lower pitchof improvedforward visibility.These pilot opinionsmay besimulation.the effectthe highertakeoffcasesdistances.of differentof whetherand rampsomewe wish tothe effectsseem intuitivelythis figure,(up to a practicalloss for the highertrajectorydepends on the individualattitude (14 instead of 16 ) becauseand in somefor the modeledbut requiresflyawayis increasedresultingis less altitudein velocity.the effectis availabletheare in agree-type aircraftto illustratevelocity,effectsas a functionof the takeoff speed. For example, if the pilotfrom the ramp exit, a takeoff velocity of 50 knots or higherfor a takeoff(20 ),we are now able to makeaircraft3 at ON -- 45 . Theserespectively.deflectionThe pilot resultstrajectories,takeoffparametersconditions3, and 9 ft/sec,takeoffremote-liftof the predictedof varyinglift nozzle(or any other STOVLT/W ratio,manythe effects9, ski jumpof aboutattitude,Althoughfor the sameaircraftTypicaltakeoffPREDICTIONSfor the mixed-flow,pitch9-12.ramp (12 ).well with the pilot results,remote-liftare presentedthe followingclimbmodelfor the mixed-flow,and about 10 ft more3-7) for a ski jump takeoffis the higherski jumpADDITIONALpredictionsvelocity(see figs. 3 and 5).of varyingT/W ratiosthe higherthe T/W ratio.give higherT/W ratiosperformancerequire10Keepingthe rampanglemargins.Simplyless takeoffvelocityand the takeoffstated,to keepand less takeoffthe
CONCLUSIONSA ski jumptakeoffpredictionand verticalmodellandingwas developed(STOVL)to predictaircrafL The takeoffski jump takeoffperformanceperformanceresults obtainedfor a shortwith the skijump predictionmodel agree well with the pilotedfixed-basesimulationresultsof themixed-flow,remote-liftaircraft.In addition,the model can bc used to predicttrendssuch as the effectof rampanglc,the effectof various TAV ratios,or theeffectof body ardtudc on transition,as demonstrated inthe report.The model can easilybc utilizedto make predictionsforother STOVLconcepts perform-ing skijumps.REFERENCESI. Lcvine, J.; and Inglis,M.: US/UK(ASTOVL).2.Engelland,STOVLAIAAPaper 89-2039, 1989.S. A.; Franklin,Aircraft.NASA3.Kohlman,1981.D. L. : Introduction4.Wardwell,D. A.: Jet InducedTM-102858,Advanced Short Takeoff and VerticalLanding ProgramJ.; and McNeill,TM-102262,to V/STOLEffectsW.: SimulationModelof a Mixed-FlowRemote-Lift1990.lanes.for the ,Model.Ames,NASAIowa,
0o0Figure 1.Mixed-flowremote-lift12STOVL aircraft.
jCool AirII Core AirII AugmentedMixedAirAirVentral NozzleMain Lift stem.
Lift Nozzle Angle 20 Pitch Attitude Capture 16 T/W 0.9412 Ski Jump540 N 45 .jj-f 48L.- .&Pilot DatavPredicted Data0123456MINIMUM ROC, ft/sec5452ON.mJ50; .gJ.48J46'P'-.jJ701 Pilot DataPredicted Data1jF4450 f324s6MINIMUM ROC, ft/sec54 0I52500 N - 55 ,J4846, I.-.J Pilot DatamPredicted DatafyJ440123456MINIMUM ROC. ft/secFigure 3.Minimumrate of climb during ski jump takeoff.14
Lift Nozzle Angle 20 Pitch Attitude Capture 14 T/W 0.9412 Ski Jump56U)f54.,. . .J. .e N 45 - .fJj *"52-4w-5O14-f. LU48, ,rPilot Data.Predicted DataI46I12"3!4MINIMUM5ROC, ft/sec56,IlI .,,I54r0N 50 52,UJ5OLL14.,o,.48L,, /.3 46v.T ! " ",iI PredictedPilotData Data-,0I234MINIMUM5615ROC, ft,'sec1e N 55 so .yO /"4601t2MINIMUMFigure4.Minimum!134Pilot DataPredicted Data56ROC, ft/secrate of climb15duringski jumptakeoff.
Lift Nozzle Angle 20 Pitch Attitude Capture 16 T/W 0.949 Ski Jump6O]58J. f56gJ; uJve N 45 oi L54f52&Predicted Data.i75001Pilot Data23456MINIMUM ROC, ft/sec58 RJ 560 N 50 f54UJ 14. Ai f52f50JI m PredictedPilot Data Data480123456MINIMUM ROC, ft/secFigure 5.Minimum rate of climb during ski jump takeoff.16
Lift Nozzle Angle 10 Pitch Attitude Capture 16 T/W 0.9412 Ski Jump64O N 45 Pilot DataPredicted DatafJ54012I!3456MINIMUM ROC, ft/secFigure 6.Minimum rate of climb during ski jump takeoff.62.f/6058 754JLLIJ.052"1 .fUJp-7Diict data ,Lrye fit5Of48 /46/.YDre:lictedd ta801O0/-cu rvelfit ./f//4060SCALED TAKEOFF DISTANCE, ftFigure 7."Scaled takeoff distances for 12 ramp.17120
807OSsot"- -"-smu TiONPRED,CTION5O123420--.,.--SIMULATIONPREDICTION d10,O,mI.,0123460 r;4O:. .,.-"I20 .J fSIMULATIONPREDICTION0 01 2-.3417uE16. ,s"T"-,"i#,,L .J. TL .,.l- J SIMULATIONPREDICTION1420TIME, secFigure8. Time historyexample.1834
Thrust Resultant Angle 45 T/W 0.94Lift Nozzle Angle 20 Ramp Angle 12 Pitch Attitude Capture 16 100'. ' .VTO-I'sOk ---80'4:::u5J60', ,r jI'50E3knots4O40 knots20,.j00200400600800DISTANCE, ftFigure 9.Effect of takeoff velocity on ski jump trajectory.Thrust Resultant Angle -- 45 T/W 0.94Lift Nozzle Angle 20 Takeoff Velocity 51 knotsPitch Attitude Capture 16 120IL.i/100.rRat up Angle 25 !80156u2.60j i.i- '"10 "I--4O5 20200400600DISTANCE, ttFigure10. Effect of ramp angle on ski jump trajectory.19800
Thrust Resultant Angle 45 T/W 0.94Lift Nozzle Angle 20 Ramp Angle 12 Takeoff Velocity 54 knots90eJ80iiJi 6O50[02345TIME, sec8Oi70L. .i60) 16 L.ii-Je-isj-iii040/:30.17i.:.il2010 i .020040(600800DISTANCE, ftFigure 11. Effect of pitch attitude on ski jump performance.2O 14
Thrust Resultant Angle 45 Lift Nozzle Angle 20 Ramp Angle 12 Pitch Attitude Capture 16 Takeoff Velocity 54 knots100T/W 1.2.90L/f/)T/W 1.0--80/60'/,d.i lT/W - 0.8.f750204356TIME, sec200TNV 1.2150u3J100TNV 1.0j/I,--//5O. T/W- 0.800200400600800DISTANCE, ftFigure 12. Effect of thrust/weight21on ski jump performance.
REPORT DOCUMENTATIONFormPAGEApproredousNo,o -ofPublic reporting burden for this collectionof inlormaticn Is estlmete( to awr e 1 hour per .k on , Includingthe time lot revlewlng Ir tructlon , searching existingitoume ,(l .thednglind malraldnlngthe dala. needed, lind compk)tlng and reviewingthe coUeoticn of Inlormltton. bad comments regardingI1'1t11.burden e nmllle orRan /other 21 Scl of thiscollectionof Inlorm tk)noInc axlingluggeeticn for reducing this burden, to Walhlr ton Headquwlenl ll ndcm . Director.s tor Irdermaticn Operltl.o nl.lmo sports, 12 5 JetlerlonDavis H lihwlly,Suite 1204. Arlington. VA 22202-.,1302,endto the Offleeo nManis(fomentand Budget, Papemork Reduction Project (0704-0188). wu, nmglon, DC 20503.1. AGENCYUSE ONLY (Leave blenk) 2. REPORT DATE3. REPORT TYPE AND DATES COVEREDI4. TITLEANDPredictionsG. BirckelbawORi GAmesFUNDINGfor a Mixed-Flow,AUTHOR(S)Lourdes7.Technical Memorandum6.Ski Jump Takeoff PerformanceRemote-Lift STOVL Aircrafti6.February, IZATIONREPORTNUMBERCenterField, CA AME(S)AND ADDRESS(ES)10.National Aeronauticsand Space AdministrationWashington, DC 20546-000111.SUPPLEMENTARYSubject13.Lourdes G. Birckelbaw, Ames Research(415) 604-5592 or FTS ximumSTATEMENTCenter, MS 237-3, Moffett Field, CA TRACTNASA TM- 103866NOTESPoint of Contact: 121.SPONSORING/MONITORINGAGENCYREPORTNUMBER05200 words)A ski jump model was developed to predict ski jump takeoff performance for a short takeoff and verticallanding (STOVL) aircraft. The objective was to verify the model with results from a piloted simulation of amixed-flow, Emote-liftSTOVL aircraft. This report discusses the prediction model and compares thepredicted results with the piloted simulation results. The ski jump model can be utilized for basic research ofother thrust vectoring STOVL aircraft performing a ski jump takeoff.i14. SUBJECTTERMSSki jump, Mixed-flowremote-liftSTOVL15.NUMBEROF RITYCLASSIFICATIONOF N111. SECURITYOF THIS PAGE19.SECURITYCLASSIFICATIONOF ABSTRACTOF ABSTRACTUnclassifiedStandardPrescribedFormby AN31298gtd.(Rev.Z39-1 2-89)
Wardwell, D. A.; Guerrero, U M.; and Stortz, Michael W.: Simulation of Takeoff Performance of an MFRL STOVL Aircraft). SKI JUMP PREDICTION M01)EL DESCRIPTION The ski jump model's equations of motion are written by summing the aerodynamic and propul-sion forces in the horizontal and vertical directions (ref. 3). The resultant equations, 4
Ski Junior 120-150cm ski children 14.5 27 34.5 41.5 49 56 60 64 68 72 76 80 84 88 Ski kid 70-110cm ski children 9.5 16 20 24 28 32 34.5 37 39 41.5 44 46.5 49 51 Ski boots Junior 30-42 ski children 9.5 16 20 24 28 32 34.5 37 39 41.5 44 46.5 49 49 Ski boots Kid 21-35 ski children 7 13.5 16 18.5 21 23 25.5 27 29 30.5 32 33.5 35 37
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Activity 1: Jump Rope Progression - Practice your basic jump rope skills. Activity 2: Creative Mode Jump Rope Do as many jump tricks as you can. Activity 1: Jumping Tabata Challenge Activity 2: Ninja Warrior Jump Challenges Activity 1: Creative Mode Jump Rope Do as many jump tricks as you can. Activity 2: Create a jump rope routine
LYCEE XAVIER MARMIER ENCADREMENT Il est assuré par Un professeur d'EPS spécialiste en ski nordique, affecté en partie à la Section Sportive Ski Nordique. les conseillers techniques ski nordique du comité départemental de ski du Doubs (CD 25) et du comité régional de ski du massif Jurassien ( CRMJ) des 2 disciplines : Fond, Biathlon. .
CAP – Cessna Short- and Soft-Field Operations 1 February 2017 . ACS – Short-Field Takeoff Standards . Review ACS Short Field Takeoff standards.\爀屲Takeoffs and climbs from fields where the takeoff area is short or the available t\ൡkeoff area is restricted by obstructions require that the pilot operate the airplane at the limit of its takeoff performance ca對pabilities.
Figure 2. MMS Tutorial main menu Figure 3. Takeoff module screen 4.2. Requisition Module Once the takeoff data is stored in the takeoff file, the user can use the requisition screen (Figure 5) to consolidate takeoff data and generate a requisition. For example, assume there is 200 ft of 2 inch pipe on drawing
Life Be Like in 2025?” and answer the questions. 1. W hat predictions for 2025 are likely to happen, in your opinion? 2. What predictions for 2025 are not likely to happen? Why not? 102 UNIT 6 Making Predictions In 1900, an American engineer, John Watkins, made some predictions about life in 2000. Many of his predictions were correct.
or a small group of countries, we explore possible drivers behind the decline in income inequality in Latin America as a whole. To undertake this task, we utilize an array of methodologies—including correlation and econometric techniques. To start, we look at simple correlations between changes in policy variables and changes in income inequality
