Investigation of cambered propeller design for VTOL/STOL airplane. 3/4 front view of Curtis VTOL propeller.

Investigation of cambered propeller design for VTOL/STOL airplane. 3/4 front view of complete configuration, 0 deg.

Ryan #92 deflected slipstream VTOL/STOL airplane with flaps undeflected.

3/4 front view from below, showing Pods and Fan Rotating. March A. Zeiger standing in front. Tandem Dual Ducted Fan V/STOL Model in Ames 40x80 foot Wind Tunnel

3/4 front view of McDonnell-Douglas Large-Scale lift fan, vertical and/or short take-off and landing (V/STOL), transport model. Francis Malerick in photograph. The McDonnell Douglas DC-9 (initially known as the Douglas DC-9) is a twin-engine, single-aisle jet airliner.

QSRA (QUIET STOL RESEARCH AIRCRAFT) COCKPIT SHOWING GUIDANCE EQUIPMENT, CONTROL AND DISPLAY

QSRA (Quite STOL Research Aircraft) NASA-715 C-8A Tufts during the CCW tests out of NASA Ames

NC-130B in front of NASA Ames Research Center Hangar. A Study of STOL Operational Techniques. BLC instrumentation

C-8A (NASA-716) Buffalo Augmentor Wing Jet STOL Research Aircraft at Crows Landing during take-off

Ryan XV-5B V/STOL aircraft

Ryan XV-5B V/STOL aircraft with pilot

OV-10A instrument panel similar to 407-46-1 but showing pitch and yaw indicators. YOV-10A STOL Aircraft rotating cylinder flap.

3/4 REAR VIEW OF Breguet 941 AIRPLANE; FLIGHT EVALUATION, MAY 1963. Boundary Layer Control, STOL, and V/STOL Research. Fig. 105 NASA SP Flight Research at Ames: 57 Years of Development and Validation of Aeronautical Technology

Grumman F9F-6 (Bu. No. 128138) Cougar airplane. EVALUATION OF CARRIER APPROACH TECHNIQUES Boundary Layer Control, STOL, and V/STOL Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 101

NASA Photographe Ryan XV-5B V/STOL aircraft

Japanese ASUKA STOL: In-flight

Japanese ASUKA STOL: In-flight

Visual Flgiht Attachment 2 (REDIFON) is a terrain model that is video-coupled with a simulator cockpit to integrate the pilot with the machine for actual STOL operations of the future N-210 Flight Simulation Laboratory

Japanese ASUKA STOL: Computed Pressure CGI (QSRA Configuration)

Japanese ASUKA STOL: Computed Pressure CGI (QSRA Configuration)

V/STOL Lift -cruise fan transport with Stan Dickenson in 40 x 80 ft. W. T.

3/4 front view of model with flaps up. V/STOL Aircraft: Wind tunnel investigation of rotating cylinder applied to training edge flaps for high lift & low-speed control.

3/4 rear view of model with flaps down with Cecil E. MacDonald. V/STOL Aircraft: Wind tunnel investigation of rotating cylinder applied to training edge flaps for high lift & low-speed control.

3/4 rear view of model with flaps down. V/STOL Aircraft: Wind tunnel investigation of rotating cylinder applied to training edge flaps for high lift & low-speed control.

C-8A (NASA-716) Buffalo Augmetor Wing Jet STOL Aircraft cockpit - SERVO installations

Lockheed NC-130B STOL turboprop-powered aircraft with ailerons drooped 30 degrees. Note trailing-edge flaps deflected 90 degrees for increased lift. Two T-56 turboshaft engines, which drove wing-mounted load compressors for boundary-layer control, are mounted on outboard wing pods. Landing approach speed was reduced 30 knots with boundary-layer control

6 degree V/STOL Control Systems Research All Axes, Simulator (simulator pilot: Richard K Greif) at the Ames Research Center, Moffett Field, CA Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 113

Height-Control Test Apparatus (HICONTA) Simulator mounted to the exterior of the 40x80ft W.T. Building N-221B and provided extensive vertical motion simulating airplanes, helicopter and V/STOL aircraft

AV-8B Harrier V/STOL Aircraft NASA-704 take off at the NASA Ames facillity Crows Landing, CA

Lockheed NC-130B (AF58-712) Aircraft. A Study of STOL Operational Techniques; landing approach. Nose-low pitch attitude of the aircraft was required in wave-off (or go-around) at 85 knots with flaps 70 degrees. An increase in stall-speed margin could be required to produce a more positive climb angle. (Nov 1962) Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 104; 60yrs at Ames, Atmosphere of Freedom NASA SP-2000-4314

McDonnell Douglas YAV-8B (Bu. No. 158394 NASA 704 VSRA) Harrier V/STOL Systems Research Aircraft hover Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig.125

3/4 front right side only with Tim Wills on right and Charles Greco, mechanic. Large flaps on Variable height struts. XC-142 was a tri-service tiltwing experimental aircraft designed to investigate the operational suitability of vertical/short takeoff and landing (V/STOL) transports.

Bell V/STOL X-14 airplane mounted at 90 degrees yaw in 40x80 foot wind tunnel.

close up of CLAM SHELL. NC-130B Aircraft. A Study of STOL Operational Techniques. BLC instrumentation

3/4 lower front view of DC-9 lift/cruz fan transport model. Pictured with Eloy Martinez (left, mechanic) Leo Hall (right, engineer).

Center Director John McCarthy, left, and researcher Al Johns pose with a one-third scale model of a Grumman Aerospace tilt engine nacelle for Vertical and Short Takeoff and Landing (V/STOL) in the 9- by 15-Foot Low Speed Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Lewis researchers had been studying tilt nacelle and inlet issues for several years. One area of concern was the inlet flow separation during the transition from horizontal to vertical flight. The separation of air flow from the inlet’s internal components could significantly stress the fan blades or cause a loss of thrust. In 1978 NASA researchers Robert Williams and Al Johns teamed with Grumman’s H.C. Potonides to develop a series of tests in the Lewis 9- by 15-foot tunnel to study a device designed to delay the flow separation by blowing additional air into the inlet. A jet of air, supplied through the hose on the right, was blown over the inlet surfaces. The researchers verified that the air jet slowed the flow separation. They found that the blowing on boundary layer control resulted in a doubling of the angle-of-attack and decreases in compressor blade stresses and fan distortion. The tests were the first time the concept of blowing air for boundary layer control was demonstrated. Boundary layer control devices like this could result in smaller and lighter V/STOL inlets.

F-15B ACTIVE in flight

F-15B ACTIVE in flight

Mission control Blue Room, seen here, in building 4800 at NASA's Dryden Flight Research Center, is part of the Western Aeronautical Test Range (WATR). All aspects of a research mission are monitored from one of two of these control rooms at Dryden. The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests, corridors are provided for low, medium, and high-altitude supersonic flight, and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada.

F-15B ACTIVE in flight over lakebed

A technician checks a 0.25-scale engine model of a Vought Corporation V-530 engine in the test section of the 10- by 10-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Vought created a low-drag tandem-fan Vertical/Short and Takeoff and Landing (V/STOL) engine in the mid-1970s, designated as the V-530. The first fan on the tandem-fan engine was supplied with air through a traditional subsonic inlet, seen on the lower front of the engine. The air was exhausted through the nacelle during normal flight and directed down during takeoffs. The rear fan was supplied by the oval-shaped top inlet during all phases of the flight. The second fan exhausted its air through a rear vectorable nozzle. NASA Lewis and Vought partnered in the late 1970s to collect an array of inlet and nozzle design information on the tandem fan engines for the Navy. Vought created this .25-scale model of the V-530 for extensive testing in Lewis' 10- by 10-foot tunnel. During an early series of tests, the front fan was covered, and a turbofan simulator was used to supply air to the rear fan. The researchers then analyzed the performance of only the front fan inlet. During the final series of tests, the flow from the front fan was used to supply airflow to the rear fan. The researchers studied the inlet's recovery, distortion, and angle-of-attack limits over various flight conditions.

Brent Miller, of the V/STOL and Noise Division at the National Aeronautics and Space Administration (NASA) Lewis Research Center, poses with a sonic inlet for the NASA Quiet Engine Program. NASA Lewis had first investigated methods for reducing aircraft engine noise in the mid-1950s. Those efforts were resurrected and expanded in the late 1960s. The researchers found that the use of a sonic, or high-throat-Mach-number, inlet was effective at reducing the noise from the engine inlet. The device accelerated the inlet air to near-sonic speeds which kept the forward moving sound waves away from the inlet. The device also deflected the sound waves into the wall to further reduce the noise. NASA Lewis researchers tested models of the sonic inlet in their 9- by 15-Foot Low Speed Wind Tunnel. They found that the general level of aerodynamic performance was good. The tests during simulated takeoff and landing conditions demonstrated the sonic inlet’s ability to provide good aerodynamic and acoustic performance The researchers then successfully tested two full-scale sonic inlet designs, one from Pratt and Whitney and one from General Electric, with fans. A full-scale engine was installed on a thrust stand to determine the sonic inlet’s effect on the engine’s performance. The amount of noise reduction increased as the inlet flow velocity increased, but the full-scale tests did not produce as great a decrease in noise as the earlier small-scale tests.