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UPDATE #30 - August 27, 1998

PART 1: Frequent Updates and Chat
PART 2: Design a Logo Contest
PART 3: Chat with Stephen Jaeger!
PART 4: The Role of the Test Manager in the Wright Flyer Test
PART 5: Subscribing & Unsubscribing: How to do it


Are you ready for school? We are revving up for the 
school year too.  Here's what to look for:

Weekly email updates with new about what's happening at 
Aerospace Team Online and Wright Flyer Online

Weekly QuestChats with the aerospace engineers designing 
aiplanes and helicopters of the future, the wind tunnel folks and
computational fluid dynamicists, (cfder's), and more.

New bios, journals, lesson plans, photos and fun like the word search game
on flight simulators at

We look forward to your participation!!


The Wright Flyer Wind Tunnel Test Team would like to have a logo design
that can be placed on test results, letterheads and possibly
promotional stickers. We would like your help in designing this logo. The
logo needs to be an original design that does not use any other
copyrighted images.

This is the first of many contests planned for Wright Flyer Online. This 
contest is open to all students between the grades of first through
eighth. For more information visit:


Tuesday, September 15, 1998, 9:30 AM Pacific Time: Stephen Jaeger,
aeroacoustics engineer
Aeroacoustics is the study of aircraft noise. Stephen's
responsibilities in this area include developing tools for measuring
aircraft noise, and conducting acoustics research on wind tunnel models of
supersonic jets, airliners and aircraft engines. He also builds new test
instruments, designs equipment, analyzes noise data, and presents the
results of wind tunnel tests. 
Read Stephen Jaeger's autobiography and field journals prior to joining
this chat. 
 ***Registration for this chat will begin on September 1.*** 

[Editor's Note: Pete Zell is the Facility Manager of the National Full-Scale Aerodynamics Complex, (the worlds largest wind tunnel) He will be the Test Manager for the 1903 Wright Flyer Test. Read his bio at: http://quest.arc.nasa.gov/aero/wright/team/zell.html ]


by Pete Zell


July 6, 1998 

The 1903 Wright Flyer test was assigned to me back when I was a test
engineer several years ago. I've kept my interest in this test and I
will be acting as Test Manager for this experiment. The role of the test
manager is to make sure that the customer's requirements are met.
The customer in this case is the Los Angeles Section of the AIAA. Their
requirements are; the model be safely installed in the wind
tunnel, all of their requirements for measurement are met, and that they
get the data the way that they need it to satisfy their research
objectives. This must all be done in a safe manner. No one should be
injured, and the model should make it through the test in one piece.
There needs to be efficiency in the entire process as well. There should
not be a lot of lost time, energy, or money while doing this test.
The test manager has responsibility for organizing the test planning and
the conduct of the test. 

I am responsible for the 1903 Wright Flyer being mounted properly, and
safely, in the wind tunnel. The balance that we use must be able
to meet the needs of AIAA's predicted loads. The sensors on the model must
be hooked up properly and give the proper readings. I will
ensure that the test is conducted safely and that the coordination with
media is handled the way the customer desires. The Research
Engineer will ensure that the data received is appropriate for the flight
program that the AIAA wants. 

The AIAA is very interested in the model forces and moments measured in
the wind tunnel. That means we need to insure that the balance
is operating correctly and providing good signals. It must not be
overloaded, and it definitely must be correctly installed. We would also
like to provide assurances to the AIAA that the signals measured by the
balance are interpreted as the correct forces and moments. The
Research Engineer has experience working with force and moment
coefficients. He will work to increase our understanding of whats
happening with the model in the wind tunnel. This is critical to our
success because we could spend time collecting data that's useless. If
he spots something that is a problem, we can prevent that. 

We really value the input of the research staff here, especially in the
big wind tunnel, because our objectives tend to be research
objectives. For example, "Does this technique for aerodynamics demonstrate
this shape has a 1% aerodynamic improvement than the last
shape?" Or, "Does this radical new wing configuration provide enough lift
to achieve the goal?" This is more fundamental wind tunnel
testing than production-oriented wind tunnel testing. The NFAC facility
customers are making a big investment in their model because
they have a fundamental problem. Their large investment is paid off by a
large knowledge gain. 

This test has been on the books for about 20 years. Originally it was
going to take place in the 80 by 120 wind tunnel using our large
external balance. When I received those sketches and plans it became
obvious to me immediately that they wouldnt get the data quality
the AIAA needed. The model weighs about 1,000 pounds, and the forces and
moments it generates are very small. We came up with an
alternative, which is to mount it on an internal balance at the end of the
sting. The balance which is used for measuring the forces and
moments generated by the model is very close to the model. This
arrangement is much more sensitive to loads and we can get more
accurate measurements. 

We have been slowly gathering together the equipment and software which is
necessary to mount the model in this special way. The
AIAA has had to actually build special hardware to go with this new
mounting approach. AIAA has been actively putting together a set of
requirements for instrumentation, software and controls. We have received
these and have been doing some preparation. Typically, on
large-scale tests we do low-level preparation before the test, and the
intensive preparation takes place in the last month before the test. 

Scheduled before the 1903 Wright Flyer replica test is a test in the 80 by
120 for a helicopter, and there is a test for the Air Force in the 40
by 80 tunnel. The test of the Wright Flyer could take place in either the
40 by 80 or the 80 by 120, and the current plan is to run it in the
40 by 80. The reason we are pursuing that is the schedule right now shows
the test occurring in the January to March timeframe and we
could encounter rain or fog. In the 40 by 80 the air will not becoming
directly from over the San Francisco Bay as it does in the 80 by
120. The air will be drier and a more comfortable for the test. The Wright
Flyer is covered with untreated fabric. If the model is soaked
by rain that could have a bad effect on the data. This is the kind of
decision that the AIAA and the research team make prior to the test. 


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