Results for “vehicle performance analysis” — Page 10

NASA NTRS2002

Design Evolution and Performance Characterization of the GTX Air-Breathing Launch Vehicle Inlet

The design and analysis of a second version of the inlet for the GTX rocket-based combine-cycle launch vehicle is discussed. The previous design did not achieve its predicted performance levels due to excessive turning of low-momentum comer flows and local over-contraction due to asymmetric end-walls. This design attempts to remove these problems by reducing the spike half-angle to 10- from 12-degrees and by implementing true plane of symmetry end-walls. Axisymmetric Reynolds-Averaged Navier-Stokes simulations using both perfect gas and real gas, finite rate chemistry, assumptions were performed to aid in the design process and to create a comprehensive database of inlet performance. The inlet design, which operates over the entire air-breathing Mach number range from 0 to 12, and the performance database are presented. The performance database, for use in cycle analysis, includes predictions of mass capture, pressure recovery, throat Mach number, drag force, and heat load, for the entire Mach range. Results of the computations are compared with experimental data to validate the performance database.

DeBonis, J. R.↗

NASA NTRS1977

Tailcone on orbiter altitude attainable at the maximum ALT interface airspeed

A preflight analysis performed for verification of the ALT mated vehicle incidence angle which maximizes the post separation altitude attainment by the orbiter at the maximum approach and landing test (ALT) interface airspeed (300 KEAS) is discussed. In the analysis, altitude versus airspeed profiles are generated for each of the three incidence angles that include and bound the recommended incidence angle for both the forward and the aft cg tailcone on orbiter configurations. Results show that the recommended incidence angles maximize the orbiter post separation altitude attainable within an acceptable tradeoff between separation clearance capability and orbiter structural constraints. Within constraints, the incidence angle that maximizes the orbiter altitude at the maximum ALT interface airspeed for both the forward and aft cg orbiter tailcone on configurations is 6.0 deg. The requirement for a parametric analysis of orbiter altitude attainable at the maximum ALT interface airspeed is stated along with the specifications, assumptions, and analytical approach used to determine orbiter altitude attainable at the maximum ALT interface airspeed.

Glenn, G. M.↗

NASA NTRS1979

Wind study for high altitude platform design

An analysis of upper air winds was performed to define the wind environment at potential operating altitudes for high-altitude powered platform concepts. Expected wind conditions of the contiguous United States, Pacific area (Alaska to Sea of Japan), and European area (Norwegian and Mediterranean Seas) were obtained using a representative network of sites selected based upon adequate high-altitude sampling, geographic dispersion, and observed upper wind patterns. A data base of twenty plus years of rawinsonde gathered wind information was used in the analysis. Annual variations from surface to 10 mb (approximately 31 km) pressure altitude were investigated to encompass the practical operating range for the platform concepts. Parametric analysis for the United States and foreign areas was performed to provide a basis for vehicle system design tradeoffs. This analysis of wind magnitudes indicates the feasibility of annual operation at a majority of sites and more selective seasonal operation for the extreme conditions between the pressure altitudes of 100 to 25 mb based upon the assumed design speeds.

Strganac, T. W.↗

NASA NTRS1979

Wind study for high altitude platform design

An analysis of upper air winds was performed to define the wind environment at potential operating altitudes for high altitude powered platform concepts. Wind conditions of the continental United States, Pacific area (Alaska to Sea of Japan), and European area (Norwegian and Mediterranean Sea) were obtained using a representative network of sites selected based upon adequate high altitude sampling, geographic dispersion, and observed upper wind patterns. A data base of twenty plus years of rawinsonde gathered wind information was used in the analysis. Annual variations from surface to 10 mb pressure altitude were investigated to encompass the practical operating range for the platform concepts. Parametric analysis for the United States and foreign areas was performed to provide a basis for vehicle system design tradeoffs. This analysis of wind magnitudes indicates the feasibility of annual operation at a majority of sites and more selective seasonal operation for the extreme conditions between the pressure altitudes of 100 to 25 mb based upon the assumed design speeds.

High altitude powered platform studies↗

NASA NTRS1996

NASA Boeing 737 Aircraft Test Results from 1996 Joint Winter Runway Friction Measurement Program

A description of the joint test program objectives and scope is given together with the performance capability of the NASA Langley B-737 instrumented aircraft. The B-737 test run matrix conducted during the first 8 months of this 5-year program is discussed with a description of the different runway conditions evaluated. Some preliminary test results are discussed concerning the Electronic Recording Decelerometer (ERD) readings and a comparison of B-737 aircraft braking performance for different winter runway conditions. Detailed aircraft parameter time history records, analysis of ground vehicle friction measurements and harmonization with aircraft braking performance, assessment of induced aircraft contaminant drag, and evaluation of the effects of other factors on aircraft/ground vehicle friction performance will be documented in a NASA Technical Report which is being prepared for publication next year.

Yager, Thomas J.↗

NASA NTRS1993

Systems design analysis applied to launch vehicle configuration

As emphasis shifts from optimum-performance aerospace systems to least lift-cycle costs, systems designs must seek, adapt, and innovate cost improvement techniques in design through operations. The systems design process of concept, definition, and design was assessed for the types and flow of total quality management techniques that may be applicable in a launch vehicle systems design analysis. Techniques discussed are task ordering, quality leverage, concurrent engineering, Pareto's principle, robustness, quality function deployment, criteria, and others. These cost oriented techniques are as applicable to aerospace systems design analysis as to any large commercial system.

Ryan, R.↗

NASA NTRS2017

A Computational Fluid Dynamics Study of Swirling Flow Reduction by Using Anti-Vortex Baffle

OBJECTIVES: To evaluate proposed anti-vortex design in suppressing swirling flow during US burn. APPROACH: Include two major body forces in the analysis a)Vehicle acceleration (all three components); b)Vehicle maneuvers (roll, pitch, and yaw). Perform two drainage analyses of Ares I LOX tank using 6 DOF body forces predicted by GN&C analysis (Guidance Navigation and Control) during vehicle ascent: one with baffle, one without baffle. MODEL: Use Ares I defined geometry. O-Grid for easy fitting of baffle. In this preliminary analysis the holes are sealed. Use whole 360 deg. model with no assumption of symmetry or cyclic boundary conditions. Read in 6DOF data vs time from a file.

Yang, H. Q.↗

NASA NTRS2000

Integrated Aero-Propulsion CFD Methodology for the Hyper-X Flight Experiment

Computational fluid dynamics (CFD) tools have been used extensively in the analysis and development of the X-43A Hyper-X Research Vehicle (HXRV). A significant element of this analysis is the prediction of integrated vehicle aero-propulsive performance, which includes an integration of aerodynamic and propulsion flow fields. This paper describes analysis tools used and the methodology for obtaining pre-flight predictions of longitudinal performance increments. The use of higher-fidelity methods to examine flow-field characteristics and scramjet flowpath component performance is also discussed. Limited comparisons with available ground test data are shown to illustrate the approach used to calibrate methods and assess solution accuracy. Inviscid calculations to evaluate lateral-directional stability characteristics are discussed. The methodology behind 3D tip-to-tail calculations is described and the impact of 3D exhaust plume expansion in the afterbody region is illustrated. Finally, future technology development needs in the area of hypersonic propulsion-airframe integration analysis are discussed.

Cockrell, Charles E., Jr.↗

NASA NTRS2020

Pterodactyl: The Development and Performance of Guidance Algorithms for a Mechanically Deployed Entry Vehicle

Pterodactyl is a NASA Space Technology Mission Directorate (STMD) project focused on developing a design capabilityfor optimal, scalable, Guidance and Control (G&C) solutions that enable precision targeting for Deployable Entry Vehicles(DEVs). This feasibility study is unique in that it focuses on the rapid integration of targeting performance analysis withstructural &packaging analysis, which is especially challenging for new vehicle and mission designs. This paper will detailthe guidance development and trajectory design process for a lunar return mission, selected to stress the vehicle designsand encourage future scalability. For the five G&C configurations considered, the Fully Numerical Predictor-CorrectorEntry Guidance (FNPEG) was selected for configurations requiring bank angle guidance and FNPEG with Uncoupled

Johnson, Breanna↗

NASA NTRS1992

Mission and sizing analysis for the Beta 2 two-stage-to-orbit vehicle

NASA Lewis Research Center studied a horizontal takeoff and landing, fully reusable, two-stage-to-orbit (TSTO) vehicle capable of launching and returning a 10,000 pound payload to low Earth polar orbit using low-risk technology. The vehicle, called Beta 2, was derived from the USAF/Boeing Beta vehicle, a TSTO study vehicle capable of launching a 50,000 pound payload to low Earth polar orbit. Development of the Beta 2 from the USAF/Boeing Beta vehicle occurred in a series of iterations during which the size of the vehicle was decreased to accommodate the smaller payload, the staging Mach number was decreased from 8.0 to 6.5, and the rocket propulsion system was removed from the booster. The final Beta 2 vehicle consisted of a rocket powered orbiter and an all airbreathing booster. The gross takeoff weight of the Beta 2 vehicle was approximately 1.1 million pounds. In addition to its baseline mission, the Beta 2 was capable of delivering approximately 17,500 pounds to the Space Station with the same takeoff gross weight. The mission and sizing analysis performed to arrived at the Beta 2 vehicle is discussed.

Nadell, Shari-Beth↗

NASA NTRS1992

Mission and sizing analysis for the Beta II two-stage-to-orbit vehicle

NASA Lewis Research Center studied a horizontal takeoff and landing, fully reusable, two-stage-to-orbit (TSTO) vehicle capable of launching and returning a 10,000 pound payload to low earth orbit using low-risk technology. The vehicle, called Beta 2, was derived from the USAF/Boeing Beta vehicle, a TSTO study vehicle capable of launching a 50,000 pound payload to low earth orbit. Development of the Beta 2 from the USAF/Boeing Beta vehicle occurred in a series of iterations during which the size of the vehicle was decreased to accommodate the smaller payload, the staging Mach number was decreased from 8.0 to 6.5, and the rocket propulsion system was removed from the booster. The final Beta 2 vehicle consisted of a rocket powered orbiter and an all airbreathing booster. The gross takeoff weight of the Beta 2 vehicle was approximately 1.1 million pounds. In addition to its baseline mission, the Beta 2 was capable of delivering approximately 17,500 pounds to the Space Station with the same takeoff gross weight. The mission and sizing analysis performed to arrive at the Beta 2 vehicle is discussed.

Nadell, Shari-Beth↗

NASA NTRS2011

A Quasi-Steady Flexible Launch Vehicle Stability Analysis Using Steady CFD with Unsteady Aerodynamic Enhancement

Launch vehicles frequently experience a reduced stability margin through the transonic Mach number range. This reduced stability margin is caused by an undamping of the aerodynamics in one of the lower frequency flexible or rigid body modes. Analysis of the behavior of a flexible vehicle is routinely performed with quasi-steady aerodynamic lineloads derived from steady rigid computational fluid dynamics (CFD). However, a quasi-steady aeroelastic stability analysis can be unconservative at the critical Mach numbers where experiment or unsteady computational aeroelastic (CAE) analysis show a reduced or even negative aerodynamic damping. This paper will present a method of enhancing the quasi-steady aeroelastic stability analysis of a launch vehicle with unsteady aerodynamics. The enhanced formulation uses unsteady CFD to compute the response of selected lower frequency modes. The response is contained in a time history of the vehicle lineloads. A proper orthogonal decomposition of the unsteady aerodynamic lineload response is used to reduce the scale of data volume and system identification is used to derive the aerodynamic stiffness, damping and mass matrices. The results of the enhanced quasi-static aeroelastic stability analysis are compared with the damping and frequency computed from unsteady CAE analysis and from a quasi-steady analysis. The results show that incorporating unsteady aerodynamics in this way brings the enhanced quasi-steady aeroelastic stability analysis into close agreement with the unsteady CAE analysis.

Bartels, Robert E.↗

NASA NTRS2006

Adaptive Modeling, Engineering Analysis and Design of Advanced Aerospace Vehicles

This paper describes initial progress towards the development and enhancement of a set of software tools for rapid adaptive modeling, and conceptual design of advanced aerospace vehicle concepts. With demanding structural and aerodynamic performance requirements, these high fidelity geometry based modeling tools are essential for rapid and accurate engineering analysis at the early concept development stage. This adaptive modeling tool was used for generating vehicle parametric geometry, outer mold line and detailed internal structural layout of wing, fuselage, skin, spars, ribs, control surfaces, frames, bulkheads, floors, etc., that facilitated rapid finite element analysis, sizing study and weight optimization. The high quality outer mold line enabled rapid aerodynamic analysis in order to provide reliable design data at critical flight conditions. Example application for structural design of a conventional aircraft and a high altitude long endurance vehicle configuration are presented. This work was performed under the Conceptual Design Shop sub-project within the Efficient Aerodynamic Shape and Integration project, under the former Vehicle Systems Program. The project objective was to design and assess unconventional atmospheric vehicle concepts efficiently and confidently. The implementation may also dramatically facilitate physics-based systems analysis for the NASA Fundamental Aeronautics Mission. In addition to providing technology for design and development of unconventional aircraft, the techniques for generation of accurate geometry and internal sub-structure and the automated interface with the high fidelity analysis codes could also be applied towards the design of vehicles for the NASA Exploration and Space Science Mission projects.

Mukhopadhyay, Vivek↗

NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗

NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗

NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗

NASA NTRS1993

Aerothermoelastic analysis of a NASP demonstrator model

The proposed National Aerospace Plane (NASP) is designed to travel at speeds up to Mach 25. Because aerodynamic heating during high-speed flight through the atmosphere could destiffen a structure, significant couplings between the elastic and rigid body modes could result in lower flutter speeds and more pronounced aeroelastic response characteristics. These speeds will also generate thermal loads on the structure. The purpose of this research is to develop methodologies applicable to the NASP and to apply them to a representative model to determine its aerothermoelastic characteristics when subjected to these thermal loads. This paper describes an aerothermoelastic analysis of the generic hypersonic vehicle configuration. The steps involved in this analysis were: generating vehicle surface temperatures at the appropriate flight conditions; applying these temperatures to the vehicle's structure to predict changes in the stiffness resulting from material property degradation; predicting the vibration characteristics of the heated structure at the various temperature conditions; performing aerodynamic analyses; and conducting flutter analysis of the heated vehicle. Results of these analyses and conclusions representative of a NASP vehicle are provided in this paper.

Heeg, Jennifer↗

NASA NTRS1982

Life Cycle Cost Analysis of Shuttle-Derived Launch Vehicles, Volume 1

The design, performance, and programmatic definition of shuttle derived launch vehicles (SDLV) established by two different contractors were assessed and the relative life cycle costs of space transportation systems using the shuttle alone were compared with costs for a mix of shuttles and SDLV's. The ground rules and assumptions used in the evaluation are summarized and the work breakdown structure is included. Approaches used in deriving SDLV costs, including calibration factors and historical data are described. Both SDLV cost estimates and SDLV/STS cost comparisons are summarized. Standard formats are used to report comprehensive SDLV life cycle estimates. Hardware cost estimates (below subsystem level) obtained using the RCA PRICE 84 cost model are included along with other supporting data.

Source record↗