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At least 199 records · Page 11
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NASA NTRS1994

The near-infrared structure and spectra of the bipolar nebulae M2-9 and AFGL 2688: The role of ultraviolet pumping and shocks in molecular hydrogen excitation

High-resolution near-infrared images and moderate resolution spectra were obtained of the bipolar nebulae M2-9 and AFGL 2688. The ability to spatially and spectrally resolve the various components of the nebulae has proved to be important in determining their physical structure and characteristics. In M2-9, the lobes are found to have a double-shell structure. The inner shell is dominated by emission from hydrogen recombination lines, and the outer shell is primarily emission from H2 lines in teh 2-2.5 micron region. Analysis of H2 line ratios indicates that the H2 emission is radiatively excited. A well-resolved photodissociation region is observed in the lobes. The spectrum of the central source is dominated by H recombination lines and a strong continuum rising toward longer wavelengths consistent with a T = 795 K blackbody. Also present are lines of He I and Fe II. In contrast, the N knot and E lobe of M2-9 show little continuum emission. The N knot spectrum consists of lines of (Fe II) and hydrogen recombination lines. In AGFL 2688, the emission from the bright lobes is mainly continuum reflected from the central star. Several molecular features from C2 and CN are present. In the extreme end of the N lobe and in the E equatorial region, the emission is dominated by lines of H2 in the 2-2.5 region. The observed H2 line ratios indicate that the emission is collisionally excited, with an excitation temperature T(sub ex) approixmately = 1600 +/- 100 K.

Hora, Joseph L.↗
NASA NTRS1995

GHRS observations of mass-loaded flows in Abell 78

Spectroscopic observations of the central star of the planetary nebula Abell 78 were obtained with the Goddard High Resolution Spectrograph (GHRS) onboard the Hubble Space Telescope (HST) in the vicinity of the C IV lambda 1548.2, 1550.8 doublet. We find a series of narrow absorption features superposed on the broad, P Cygni stellar wind profile. These features are seen in both components of the doublet at heliocentric radial velocities of -18, -71, -131, and -192 km/s. At higher velocities, individual components are no longer distinct but, rather, merge into a continuous absorption extending to approximately -385 km/s. This is among the highest velocities ever detected for gas in a planetary nebula. The -18 km/s feature originates in an outer envelope of normal composition, while the -71 km/s feature is produced in the wind-swept shell encircling an irregular wind-blown bubble in the planetary nebula center. The hydrogen-poor ejecta of Abell 78, consisting of dense knots with wind-blown tails, are located in the bubble's interior, in the vicinity of the stellar wind termination shock. The high-velocity C IV lambda 154 absorption features can be explained as due to parcels of ejecta being accelerated to high velocities as they are swept up by the stellar wind during its interaction with dense condensations of H-poor ejecta. As the ablated material is accelerated, it will partially mix with the stellar wind, creating a mass-loaded flow. The abundance anomalies seen at the rim of the bubble attest to the transport of H-poor knot material by such a flow.

Harrington, J. Patrick↗
NASA NTRS1995

ROSAT observations of NGC 2146: Evidence for a starburst-driven superwind

We have imaged the edge-on starburst galaxy NGC 2146 with the Position Sensitive Proportional Counter (PSPC) and the High Resolution Imager (HRI) on board ROSAT and have compared these data to optical images and long-slit spectra. NGC 2146 possesses a very large X-ray nebula with a half-light radius of 1 min (4 kpc) and a maximum diameter of approximately 4 min, or 17 kpc. The X-ray emission is resolved by the PSPC and preferentially oriented along the minor axis, with a total flux of 1.1 x 10(exp -12) ergs/sq cm/s over 0.2 - 2.4 keV and a luminosity of approximately 3 x 10(exp 40) ergs/s. The inner X-ray nebula is resolved by the HRI into at least four bright knots together with strong diffuse emission responsible for at least 50% of the flux within a radius of 0.5 min (approximately 2 kpc). The brightest knot has a luminosity of (2 - 3) x 10(exp 39) ergs/s. The X-ray nebula has a spatial extent much larger than the starburst ridge seen at centimeter wavelengths by Kronberg & Biermann (1981) and is oriented in a `X-like' pattern along the galaxy minor axis at a position angle of approximately 30 degrees. This minor-axis X-ray emission is associated with a region of H alpha and dust filaments seen in optical images. Optical spectra show that the emission-line gas along the minor axis is characterized by relatively broad lines (approximately 250 km/s full width half-maximum (FWHM)) and by `shocklike' emission-line flux ratios. Together with the blue-asymmetric nuclear emission-line and NaD interstellar absorption-line profiles, these optical data strongly suggest the presence of a starburst-driven superwind. The X-ray spectrum extracted from the central 5 min contains a strong Fe L emission-line complex at 0.6 - 1.0 keV and a hard excess above 1.0 keV. The spectrum is best described with a two-component model, containing a soft (kT approximately 400 - 500 eV) Raymond-Smith thermal plasma together with either a Gamma = 1.7 power-law or a kT greater than 2.2 keV bremsstrahlung component. The soft thermal component provides approximately 30% of the total luminosity over 0.2 - 2.4 keV, or approximately 10(exp 40) ergs/s. The pressure derived from the soft component of the X-ray spectrum is consistent with that predicted from a starburst-driven superwind if the filling factor of the warm gas is approximately 1% - 10 %. If the hard X-ray component is thermal gas associated with the galactic outflow, the filling factor must be close to unity. Predictions of the luminosity, temperature, and size of an adiabatic starburst-generated windblown bubble are consistent with those measured for the soft thermal X-ray emission in NGC 2146. The hard X-ray component, however, has a luminosity much larger than predicted by the superwind model if this component is thermal emission from gas heated by an internal shock in the expanding bubble. We briefly review various possibilities as to the nature of the hard X-ray component in NGC 2146.

Armus, L.↗
NASA NTRS1996

A Comparison of Pressure Measurements Between a Full-Scale and a 1/6-Scale F/A-18 Twin Tail During Buffet

In 1993, tail buffet tests were performed on a full-scale, production model F/A-18 in the 80 x 120-foot Wind Tunnel at NASA Ames Research Center. Steady and unsteady pressures were recorded on both sides of the starboard vertical tail for an angle-of-attack range of 20 to 40 degrees and at a sideslip range of -1 6 to 16 degrees at freestream velocities up to 100 knots (Mach 0.15, Reynolds number 1.23 x 10(exp 7). The aircraft was equipped with removable leading edge extension (LEX) fences that are used in flight to reduce tail buffet loads. In 1995, tail buffet tests were performed on a 1/6-scale F-18 A/B model in the Transonic Dynamics Tunnel (TDT) at NASA Langley Research Center. Steady and unsteady pressures were recorded on both sides of both vertical tails for an angle-of-attack range of 7 to 37 degrees at freestream velocities up to 65 knots (Mach 0.10). Comparisons of steady and unsteady pressures and root bending moments are presented for these wind-tunnel models for selected test cases. Representative pressure and root bending moment power spectra are also discussed, as are selected pressure cross-spectral densities.

Moses, Robert W.↗
NASA NTRS1997

A Comparison of Pressure Measurements Between a Full-Scale and a 1/16-Scale F/A-18 Twin Tail During Buffet

In 1993, tail buffet tests were performed on a full-scale, production model F/A-18 in the 80-by-120 Foot Wind Tunnel at NASA Ames Research Center. Steady and unsteady pressures were recorded on both sides of the starboard vertical tail for an angle of attack range of 20 to 40 degrees and at a sideslip range of -16 to 16 degrees at freestream velocities up to 100 knots (Mach 0.15, Reynolds number 1.23 x 10(exp 7)). The aircraft was equipped with removable leading edge extension (LEX) fences that are used in flight to reduce tail buffet loads. In 1995, tail buffet tests were performed on a 1/6-scale F-18 A/B model in the Transonic Dynamics Tunnel (TDT) at NASA Langley Research Center. Steady and unsteady pressures were recorded on both sides of both vertical tails for an angle-of-attack range of 7 to 37 degrees at freestream velocities up to 65 knots (Mach 0.10). Comparisons of steady and unsteady pressures and root bending moments are presented for these wind-tunnel models for selected test cases. Representative pressure and root bending moment power spectra are also discussed, as are selected pressure cross-spectral densities.

Moses, Robert W.↗
NASA NTRS1960

Large-Scale Wind-Tunnel Tests of a Wingless Vertical Take-Off and Landing Aircraft: Preliminary Results

Large-scale wind-tunnel tests were made of a wingless vertical take-off and landing aircraft at zero sideslip to determine performance and longitudinal stability and control characteristics at airspeeds from 0 to 70 knots. Roll control and rudder effectiveness were also obtained. Limitations in the propulsion system restricted the lift for which level flight could be simulated to approximately 1500 pounds. Test variables with roll control and rudder undeflected were airspeed, vane setting, angle of attack, elevator deflection, and power. In most of the tests angle of attack, elevator, and power were varied individually while the other four parameters were held constant at previously determined values required for simulating trimmed level flight. The majority of the tests were made with power on and tail on at airspeeds between 20 and 70 knots. However, a limited number of data were obtained for the following conditions: (1) at zero velocity, horizontal tail on, power on; (2) at forward velocity, tail off and power on; and (3) at forward velocity, tail on, but with power off.

Koenig, David G.↗
NASA NTRS1961

Analysis of X-15 Landing Approach and Flare Characteristics Determined from the First 30 Flights

The approach and flare maneuvers for the first 30 flights of the X-15 airplane and the various control problems encountered are discussed. The results afford a relatively good cross section of landing conditions that might be experienced with future glide vehicles having low lift-drag ratios. Flight-derived drag data show that preflight predictions based on wind-tunnel tests were, in general, somewhat higher than the values measured in flight. Depending on configuration, the peak lift-drag ratios from flight varied from 3.5 to 4.5 as compared with a predicted range of from 3.0 to 4.2. By employing overhead, spiral-type patterns beginning at altitudes as high as 40,000 feet, the pilots were consistently able to touch down within about +/-1,000 feet of a designated point. A typical flare was initiated at a "comfortable" altitude of about 800 feet and an indicated airspeed of approximately 300 knots., which allowed a margin of excess speed. The flap and gear were extended when the flare was essentially completed, and an average touchdown was accomplished at a speed of about 185 knots indicated airspeed, an angle of attack of about 7 deg, and a rate of descent of about 4 feet per second. In general, the approach and landing characteristics were predicted with good accuracy in extensive preflight simulations. F-104 airplanes which simulated the X-15 landing characteristics were particularly valuable for pilot training.

Matranga, Gene J.↗
NASA NTRS1961

Stability and Control Characteristics of a Small-Scale Model of an Aerial Vehicle Supported by Two Ducted Fans

An investigation has been made to determine the stability and control characteristics in hovering and in forward flight of a free-flight model representing a type of vertical-take-off-and-landing aircraft which utilizes two fixed ducted fans as its sole source of lift and propulsion. The model, having fans 28 inches in diameter, was considered to be approximately one-third the size of a full-scale aircraft. Control moments for most of the hovering tests and all the forward-flight tests were provided by remotely controlled compressed-air jets at the sides and ends of the model. For one brief phase of the hovering investigation a system of vanes in the duct slipstreams was substituted for the jets as a means of roll control. During the forward-flight tests, the model was flown with both the tandem and side-by-side duct arrangements. In hovering the model exhibited strongly divergent oscillations about the pitch and roll axes. The pitching oscillation of the tandem configuration was of a fairly long period and was not particularly difficult to control; the rolling oscillation, however, was of a relatively short period and was extremely difficult to control. Both oscillations could be completely eliminated by the addition of a sufficient amount of artificial damping. The control moments produced by the vane-type roll control system were weak and were accompanied by a side force of appreciable magnitude and undesirable direction. In forward flight the model required an undesirably large nose-down tilt angle for equilibrium at any appreciable speed. A vane was placed transversely in the slipstream of the forward duct of the tandem configuration in an attempt to reduce this tilt angle. The vane was effective in reducing the tilt angle but apparently caused an increase in the power requirements and in the angle-of-attack instability. Without the vane, a forward speed of 30 knots (full scale) required a nose-down tilt angle of about 300. A powerful pitch control moment was required not only to maintain the trim attitude but also to 2 overcome the effects of instability with angle of attack. Less pitch control moment was required for the tandem configuration than for the side-by-side configuration at any given forward speed. The instability in roll increased with forward speed. No forward speeds in excess of about 20 knots (full scale) were achieved until the artificial damping in roll and the yaw control moment were increased appreciably above values which had proved satisfactory for hovering flight.

Parlett, Lysle P.↗
NASA NTRS1961

Take-off Distances of a Supersonic Transport Configuration as Affected by Airplane Rotation During the Take-off Run

The take-off distances over a 35-foot obstacle have been determined for a supersonic transport configuration characterized by a low maximum lift coefficient at a high angle of attack and by high drag due to lift. These distances were determined analytically by means of an electronic digital computer. The effects of rotation speed, rotation angle, and rotation time were determined. A few configuration changes were made to determine the effects of thrust-weight ratio, wing loading, maximum lift coefficient, and induced drag on the take-off distance. The required runway lengths based on Special Civil Air Regulation No. SR-422B were determined for various values of rotation speed and compared with those based on full engine power. Increasing or decreasing the rotation speed as much as 5 knots from the value at which the minimum take-off distance occurred increased the distance only slightly more than 1 percent for the configuration studied. Under-rotation by 1 deg to 1.5 deg increased the take-off distance by 9 to 15 percent. Increasing the time required for rotation from 3 to 5 seconds had a rather small effect on the take-off distance when the values of rotation speed were near the values which result in the shortest take-off distance. When the runway length is based on full engine power rather than on SR-422B, the rotation speed which results in the shortest required runway length is 10 knots lower and the runway length is 4.3 percent less.

Hall, Albert W.↗
NASA NTRS1959

The Effect of Lift-Drag Ratio and Speed on the Ability to Position a Gliding Aircraft for a Landing on a 5,000-Foot Runway

Flight tests were made to determine the capability of positioning a gliding airplane for a landing on a 5,000-foot runway with special reference to the gliding flight of a satellite vehicle of fixed configuration upon reentry into the earth's atmosphere. The lift-drag ratio and speed of the airplane in the glides were varied through as large a range as possible. The results showed a marked tendency to undershoot the runway when the lift-drag ratios were below certain values, depending upon the speed in the glide. A straight line dividing the successful approaches from the undershoots could be drawn through a lift-drag ratio of about 3 at 100 knots and through a lift-drag ratio of about 7 at 185 knots. Provision of a drag device would be very beneficial, particularly in reducing the tendency toward undershooting at the higher speeds.

Reeder, John P.↗
NASA NTRS1999

Concept Development of a Mach 2.4 High-Speed Civil Transport

In support of the NASA High-Speed Research Program, a Mach 2.4 high-speed civil transport concept was developed to serve as a baseline for studies to assess advanced technologies required for a feasible year 2005 entry-into-service vehicle. The configuration was designed to carry 251 passengers at Mach 2.4 cruise with a 6500-n.mi. range and operate in the existing world airport structure. The details of the configuration development, aerodynamic design, propulsion system and integration, mass properties, sizing, and mission performance are presented. The baseline configuration has a wing area of 9l00 sq ft and a takeoff gross weight of 614300 lb. The four advanced turbine bypass engines have 39 000 lb thrust with a weight of 9950 lb each, yielding a vehicle takeoff thrust-to-weight ratio of 0.254 and a takeoff wing loading of 67.5 lb/sq ft. The configuration was sized by the 11000-ft takeoff field length requirement and the usable fuel volume limit, which results in a rotation speed of 179 knots and an end-of-mission landing approach velocity of 134 knots.

Fenbert, James W.↗
NASA NTRS1999

Concept Development of a Mach 1.6 High-Speed Civil Transport

A high-speed civil transport configuration with a Mach number of 1.6 was developed as part of the NASA High-Speed Research Program to serve as a baseline for assessing advanced technologies required for an aircraft with a service entry date of 2005. This configuration offered more favorable solutions to environmental concerns than configurations with higher Mach numbers. The Mach 1.6 configuration was designed for a 6500 n.mi. mission with a 250-passenger payload. The baseline configuration has a wing area of 8732 square feet a takeoff gross weight of 591570 lb, and four 41000-lb advanced turbine bypass engines defined by NASA. These engines have axisymmetric mixer-ejector nozzles that are assumed to yield 20 dB of noise suppression during takeoff, which is assumed to satisfy, the FAR Stage III noise requirements. Any substantial reduction in this assumed level of suppression would require oversizing the engines to meet community noise regulations and would severly impact the gross weight of the aircraft at takeoff. These engines yield a ratio of takeoff thrust to weight of 0.277 and a takeoff wing loading of 67.8 lb/square feet that results in a rotation speed of 169 knots. The approach velocity of the sized configuration at the end of the mission is 131 knots. The baseline configuration was resized with an engine having a projected life of 9000 hr for hot rotating parts and 18000 hr for the rest of the engine, as required for commercial use on an aircraft with a service entry date of 2005. Results show an increase in vehicle takeoff gross weight of approximately 58700 lb. This report presents the details of the configuration development, mass properties, aerodynamic design, propulsion system and integration, mission performance, and sizing.

Shields, Elwood W.↗
NASA NTRS1998

X-Ray Variability in M87: 1992-1998

Beginning in 1995 June, we have obtained an observation of M 87 with the ROSAT High Resolution Imager (HRI) every 6 months. We present the measurements of X-ray intensity for the core and knot A through 1998 January. We find significant changes in both components. For the core, intensities measured in June 1995, December 1996, and December 1997 are roughly 30% higher than values obtained at three intervening times. For knot A, a secular decrease of approximately 15% is interrupted only by an intensity jump (3 sigma) in December 1997. Because the background used for subtraction is probably underestimated, we suspect the actual variation is somewhat greater than these values indicate.

Harris, D. E.↗
NASA NTRS2000

Analysis of the PKS0637-752 X-Ray Jet System

The X-ray jet emitted from the quasar PKS0637-752 is the largest and most luminous detected to date. It extends 10 arcsec west of the nucleus, and is coincident with GHz radio jet emission in this region. If the individual X-ray/optical/radio knots in this jet were detected as isolated objects, they might be classified as BL Lac objects or quasars. We present a detailed analysis of the Chandra observations of this system, including a search for an intra-cluster medium to confine the jet, and limits to X-ray emission from the eastern radio knot and past the bend of the radio jet to the northwest. The projection in the plane of the sky implies that the X-ray jet is an aligned extension of the pc-scale jet, for which VLBI/VSOP observations show super-luminal motion with an apparent velocity of 11c. In this case, the X-ray jet is of order 1 Mpc in length, and explaining the X-ray emission mechanism presents new challenges.

Schwartz, D. A.↗
NASA NTRS2000

Massive Star Formation in NGC4038/4039: HII Regions and Supernova Remnants in "The Antennae"

The nearest merger, NGC4038/4039 ("The Antennae, Arp244), is undergoing a starburst apparently triggered and driven by the ongoing interaction. The system provides an excellent laboratory to study star formation processes because well-studied and nearby (21 Mpc assumed here). Models of the interaction suggest that the interaction's first periapse occurred 200 Myr ago, and that final coalescence will occur in another 100 Myr. Blue and H alpha images show a continuous loop of bright knots around the NGC4038 (northern) nucleus, continuing down through the NGC4039 (southern) nucleus. Recent HST V and I images resolve the star-forming knots into several thousand blue compact clusters, with ages 5Myr for the youngest clusters. Far Ultraviolet (lambda 1500A) observations directly detect O and B stars in regions of low extinction; the total mass of young stars so observed is approximately 8 x 10 (exp 5) solar mass. FIR observations imply a star formation rate of approximately 5 M (sub 0) dot yr (sup -1) or greater. We used the VLA at 6 and 4 cm to obtain high resolution radio images of the star-formation regions in NGC4038/4038. We used high resolution imaging to identify compact radio emitting regions and spectral indices of the compact regions to differentiate between thermal sources such as HII regions (flat spectra) and supernova, remnants (steep spectra). We found that compact radio sources produce approximately 12% and/sim 25 strongest radio emission occurs between the galaxies, at an optically unremarkable location near but not coincident with an extremely red cluster. The radio peak is at a location of intense star formation (as detected in the mid-IR, reference?) and of dense molecular gas. We identify 115 individual compact 6cm radio sources and 63 individual 4 cm sources in the system, to a limiting luminosity of approximately 2 x 10 (exp 1) 8 W Hz (sup -1) (or /sim4x the luminosity of Cas A). Of the strongest sources, for which the h flux densities are large enough to measure spectral indices with reasonable errors, we find that one third have nominally flat radio spectra (presumeable dominated by thermal emission from HII regions) and two thirds have nominally steep spectra (presumeably dominated by synchrotron emission from supernova, remnants). For the thermal sources, we derive typical masses of 10 (exp 4) to 10 (exp 5) solar mass in massive young stars and ionized gas masses of 10 (exp 3) - 10 (exp 4) solar mass. From the steep-spectrum sources, we derive a total system supernova rate of 0.2-0.3 yr (sup -1), about an order of magnitude larger than that expected from the currently observed O-star population. Taken together, these suggest that that a large number of O stars may have formed in the system in a short-lived burst, less than 10 (exp 6) yr in duration and about 3-4 Myr ago.

Neff, S. G.↗
NASA NTRS2001

STIS Observations of the Disk and Outflow of the Herbig Ae Star HD163296

Coronagraphic imaging with the Space Telescope Imaging Spectrograph on board the Hubble Space Telescope reveals a approx. 450 AU radius circumstellar disk around the Herbig Ae star HDI63296. The disk includes an annulus of reduced scattering at 325 AU and exhibits a flat trend of surface brightness in to 180-222 AU, consistent with a cleared central zone. The disk is accompanied by a chain of nebulosities ("knots") oriented roughly perpendicular to the disk. Followup spectroscopy in the visible and the far ultraviolet confirms the Herbig-Haro nature of the observed knots. The FUV data in particular reveal the presence of a collimated, bipolar outflow, with a blue-shifted Lyman alpha jet that can be traced to within 0.06 arcseconds (7.3 AU) of HD163296 and a red-shifted Lyman alpha component that may be due to infall or to a poorly collimated wind. If the estimated age of this system is correct, these data indicate that protostellar outflows may last up to 10 times longer than previously believed.

Kimble, Randy↗
NASA NTRS2002

HST NICMOS Observations of the Polarization of NGC 1068

We have observed the polarized light at 2 microns in the center of NGC 1068 with HST (Hubble Space Telescope) NICMOS (Near Infrared Camera Multi Object Spectrometer) Camera 2. The nucleus is dominated by a bright, unresolved source, polarized at a level of 6.0 +/- 1.2% with a position angle of 122 degrees +/- 1.5 degrees. There are two polarized lobes extending tip to 8" northeast and southwest of the nucleus. The polarized flux in both lobes is quite clumpy, with the maximum polarization occurring in the southwest lobe at a level of 17% when smoothed to 0.23" resolution. The perpendiculars to the polarization vectors in these two lobes point back to the intense unresolved nuclear source to within one 0.076" Camera 2 pixel, thereby confirming that this source is the origin of the scattered light and therefore the probable AGN (Active Galactic Nuclei) central engine. Whereas the polarization of the nucleus is probably caused by dichroic absorption, the polarization in the lobes is almost certainly caused by scattering, with very little contribution from dichroic absorption. Features in the polarized lobes include a gap at a distance of about 1" from the nucleus toward the southwest lobe and a "knot" of emission about 5" northwest of the nucleus. Both features had been discussed by groundbased observers, but they are much better defined with the high spatial resolution of NICMOS. The northeast knot may be the side of a molecular cloud that is facing the nucleus, which cloud may be preventing the expansion of the northeast radio lobe at the head of the radio synchrotron-radiation-emitting jet. We also report the presence of two ghosts in the Camera 2 polarizers.

Simpson, Janet P.↗