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Results of an investigation of a dynamic model in the Langley 20-foot free-spinning tunnel are presented. Erect spin and recovery characteristics were determined for a range of mass distributions and center-of-gravity positions. The effects of lateral displacement of the center of gravity, engine rotation, nose strakes, and increased rudder area were investigated.
Tools for Engine Diagnostics is a major task in the Propulsion System Health Management area of the Single Aircraft Accident Prevention project under NASA s Aviation Safety Program. The major goal of the Aviation Safety Program is to reduce fatal aircraft accidents by 80 percent within 10 years and by 90 percent within 25 years. The goal of the Propulsion System Health Management area is to eliminate propulsion system malfunctions as a primary or contributing factor to the cause of aircraft accidents. The purpose of Tools for Engine Diagnostics, a 2-yr-old task, is to establish and improve tools for engine diagnostics and prognostics that measure the deformation and damage of rotating engine components at the ground level and that perform intermittent or continuous monitoring on the engine wing. In this work, nondestructive-evaluation- (NDE-) based technology is combined with model-dependent disk spin experimental simulation systems, like finite element modeling (FEM) and modal norms, to monitor and predict rotor damage in real time. Fracture mechanics time-dependent fatigue crack growth and damage-mechanics-based life estimation are being developed, and their potential use investigated. In addition, wireless eddy current and advanced acoustics are being developed for on-wing and just-in-time NDE engine inspection to provide deeper access and higher sensitivity to extend on-wing capabilities and improve inspection readiness. In the long run, these methods could establish a base for prognostic sensing while an engine is running, without any overt actions, like inspections. This damage-detection strategy includes experimentally acquired vibration-, eddy-current- and capacitance-based displacement measurements and analytically computed FEM-, modal norms-, and conventional rotordynamics-based models of well-defined damages and critical mass imbalances in rotating disks and rotors.
An investigation has been made in the Langley spin tunnel to determine the erect and inverted spin and recovery characteristics of a 1/30-scale dynamic model of the North American A-5A airplane. Tests were made for the basic flight design loading with the center of gravity at 30-percent mean aerodynamic chord and also for a forward position and a rearward position with the center of gravity at 26-percent and 40-percent mean aerodynamic chord, respectively. Tests were also made to determine the effect of full external wing tanks on both wings, and of an asymmetrical condition when only one full tank is carried.
An investigation has been conducted in the Langley 20-foot free- spinning tunnel scale model of the Cornelius XFG-1 glider, a tailless design having its wings swept forward 15 degrees. It was previously found to possess erratic spin and recovery characteristics, and tests were made to determine modifications which would lead to normal steady spins with consistently good recoveries. The results of the investigation indicated that modifications that aid not appreciably alter the basic design aid not appreciably improve the spin and recovery characteristics. In this instance it appears that the sweptforward wing is the cause of unsatisfactory spin and recovery characteristics.
The present model of the spin rate of Comet Halley, which takes the form of an excited, axially symmetric rotator with prolate spheroid shape, accommodates both the imaging data from the Vega and Giotto encounters and a range of ground-based data for CN jets and shells, C2 production rates, and photometric variability. The model ratio of moments-of-inertia maxima to minima, at 2.28, implies a nearly constant density distribution throughout its interior. One of the five localized areas on the nucleus which dominate the activity observed appears to be uniquely responsible for the initiation of CN-shell boundaries which propagate through the coma, and may be indicative of either large-scale chemical inhomogeneity or a surface region with unusual physical structure.
An investigation has been conducted in the Langley spin tunnel and at a catapult launch facility of a 1/60-scale dynamic model to determine the spin-entry characteristics of a large supersonic bomber. Catapult tests indicated that spin-entry motions were obtainable for a center-of-gravity location of 0.21 mean aerodynamic chord but were not obtainable at a center-of-gravity location of 0.25 mean aerodynamic chord. Deflected ailerons were effective in promoting or preventing the spin- entry motion and this effect was qualitatively the same as it was for the fully developed spin. Varying the configuration had little significant effect on the spin-entry characteristics. Brief tests conducted with the model in the Langley spin tunnel indicated that fully developed spins were obtainable at the forward center-of-gravity location and that spins were highly unlikely at the rearward center-of-location.
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A spin tunnel study is reported on a scale model of a research airplane typical of low-wing, single-engine, light general aviation airplanes to determine the tail parachute diameter and canopy distance (riser length plus suspension-line length) required for energency spin recovery. Nine tail configurations were tested, resulting in a wide range of developed spin conditions, including steep spins and flat spins. The results indicate that the full-scale parachute diameter required for satisfactory recovery from the most critical conditions investigated is about 3.2 m and that the canopy distance, which was found to be critical for flat spins, should be between 4.6 and 6.1 m.
An investigation of a 0.034-scale model of the production version of the Chance Vought F7U-3 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The inverted and erect spin and recovery characteristics of the model were determined for the combat loading with the model in the clean condition and the effect of extending slats was investigated. A brief investigation of pilot ejection was also performed. The results indicate that the inverted spin-recovery characteristics of the airplane will be satisfactory by full rudder reversal. If the rudders can only be neutralized because of high pedal forces in the inverted spins, satisfactory recovery will be obtained if the auxiliary rudders can be moved to neutral or against the spin provided the stick is held full forward. Optimum control technique for satisfactory recovery from erect spins will be full rudder reversal in conjunction with aileron movement to full with the spin (stick right in a right spin). Extension of the slats will have a slightly adverse effect on recoveries from (1 inverted spins but will have a favorable effect on recoveries from erect spins. The results of brief tests indicate that if a pilot is ejected during a spin while a spin-recovery parachute is extended and fully inflated, he will probably clear the tail parachute.
Incipient- and developed-spin and recovery characteristics of a modern high-speed fighter design with low aspect ratio have been investigated by means of dynamic model tests. A 1/7-scale radio-controlled model was tested by means of drop tests from a helicopter. Several 1/25-scale models with various configuration changes were tested in the Langley 20-foot free-spinning tunnel. Model results indicated that generally it would be difficult to obtain a developed spin with a corresponding airplane and that either the airplane would recover of its own accord from any poststall motion or the poststall motion could be readily terminated by proper control technique. On occasion, however, the results indicated that if a post-stall motion were allowed to continue, a fully developed spin might be obtainable from which recovery could range from rapid to no recovery at all, even when optimum control technique was used. Satisfactory recoveries could be obtained with a proper-size tail parachute or strake, application of pitching-, rolling-, or yawing-moment rockets, or sufficient differential deflection of the horizontal tail.
The high-T(sub c) oxide compounds discovered recently exhibit a number of interesting physical properties. Two-dimensional antiferromagnetic spin order has been observed in these materials at the oxygen deficiency. This fact can be explained by strong correlation of the spins, situated on Cu sites in the conducting planes of the oxide superconductors. The doping or the oxygen deficiency lead to the occurrence of holes, occupying the oxygen p-orbitals according to the Emery model. At the small hole concentration they can move along the antiferromagnetic lattice of spins, localized on Cu sites. Researchers consider the two holes situation and describe in what way their behavior depends on the antiferromagnetic exchange interation J. It is known that in the framework of Hubbard model with strong on-site Coulomb repulsion, a single hole can form a spin polaron of the large radius. It is reasonable to admit that two holes with parallel spins (triplet) form the spin bipolaron complex owing to the hole excitations' capability to polarize Cu spin surroundings. Such an excitation was considered in the phenomenological way. Here the problem is discussed on the basis of the microscopic approach in the framework of the variational principle. A special kind of wave function is used for such a purpose. The wave function is constructed by generalizing the trial functions proposed in over two holes excitation situation (triplet) and then the region of spin bipolaron existance in the framework of Emery model is studied. In this model the Hamiltonian can be easily rewritten by forming the oxygen states transforming as the irreducible representations of the group D(sub 4).
An investigation has been conducted in the Langley 20-foot free-spinning tunnel to evaluate the spin, longitudinal-trim, and tumbling characteristics of a 1/20-scale model of the Consolidated Vultee MX-813 airplane. The effects of control position were determined for the model ballasted to represent the airplane in its design gross weight loading. The model, in general, would not spin but demonstrated a tendency to trim at very high stalled angles of attack. Static tests substantiated the dynamic tests as regards the trim characteristics. Movement of the elevator, however, from up to slightly down was effective in pitching the model from stalled to normal trim attitudes. The model would not tumble.
The design of the Soil Transport Implement (STI) for SKITTER is presented. The purpose of STI is to provide a protective layer of lunar soil for the lunar modules. The objective is to cover the lunar module with a layer of soil approximately two meters thick within a two week period. The amount of soil required to cover the module is roughly 77 dump truck loads or three million earth pounds. A spinning disk is employed to accomplish its task. STI is an autonomous, teleoperated system. The design incorporates the latest advances in composite materials and high strength, light weight alloys to achieve a high strength to weight ratio. The preliminary design should only be used to assess the feasibility of employing a spinning wheel as a soil transport implement. A mathematical model of the spinning wheel was used to evaluate the performance of this design.
We report the results of a search for burst oscillations during thermonuclear X-ray bursts from the low mass X-ray binary (LMXB) EXO 0748-676. With the proportional counter array (PCA) onboard the Rossi X-ray Timing Explorer (RXTE) we have detected a 45 Hz oscillation in the average power spectrum of 38 thermonuclear X-ray bursts from this source. We computed power spectra with 1 Hz frequency resolution for both the rising and decaying portions of 38 X-ray bursts from the public RXTE archive. We averaged the 1 Hz power spectra and detected a significant signal at 45 Hz in the decaying phases of the bursts. The signal is detected at a significance level of 4 x 10 (exp -8) similar signal was detected in the rising intervals. The oscillation peak is unresolved at 1 Hz frequency resolution, indicating an oscillation quality factor, Q = nu (sub 0)/Delta nu (sub fwhm) greater than 45, and the average signal amplitude is approximately equal to 3% (rms) The detection of 45 Hz burst oscillations from EXO 0748-676 provides compelling evidence that this is the neutron star spin frequency in this system. We use the inferred spin frequency to model the widths of absorption lines from the neutron star surface and show that the widths of the absorption lines from EXO 0748-676 recently reported by Cottam et al. are consistent with a 45 Hz spin frequency as long as the neutron star radius is in the range from about 9.5 - 15 km. With a known spin frequency, precise modelling of the line profiles from EXO 0748-676 holds great promise for constraining the dense matter equation of state.
The difficulty of how to test large systems, such as the one on board a NASA robotic remote explorer (RRE) vehicle, is fundamentally a search issue: the global state space representing all possible has yet to be solved, even after many decades of work. Randomized algorithms have been known to outperform their deterministic counterparts for search problems representing a wide range of applications. In the case study presented here, the LURCH randomized algorithm proved to be adequate to the task of testing a NASA RRE vehicle. LURCH found all the errors found by an earlier analysis of a more complete method (SPIN). Our empirical results are that LURCH can scale to much larger models than standard model checkers like SMV and SPIN. Further, the LURCH analysis was simpler than the SPIN analysis. The simplicity and scalability of LURCH are two compelling reasons for experimenting further with this tool.
In the maneuver analysis of the Galileo spacecraft, analytic models have been developed to assess the performance of an interplanetary dual spin spacecraft. These models take into account all the important effects of dual spin and flexible body dynamics to determine the spacecraft capability to achieve precise velocity changes for a variety of maneuver modes, as dictated by the requirements and as are tested and verified by computer simulation. Proportional velocity change magnitude accuracies as small as 0.34%, proportional velocity change pointing accuracies as little as 10 milliradians and fixed velocity change accuracies as precise as 0.015 m/sec are indicative of the stringency of these requirements. Error sources considered in the statistical analysis include probabilistic uncertainties due to wobble, plume impingement, nutation, thruster and accelerometer misalignments and radial offsets, gyro drift, burn timing, mass properties and algorithm errors. With its twelve thrusters, the versatility of the spacecraft to maneuver among the Galilean moons for eleven encounters after delivering a probe into the Jovian atmosphere provides a new level of challenge in the area of maneuver analysis.
Motional narrowing of the transverse-field muon spin rotation signal was observed in gamma-TiH(x) for x = 1.83, 1.97, and 1.99. An analysis of the data for TiH1.99 near room temperature indicates that the mechanism responsible for the motion of the muon out of the octahedral site is thermally activated diffusion with an attempt frequency comparable to the optical vibrations of the lattice. Monte Carlo calculations to simulate the effect of muon and proton motion upon the muon field-correlation time were used to interpret the motional narrowing in TiH1.97 near 500 K. The interpretation is dependent upon whether the Bloembergen, Purcell, and Pound (BPP) theory or an independent spin-pair relaxation model is used to obtain the vacancy jump rate from proton NMR T1 measurements. Use of BPP theory shows that the field-correction time can be obtained if the rate of motion of the muon with respect to the rate of the motion for the protons is decreased. An independent spin-pair relaxation model indicates that the field-correlation time can be obtained if the rate of motion for the nearest-neighbor protons is decreased.