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At least 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Experimental measurements of 2.25-cm backscatter from sea surfaces.

Airborne 2.25-cm wavelength radar backscatter measurements of low-wind-speed sea conditions were obtained off the coast of Texas in January 1971. These data are compared with unpublished NASA 2.25-cm backscatter measurements recorded over the Atlantic in 1970. The two data sets were in general agreement and supported results previously reported by other authors which showed the absence of a saturation effect at this wavelength. Analyses of these data using computerized clustering techniques indicated that a wind speed measurement accuracy of 5-7 knots is an operational potential.

Newton, R. W.↗
NASA NTRS1972

Properties of white light flares. I - Association with H-alpha flares and sudden frequency deviations.

All four large EUV bursts for which there were available concurrent white light observations of at least fair quality, were detected as white light flares. The rise times and maxima of the white light emissions coincided with rise times and maxima of the EUV bursts. The frequency of strong EUV bursts suggests that white light flares may occur at the rate of five or six per year near sunspot maximum. All of the white light flare areas coincided with intense bright areas of the H-alpha flares. These small areas appeared to be sources of high velocity ejecta in H-alpha. The white light flares occurred as several knots or patches of 2 to 15 arc-sec diameter, with bright cores perhaps less than 2 arc-sec diameter (1500 km). They preferred the outer penumbral borders of strong sunspots within 10 arc-sec of a longitudinal neutral line in the magnetic field.

Mcintosh, P. S.↗
NASA NTRS1972

Topological dissipation and the small-scale fields in turbulent gases.

It is shown that a large-scale magnetic field possesses a hydrostatic equilibrium only if the pattern of small-scale variations is uniform along the large-scale field. Thus equilibrium obtains only if the variations in the field consist of simple twisting of the lines, with the twists extending uniformly the full length of the field. Any more complicated topology, such as two or more flux tubes wrapped around each other to form a rope, or braided or knotted flux tubes, is without equilibrium, no matter what fluid pressures are applied along the individual lines of force. The result is rapid dissipation and field-line merging, which quickly reduces the topology to the simple equilibrium form. The effect explains the absence of strong small-scale fields in the solar photosphere and in interstellar space in spite of the vigorous turbulence.

Parker, E. N.↗
NASA NTRS1972

Automated cloud tracking using precisely aligned digital ATS pictures.

Discussion of the interactive man-computer system (WIMDCO) for measuring cloud motion from ATS pictures. The multipicture model of ATS navigation is used for consecutive ATS digital picture alignment to provide the required precision in cloud motion measurements by automated tracking techniques. Cloud motion is measured by tracking clouds between two digital pictures with the aid of two-dimensional cross correlation analysis. The fast Fourier transform method and other programming techniques are used for time and cost minimization. Cloud motion vectors were computed over three time intervals in July, 1969. The EW and NS components were reproducible within roughly 2 knots.

Smith, E. A.↗
NASA NTRS1972

An experimental investigation of STOL longitudinal flying qualities in the landing approach using the variable stability X-22A aircraft.

The first in-flight flying qualities experiment using the variable stability X-22A aircraft investigated longitudinal flying qualities requirements for STOL aircraft in terminal area operations. Emphasis was placed on defining minimum requirements for the short-term response in VFR and IFR landing approaches at representative steep STOL approach conditions of 65 and 80 knots. Evaluation flights were conducted in negligible and moderate turbulence for a wide range of short-term frequencies and dampings. The results were compared with the short-term requirements of MIL-F-83300. The specified Level 1 and 2 VFR boundaries were found to be approximately valid in moderate turbulence for both VFR and IFR flight conditions. In negligible turbulence, the specified VFR Level 2 boundary was also approximately valid but the Level 1 boundary was found to be too stringent. Pilot rating gradients with damping were more apparent than with frequency for the range investigated.

Schuler, J. M.↗
NASA NTRS1972

An evaluation of some unbraked tire cornering force characteristics

An investigation to determine the effects of pavement surface condition on the cornering forces developed by a group of 6.50x13 automobile tires of different tread design was conducted at the Langley aircraft landing loads and traction facility. The tests were made at fixed yaw angles of 3,4.5, and 6 deg at forward speeds up to 80 knots on two concrete surfaces of different texture under dry, damp, and flooded conditions. The results showed that the cornering forces were extremely sensitive to tread pattern and runway surface texture under all conditions and that under flooded conditions tire hydroplaning and complete loss of cornering force occurred at a forward velocity predicted from an existing formula based on tire inflation pressure. Futher, tests on the damp concrete with a smooth tire and a four-groove tire showed higher cornering forces at a yaw angle of 3 deg than at 4.5 deg; this indicated that maximum cornering forces are developed at extremely small steering angles under these conditions.

Leland, T. J. W.↗
NASA NTRS1972

Coastal environment of the Beaufort Sea from field data and ERTS-1 imagery, summer 1972

The author has identified the following significant results. An extensive field program during the spring and summer in the coastal Beaufort Sea test site has been completed using a wide variety of sensing techniques. Reduction of field data and ERTS-1 image analysis have shown the coastal environment to be complexly influenced by unique processes, most of which involve or are related to sea ice. Active sedimentologic processes along the Arctic coast are set in motion by the melting, flooding, and eventual overflow of rivers onto the sea ice. It is now apparent that only minor amounts of sediment are transported offshore at this stage; however, scouring of the bottom is significant beneath the strudels (drain holes) which develop in the fast ice canopy in the region of overflow. Areal salinity and turbidity patterns together with ERTS-1 imagery confirm a consistent influx of colder, clearer, saltier water towards the coast just east of the Colville River. Strong (up to 3 knots) bidirectional but intermittent currents often manifest themselves in imagery and aerial photographs as wakes behind grounded ice. Ice movement vectors generated from repetitive images indicate that ice drift is closely associated with wind direction, especially in shallow bays, and displacements of 4-22 kilometers were noted in 24 hours.

Reimnitz, E.↗
NASA NTRS1973

Some effects of grooved runway configurations on aircraft tire braking traction under flooded runway conditions

An experimental investigation was conducted to study the effect of grooved runway configurations on aircraft tire braking traction on flooded runway surfaces. The investigation was performed, utilizing size 49 x 17, type VII, aircraft tires with an inflation pressure of 170 lb per square inch at ground speeds up to approximately 120 knots. The results of this investigation indicate that when the runway is flooded, grooved surfaces provide better braking traction than an ungrooved surface and, in general, the level of braking traction was found to improve as the tire bearing pressure was increased because of an increase in the groove area of either the surface or the tire tread. Rounding the groove edges tended to degrade the tire braking capability from that developed on the same groove configuration with sharp edges. Results also indicate that braking friction coefficients for the test tires and runway surfaces decreased as ground speed was increased because of the hydroplaning effects.

Byrdsong, T. A.↗
NASA NTRS1973

Experimental investigation of the cornering of a C40 x 14-21 cantilever aircraft tire

An experimental investigation was conducted at the Langley aircraft landing loads and traction facility to define the cornering characteristics of a size C40 x14-21 aircraft tire of cantilever design. These characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained for the tire operating on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 20 deg and at ground speeds of 5 to 100 knots, both with and without braking. The results of this investigation show that the cornering-force and drag-force friction coefficients and self-alining torque were influenced by the yaw angle, ground speed, brake torque, surface wetness, and the locked-wheel condition.

Dreher, R. C.↗
NASA NTRS1972

Acoustic characteristics of large-scale STOL model at forward speed

Wind-tunnel investigations of the acoustic characteristics of the externally blown jet flap (EBF) and augmentor wing STOL concepts are dicussed. The large-scale EBF model was equipped with a triple-slotted blown by four JT15D turbofan engines with circular, coannular exhaust nozzles. The large-scale augmentor wing model was equipped with an unlined augmentor blown by a slot primary nozzle. The effects of airspeed and angle of attack on the acoustics of the EBF were small. At a forward speed of 60 knots, the impingement noise of the landing flap was approximately 2 db lower than in the static tests. Angle of attack increased the impingement noise approximately 0.1 decibels per degree. Flap deflection had a greater effect on the acoustics of the augmentor wing than did airspeed. For a nozzle pressure ratio of 1.9, the peak perceived noise level of the landing flap was 3 to 5 PNdb higher than that of the takeoff flap. The total sound power was also significantly higher for landing indicating that turning in the augmentor generated acoustic energy. Airspeed produced a small aft shift in acoustic directivity with no significant change in the peak perceived noise levels or sound power levels.

Falarski, M. D.↗
NASA NTRS1973

Cornering characteristics of a 40 by 14-16 type 7 aircraft tire and a comparison with characteristics of a C40 by 14-21 cantilever aircraft tire

An investigation was conducted at the Langley aircraft landing loads and traction facility to determine the cornering characteristics of a 40 x 14-16 type VII aircraft tire. These characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained for the tire operating on dry, damp and flooded runway surfaces over a range of yaw angles from 0 deg to 20 deg and at ground speeds from 5 to 100 knots, both with and without braking. The results of this investigation indicated that the cornering capability of the 40 x 14-16 type VII aircraft tire is degraded by high ground speeds, thin-film lubrication and tire hydroplaning effects on the wet surfaces, and brake torque. The cornering capability is greatly diminished when locked-wheel skids are encountered.

Tanner, J. A.↗
NASA NTRS1973

Simulator evaluation of the low-speed flying qualities of an experimental STOL configuration with an externally blown flap wing or an augmentor wing

The low-speed flying qualities of an experimental STOL configuration were evaluated by using a fixed-base six-degree-of-freedom simulation. The configuration had either an externally blown flap (EBF) wing or an augmentor wing (AW). The AW configuration was investigated with two tails, one sized for the AW configuration and a larger one sized for the EBF configuration. The emphasis of the study was on the 70-knot approach task. The stability and control characteristics were compared with existing criteria. Several control systems were investigated for the normal four-engine condition and for the engine-out transient condition. Minimum control and stall speeds were determined for both the three- and four-engine operation.

Powers, B. G.↗
NASA NTRS1972

Preliminary results of flight tests of the augmentor-wing jet STOL research aircraft

The Augmentor-Wing Jet STOL Research Aircraft has been developed and has started flight tests. The objectives of the program are to compare aerodynamic characteristics predicted from wind-tunnel data with data obtained in flight, to determine flight dynamic characteristics and limitations of the augmentor-wing concepts, and to contribute to the development of STOL design and operational criteria. Initial flight test results have shown that the aerodynamic characteristics are close to values predicted from wind-tunnel tests. The lateral-directional stability and control characteristics are satisfactory for research STOL missions with stability augmentation, but the longitudinal control require improvement. STOL take-off distance over 11 m is about 290 m, and landing approach speeds are between 60 and 65 knots. The investigation of the STOL operational and performance characteristics is continuing.

Quigley, H. C.↗
NASA NTRS1972

X-radiation /E greater than 10 keV/, H-alpha and microwave emission during the impulsive phase of solar flares.

A study has been made of the variation in hard (E greater than 10 keV) X-radiation, H-alpha and microwave emission during the impulsive phase of solar flares. Analysis shows that the rise-time in the 20-30-keV X-ray spike depends on the electron hardness. The impulsive phase is also marked by an abrupt, very intense increase in H-alpha emission in one or more knots of the flare. Properties of these H-alpha kernels include: (1) a luminosity several times greater than the surrounding flare, (2) an intensity rise starting about 20-30 sec before, peaking about 20-25 sec after, and lasting about twice as long as the hard spike, (3) a location lower in the chromosphere than the remaining flare, (4) essentially no expansion prior to the hard spike, and (5) a position within 6000 km of the boundary separating polarities, usually forming on both sides of the neutral line near both feet of the same tube of force. Correspondingly, impulsive microwave events are characterized by: (1) great similarity in burst structure with 20-32 keV X-rays but only above 5000 MHz, (2) typical low frequency burst cutoff between 1400-3800 MHz, and (3) maximum emission above 7500 MHz.

Vorpahl, J. A.↗
NASA NTRS1973

Long wavelength VLBI.

The application of very-long baseline interferometry (VLBI) techniques at meter and decameter wavelengths has proven to be a unique tool for studying a number of different phenomena. Because of the high angular resolution which we achieve with VLBI, candidate objects for study include the compact nuclei and 'jets' associated with quasars and radio galaxies, pulsars, small knots in galactic supernova remnants, and nonthermal planetary sources. Our investigations have been aimed at determining the emission spectra of these objects, measuring their apparent angular size, and mapping their structure. We expect that these properties will be interrelated, particularly at or below the frequencies at which their spectra peak.

Clark, T. A.↗
NASA NTRS1973

Results of the flight noise measurement program using a standard and modified SH-3A helicopter

A field noise measurement program has been conducted using both a standard SH-3A helicopter and an SH-3A helicopter modified to reduce external noise levels. Modifications included reducing rotor speed, increasing the number of rotor blades, modifying the blade-tip shapes, and acoustically treating the engine air intakes and exhaust. The purpose of this study was to document the noise characteristics recorded on the ground of each helicopter during flyby, hover, landing, and take-off operations. Based on an analysis of the measured results, the average of the overhead, overall, ontrack noise levels was approximately 4 db lower for the modified helicopter than for the standard helicopter. The improved in-flight noise characteristics, and associated small footprint areas and time durations, were judged to be mainly due to tail-rotor noise reductions. The noise reductions were obtained at the expense of required power increases at airspeeds greater than 70 knots for the modified helicopter.

Pegg, R. J.↗
NASA NTRS1973

Revised tables of airspeed, altitude, and Mach number presented in the International system of units

Because inception of a national program to implement the International System of Units (SI) appears to be inevitable and imminent, the tables of airspeed, altitude, and Mach number prepared by Livingston and Gracey to serve for airspeed meter and altimeter calibrations and for the conversion of flight measurements of these quantities to related parameters - Mach number, true airspeed, equivalent airspeed, etc. - have been revised to the SI. Tables of airspeed in knots are also included because of the significance of this quantity in navigation. In addition, the data in the altitude tables have been revised to the U.S. Standard Atmosphere of 1962. The latter data reflect increased knowledge of the higher atmosphere and more precise determination of basic quantities, including the redefinition of the absolute thermodynamic temperature scale by the Tenth General Conference on Weights and Measures in 1954. The U.S. Standard Atmosphere, 1962, corresponds to the International Civil Aviation Organization (ICAO) Standard Atmosphere up to 20 kilometers (geopotential altitude). A table of conversion factors for various pressure units is presented in SI Units.

Benner, M. S.↗
NASA NTRS1973

V/STOL tilt rotor aircraft study: Wind tunnel tests of a full scale hingeless prop/rotor designed for the Boeing Model 222 tilt rotor aircraft

The rotor system designed for the Boeing Model 222 tilt rotor aircraft is a soft-in-plane hingeless rotor design, 26 feet in diameter. This rotor has completed two test programs in the NASA Ames 40' X 80' wind tunnel. The first test was a windmilling rotor test on two dynamic wing test stands. The rotor was tested up to an advance ratio equivalence of 400 knots. The second test used the NASA powered propeller test rig and data were obtained in hover, transition and low speed cruise flight. Test data were obtained in the areas of wing-rotor dynamics, rotor loads, stability and control, feedback controls, and performance to meet the test objectives. These data are presented.

Magee, J. P.↗