SEARCH · Engineering Papers
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
A viewgraph presentation on the psychological aspects of developing robots to perform routine operations associated with monitoring, inspection, maintenance and repair in space is shown. The topics include: 1) Purpose; 2) Vision; 3) Current Robots in Space; 4) Ground Based Robots; 5) AERCam; 6) Rotating Bladder Robot (ROBLR); 7) DART; 8) Robonaut; 9) Full Immersion Telepresence Testbed; 10) ERA; and 11) Psychological Aspects
This report summarizes the progress made in developing the next generation VLBI system, dubbed the VLBI2010 system. The VLBI2010 Committee of the International VLBI Service for Geodesy and Astrometry (IVS) worked on the design aspects of the new system. The report covers Monte Carlo simulations showing the impact of the new operating modes on the final products. A section on system considerations describes the implications for the VLBI2010 system parameters by considering the new modes and system-related issues such as sensitivity, antenna slew rate, delay measurement error. RF1, frequency requirements, antenna deformation, and source structure corrections_ This is followed by a description of all major subsystems and recommendations for the network, station. and antenna. Then aspects of the feed, polarization processing. calibration, digital back end, and correlator subsystems are covered. A section is dedicated to the NASA. proof-of-concept demonstration. Finally, sections tm operational considerations, on risks and fallback options, and on the next steps complete the report.
The Rational Sequence computer program described elsewhere includes a subprogram that utilizes the capability for aspect-oriented programming when that capability is present. This subprogram is denoted the Rational Sequence (AspectJ) component because it uses AspectJ, which is an extension of the Java programming language that introduces aspect-oriented programming techniques into the language
For many complex sociotechnical systems, planning seems to require explicit coordination; certainly, in executing a plan the activities of different actors must be tightly coupled. However, distributing the needed planning information can be very burdensome and error prone, because different groups need different collections of information, updated or kept current on different time cycles. Further, the information needed to form successful plans is often highly distributed, and while feedback about the success of prior plans may exist, it may not be available to those in a position of using this to improve plans or to detect and resolve other problems in the system (Weick, 1995). Tools to support various aspects of planning have been developed, and can provide a huge benefit to the individuals working on that aspect. To be tractable, most solutions address a quite bounded slice of work, isolating it from the larger context. Prospective planning takes place over multiple, nested cycles of decision making. This builds a plan that specifies activities of different granularity. "Subplans" may specify multiple parallel activities by different groups and individuals, as well as sequential, nested actions by a single actor. Planning produces valuable, sharable, external, representations: in addition to prospective use, plans support retrospective assessment and also action in the present. Viewing planning in a larger context - both temporal and organizational -- enables noticing what one does not know and generating more systemic and effective solutions. Viewing a problem as one of collective intelligence invites thinking about the larger organizational context. Many approaches to supporting collective intelligence do not support execution of highly contingent actions, distributed across many players, and hence provide incomplete support for planning. However, CI technology maybe helpful in managing the processes of gathering information for decision making in planning and of distributing plan information to various actors, needed on various time cycles.
In the multidimensional CESE development, triangles and tetrahedra turn out to be the most natural building blocks for 2D and 3D spatial meshes. As such the CESE method is compatible with the simplest unstructured meshes and thus can be easily applied to solve problems with complex geometries. However, because the method uses space-time staggered stencils, solution decoupling may become a real nuisance in applications involving unstructured meshes. In this paper we will describe a simple and general remedy which, according to numerical experiments, has removed any possibility of solution decoupling. Moreover, in a real-world viscous flow simulation near a solid wall, one often encounters a case where a boundary with high curvature or sharp corner is surrounded by triangular/tetrahedral meshes of extremely high aspect ratio (up to 106). For such an extreme case, the spatial projection of a space-time compounded conservation element constructed using the original CESE design may become highly concave and thus its centroid (referred to as a spatial solution point) may lie far outside of the spatial projection. It could even be embedded beyond a solid wall boundary and causes serious numerical difficulties. In this paper we will also present a new procedure for constructing conservation elements and solution elements which effectively overcomes the difficulties associated with the original design. Another difficulty issue which was addressed more recently is the wellknown fact that accuracy of gradient computations involving triangular/tetrahedral grids deteriorates rapidly as the aspect ratio of grid cells increases. The root cause of this difficulty was clearly identified and several remedies to overcome it were found through a rigorous mathematical analysis. However, because of the length of the current paper and the complexity of mathematics involved, this new work will be presented in another paper.
An empirical model for jet-surface interaction (JSI) noise produced by a round jet near a flat plate is described and the resulting model evaluated. The model covers unheated and hot jet conditions (1 less than or equal to jet total temperature ratio less than or equal to 2.7) in the subsonic range (0.5 less than or equal to M(sub a) less than or equal to 0.9), surface lengths 0.6 less than or equal to (axial distance from jet exit to surface trailing edge (inches)/nozzle exit diameter) less than or equal to 10, and surface standoff distances (0 less than or equal to (radial distance from jet lipline to surface (inches)/axial distance from jet exit to surface trailing edge (inches)) less than or equal to 1) using only second-order polynomials to provide predictable behavior. The JSI noise model is combined with an existing jet mixing noise model to produce exhaust noise predictions. Fit quality metrics and comparisons to between the predicted and experimental data indicate that the model is suitable for many system level studies. A first-order correction to the JSI source model that accounts for the effect of nozzle aspect ratio is also explored. This correction is based on changes to the potential core length and frequency scaling associated with rectangular nozzles up to 8:1 aspect ratio. However, more work is needed to refine these findings into a formal model.
This paper covers far-field acoustic measurements of a family of rectangular nozzles with aspect ratio 8, in the high subsonic flow regime. Several variations of nozzle geometry, commonly proposed for embedded exhaust systems, are explored, including bevels, slants, single broad chevrons and notches, and internal septae. Far-field acoustic results, presented previously for the simple rectangular nozzle, showed that increasing aspect ratio increases the high frequency noise, especially directed in the plane containing the minor axis of the nozzle. Detailed changes to the nozzle geometry generally made little difference in the noise, and the differences were greatest at low speed. Having an extended lip on one broad side ('bevel') did produce up to 3dB more noise in all directions, while extending the lip on the narrow side ('slant') produced up to 2dB more noise, primarily on the side with the extension. Adding a single, non-intrusive chevron, made no significant change to the noise, while inverting the chevron ('notch') produced up to 2dB increase in the noise. Having internal walls ('septae') within the nozzle, such as would be required for structural support or when multiple fan ducts are aggregated, reduced the noise of the rectangular jet, but could produce a highly directional shedding tone from the septae trailing edges. Finally, a nozzle with both septae and a beveled nozzle, representative of the exhaust system envisioned for a distributed propulsion aircraft with a common rectangular duct, produced almost as much noise as the beveled nozzle, with the septae not contributing much reduction in noise.
This paper covers far-field acoustic measurements of a family of rectangular nozzles with aspect ratio 8, in the high subsonic flow regime. Several variations of nozzle geometry, commonly found in embedded exhaust systems, are explored, including bevels, slants, single broad chevrons and notches, and internal septae. Far-field acoustic results, presented previously for the simple rectangular nozzle, showed that increasing aspect ratio increases the high frequency noise, especially directed in the plane containing the minor axis of the nozzle. Detailed changes to the nozzle geometry generally made little difference in the noise, and the differences were greatest at low speed. Having an extended lip on one broad side (bevel) did produce up to 3 decibels more noise in all directions, while extending the lip on the narrow side (slant) produced up to 2 decibels more noise, primarily on the side with the extension. Adding a single, non-intrusive chevron, made no significant change to the noise, while inverting the chevron (notch) produced up to 2decibels increase in the noise. Having internal walls (septae) within the nozzle, such as would be required for structural support or when multiple fan ducts are aggregated, reduced the noise of the rectangular jet, but could produce a highly directional shedding tone from the septae trailing edges. Finally, a nozzle with both septae and a beveled nozzle, representative of the exhaust system envisioned for a distributed electric propulsion aircraft with a common rectangular duct, produced almost as much noise as the beveled nozzle, with the septae not contributing much reduction in noise.
The Jet-Surface Interaction High Aspect Ratio Nozzle Test was conducted in the Aero-Acoustic Propulsion Laboratory at the NASA Glenn Research Center in the fall of 2015. There were four primary goals specified for this test: (1) extend the current noise database for rectangular nozzles to higher aspect ratios, (2) verify data previously acquired at small-scale with data from a larger model, (3) acquired jet-surface interaction noise data suitable for creating verifying empirical noise models and (4) investigate the effect of nozzle septa on the jet-mixing and jet-surface interaction noise. These slides give a summary of the test with representative results for each goal.
A series of three convergent round-to-rectangular high-aspect ratio nozzles were designed for acoustics measurements. The nozzles have exit area aspect ratios of 8:1, 12:1, and 16:1. With septa inserts, these nozzles will mimic an array of distributed propulsion system nozzles, as found on hybrid wing-body aircraft concepts. Analyses were performed for the three nozzle designs and showed that the flow through the nozzles was free of separated flow and shocks. The exit flow was mostly uniform with the exception of a pair of vortices at each span-wise end of the nozzle.
A physics-based prediction model is employed to simulate jet surface interaction (JSI) noise in a transversely sheared jet exhaust. The methodology finds application in jets with a high aspect ratio (AR) rectangular exhaust in the proximity of a flat surface. Two component spectra are simulated: (i) mixing/scrubbing noise; (ii) trailing edge noise--and are superimposed to obtain the far field exhaust noise on either side of a nearby surface. This document describes the necessary input parameters (including mean flow and turbulence information for the nozzle exhaust of interest) that should be prepared in order to initiate the simulation for each noise component. Sample input/output files in connection with an 8:1 aspect ratio rectangular exhaust at Mach 0.98 near a rigid surface are described. Jet noise spectra are examined below at operating conditions listed in Table IV. Individual noise components, designated as Scrubbing Noise and Trailing Edge Noise, are presented and their sum Total Noise (Analysis) is compared with Measurement (Refs. 8 and 9) at selective number of observer polar angles at azimuth φ = 90deg. Results are presented on an arc R = 17.80-ft (i.e., R = 100Deq) on both sides of a nearby surface. Although the predicted TE noise component is symmetric with respect to the edge due to symmetry in the propagator, measurements for the majority of cases are not quite symmetric and exhibit a slightly larger peak on the reflected side of the surface. Turbulent mixing/scrubbing noise component has a greater presence on the reflected side, as expected. Figure 13 to Figure 18 show that the peak in the predicted TE component could differ from measurements by as much as 4 dB due to lack of symmetry in measured data, however, the general trend is in agreement with data across the three Mach numbers. The overall sound pressure level (OASPL) associated with the TE noise component follows a U5 velocity scaling in the current modeling (Ref. 4). Directivity predictions for the TE noise component as well as the total noise are shown in Figure 19 (bottom)-and are compared with measurements (top figure) at conditions of Table IV. As anticipated, the TE noise component (dashed-line) overwhelms the directivity factor due to its dominant spectral peak level. Only at small angles to the jet axis the mixing noise component contributes significant enough to weight noticeably on the total noise.
In the multi-dimensional space-time conservation element and solution element16 (CESE) method, triangles and tetrahedral mesh elements turn out to be the most natural building blocks for 2D and 3D spatial grids, respectively. As such, the CESE method is naturally compatible with the simplest 2D and 3D unstructured grids and thus can be easily applied to solve problems with complex geometries. However, because (a) accurate solution of a high-Reynolds number flow field near a solid wall requires that the grid intervals along the direction normal to the wall be much finer than those in a direction parallel to the wall and, as such, the use of grid cells with extremely high aspect ratio (103 to 106) may become mandatory, and (b) unlike quadrilateral hexahedral grids, it is well-known that accuracy of gradient computations involving triangular tetrahedral grids tends to deteriorate rapidly as cell aspect ratio increases. As a result, the use of triangular tetrahedral grid cells near a solid wall has long been deemed impractical by CFD researchers. In view of (a) the critical role played by triangular tetrahedral grids in the CESE development, and (b) the importance of accurate resolution of high-Reynolds number flow field near a solid wall, as will be presented in the main paper, a comprehensive and rigorous mathematical framework that clearly identifies the reasons behind the accuracy deterioration as described above has been developed for the 2D case involving triangular cells. By avoiding the pitfalls identified by the 2D framework, and its 3D extension, it has been shown numerically.
This paper investigates the effect of nonlinear large deflection bending on the aerodynamic performance of a high aspect ratio flexible wing. A set of nonlinear static aeroelastic equations are derived for the large bending deflection of a high aspect ratio wing structure. An analysis is conducted to compare the nonlinear bending theory with the linear bending theory. The results show that the nonlinear bending theory is length-preserving whereas the linear bending theory causes a non-physical effect of lengthening the wing structure under the no axial load condition. A modified lifting line theory is developed to compute the lift and drag coefficients of a wing structure undergoing a large bending deflection. The lift and drag coefficients are more accurately estimated by the nonlinear bending theory due to its length-preserving property. The nonlinear bending theory yields lower lift and span efficiency than the linear bending theory. A coupled aerodynamic-nonlinear finite element model is developed to implement the nonlinear bending theory for a Common Research Model (CRM) flexible wing wind tunnel model to be tested in the University of Washington Aeronautical Laboratory (UWAL). The structural stiffness of the model is designed to give about 10% wing tip deflection which is large enough that could cause the nonlinear deflection effect to become significant. The computational results show that the nonlinear bending theory yields slightly less lift than the linear bending theory for this wind tunnel model. As a result, the linear bending theory is deemed adequate for the CRM wind tunnel model.
Designs of aircraft structures have been moving toward leaner, lightweight designs for increased fuel efficiency. The Passive Aeroelastic Tailored (PAT) wing developed under the NASA Advanced Air Transport Technology (AATT) project is an example of a swept-wing design with high aspect ratio that incorporates lightweight highly-flexible tailored composite construction. The passive aeroelastic tailored structural design has explored the design space to enable aeroelastically tailored wing structures to increase aspect ratios (from 9 to 14) and ultimately reduce weight by 20 percent to 25 percent without impacting aeroelastic performance. To further study the aeroelastic performance of such a wing, the NASA Armstrong Flight Research Center (AFRC) (Edwards, California) has developed efficient real-time structural algorithms that are used in conjunction with a fiber-optic measurement system for lightweight vehicle applications. The AFRC Fiber Optic Sensing System (FOSS) provides up to 8,000 distributed surface strain measurements at one-half-inch increments and can be used to estimate a variety of structural parameters such as shape and load. This report discusses the implementation of strain-based displacement and twist-sensing techniques applied to the PAT wing test article tested at the NASA AFRC Flight Loads Laboratory. Empirical FOSS strain data are collected under varying loading conditions. Strain data are processed with the displacement and twist-sensing algorithms and independently verified by comparison to conventional ground-based instrumentation.
Static loads testing was performed on a 39-foot, high-aspect-ratio wingbox comprising carbon fiber tow-steered wing skins that were tailored for aircraft fuel efficiency under aeroelastic loads. The test article was designated the Passive Aeroelastic Tailored (PAT) wing. To date, the PAT wing, which has an aspect ratio of 13.5, is the largest wingbox designed and built to employ variably oriented carbon fibers along the span of the wing. During testing, distributed point loads were applied to the wingbox to simulate both -1g and 2.5g maneuver loads. To determine the wingbox’s flexural axis location, individual point loads were applied. The global response of the wing (displacement and rotation measurements) showed similar trends compared to the finite element model predictions, though discrepancies of up to 17% were observed when comparing actual values between model and test. It was concluded that the boundary conditions and nonstructural features of the wingbox were the likely cause of the inconsistencies. The local response of the wingbox (strain measurements), which was much less affected by factors unrelated to tow-steering, exhibited good agreement with the model predictions, validating the modelling techniques employed for tow-steered composites.
This paper presents a real-time drag optimization study of the aspect ratio 13.5 Common Research Model (CRM) with a distributed mini-plain flap system. A surrogate aerodynamic model of the aspect ratio 13.5 CRM is developed based on an aerodynamic database computed by a transonic panel method to capture the aerodynamic coefficients as functions of the angle of attack, flap deflections, and Mach number. A recursive least-squares parameter estimation algorithm is designed to estimate the aerodynamic parameters of the surrogate model. The estimated surrogate model is then used in an on-line drag optimization strategy based on an adjoint method. The results of the real-time drag optimization indicate a drag reduction of 2.46% for Mach 0.80, 3.37% for Mach 0.85, and 1.95% for Mach 0.88. The results show the convergence of all parameter estimates.
The National Airspace System (NAS) is constantly evolving as air traffic continues to ramp up to pre-pandemic numbers and projected to grow to unprecedented levels in the coming years. As well as increasing demand to the current system, emerging operations such as Unmanned Autonomous Systems are also expected to add to complexity in the airspace. To address these issues, the industry and government agencies supporting the NAS will need to rely upon additional automation and new technologies to address future operational requirements, while continuing to be a world-leading safe transportation system. As these new technologies are implemented, the system continues to rely on human pilots and controllers in the loop to monitor the system and intervene in situations the automation cannot handle. The goal of proactively addressing safety is of foremost concern to ensure passenger confidence. The industry has implemented various Safety Monitoring Systems to identify safety risks and proactively address them before they result in a serious incident or accident. One such program is the Aviation Safety Reporting System (ASRS). ASRS is a long-established system where pilots and controllers voluntarily and anonymously report safety incidents they experienced and observed during line operations by providing rich text narratives describing the events, the environment, and conditions leading to the safety event of concern. These narratives provide insight and context around events of interest and can be used to identify emerging problems. They can trigger investigations within Flight Operational Quality Assurance or Flight Data Monitoring programs. However, this process typically focuses on the adverse events and the unsafe aspects of the operations surrounding the reported or detected events. This perspective of investigating factors that went wrong around an adverse event is commonly referred to as Safety I. Alternatively, characterizing successful actions that operators perform every day under varying conditions that keep the system within safe operating bounds is a concept referred to as Safety II. The benefit of the Safety II view is that the scope is much larger than that of Safety I since a vast majority of the operations result in successful flights. Many of the successful techniques used to manage operational threats are not documented in standard operating procedures or taught during training. They are typically acquired over time by working with experienced pilots during line operations or in many cases after experiencing a problem for the first time and reacting to it in situ, drawing from years of experience to manage the threat. In an attempt to quantify these positive actions, we are proposing an approach to extracting key behaviors within ASRS reports that can support the Safety II concept. Our analysis assumes that ASRS reports contain some descriptions of corrective actions that operators performed to prevent a situation from leading to an accident. Leveraging recent advances in Natural Language Process modeling, we have developed an approach to extract positive sentiment from reports, embed these positive statements in a vector space where they can be numerically analyzed, and clustering these statements into similar contextual categories. From these contextualized categories we can attempt to summarized and distilled aspects of the positive behavior. The goal is to identify categories of behavior that describe consistent operator techniques that supports the Safety II concept. With this information, airlines may enable learning from these positive actions, or address procedures that need to be changed to avoid having pilots implement a workaround. These insights can provide a lens into what is “going right” in the operations that may otherwise not be known widely within the community. It is envisioned that this approach can be extended to other narrative programs such as Line Operation Safety Audit or Learning Improvement Team reports where similar observed behavior can be analyzed to extract positive actions and inform the overall operations.
The NASA Advanced Air Transport Technology (AATT) goal of reduced fuel burn for transport aircraft has led to the NASA N+3 High Aspect Ratio Wing (HARW) subproject. This project requires identifying, developing, and demonstrating key technologies and integrated multidisciplinary solutions to enable a safe, high performance, aeroelastic wing. Since this aircraft will have a high aspect ratio wing, aeroelasticity is expected to be a major issue in the design. In this paper high fidelity computational fluid dynamics (CFD) is performed with flow adapted meshes. A system identification of the aerodynamics is developed using both a multi-modal multi-sine time-marching and a multi-mode linear frequency domain method. GLA, MLA and flutter suppression simulations will be performed.