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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Optimal control alleviation of tilting proprotor gust response

Optimal control theory is applied to the design of a control system for alleviation of the gust response of tilting proprotor aircraft. Using a proprotor and cantilever wing analytical model, the uncontrolled and controlled gust response is examined over the entire operating range of the aircraft except for hover: helicopter mode, conversion, and airplane mode flight. Substantial improvements in the loads, ride quality, and aeroelastic stability are possible with a properly designed controller. A single controller, nominally optimal only at the design point speed (160 knots here), operated efficiently over the entire speed range, with the possible exception of very low speed in helicopter mode. Kalman-Bucy filters were used as compensation networks to provide state estimates from various measurements in the wing motion, rotor speed perturbation, and tip-path-plane tilt.

Johnson, W.↗
NASA NTRS1975

A new concept for airship mooring and ground handling

Calculations were made to determine the feasibility of applying the negative air cushion (NAC) principle to the mooring of airships. Pressures required for the inflation of the flexible trunks are not excessive and the maintenance of sufficient hold down force is possible in winds up to 50 knots. Fabric strength requirements for a typical NAC sized for a 10-million cubic foot airship were found to be approximately 200 lbs./in. Corresponding power requirements range between 66-HP and 5600-HP. No consideration was given to the internal airship loads caused by the use of a NAC and further analysis in much greater detail is required before this method could be applied to an actual design, however, the basic concept appears to be sound and no problem areas of a fundamental nature are apparent.

Vaughan, J. C.↗
NASA NTRS1975

Design and simulation of a descent controller for strategic four-dimensional aircraft navigation

A time-controlled navigation system applicable to the descent phase of flight for airline transport aircraft was developed and simulated. The design incorporates the linear discrete-time sampled-data version of the linearized continuous-time system describing the aircraft's aerodynamics. Using optimal linear quadratic control techniques, an optimal deterministic control regulator which is implementable on an airborne computer is designed. The navigation controller assists the pilot in complying with assigned times of arrival along a four-dimensional flight path in the presence of wind disturbances. The strategic air traffic control concept is also described, followed by the design of a strategic control descent path. A strategy for determining possible times of arrival at specified waypoints along the descent path and for generating the corresponding route-time profiles that are within the performance capabilities of the aircraft is presented. Using a mathematical model of the Boeing 707-320B aircraft along with a Boeing 707 cockpit simulator interfaced with an Adage AGT-30 digital computer, a real-time simulation of the complete aircraft aerodynamics was achieved. The strategic four-dimensional navigation controller for longitudinal dynamics was tested on the nonlinear aircraft model in the presence of 15, 30, and 45 knot head-winds. The results indicate that the controller preserved the desired accuracy and precision of a time-controlled aircraft navigation system.

Lax, F. M.↗
NASA NTRS1976

Traction Characteristics of a 30 by 11.5-14.5, Type 8, Aircraft Tire on Dry, Wet and Flooded Surfaces

A limited test program was conducted to extend and supplement the braking and cornering data on a 30 x 11.5-14.5, type VIII, aircraft tire to refine the tire/runway friction model for use in the development of an aircraft ground performance simulation. Tire traction data were obtained on dry, wet and flooded runway surfaces at ground speeds ranging from 5 to 100 knots and at yaw angles extending up to 12 deg. These friction coefficients are presented as a function of slip characteristics, namely, the maximum and skidding drag coefficients and the maximum cornering coefficients are presented as a function of both ground speed and yaw angle to extend existing data on that tire size. Tire braking and cornering capabilities were shown to be affected by vehicle ground speed, wheel yaw attitude and the extent of surface wetness.

Yager, T. J.↗
NASA NTRS1974

RSRA sixth scale wind tunnel test

The sixth scale model of the Sikorsky/NASA/Army rotor systems research aircraft was tested in an 18-foot section of a large subsonic wind tunnel for the purpose of obtaining basic data in the areas of performance, stability, and body surface loads. The model was mounted in the tunnel on the struts arranged in tandem. Basic testing was limited to forward flight with angles of yaw from -20 to +20 degrees and angles of attack from -20 to +25 degrees. Tunnel test speeds were varied up to 172 knots (q = 96 psf). Test data were monitored through a high speed static data acquisition system, linked to a PDP-6 computer. This system provided immediate records of angle of attack, angle of yaw, six component force and moment data, and static and total pressure information. The wind tunnel model was constructed of aluminum structural members with aluminum, fiberglass, and wood skins. Tabulated force and moment data, flow visualization photographs, tabulated surface pressure data are presented for the basic helicopter and compound configurations. Limited discussions of the results of the test are included.

Flemming, R.↗
NASA NTRS1976

A technique using a nonlinear helicopter model for determining trims and derivatives

A technique is described for determining the trims and quasi-static derivatives of a flight vehicle for use in a linear perturbation model; both the coupled and uncoupled forms of the linear perturbation model are included. Since this technique requires a nonlinear vehicle model, detailed equations with constants and nonlinear functions for the CH-47B tandem rotor helicopter are presented. Tables of trims and derivatives are included for airspeeds between -40 and 160 knots and rates of descent between + or - 10.16 m/sec (+ or - 200 ft/min). As a verification, the calculated and referenced values of comparable trims, derivatives, and linear model poles are shown to have acceptable agreement.

Ostroff, A. J.↗
NASA NTRS1976

Mobile Bay turbidity plume study

Laboratory and field transmissometer studies on the effect of suspended particulate material upon the appearance of water are reported. Quantitative correlations were developed between remotely sensed image density, optical sea truth data, and actual sediment load. Evaluation of satellite image sea truth data for an offshore plume projects contours of transmissivity for two different tidal phases. Data clearly demonstrate the speed of change and movement of the optical plume for water patterns associated with the mouth of Mobile bay in which relatively clear Gulf of Mexico water enters the bay on the eastern side. Data show that wind stress in excess of 15 knots has a marked impact in producing suspended sediment loads.

Crozier, G. F.↗
NASA NTRS1976

Observations of limb flares with a soft X-ray telescope

The structure and evolution of 26 limb flares have been observed with a soft X-ray telescope flown on Skylab. The results are: (1) One or more well defined loops were the only structures of flare intensity observed during the rise phase and near flare maximum, except for knots which were close to the resolution of the telescope; (2) the flare core features were always sharply defined during rise phase; and (3) for the twenty events which contained loops, the geometry of the structure near maximum was that of a loop in ten cases, a loop with a spike at the top in four cases, a cusp or triangle in four cases, and a cusp combined with a spike in another two cases. Based on observation of the original film, it is suggested that flares which underwent large scale deformations had become unstable to MHD kinks. This implies that these flares occurred in magnetic flux tubes through which significant currents were flowing.

Gibson, E. G.↗
NASA NTRS1975

Quiet Clean Short-Haul Experimental Engine (QCSEE) aerodynamic characteristics of 30.5 centimeter diameter inlets

A low speed test program was conducted in a 9- by 15-foot V/STOL wind tunnel to investigate internal performance characteristics and determine key design features required for an inlet to meet the demanding operational conditions of the QCSEE application. Four models each having a design average throat Mach number of 0.79 were tested over a range of incidence angle, throat Mach number, and freestream velocity. Principal design variable was internal lip diameter ratio. Stable, efficient inlet performance was found to be feasible at and beyond the 50 deg incidence angle required by the QCSEE application at its 41.2 m/sec (80 knot) nominal takeoff velocity, through suitably designed inlet lip and diffuser components. Forebody design was found to significantly impact flow stability via nose curvature. Measured inlet wall pressures were used to select a location for the inlet throat Mach number control's static pressure port that properly balanced the conflicting demands of relative insensitivity to flow incidence and sufficiently high response to changes in engine flow demand.

Paul, D. L.↗
NASA NTRS1976

LANDSAT observations of ocean dump plume movement and dispersion

The author has identified the following significant results. Eighteen LANDSAT images were analyzed to study the dispersion and movement of ocean dump plumes thirty-eight miles southeast of Cape Henlopen, Delaware, at the disposal site for waste discharged from a plant producing titanium dioxide. Long visual persistence was explained by the formation of a suspended ferric floc. Spectrometric measurements indicate that upon combining with sea water the acid waste develops a strong reflectance peak in the band 0.55 to 0.60 micron region, resulting in a stronger contrast in the MSS band 4 than the other bands. Predominant direction of movement of the waste plumes was to the southeast. Average drift velocity for surface drogues and the waste plumes was about 0.5 knots. The water at the test site was highly stratified and stable in the summer and nearly homogenous in the winter.

Klemas, V.↗
NASA NTRS1976

Wind tunnel and ground static investigation of a large scale model of a lift/cruise fan V/STOL aircraft

An investigation was conducted in a 40 foot by 80 foot wind tunnel to determine the aerodynamic/propulsion characteristics of a large scale powered model of a lift/cruise fan V/STOL aircraft. The model was equipped with three 36 inch diameter turbotip X376B fans powered by three T58 gas generators. The lift fan was located forward of the cockpit area and the two lift/cruise fans were located on top of the wing adjacent to the fuselage. The three fans with associated thrust vectoring systems were used to provide vertical, and short, takeoff and landing capability. For conventional cruise mode operation, only the lift/cruise fans were utilized. The data that were obtained include lift, drag, longitudinal and lateral-directional stability characteristics, and control effectiveness. Data were obtained up to speeds of 120 knots at one model height of 20 feet for the conventional aerodynamic lift configuration and at several thrust vector angles for the powered lift configuration.

Source record↗
NASA NTRS1975

Observations of large-scale moving magnetic features near sunspots

High time and spatial resolution magnetograms taken with a longitudinal video magnetograph show the systematic motion of large crescents and ridges of magnetic field at the outer penumbral boundary of a large complex sunspot group. Both ridges and crescents are resolved into knots of flux which are typically 2 arc sec to 3 arc sec in extent, and which move in unison with velocities in the range of 0.2 to 0.3 km/sec. Over a four-hour period, these ridges of magnetic field, which are predominantly of opposite polarity to the parent sunspot, are observed to move over distances of from 4 arc sec to 6 arc sec, and merge with existing outlying magnetic fields. It is suggested that large-scale crescents or ridges of magnetic field emerge periodically at penumbral boundaries. Preliminary models for the transport of magnetic fields around sunspots are proposed.

Michalitsanos, A. G.↗
NASA NTRS1975

The spectral energy distribution of NGC 1275

An analysis of absolute spectral energy distributions for NGC 1275 (Per A) covering the wavelength interval from 3300 A to 10,800 A is presented. The data are consistent with the heavy reddening discovered by Wampler (1971). The H-alpha intensity varied by less than 10% between the times of Wampler's earlier measurements and the two occasions of the present observations. The line-emitting region has a characteristic density of about 10 to the 4.5 power per cu cm, a mass of about 10 to the 5.5 power solar masses, and a volume filling factor of about 10 to the -6th power. The gas may be ionized by shock waves or by nonthermal or stellar radiation. It is suggested, in the vein of Minkowski's (1957) original proposal, that the high-velocity emission-line knots described by Minkowski are H II regions in a Perseus-cluster galaxy or intergalactic gas cloud seen in projection against NGC 1275.

Shields, G. A.↗
NASA NTRS1976

Difference thresholds for judgments of sink rate during the flare

Past studies have shown that touchdown rates of descent (sink rates) are higher in aircraft simulators than in aircraft under similar conditions. The objective of this paper was to use a psychophysical technique to investigate a pilot's ability to distinguish between two different sink rates close to the ground. The pilots observed a collimated computer graphics display of a typical runway with edge, zone, and centerline lights. The results showed that with a forward velocity of 120 knots, pilots could reliably distinguish between a sink rate of 0.5 m/sec (1.7 ft/sec) and 0.9 m/sec (2.9 ft/sec). The results also showed that the absolute rate of sink did not significantly affect the perception of sink rate. Time of sink and total height drop during the sink did affect the minimum detectable difference between sink rates (the differential threshold). The effects were such that a greater time of sink and greater height drop produced lower thresholds

Palmer, E.↗
NASA NTRS1976

Investigation of a bearingless helicopter rotor concept having a composite primary structure

Experimental and analytical investigations were conducted to evaluate a bearingless helicopter rotor concept (CBR) made possible through the use of the specialized nonisotropic properties of composite materials. The investigation was focused on four principal areas which were expected to answer important questions regarding the feasibility of this concept. First, an examination of material properties was made to establish moduli, ultimate strength, and fatigue characteristics of unidirectional graphite/epoxy, the composite material selected for this application. The results confirmed the high bending modulus and strengths and low shear modulus expected of this material, and demonstrated fatigue properties in torsion which make this material ideally suited for the CBR application. Second, a dynamically scaled model was fabricated and tested in the low speed wind tunnel to explore the aeroelastic characteristics of the CBR and to explore various concepts relative to the method of blade pitch control. Two basic control configurations were tested, one in which pitch flap coupling could occur and another which eliminated all coupling. It was found that both systems could be operated successfully at simulated speeds of 180 knots; however, the configuration with coupling present revealed a potential for undesirable aeroelastic response. The uncoupled configuration behaved generally as a conventional hingeless rotor and was stable for all conditions tested.

Bielawa, R. L.↗
NASA NTRS1976

A flight investigation of piloting techniques and crosswind limitations during visual STOL-type landing operations

A flight research program was undertaken to investigate problems concerned with landing a STOL airplane in crosswind conditions. The program included a study of piloting techniques and crosswind limitations during visual STOL type landing operations. The results indicated that the crosswind was more limiting during the ground roll out than during the airborne phases. The pilots estimated that the crosswind limit for commercial STOL type operations with the test aircraft would be approximately 15 to 20 knots. The pilots thought that the crosswind limits for ground operation might be extended by incorporating wing-lift spoilers, improved nose gear steering, and improved engine response. The pilots agreed that a crosswind landing gear would also be beneficial.

Fisher, B. D.↗
NASA NTRS1977

Low speed tests of a fixed geometry inlet for a tilt nacelle V/STOL airplane

Test data were obtained with a 1/4 scale cold flow model of the inlet at freestream velocities from 0 to 77 m/s (150 knots) and angles of attack from 45 deg to 120 deg. A large scale model was tested with a high bypass ratio turbofan in the NASA/ARC wind tunnel. A fixed geometry inlet is a viable concept for a tilt nacelle V/STOL application. Comparison of data obtained with the two models indicates that flow separation at high angles of attack and low airflow rates is strongly sensitive to Reynolds number and that the large scale model has a significantly improved range of separation-free operation.

Syberg, J.↗
NASA NTRS1977

Low speed wind tunnel tests of 1/10-scale model of a blended-arrow supersonic cruise aircraft

Low speed static force tests have been conducted in a full scale tunnel to determine the low speed aerodynamic characteristics of a 1/10-scale model of a blended-arrow supersonic cruise aircraft. A clean configuration and a high lift configuration with several combinations of leading- and trailing-edge flaps to provide improved lift and longitudinal stability in the landing and takeoff modes were used. The tests were made at angles of attack from about -6 deg to 30 deg, sideslip angles from -5 deg to 10 deg, and Reynolds numbers from 6.78 x 1 million to 13.85 x 1 million corresponding to test velocities of 41 to 85 knots.

Mclemore, H. C.↗