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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Ocular Reflex Phase During Off-Vertical Axis Rotation In Humans Is Modified By Head-On-Trunk Position

Constant velocity Off-Vertical Axis Rotation (OVAR) imposes a continuously varying orientation of the head and body relative to gravity. The ensuing ocular reflexes include modulation of both horizontal and torsional eye velocity as a function of the varying linear acceleration along the lateral plane. The purpose of this study was to examine whether the modulation of these ocular reflexes would be modified by different head-on-trunk positions. Ten human subjects were rotated in darkness about their longitudinal axis 20 deg off-vertical at constant rates of 45 and 180 deg/s, corresponding to 0.125 and 0.5 Hz. Binocular responses were obtained with video-oculography with the head and trunk aligned, and then with the head turned relative to the trunk 40 deg to the right or left of center. Sinusoidal curve fits were used to derive amplitude, phase and bias velocity of the eye movements across multiple cycles for each head-on-trunk position. Consistent with previous studies, the modulation of torsional eye movements was greater at 0.125 Hz while the modulation of horizontal eye movements was greater at 0.5 Hz. Neither amplitude nor bias velocities were significantly altered by head-on-trunk position. The phases of both torsional and horizontal ocular reflexes, on the other hand, shifted towards alignment with the head. These results are consistent with the modulation of torsional and horizontal ocular reflexes during OVAR being primarily mediated by the otoliths in response to the sinusoidally varying linear acceleration along the interaural head axis.

Wood, Scott↗
NASA NTRS1999

Effects of body orientation and rotation axis on pitch visual-vestibular interaction

Spatial transformations of the vestibular-optokinetic system must account for changes in head position with respect to gravity in order to produce compensatory oculomotor responses. The purpose of this experiment was to study the influence of gravity on the vestibulo-ocular reflex (VOR) in darkness and on visual-vestibular interaction in the pitch plane in human subjects using two different comparisons: (1) Earth-horizontal axis (EHA) rotation about an upright versus a supine body orientation, and (2) Earth-horizontal versus Earth-vertical (EVA) rotation axes. Visual-vestibular responses (VVR) were evaluated by measuring the slow phase velocity of nystagmus induced during sinusoidal motion of the body in the pitch plane (at 0.2 Hz and 0.8 Hz) combined with a constant-velocity vertical optokinetic stimulation (at +/- 36 degrees/s). The results showed no significant effect on the gain or phase of the VOR in darkness or on the VVR responses at 0.8 Hz between EHA upright and EHA supine body orientations. However, there was a downward shift in the VOR bias in darkness in the supine orientation. There were systematic changes in VOR and VVR between EHA and EVA for 0.2 Hz, including a reduced modulation gain, increased phase lead, and decreased bias during EVA rotation. The same trend was also observed at 0.8 Hz, but at a lesser extent, presumably due to the effects of eccentric rotation in our EVA condition and/or to the different canal input across frequencies. The change in the bias at 0.2 Hz between rotation in darkness and rotation with an optokinetic stimulus was greater than the optokinetic responses without rotation. During EHA, changes in head position relative to gravity preserve graviceptor input to the VVR regardless of body orientation. However, the modifications in VVR gain and phase when the rotation axis is aligned with gravity indicate that this graviceptive information is important for providing compensatory eye movements during visual-vestibular interaction in the pitch plane.

Non-NASA Center↗
NASA NTRS1997

Dynamics of Rocky Mountain Lee Waves Observed During Success

On two days during SUCCESS, the DC-8 sampled wave clouds which formed downstream of the ridges east of the Rocky Mountains. Wave morphology for both flights is deduced from temperature and 3-dimensional wind measurements from the MMS, isentrope profiles from the MTP, and linear perturbation theory. The waves observed on 960430 are smaller and found to be decaying with altitude, while the waves sampled on 960502 are vertically propagating and consist of larger, multiple wave scales. Wave orientations are consistent with the underlying topography and regions of high ice crystal concentration. Updraft velocities were estimated from the derived wave properties and are consistent with MMS vertical winds.

Dean-Day, J.↗
NASA NTRS2003

Visual and Vestibular Determinants of Perceived Eye-Level

Both gravitational and optical sources of stimulation combine to determine the perceived elevations of visual targets. The ways in which these sources of stimulation combine with one another in operational aeronautical environments are critical for pilots to make accurate judgments of the relative altitudes of other aircraft and of their own altitude relative to the terrain. In a recent study, my colleagues and I required eighteen observers to set visual targets at their apparent horizon while they experienced various levels of G(sub z) in the human centrifuge at NASA-Ames Research Center. The targets were viewed in darkness and also against specific background optical arrays that were oriented at various angles with respect to the vertical; target settings were lowered as Gz was increased; this effect was reduced when the background optical array was visible. Also, target settings were displaced in the direction that the background optical array was pitched. Our results were attributed to the combined influences of otolith-oculomotor mechanisms that underlie the elevator illusion and visual-oculomotor mechanisms (optostatic responses) that underlie the perceptual effects of viewing pitched optical arrays that comprise the background. In this paper, I present a mathematical model that describes the independent and combined effects of G(sub z) intensity and the orientation and structure of background optical arrays; the model predicts quantitative deviations from normal accurate perceptions of target localization under a variety of conditions. Our earlier experimental results and the mathematical model are described in some detail, and the effects of viewing specific optical arrays under various gravitational-inertial conditions encountered in aeronautical environments are discussed.

Cohen, Malcolm Martin↗
NASA NTRS2015

The Development of Two Composite Energy Absorbers for Use in a Transport Rotorcraft Airframe Crash Testbed (TRACT 2) Full-Scale Crash Test

Two composite energy absorbers were developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program. A conical-shaped energy absorber, designated the conusoid, was evaluated that consisted of four layers of hybrid carbon-Kevlar plain weave fabric oriented at [+45deg/-45deg/-45deg/+45deg] with respect to the vertical direction. A sinusoidal-shaped energy absorber, designated the sinusoid, was developed that consisted of hybrid carbon-Kevlar plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical direction, and a closed-cell ELFOAM P200 polyisocyanurate (2.0-lb/cu ft) foam core. The design goal for the energy absorbers was to achieve average floor-level accelerations of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in both designs were assessed through dynamic crush testing of component specimens. Once the designs were finalized, subfloor beams of each configuration were fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorbers prior to retrofit into TRACT 2. The retrofitted airframe was crash tested under combined forward and vertical velocity conditions onto soft soil. Finite element models were developed of all test articles and simulations were performed using LS-DYNA, a commercial nonlinear explicit transient dynamic finite element code. Test-analysis results are presented for each energy absorber as comparisons of time-history responses, as well as predicted and experimental structural deformations and progressive damage under impact loading for each evaluation level.

Littell, Justin D.↗
NASA NTRS1993

Experimental effects of wing location on wing-body pressures at supersonic speeds

An experimental study was performed at supersonic speeds to measure wing and body spanwise pressure distributions on an axisymmetric-body delta wing model on which the wing vertical location on the body was systematically varied from low- to high-mounted positions. In addition, for two of these positions both horizontal and radial wing angular orientations relative to the body were tested, and roll angle effects were investigated for one of the positions. Seven different wing-body configurations and a body-alone configuration were studied. The test was conducted at Mach numbers from 1.70 to 2.86 at angles of attack from about -4 deg to 24 deg. Pressure orifices were located at three longitudinal stations on each wing-body model, and at each station the orifices were located completely around the body, along the lower surface of the right wing (looking upstream), and along the upper surface of the left wing. All pressure coefficient data are tabulated and selected samples are shown graphically to illustrate the effects of the test variables. The effects of angle of attack, roll angle, Mach number, longitudinal station, wing vertical location, wing angular orientation, and wing-body juncture are analyzed. The vertical location of the wing on the body had a very strong effect on the body pressures. For a given angle of attack at a roll angle of 0 deg, the pressures were virtually constant in the spanwise direction across the windward surfaces of the wing-body combination. Pressure-relieving, channeling, and vortex effects were noted in the data.

Allen, Jerry M.↗
NASA NTRS2015

Multi-Level Experimental and Analytical Evaluation of Two Composite Energy Absorbers

Two composite energy absorbers were developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program. A conical-shaped energy absorber, designated the conusoid, was evaluated that consisted of four layers of hybrid carbon-Kevlar plain weave fabric oriented at [+45 deg/-45 deg/-45 deg/+45 deg] with respect to the vertical, or crush, direction. A sinusoidal-shaped energy absorber, designated the sinusoid, was developed that consisted of hybrid carbon-Kevlar plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical direction and a closed-cell ELFOAM P200 polyisocyanurate (2.0-lb/cu ft) foam core. The design goal for the energy absorbers was to achieve average floor-level accelerations of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in both designs were assessed through dynamic crush testing of component specimens. Once the designs were finalized, subfloor beams of each configuration were fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorbers prior to retrofit into TRACT 2. The retrofitted airframe was crash tested under combined forward and vertical velocity conditions onto soil, which is characterized as a sand/clay mixture. Finite element models were developed of all test articles and simulations were performed using LS-DYNA, a commercial nonlinear explicit transient dynamic finite element code. Test-analysis results are presented for each energy absorber as comparisons of time-history responses, as well as predicted and experimental structural deformations and progressive damage under impact loading for each evaluation level.

Jackson, Karen E.↗
NASA NTRS1996

Characterization of zinc selenide single crystals

ZnSe single crystals of high quality and low impurity levels are desired for use as substrates in optoelectronic devices. This is especially true when the device requires the formation of homoepitaxial layers. While ZnSe is commercially available, it is at present extremely expensive due to the difficulty of growing single crystal boules with low impurity content and the resultant low yields. Many researchers have found it necessary to heat treat the crystals in liquid Zn in order to remove the impurities, lower the resistivity and activate the photoluminescence at room temperature. The physical vapor transport method (PVT) has been successfully used at MSFC to grow many single crystals of II-VI semiconducting materials including ZnSe. The main goal at NASA has been to try to establish the effect of gravity on the growth parameters. To this effect, crystals have been grown vertically upwards or horizontally. Both (111) and (110) oriented ZnSe crystals have been obtained via unseeded PVT growth. Preliminary characterization of the horizontally grown crystals has revealed that Cu is a major impurity and that the low temperature photoluminescence spectra is dominated by the copper peak. The ratio of the copper peak to the free exciton peak is being used to determine variations in composition throughout the crystal. It was the intent of this project to map the copper composition of various crystals via photoluminescence first, then measure their electrical resistivity and capacitance as a function of frequency before proceeding with a heat treatment designed to remove the copper impurities. However, equipment difficulties with the photoluminescence set up, having to establish a procedure for measuring the electrical properties of the as-grown crystals and time limitations made us re-evaluate the project goals. Vertically grown samples designated as ZnSe-25 were chosen to be measured electrically since they were not expected to show as much variation in their composition through their cross-section as the horizontally grown samples.

Gerhardt, Rosario A.↗
NASA NTRS1987

Role of orientation reference selection in motion sickness

The objectives of this proposal were developed to further explore and quantify the orientation reference selection abilities of subjects and the relation, if any, between motion sickness and orientation reference selection. The overall objectives of this proposal are to determine (1) if motion sickness susceptibility is related to sensory orientation reference selection abilities of subjects, (2) if abnormal vertical canal-otolith function is the source of these abnormal posture control strategies and if it can be quantified by vestibular and oculomotor reflex measurements, and (3) if quantifiable measures of perception of vestibular and visual motion cues can be related to motion sickness susceptibility and to orientation reference selection ability demonstrated by tests which systematically control the sensory imformation available for orientation.

Peterka, Robert J.↗
NASA NTRS1997

Kinematic principles of primate rotational vestibulo-ocular reflex. II. Gravity-dependent modulation of primary eye position

The kinematic constraints of three-dimensional eye positions were investigated in rhesus monkeys during passive head and body rotations relative to gravity. We studied fast and slow phase components of the vestibulo-ocular reflex (VOR) elicited by constant-velocity yaw rotations and sinusoidal oscillations about an earth-horizontal axis. We found that the spatial orientation of both fast and slow phase eye positions could be described locally by a planar surface with torsional variation of <2.0 +/- 0.4 degrees (displacement planes) that systematically rotated and/or shifted relative to Listing's plane. In supine/prone positions, displacement planes pitched forward/backward; in left/right ear-down positions, displacement planes were parallel shifted along the positive/negative torsional axis. Dynamically changing primary eye positions were computed from displacement planes. Torsional and vertical components of primary eye position modulated as a sinusoidal function of head orientation in space. The torsional component was maximal in ear-down positions and approximately zero in supine/prone orientations. The opposite was observed for the vertical component. Modulation of the horizontal component of primary eye position exhibited a more complex dependence. In contrast to the torsional component, which was relatively independent of rotational speed, modulation of the vertical and horizontal components of primary position depended strongly on the speed of head rotation (i.e., on the frequency of oscillation of the gravity vector component): the faster the head rotated relative to gravity, the larger was the modulation. Corresponding results were obtained when a model based on a sinusoidal dependence of instantaneous displacement planes (and primary eye position) on head orientation relative to gravity was fitted to VOR fast phase positions. When VOR fast phase positions were expressed relative to primary eye position estimated from the model fits, they were confined approximately to a single plane with a small torsional standard deviation ( approximately 1.4-2.6 degrees). This reduced torsional variation was in contrast to the large torsional spread (well >10-15 degrees ) of fast phase positions when expressed relative to Listing's plane. We conclude that primary eye position depends dynamically on head orientation relative to space rather than being fixed to the head. It defines a gravity-dependent coordinate system relative to which the torsional variability of eye positions is minimized even when the head is moved passively and vestibulo-ocular reflexes are evoked. In this general sense, Listing's law is preserved with respect to an otolith-controlled reference system that is defined dynamically by gravity.

NASA Discipline Neuroscience↗
NASA NTRS2005

Human Factors in Space Flight

After forty years of experience with human space flight (Table 1), the current emphasis is on the design of space vehicles, habitats, and missions to ensure mission success. What lessons have we learned that will affect the design of spacecraft for future space exploration, leading up to exploring Mars? This chapter addresses this issue in four sections: Anthropometry and Biomechanics; Environmental Factors; Habitability and Architecture; and Crew Personal Sustenance. This introductory section introduces factors unique to space flight. A unique consideration for design of a habitable volume in a space vehicle is the lack of gravity during a space flight, referred to as microgravity. This affects all aspects of life, and drives special features in the habitat, equipment, tools, and procedures. The difference in gravity during a space mission requires designing for posture and motion differences. In Earth s gravity, or even with partial gravity, orientation is not a variable because the direction in which gravity acts defines up and down. In a microgravity environment the working position is arbitrary; there is no gravity cue. Orientation is defined primarily through visual cues. The orientation within a particular crew station or work area is referred to as local vertical, and should be consistent within a module to increase crew productivity. Equipment was intentionally arranged in various orientations in one module on Skylab to assess the efficiency in use of space versus the effects of inconsistent layout. The effects of that arrangement were confusion on entering the module, time spent in re-orientation, and conflicts in crew space requirements when multiple crew members were in the module. Design of a space vehicle is constrained by the three major mission drivers: mass, volume and power. Each of these factors drives the cost of a mission. Mass and volume determine the size of the launch vehicle directly; they can limit consumables such as air, water, and propellant; and they impact crew size and the types of activities the crew performs. Power is a limiting factor for a space vehicle. All environmental features (e.g., atmosphere, temperature, lighting) require power to maintain them. Power can be generated from batteries, from fuel cells, or from solar panels. Each of these sources requires lifting mass and volume from Earth, driving mission cost. All engineering decisions directly impact the design for habitation design and usage. For instance, if fuel cells are used they produce water, which is used for drinking and food preparation. If a different power source is used water has to be carried and stored on the vehicle which then directly impacts the food system choice as well as the launch weight of the vehicle.

Woolford, Barbara J.↗
NASA NTRS1987

Role of orientation reference selection in motion sickness, supplement 2S

Previous experiments with moving platform posturography have shown that different people have varying abilities to resolve conflicts among vestibular, visual, and proprioceptive sensory signals. The conceptual basis of the present proposal hinges on the similarities between the space motion sickness problem and the sensory orientation reference selection problems associated with benign paroxysmal positional vertigo (BPPV) syndrome. These similarities include both etiology related to abnormal vertical canal-otolith function, and motion sickness initiating events provoked by pitch and roll head movements. The objectives are to explore and quantify the orientation reference selection abilities of subjects and the relation of this selection to motion sickness in humans. The overall objectives are to determine: if motion sickness susceptibility is related to sensory orientation reference selection abilities of subjects; if abnormal vertical canal-otolith function is the source of abnormal posture control strategies and if it can be quantified by vestibular and oculomotor reflex measurements, and if it can be quantified by vestibular and oculomotor reflex measurements; and quantifiable measures of perception of vestibular and visual motion cues can be related to motion sickness susceptibility and to orientation reference selection ability.

Peterka, Robert J.↗
NASA NTRS1982

Lateral epitaxial overgowth of GaAs by organometallic chemical vapor deposition

Lateral epitaxial overgrowth of GaAs by organometallic chemical vapor deposition has been demonstrated. Pyrolytic decomposition of trimethylgallium and arsine, without the use of HCl, was used to deposit GaAs on substrates prepared by coating (110) GaAs wafers with SiO2, then using photolithography to open narrow stripes in the oxide. Lateral overgrowth was seeded by epitaxial deposits formed on the GaAs surfaces exposed by the stripe openings. The extent of lateral overgrowth was investigated as a function of stripe orientation and growth temperature. Ratios of lateral to vertical growth rates greater than five have been obtained. The lateral growth is due to surface-kinetic control for the two-dimensional growth geometry studied. A continuous epitaxial GaAs layer 3 microns thick has been grown over a patterned mask on a GaAs substrate and then cleaved from the substrate.

Gale, R. P.↗
NASA NTRS2015

Impact Testing and Simulation of a Sinusoid Foam Sandwich Energy Absorber

A sinusoidal-shaped foam sandwich energy absorber was developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research project. The energy absorber, designated the "sinusoid," consisted of hybrid carbon- Kevlar® plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical or crush direction, and a closed-cell ELFOAM(TradeMark) P200 polyisocyanurate (2.0-lb/ft3) foam core. The design goal for the energy absorber was to achieve an average floor-level acceleration of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in the design were assessed through quasi-static and dynamic crush testing of component specimens. Once the design was finalized, a 5-ft-long subfloor beam was fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorber prior to retrofit into TRACT 2. Finite element models were developed of all test articles and simulations were performed using LSDYNA ®, a commercial nonlinear explicit transient dynamic finite element code. Test analysis results are presented for the sinusoid foam sandwich energy absorber as comparisons of load-displacement and acceleration-time-history responses, as well as predicted and experimental structural deformations and progressive damage for each evaluation level (component testing through barrel section drop testing).

Jackson, Karen E.↗
NASA NTRS2023

A Common Trajectory Language for New Airspace Domains

Revolutionary new aviation services are currently in development, including small package delivery and short-range urban passenger transportation. These new services need a language to represent and deconflict trajectories, and a common language will simplify coordination between the new airspace domains as well as traditional airspace. A Trajectory Specification Language (TSL) was previously proposed for traditional air traffic, and it can also serve as a common language for the new aviation domains and services. The TSL specifies a reference trajectory in 4D space along with spatial tolerances that determine a bounding volume at any given time in flight. The tolerances are defined in terms of the route-oriented cross-track, along-track, and vertical axes, and they are allowed to vary with distance along the route. This bounding model can guarantee safe separation between flights as long as they are in conformance with their assigned trajectories. The advantages of this model over the previously proposed Operational Intent Volumes (OIVs) in terms of airspace usage efficiency are explained.

air traffic control, aircraft trajectory, language↗
NASA NTRS1983

Lead-acid battery

A light weight lead-acid battery (30) having a positive terminal (36) and a negative terminal (34) and including one or more cells or grid stacks having a plurality of vertically stacked conductive monoplates (10, 20) with positive active material and negative active material deposited on alternating plates in the cell or grid stack. Electrolyte layers (26, 28) positioned between each monoplate are included to provide a battery cell having four sides which is capable of being electrically charged and discharged. Two vertical positive bus bars (42, 43) are provided on opposite sides of the battery cell for connecting the monoplates (10) with positive active material together in parallel current conducting relation. In addition, two negative bus bars (38, 39) on opposite sides of the battery cell each being adjacent the positive bus bars are provided for connecting the monoplates (20) with negative active material together in parallel current conducting relation. The positive (42, 43) and negative (38, 39) bus bars not only provide a low resistance method for connecting the plurality of conductive monoplates of their respective battery terminals (36, 34) but also provides support and structural strength to the battery cell structure. In addition, horizontal orientation of monoplates (10, 20) is provided in a vertical stacking arrangement to reduce electrolyte stratification and short circuiting due to flaking of positive and negative active materials from the monoplates.

Rowlette, John J.↗
NASA NTRS1992

Response of pontomedullary reticulospinal neurons to vestibular stimuli in vertical planes. Role in vertical vestibulospinal reflexes of the decerebrate cat

1. To investigate the neural substrate of vestibulospinal reflexes in decerebrate cats, we studied the responses of pontomedullary reticulospinal neurons to natural stimulation of the labyrinth in vertical planes. Our principal aim was to determine whether reticulospinal neurons that terminate in, or are likely to give off collaterals to, the upper cervical segments had properties similar to those of the vestibulocollic reflex (VCR). 2. Antidromic stimulation was used to determine whether the neurons projected to the neck, lower cervical, thoracic, or lumbar levels. Dynamics of the responses of spontaneously firing neurons were studied with sinusoidal stimuli delivered at 0.05-1 Hz and aligned to the plane of body rotation, that produced maximal modulation of the neuron (response vector orientation). Each neuron was assigned a vestibular input classification of otolith, vertical canal, otolith + canal, or spatial-temporal convergence (STC). 3. We found, in agreement with previous studies, that the largest fraction of pontomedullary reticulospinal neurons projected to the lumbar cord, and that only a small number ended in the neck segments. Neurons projecting to all levels of the spinal cord had similar responses to labyrinth stimulation. 4. Reticulospinal neurons that received only vertical canal inputs were rare (1 of 67 units). Most reticulospinal neurons (48%) received predominant otolith inputs, 18% received otolith + canal input, and only 9% had STC behavior. These data are in sharp contrast to the results of our previous studies of vestibulospinal neurons. A considerable portion of vestibulospinal neurons receives vertical canal input (38%), fewer receive predominantly otolith input (22%), whereas the proportion that have otolith + canal input or STC behavior is similar to our present reticulospinal data. 5. The response vector orientations of our reticulospinal neurons, particularly those with canal inputs (canal, otolith + canal, STC) were predominantly in the roll quadrants. There was no evidence of convergence of inputs from like canals across the midline (e.g., right anterior + left anterior). 6. Two characteristics of the VCR, STC behavior and bilateral input from symmetric vertical canals (in some muscles), cannot be accounted for by the reticulospinal neurons that we studied. Because these characteristics are also not seen in vestibulocollic neurons, they are likely to be the result of the appropriate convergence of vestibular signals in the spinal cord. 7. Pontomedullary reticulospinal neurons seem particularly well suited to play a role in gravity-dependent postural reflexes of neck and limbs.

NASA Discipline Neuroscience↗
NASA NTRS1972

Wind-tunnel simulation of store jettison with the aid of magnetic artificial gravity

A method employed in the simulation of jettison of stores from aircraft involving small scale wind-tunnel drop tests from a model of the parent aircraft is described. Proper scaling of such experiments generally dictates that the gravitational acceleration should ideally be a test variable. A method of introducing a controllable artificial component of gravity by magnetic means has been proposed. The use of a magnetic artificial gravity facility based upon this idea, in conjunction with small scale wind-tunnel drop tests, would improve the accuracy of simulation. A review of the scaling laws as they apply to the design of such a facility is presented. The design constraints involved in the integration of such a facility with a wind tunnel are defined. A detailed performance analysis procedure applicable to such a facility is developed. A practical magnet configuration is defined which is capable of controlling the strength and orientation of the magnetic artificial gravity field in the vertical plane, thereby allowing simulation of store jettison from a diving or climbing aircraft. The factors involved in the choice between continuous or intermittent operation of the facility, and the use of normal or superconducting magnets, are defined.

Stephens, T.↗