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At least 307 records · Page 17

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NASA NTRS1983

STS-3 Snowflake study

Videotape recordings were made of particles observed being released from the orbiter and image processing techniques were used to reduce the data in order to obtain sources and sizes. Results show that a significant number of 1 mm to 1 cm diameter particles were in the vicinity of STS-3. Their origin may be near the aft end of the orbiter; however, 19 of the 33 examined trajectories show that the origin was definitely forward of the aft end of the bay. There may be larger particles near the aft end of the orbiter. Most particles move generally rearward with respect to the orbiter (+X direction).

Barengoltz, J.↗

NASA NTRS1983

Effects of nacelle position and shape on performance of subsonic cruise aircraft

The reduction of installed-propulsion-system drag by installing circular and D-shaped-cross-section nacelles in an underwing-aft position is investigated experimentally in the NASA-Langley 16-foot transonic wind tunnel. Measurements were made at Mach 0.70 to 0.85, -2.5 to 4.1-deg angle of attack, and 3.4 to 4.0 million/ft Reynolds numbers using the NASA USB full-span transonic transport model; and results were compared with those for the wing-body and underwing-forward/pylon-mounted-nacelle (UTW) configurations. While all nacelle configurations are found to have interference drag, which can probably be reduced by eliminating supersonic flows, both aft configurations are shown to reduce drag relative to UTW and increase lift coefficients. The aft D-nacelle had the lowest drag, 6.8 percent of airplane drag lower than UTW at Mach 8.0 and lift coefficient 0.45. Wing pressure distributions and the effects of deflectors are discussed.

Bangert, L. H.↗

NASA NTRS1984

Three stage rocket vehicle with parallel staging

A three stage rocket vehicle has a large forward propellant tank and a small aft propellant tank axially aligned. Secured to the rear end of the aft propellant tank is an engine mount structure carrying rocket engines. Offset and secured to the propellant tanks is a payload structure. The propellants from the large forward tank are fed into the aft propellant tank. This arrangement enables the vehicle to parallel stage its use of engines and components and results in significant payload capability. The design and components fully utilize existing space shuttle elements and tooling.

Marshall, W. R.↗

NASA NTRS1985

Shuttle flight experiment 30-day summary report

A total of 12 AFT training sessions were administered to SL 3 Payload Specialists over a 7 month period. Nine of these sessions were 2 hours in duration and three were 3 hours in duration. A total of three rotating chair tests were conducted in this time frame with four subjects. The performance of these crewmen across tests is shown. Test 1, a baseline motion sickness test, was conducted approximately 10 months prior to the mission, before any AFT was administered. Test 2 was administered after 2 hours of AFT, test 3 after 4 hours and test 4 after 6 hours (total) of training in symptom control. Improvement in performance is reflected by a subject's ability to tolerate a greater number of rotations across tests. Additional training for crewman was not possible within the constraints of the mission. Results of the mission indicate that, as predicted preflight, subject #32 was relatively symptom free inflight while subject #33 was not. Other preflight and postflight tests and analyses are reported.

Source record↗

NASA NTRS1986

Effect of emerging technology on a convertible, business/interceptor, supersonic-cruise jet

This study was initiated to assess the feasibility of an eight-passenger, supersonic-cruise long range business jet aircraft that could be converted into a military missile carrying interceptor. The baseline passenger version has a flight crew of two with cabin space for four rows of two passenger seats plus baggage and lavatory room in the aft cabin. The ramp weight is 61,600 pounds with an internal fuel capacity of 30,904 pounds. Utilizing an improved version of a current technology low-bypass ratio turbofan engine, range is 3,622 nautical miles at Mach 2.0 cruise and standard day operating conditions. Balanced field takeoff distance is 6,600 feet and landing distance is 5,170 feet at 44,737 pounds. The passenger section from aft of the flight crew station to the aft pressure bulkhead in the cabin was modified for the interceptor version. Bomb bay type doors were added and volume is sufficient for four advanced air-to-air missiles mounted on a rotary launcher. Missile volume was based on a Phoenix type missile with a weight of 910 pounds per missile for a total payload weight of 3,640 pounds. Structural and equipment weights were adjusted and result in a ramp weight of 63,246 pounds with a fuel load of 30,938 pounds. Based on a typical intercept mission flight profile, the resulting radius is 1,609 nautical miles at a cruise Mach number of 2.0.

Beissner, F. L., Jr.↗

NASA NTRS1986

Further studies with data collected by NASA's airborne Doppler lidar in Oklahoma in 1981

Continued study of the lidar data collected in 1981 has resulted in significant new improvements in the analysis techniques reported by Bluestein et al. (1985) and McCaul (1985). Through comparison of fore- and aft-derived scalar fields of intensity and spectral width, the self-consistency of the lidar moment estimates was assessed. Reflectivity estimates were found to be quite stable and reliable, while spectral widths were prone to become noisy if signal to noise ratio (SNR) fell below 12 dB. In addition, spectral widths contained a significant component due to radial velocity gradients in areas along gust fronts, and these components were different along the fore and aft lines of sight. Significant improvement in agreement between the fore and aft fields of spectral width was obtained by estimating the radial velocity gradient component and then removing it from the raw measured widths to yield only the turbulent portion of the contribution to width. Additional analyses showed that lidar-derived vorticity estimates were consistent with several approximate models of vorticity growth along gust front zones, and with the hypothesis that Helmholtz instability could have been responsible for vortices seen along part of the gust front of 30 June 1981. Computations of divergence transverse to axes through an isolated cumulus congestus indicated that the strongest convergence tended to lie along an axis parallel to the congestus. This and the results of other additional analyses seem to suggest that the lidar winds do indeed accurately reflected the basic features of the real wind field.

Bluestein, H. B.↗

NASA NTRS1987

High performance Solid Rocket Motor (SRM) submerged nozzle/combustion cavity flowfield assessment

Two and three dimensional internal flowfield solutions for critical points in the Space Shuttle solid rocket booster burn time were developed using the Lockheed Huntsville GIM/PAID Navier-Stokes solvers. These perfect gas, viscous solutions for the high performance motor characterize the flow in the aft segment and nozzle of the booster. Two dimensional axisymmetric solutions were developed at t = 20 and t = 85 sec motor burn times. The t = 85 sec solution indicates that the aft segment forward inhibitor stub produces vortices with are shed and convected downwards. A three dimensional 3.5 deg gimbaled nozzle flowfield solution was developed for the aft segment and nozzle at t = 9 sec motor burn time. This perfect gas, viscous analysis, provided a steady state solution for the core region and the flow through the nozzle, but indicated that unsteady flow exists in the region under the nozzle nose and near the flexible boot and nozzle/case joint. The flow in the nozzle/case joint region is characterized by low magnitude pressure waves which travel in the circumferential direction. From the two and three dimensional flowfield calculations presented it can be concluded that there is no evidence from these results that steady state gas dynamics is the primary mechanism resulting in the nozzle pocketing erosion experienced on SRM nozzles 8A or 17B. The steady state flowfield results indicate pocketing erosion is not directly initiated by a steady state gas dynamics phenomenon.

Freeman, J. A.↗

NASA NTRS1988

Summary of Payload Integration Plan (PIP) for Starlab-1 flight experiment, enclosure 3

The objectives of the Autogenic Feedback Training (AFT) are to: determine if preflight AFT is an effective treatment for space adaptation syndrome (SAS); determine if preflight improvements in motion sickness tolerance can be used to predict crewmembers' success in controlling symptoms in flight; and identify differences and similarities between the physiological data from preflight motion sickness tests and data collected during symptom episodes in space. The goal is to test the AFT on 8 trained and 8 control subjects. At present 2 trained and 2 contol subjects were tested. The testing will continue until the experimental goal of testing 16 individual is reached.

Cowings, Patricia S.↗

NASA NTRS1988

Flight measured downwash of the QSRA

Several reports have been written on the performance of the Quiet Short-Haul Research Aircraft, which shows the advantages of upper-surface blowing or the propulsive-lift wing as it applies to lift, maneuverability, and short takeoff and landing. This high lift generation at low speeds results in substantial downwash, especially in the low-aft fuselage tail position. The high T-tail of the Quiet Short-Haul Research Aircraft minimizes the undesirable downwash effects from the propulsive-lift wing. Queries from Department of Defense agencies and industry for quantitative values prompted a series of flight-measured downwash tests at the high T-tail and the low aft fuselage position. The results are presented in a summarized format, showing downwash, Delta epsilon/Delta a, for both locations. As would be expected, downwash increases for increased power and USB flap settings. The downwash is greater in the low aft-fuselage position as compared to the high T-tail area.

Eppel, Joseph C.↗

NASA NTRS1989

Unsteady blade pressure measurements on a model counterrotation propeller

In an exploratory effort an advanced counterrotation propeller instrumented with blade-mounted pressure transducers was tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel at a simulated takeoff and landing speed of Mach 0.20. The propeller's aft diameter was reduced to investigate possible noise reductions resulting from reduced blade row interaction with the tip vortex. The propeller was tested at three blade row spacings at fixed blade setting angles, at the maximum blade row spacing at higher blade setting angles and at propeller axis angles attack to the flow up to + or - 16 deg. A limited number of unsteady blade surface pressure measurements were made on both rotors of the model counterrotation propeller. Emphasis was placed on determining the effects of rotor-rotor interactions on the blade surface pressures. A unique method of processing the pressure signals was developed that enables even weak interaction waveforms and spectra to be separated from the total signal. The interaction on the aft rotor was many times stronger than that on the forward rotor. The fundamental rotor interaction tone exhibited complicated behavior but generally increased with rotational speed and blade setting angle and decreased with rotor spacing. With the propeller axis at an angle to the flow, the phase response of the aft rotor appeared to be significantly affected by the presence of the forward rotor.

Heidelberg, Laurence J.↗

NASA NTRS1989

Unsteady blade pressure measurements on a model counterrotation propeller

Heidelberg, Laurence J.↗

NASA NTRS1988

Flight measured downwash of QSRA

Several reports have been written on the performance of the Quiet Short-Haul Research Aircraft, which shows the advantages of upper-surface blowing or the propulsive-lift wing as it applies to lift, maneuverability, and short takeoff and landing. This high lift generation at low speeds results in substantial downwash, especially in the low-aft fuselage tail position. The high T-tail of the Quiet Short-Haul Research Aircracft minimizes the undesirable downwash effects from the propulsive-lift wing. Queries from Department of Defense agencies and industry for quantitative values prompted a series of flight-measured downwash tests at the high T-tail and the low aft fuselage position. The results are presented in a summarized format, showing downwash, Delta epsilon/Delta a, for both locations. As would be expected, downwash increases for increased power and USB flap settings. The downwash is greater in the low aft-fuselage position as compared to the high T-tail area.

Eppel, Joseph C.↗

NASA NTRS1989

RSRM nozzle fixed housing cooldown test

Flight 5 aft segments with nozzles were exposed to -17 F temperatures while awaiting shipment to KSC in February, 1989. No records were found which show that any previous nozzles were exposed to air temperatures as low as those seen by the Flight 5 nozzles. Thermal analysis shows that the temperature of the fixed housing, and forward and aft exit cone components dropped as low as -10 F. Structural analysis of the nozzles at these low temperatures show the forward and aft exit cone adhesive bonds to have a positive margin of safety, based on a 2.0 safety factor. These analyses show the normal and shear stresses in the fixed housing bond as low values. However, the hoop and meridinal stresses were predicted to be in the 4000 psi range; the failure stress allowable of EA913NA adhesive at -7 F. If the bonds did break in directions perpendicular to the surfaces, called bond crazing, no normal bond strength would be lost. Testing was conducted in two phases, showing that no degradation to the adhesive bonds occurred while the Flight 5 nozzles were subjected to subzero temperatures. The results of these tests are documented. Phase 1 testing cooled a full-scale RSRM insulated fixed housing to -13 F, with extensive bondline inspections. Phase 2 testing cooled the witness panel adhesive tensile buttions to -13 F, with failure strengths recorded before, during, and after the cooldown.

Bolieau, D. J.↗

NASA NTRS1989

SRB thermal environments

The objective was to utilize and expand the Solid Rocket Booster (SRB) orbital flight test data base for better predictions of future flight environments. There were five tasks associated with this effort: analyze the internal aft skirt wind tunnel data and incorporate it into a data base for generating design and preflight reeentry thermal environments; generate reentry design thermal environments for the SRB steel case with the nozzle extension off; generate reentry design thermal environments for the SRB Filament Wound Case with the nozzle extension off; develop an engineering tool to analyze the 3-D flowfield around the SRB aft skirt during reentry for the purpose of obtaining the frequency and severity of the belching gas intrusion internal to the aft skirt; and perform SRM transient joint flow analysis for subscale and full scale motor firing as well as determine the effects of debonds of the insulation on the fill time and heating within the field joint insulation. In addition, this work was extended to provide support for the 51L Shuttle SRB failure analysis.

Crain, W. K.↗

NASA NTRS1990

Flight motor set 360L002 (STS-27R). Volume 5: Nozzle component

A review of the performance and post-flight condition of the STS-27 Redesigned Solid Rocket Motor (RSRM) nozzles is presented. Thermal/Structural instrumentation data is reviewed, and applicable Discrepancy Reports (DRs) and Process Departures (PDs) are presented. The Nozzle Component Program Team (NCPT) performance evaluation and the Redesign Program Review Board (RPRB) assessment is included. The STS-27 nozzle assemblies were flown on the RSRM Second Flight (Space Shuttle Atlantis) on 2 December 1988. The nozzles were a partially submerged convergent and/or divergent movable design with an aft pivot point flexible bearing. The nozzle assemblies incorporated the following features: RSRM forward exit cone with snubber assembly, RSRM fixed housing, Structural backup Outer Boot Ring (OBR), RSRM cowl ring, RSRM nose inlet assembly, RSRM throat assembly, RSRM aft exit cone assembly with Linear-Shaped Charge (LSC), RTV backfill in Joints 1, 3, and 4, Use of EA913 NA adhesive in place of EA913 adhesive, Redesigned nozzle plug, and Carbon Cloth Phenolic (CCP) with 750 ppm sodium content. The CCP material usage for the STS-27 forward nozzle and aft exit cone assemblies is shown.

Meyer, S. A.↗

NASA NTRS1990

Flight motor set 36OH005 (STS-28R). Volume 5: (Nozzle component)

A review of the performance and post flight condition of the STS-28 redesigned solid rocket motor (RSRM) nozzles is presented in this document. Applicable discrepancy reports (DR's) and process departures (PD's) are presented in section 5.0. The nozzle component program team (NCPT) performance evaluation and the redesign program review board (RPRB) assessment is included in section 6.0. The STS-28 nozzle assemblies were flown on the RSRM fifth flight (Space Shuttle Columbia). The nozzles were a partially submerged convergent/divergent movable design with an aft pivot point flexible bearing. The nozzle assemblies incorporated the following features: (1) RSRM forward exit cone with snubber assembly; (2) RSRM fixed housing; (3) structural backup outer boot ring (OBR); (4) RSRM cowl ring; (5) RSRM nose inlet assembly; (6) RSRM throat assembly; (7) RSRM forward nose and aft inlet ring; (8) RSRM aft exit cone assembly with linear-shaped charge (LSC); (9) RTV backfill in joints 1, 3, and 4; (10) use of EA913 NA adhesive in place of EA913; (11) redesigned nozzle plug; and (12) carbon cloth phenolic (CCP) with 750 ppm sodium content. The RSRM fifth flight test objectives are as follows: (1) verify that flexible bearing seals operate within the specified temperature range; (2) verify that flexible bearing maintained a positive gas seal between its internal components; (3) inspect flexible bearing for damage due to water impact; (4) verify performance of the nozzle liner; (5) verify that nozzle parts are reusable; (6) verify through flight demonstration and a postflight inspection that the flexible bearing is reusable; (7) verify by inspection the remaining nozzle ablative thicknesses; and (8) verify the nozzle performance margins of safety.

Smith, Dan M., Jr.↗

NASA NTRS1993

Takeoff/approach noise for a model counterrotation propeller with a forward-swept upstream rotor

A scale model of a counterrotating propeller with forward-swept blades in the forward rotor and aft-swept blades in the aft rotor (designated F39/A31) has been tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel. This paper presents aeroacoustic results at a takeoff/approach condition of Mach 0.20. Laser Doppler Velocimeter results taken in a plane between the two rotors are also included to quantify the interaction flow field. The intention of the forward-swept design is to reduce the magnitude of the forward rotor tip vortex and/or wakes which impinge on the aft rotor, thus lowering the interaction tone levels.

Woodward, Richard P.↗

NASA NTRS1993

Effect of forebody tangential slot blowing on flow about a full aircraft geometry

The effect of forebody tangential slot blowing on the flowfield about an F/A-18 aircraft is investigated numerically using solutions of the Navier-Stokes equations. Computed solutions are obtained for a full aircraft geometry, including the fuselage, wing with deflected leading-edge flap, empennage, and a faired-over engine inlet. The computational slot geometry corresponds to that used in full-scale wind tunnel tests. Solutions are computed using flight test conditions and jet mass flow ratios equivalent to wind tunnel test conditions. The effect of slot location is analyzed by computing two non-time-accurate solutions with a 16 in. slot located 3 in. and 11 in. aft of the nose of the aircraft. These computations resolve the trends observed in the full-scale wind tunnel test data. The flow aft of the leading edge extension (LEX) vortex burst is unsteady. A time-accurate solution is obtained to investigate the flow characteristics aft of the vortex burst, including the effect of blowing on tail buffet.

Gee, Ken↗