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At least 325 records · Page 18

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NASA NTRS1988

Trajectory optimization and guidance law development for national aerospace plane applications

The problem of onboard trajectory optimization for an airbreathing, single-stage-to-orbit vehicle is examined. A simple model representative of the aerospace plane concept, including a dual-mode propulsion system composed of scramjet and rocket engines, is presented. Consideration is restricted to hypersonic flight within the atmosphere. An energy state approximation is used in a four-state model for flight of a point mass in a vertical plane. Trajectory constraints, including those of dynamic pressure and aerodynamic heating, are initially ignored. Singular perturbation methods are applied in solving the optimal control problem of minimum fuel climb. The resulting reduced solution for the energy state dynamics provides an optimal altitude profile dependent on energy level and control for rocket thrust. A boundary-layer analysis produces an approximate lift control solution in feedback form and accounts for altitude and flight path angle dynamics. The reduced solution optimal climb path is presented for the unconstrained case and the case for which a maximum dynamic pressure constraint is enforced.

Calise, A. J.↗

NASA NTRS1994

The flaring of the Martian magnetotail observed by the Phobos 2 spacecraft

Spacecraft observations from the Earth's magnetotail show that the flaring angle depends on the downtail distance, the upstream solar wind dynamic pressure and the B(sub z) component of the interplanetary magnetic field (1993). Measurements from the Phobos 2 spacecraft along a circular orbit at 2.8 Mars radii allow a similar study of the Mars magnetotail. Under the assumption that the magnetic pressure in the Martian tail lobes is much greater than the plasma pressure in the lobe, we use the pressure balance condition between the tail lobe magnetic pressure and the normal component of the solar wind pressure to infer the angle at which the tail magnetopause flares. As in the case of the terrestrial magnetotail, the flaring angle of Mars tail depends on the solar wind dynamic pressure, but this angle (at 2.5 R(sub M)) is about one half of the terrestrial value (at 17 R(sub E)). The median inferred flaring angle is about 13 deg.

Zhang, T.-L.↗

NASA NTRS1979

A model of the variability of the Venus ionopause altitude

A model for the variability of the Venus ionopause as a function of solar wind dynamic pressure and EUV flux during quiescent solar wind conditions is presented. The radio occultation measurements of the Venus ionopause from Mariner 5, 10 and Venera 9, 10 spacecraft, as well as recent in situ Pioneer Venus measurements are interpreted in terms of this model. An ionospheric model consistent with observations in the 400-1000 km region is predominantly O(+) with densities of about 10,000/cu cm and (T sub e + T sub i) approximately equal to 4500-6500 K. For ionopause measurements below 400 km the ionosphere appears severely compressed and density and temperature profiles cannot be simply described, although a strong correlation with solar wind dynamic pressure is observed. Possible effects of IMF direction switching on the dynamics and structure of the ionosphere are also considered and compared with available ionopause data.

Wolff, R. S.↗

NASA NTRS1978

Experimental investigation of effect of jet decay rate on jet-induced pressures on a flat plate

An experimental study of the interaction between a lift jet and an aircraft wing for a jet VTOL aircraft was performed for the simplified model of an unheated, subsonic, circular jet exiting at right angles to a flat plate into a uniform subsonic crosswind. The effects of jet dynamic pressure decay rate upon the jet location and jet induced pressure distribution on the plate were studied over a range of jet to crossflow velocity ratios of 2.2 or = R or = 10. Jet decay rate was varied through use of cylindrical centerbodies with flat or hemispherical tips submerged in the jet nozzle at various depths below the jet exit plane. Quicker jet dynamic pressure decay, caused by the presence of a centerbody, resulted in reductions in the jet induced lift loss by as much as 45 percent relative to values for jets with no centerbody. These reductions in lift loss were observed at the larger values of crossflow velocity.

Kuhlman, J. M.↗

NASA NTRS1991

Design and test of three active flutter suppression controllers

Three flutter suppression control law design techniques are presented. Each uses multiple control surfaces and/or sensors. The first uses linear combinations of several accelerometer signals together with dynamic compensation to synthesize the modal rate of the critical mode for feedback to distributed control surfaces. The second uses traditional tools (pole/zero loci and Nyquist diagrams) to develop a good understanding of the flutter mechanism and produce a controller with minimal complexity and good robustness to plant uncertainty. The third starts with a minimum energy Linear Quadratic Gaussian controller, applies controller order reduction, and then modifies weight and noise covariance matrices to improve multi-variable robustness. The resulting designs were implemented digitally and tested subsonically on the Active Flexible Wing (AFW) wind tunnel model. Test results presented here include plant characteristics, maximum attained closed-loop dynamic pressure, and Root Mean Square control surface activity. A key result is that simultaneous symmetric and antisymmetric flutter suppression was achieved by the second control law, with a 24 percent increase in attainable dynamic pressure.

Christhilf, David M.↗

NASA NTRS2011

Characterization of Axial Inducer Cavitation Instabilities via High Speed Video Recordings

Sub-scale water tests were undertaken to assess the viability of utilizing high resolution, high frame-rate digital video recordings of a liquid rocket engine turbopump axial inducer to characterize cavitation instabilities. These high speed video (HSV) images of various cavitation phenomena, including higher order cavitation, rotating cavitation, alternating blade cavitation, and asymmetric cavitation, as well as non-cavitating flows for comparison, were recorded from various orientations through an acrylic tunnel using one and two cameras at digital recording rates ranging from 6,000 to 15,700 frames per second. The physical characteristics of these cavitation forms, including the mechanisms that define the cavitation frequency, were identified. Additionally, these images showed how the cavitation forms changed and transitioned from one type (tip vortex) to another (sheet cavitation) as the inducer boundary conditions (inlet pressures) were changed. Image processing techniques were developed which tracked the formation and collapse of cavitating fluid in a specified target area, both in the temporal and frequency domains, in order to characterize the cavitation instability frequency. The accuracy of the analysis techniques was found to be very dependent on target size for higher order cavitation, but much less so for the other phenomena. Tunnel-mounted piezoelectric, dynamic pressure transducers were present throughout these tests and were used as references in correlating the results obtained by image processing. Results showed good agreement between image processing and dynamic pressure spectral data. The test set-up, test program, and test results including H-Q and suction performance, dynamic environment and cavitation characterization, and image processing techniques and results will be discussed.

Arellano, Patrick↗

NASA NTRS1992

Observed currents on the earth's high-latitude magnetopause

A survey of electrical currents of the earth's magnetosphere, principally at high latitudes, as inferred from magnetic vector data acquired by the Hawkeye 1 satellite, is reported. A total of 536 candidate crossings of the magnetopause were examined. A reduced data set of 139 selected cases was analyzed in detail though solar wind dynamic pressure data were available for only 117 of these cases. Inferred values of the lineal current densities on the magnetopause are in the range 5.5 to 157.5 mA/m over a wide range of solar wind dynamic pressure from 1.17 to 16.1 nPa. The apparent normal thickness of the magnetopause current sheet ranges from 30 to 850 km with mean and median values of 185 and 158 km, respectively. It is argued that the radial rate of motion of the magnetopause is of the order of 2 km/s and hence that its true thickness is of similar magnitude. The relationship of these results to models of the geomagnetic field and to other related work is discussed.

Van Allen, J. A.↗

NASA NTRS1976

Geared-elevator flutter study

The paper describes an experimental and analytical study of the transonic flutter characteristics of an empennage flutter model having an all-movable horizontal tail with a geared elevator. Two configurations were flutter tested: one with a geared elevator and one with a locked elevator with the model cantilever-mounted on a sting in the wind tunnel. The geared-elevator configuration fluttered experimentally at about 20% higher dynamic pressures than the locked-elevator configuration. The experimental flutter boundary was nearly flat at transonic speeds for both configurations. It was found that an analysis which treated the elevator as a discrete surface predicted flutter dynamic pressure levels better than analyses which treated the stabilizer and elevator as a warped surface. Warped-surface methods, however, predicted more closely the experimental flutter frequencies and Mach number trends.

Ruhlin, C. L.↗

NASA NTRS1977

Flutter of an elastic plate under tension

The problem of flutter of a tensioned elastic plate is reconsidered on a model of two-dimensional aerodynamic flow over a one-dimensional, infinitely wide plate. The purpose is to clarify the effect of variations in plate bending stiffness on the flutter of a plate under a given tension, and vice versa. On the basis that the flutter mode for the one-dimensional infinitely wide plate is essentially the first plate natural mode for subsonic and low supersonic Mach numbers, and that the dynamic pressure required for flutter is proportional to the square of the first natural mode frequency, it is shown that the membrane paradox disappears for Mach numbers 0 and 1.3, so that reduced bending stiffness reduces the dynamic pressure required for flutter.

Dowell, E. H.↗

NASA NTRS1960

II. Aerodynamic research relative to variable-sweep multimission aircraft

The development of a multimission military aircraft would be highly desirable both from the standpoint of easing the strain on the national budget by reducing the number of aircraft types and of providing versatility which would increase the effectiveness of the aircraft in the performance of a given mission. Some of the capabilities which might be required of such an aircraft are shown in figure 1 along with their respective aerodynamic and configuration requirements. The first three capabilities are grouped together since they all require good subsonic characteristics. The first, a long loiter capability for combat air patrol and the second, a long ferry range for efficient aircraft deployment both require a high subsonic lift-drag ratio. The third capability, STOL, is desirable for carrier and short-field operation and requires the development of high lift. All three of these capabilities can best be obtained with a high-aspect-ratio wing having a large span and a low-sweep angle. The fourth capability is that of a high-altitude supersonic attack or intercept and requires a high lift-drag ratio at supersonic speeds which dictates a rather slender configuration with a moderate-span wing which is either very thin or highly swept. The fifth capability listed in figure 1 is that of a low-altitude high-speed attack that would increase the probability of long-range penetration of antiaircraft defenses. The high dynamic pressures encountered on the deck at high speeds require a low-lift-curve slope to reduce the gust-induced normal accelerations, and low friction and wave drag (drag due to lift is insignificant at high dynamic pressures) to assure sufficient speed and range. In order to best satisfy these requirements, a slender aircraft having little or no wing is required. It is apparent from figure 1 that these five capabilities are highly incompatible and that an efficient multimission aircraft will require a means of varying its aerodynamic characteristics. This can be best accomplished with some type of variable-wing geometry. There are, of course, several types of variable wing geometry. However, in view of the extremely large variations in wing span desired, variable wing sweep, as indicated In the lower right sketch of figure 1, appears to provide the best method. The Langley Research Center of the National Aeronautics and Space Administration has therefore initiated a research program to provide the aerodynamic information needed for the development of a variable-sweep multimission military aircraft, and it is the purpose of this paper to briefly describe some of the results of this program.

Military aircraft↗

DOE OSTI2020

Sneezing and asymptomatic virus transmission

The novel coronavirus disease (COVID-19) spread pattern continues to show that geographical barriers alone cannot contain a virus. Asymptomatic carriers play a critical role in the nature of this virus quickly escalating into a global pandemic. Asymptomatic carriers may transmit the virus unintentionally through sporadic sneezing. A novel Computational Fluid Dynamics (CFD) approach has been proposed with a realistic modeling of a human sneeze achieved by the combination of state-of-the-art experimental and numerical methods. This modeling approach may be suitable for future engineering analyses aimed at reshaping public spaces and common areas, with the main objective to accurately predict the spread of aerosol and droplets that may contain pathogens. This study shows that the biomechanics of a human sneeze, including complex muscle contractions and relaxations, can be accurately modeled by the angular head motion and the dynamic pressure response during sneezing. These have been considered as the human factors and were implemented in the CFD simulation by imposing a momentum source term to the coupled Eulerian–Lagrangian momentum equations. The momentum source was modeled by the measured dynamic pressure response in conjunction with the angular head motion. This approach eliminated the need to create an ad hoc set of inlet boundary conditions. With this proposed technique, it is easier to add multiple fixed and/or moving sources of sneezes in complex computational domains. Additionally, extensive sensitivity analyses based on different environmental conditions were performed, and their impact was described in terms of potential virus spread.

42 ENGINEERING↗

NASA NTRS1990

Optimal trajectories for an aerospace plane. Part 2: Data, tables, and graphs

Data, tables, and graphs relative to the optimal trajectories for an aerospace plane are presented. A single-stage-to-orbit (SSTO) configuration is considered, and the transition from low supersonic speeds to orbital speeds is studied for a single aerodynamic model (GHAME) and three engine models. Four optimization problems are solved using the sequential gradient-restoration algorithm for optimal control problems: (1) minimization of the weight of fuel consumed; (2) minimization of the peak dynamic pressure; (3) minimization of the peak heating rate; and (4) minimization of the peak tangential acceleration. The above optimization studies are carried out for different combinations of constraints, specifically: initial path inclination that is either free or given; dynamic pressure that is either free or bounded; and tangential acceleration that is either free or bounded.

Miele, Angelo↗

NASA NTRS1960

Free-Spinning-Tunnel Investigation of a 1/20-Scale Model of an Unswept-Wing Jet-Propelled Trainer Airplane

A flutter analysis employing the kernel function for three- dimensional, subsonic, compressible flow is applied to a flutter-tested tail surface which has an aspect ratio of 3.5, a taper ratio of 0.15, and a leading-edge sweep of 30 deg. Theoretical and experimental results are compared at Mach numbers from 0.75 to 0.98. Good agreement between theoretical and experimental flutter dynamic pressures and frequencies is achieved at Mach numbers to 0.92. At Mach numbers from 0.92 to 0.98, however, a second solution to the flutter determinant results in a spurious theoretical flutter boundary which is at a much lower dynamic pressure and at a much higher frequency than the experimental boundary.

Bowman, James S., Jr.↗

NASA NTRS1960

Subsonic Kernel-Function Flutter Analysis of a Highly Tapered Tail Surface and Comparison with Experimental Results

A flutter analysis employing the kernel function for three-dimensional, subsonic, compressible flow is applied to a flutter-tested tail surface which has an aspect ratio of 3.5, a taper ratio of 0.15, and a leading-edge sweep of 30 deg. Theoretical and experimental results are compared at Mach numbers from 0.75 to 0.98. Good agreement between theoretical and experimental flutter dynamic pressures and frequencies is achieved at Mach numbers to 0.92. At Mach numbers from 0.92 to 0.98, however, a second solution to the flutter determinant results in a spurious theoretical flutter boundary which is at a much lower dynamic pressure and at a much higher frequency than the experimental boundary.

Walberg, Gerald D.↗

NASA NTRS1978

Combustion of hydrogen in a two-dimensional duct with step fuel injectors

An investigation of the combustion of hydrogen perpendicularly injected from step fuel injectors into a Mach 2.72, 2100 K vitiated test gas was conducted. The model simulated the flow between the center and side struts of an integrated scramjet module at Mach 7 flight and an altitude of 29 km. Parametric variation included equivalence ratio, fuel dynamic pressure ratio, and area distribution of the model. The overall area ratio of the model was held constant at 2.87. The data analysis indicated that no measurable improvement in mixing or combustion efficiency was obtained by varying the fuel dynamic pressure ratio from 0.79 to 2.45. Computations indicated approximately 80 percent of the fuel was mixed so that it could react; however, only approximately 50 percent of the mixed fuel actually reacted in two test configurations, and 74 percent in later tests where less area expansion of the flow occurred.

Eggers, J. M.↗

NASA NTRS1979

The effect of erosion on the solar wind stand-off distance at Mercury

Measurements of the effect of dayside magnetic reconnection on the position of the earth's forward magnetopause have been scaled to Mercury in order to predict the mean solar wind stand-off distance for average conditions of solar wind dynamic pressure. It is found that for a significant portion of the time Mercury's magnetopause will be eroded and/or compressed to within 0.2 Mercury radii of the planet's surface. Solar wind stand-off distances and solar wind dynamic pressures are also calculated for the two Mariner 10 encounters with Mercury's magnetosphere. Values of the solar wind stand-off distance range from 1.3 to 2.1 Mercury radii.

Slavin, J. A.↗

NASA NTRS1974

Deployment and performance characteristics of 1.5-meter supersonic attached inflatable decelerators

Attached-inflatable-decelerator (AID) canopies fabricated from lightweight Nomex cloth and tapes were deployed in a supersonic stream from the base of a 140 deg conical aeroshell. Characteristics of the deceleration system were obtained over a wide range of Mach number, dynamic pressure, and pitch angle. All models deployed rapidly by ram air and experienced only mild deployment shock loads. Steady-state drag coefficients as high as 1.3 were obtained in the supersonic stream and were relatively insensitive to Mach number, dynamic pressure, and pitch angle. All models were free of fluttering motion. Results also showed that the AID is aerodynamically more efficient without a burble fence in a supersonic stream. Though measured meridian-tape loads were higher than those predicted by theory, the ram-air deployment rates and steady-state drag coefficients were in good agreement with theory. These results indicate that the AID is a stable, efficient decelerator in a supersonic stream and its performance is readily predictable.

Bohon, H. L.↗

NASA NTRS1993

Motion of the heliospheric termination shock - A gas dynamic model

A simple quantitative model is presented for the heliospheric termination shock's anticipated movement in response to upstream solar wind condition variations, under the assumption that the termination shock is initially a strong gasdynamic shock that is at rest relative to the sun, and that there is a discontinuous increase or decrease in the dynamical pressure upstream of the shock. The model suggests that the termination shock is constantly in motion, and that the mean position of the shock lies near the mean equilibrium position which corresponds to the balance between the mean solar wind dynamical pressure and the mean interstellar pressure.

Barnes, Aaron↗