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At least 325 records · Page 18

Transport coefficients of the quark-gluon plasma at the critical point and across the first-order line

A bottom-up Einstein-Maxwell-dilaton holographic model is used to compute, for the first time, the behavior of several transport coefficients of the hot and baryon-rich strongly coupled quark-gluon plasma at the critical point and also across the first-order phase transition line in the phase diagram. The observables under study are the shear and bulk viscosities, the baryon and thermal conductivities, the baryon diffusion, the jet quenching parameter $\hat{q}$, as well as the heavy-quark drag force and the Langevin diffusion coefficients. These calculations provide a phenomenologically promising estimate for these coefficients, given that our model quantitatively reproduces lattice QCD thermodynamics results, both at zero and finite baryon density, besides naturally incorporating the nearly perfect fluidity of the quark-gluon plasma. Here we find that the diffusion of baryon charge, and also the shear and bulk viscosities, are suppressed with increasing baryon density, indicating that the medium becomes even closer to perfect fluidity at large densities. On the other hand, the jet quenching parameter and the heavy-quark momentum diffusion are enhanced with increasing density. The observables display a discontinuity gap when crossing the first-order phase transition line, while developing an infinite slope at the critical point. The transition temperatures associated with different transport coefficients differ in the crossover region but are found to converge at the critical point.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

An evaluation of Global Positioning System data for Landsat-4 orbit determination

The Navstar Global Positioning System (GPS) navigation data obtained from an experimental GPS receiver/processor package (GPSPAC) onboard the Landsat-4 spacecraft are evaluated for their accuracy and reliability for use in Landsat-4 orbit determination. Different orbit determination scenarios and methods are considered. The parameters estimated include a subset of three Landsat-4 clock parameters and an atmospheric drag coefficient, in addition to the orbital elements. It is found that Landsat-4 orbit solutions based on delta pseudorange data generally agree with the definitive solutions to the 50-meter level.

Fang, B. T.↗

Uncertainty Analysis for Oil-Film Interferometry Skin-Friction Measurement Techniques

Over the past 20 years, the use of oil-film interferometry to measure the skin friction coefficient (C(sub f) = tau/q where tau is the surface shear stress and q is the dynamic pressure) has increased. Different forms of this oil-film technique with various levels of accuracy and ease of use have been successfully applied in a wide range of flows. The method's popularity is growing due to its relative ease of implementation and minimal intrusiveness as well as an increased demand for C(sub f) measurements. Nonetheless, the accuracy of these methods has not been rigorously addressed to date. Most researchers have simply shown that the skin-friction measurements made using these techniques compare favorably with other measurements and theory, most of which are only accurate to within 5-20%. The use of skin-friction data in the design of commercial aircraft, whose drag at cruise is 50% skin-friction drag, and in the validation of computational fluid dynamics programs warrants better uncertainty estimates. Additional information is contained in the original extended abstract.

Naughton, Jonathan W.↗

Inverse problems in the modeling of vibrations of flexible beams

The formulation and solution of inverse problems for the estimation of parameters which describe damping and other dynamic properties in distributed models for the vibration of flexible structures is considered. Motivated by a slewing beam experiment, the identification of a nonlinear velocity dependent term which models air drag damping in the Euler-Bernoulli equation is investigated. Galerkin techniques are used to generate finite dimensional approximations. Convergence estimates and numerical results are given. The modeling of, and related inverse problems for the dynamics of a high pressure hose line feeding a gas thruster actuator at the tip of a cantilevered beam are then considered. Approximation and convergence are discussed and numerical results involving experimental data are presented.

Banks, H. T.↗

An ODE-Fitting Approach to Estimate Critical Aircraft Performance Parameters for Trajectory Prediction

Ground-based decision support tools (DST) in air traffic management (ATM) typically perform trajectory prediction based on aircraft performance model (APM) parameters, but some or all of these parameters might not be readily available. In particular, the three critical parameters required for trajectory prediction are the thrust setting, drag coefficients, and takeoff weight of the aircraft. Unfortunately, these parameters are coupled and appear together in physics-based kinetic models. Past approaches utilize data from a specific phase of flight (climb, level flight or descent), where one or more of the parameters are assumed to be known and estimate the remaining unknown parameters. This approach introduces bias/errors and also does not extend to scenarios where all of the above parameters are not known with sufficient accuracy. This paper is the first of its kind to propose a generalized framework for simultaneous estimation of all three critical APM parameters (thrust, drag, and mass). The proposed approach utilizes data from both the climb and descent phases and fits the ordinary differential equation for altitude in each phase using historical trajectory data available from radar tracks or ADS-B. The approach yields a set of optimized APM parameters that are best suited to fit each historical flight record. The methodology is applied on on sample flights from three different aircraft types, and the results demonstrate low fit error and consequently will yield a high level of prediction accuracy.

trajectory prediction, aircraft performance model,↗

An ODE-Fitting Approach to Estimate Critical Aircraft Performance Parameters for Trajectory Prediction

Ground-based decision support tools (DST) in air traffic management (ATM) typically perform trajectory prediction based on aircraft performance model (APM) parameters, but some or all of these parameters might not be readily available. In particular, the three critical parameters required for trajectory prediction are the thrust setting, drag coefficients, and takeoff weight of the aircraft. Unfortunately, these parameters are coupled and appear together in physics-based kinetic models. Past approaches utilize data from a specific phase of flight (climb, level flight or descent), where one or more of the parameters are assumed to be known and estimate the remaining unknown parameters. This approach introduces bias/errors and also does not extend to scenarios where all of the above parameters are not known with sufficient accuracy. This paper is the first of its kind to propose a generalized framework for simultaneous estimation of all three critical APM parameters (thrust, drag, and mass). The proposed approach utilizes data from both the climb and descent phases and fits the ordinary differential equation for altitude in each phase using historical trajectory data available from radar tracks or ADS-B. The approach yields a set of optimized APM parameters that are best suited to fit each historical flight record. The methodology is applied on on sample flights from three different aircraft types, and the results demonstrate low fit error and consequently will yield a high level of prediction accuracy.

trajectory prediction↗

Helicopter rotor and engine sizing for preliminary performance estimation

Methods are presented for estimating some of the more fundamental design variables of single-rotor helicopters (tip speed, blade area, disk loading, and installed power) based on design requirements (speed, weight, fuselage drag, and design hover ceiling). The well-known constraints of advancing-blade compressibility and retreating-blade stall are incorporated into the estimation process, based on an empirical interpretation of rotor performance data from large-scale wind-tunnel tests. Engine performance data are presented and correlated with a simple model usable for preliminary design. When approximate results are required quickly, these methods may be more convenient to use and provide more insight than large digital computer programs.

Talbot, P. D.↗

High Fidelity Collision Probabilities Estimated Using Brute Force Monte Carlo Simulations

The NASA Conjunction Assessment Risk Analysis team has implemented new software to estimate the probability of collision (P (sub c)) for Earth-orbiting satellites. The algorithm employs a brute force Monte Carlo (BFMC) method which differs from most other methods because it uses orbital states and covariances propagated from their orbit determination epoch times using the full set of Astrodynamics Support Workstation higher order theory models, including the High Accuracy Satellite Drag Model. This paper de-scribes the BFMC algorithm, presents comparisons of BFMC P (sub c) estimates to those calculated using other methods, and discusses the implications for conjunction risk assessment.

Probabilities↗

Venus - Density of upper atmosphere from measurements of drag on Pioneer orbiter

Measurements of the changes in orbital period of the Pioneer Venus orbiter are used to estimate the density of the upper atmosphere of Venus at altitudes in the range from 150 to 200 km. At 150 km, the dayside mean density is 1.4 times 10 to the -13th g/cc and the nightside mean density is 4 times 10 to the -14th g/cc. The oscillatory patterns of density variation are described. The data for densities between 150 and 200 km on the dayside are sketchy but the data imply a scale height between 15 and 20 km.

Shapiro, I. I.↗

Pumping Loss of Shrouded Meshed Spur Gears

High speed rotorcraft transmissions are subject to load-independent power losses consisting of drag loss and pumping loss. Tightly conforming shrouds enclosing the transmission gears are often incorporated to reduce the drag component of the total load-independent losses. However, tightly conforming axial shrouds can result in an increase in the pumping loss component. Quantifying the pumping loss of shrouded gear transmissions has been the subject of many studies. This study presents a new approach for estimating pumping loss based on the concept of swept volume and examines the applicability of the approach to various shroud configurations.The drag loss and pumping loss of a shrouded spur gear pair has been determined through testing using the NASAGlenn Research Center (GRC) Gear Windage Test Facility.The results from this testing have been compared to theoretical results using the formulations presented in this study. In addition, computational fluid dynamic (CFD) analysis has been conducted for the various shroud configurations tested at NASA GRC. The results from the CFD analysis confirm the theoretical and empirical results and provide insight into the applicability of the swept volume approach for estimating pumping power loss of shrouded gear transmissions.

Michael J. Hurrell↗

A Feasibility Study of the Flare-Cylinder Configuration as a Reentry Body Shape for an Intermediate Range Ballistic Missile

A study has been made of a flare-cylinder configuration to investigate its feasibility as a reentry body of an intermediate range ballistic missile. Factors considered were heating, weight, stability, and impact velocity. A series of trajectories covering the possible range of weight-drag ratios were computed for simple truncated nose shapes of varying pointedness, and hence varying weight-drag ratios. Four trajectories were chosen for detailed temperature computation from among those trajectories estimated to be possible. Temperature calculations were made for both "conventional" (for example, copper, Inconel, and stainless steel) and "unconventional" (for example, beryllium and graphite) materials. Results of the computations showed that an impact Mach number of 0.5 was readily obtainable for a body constructed from conventional materials. A substantial increase in subsonic impact velocity above a Mach number of 0.5 was possible without exceeding material temperature limits. A weight saving of up to 134 pounds out of 822 was possible with unconventional materials. This saving represents 78 percent of the structural weight. Supersonic impact would require construction of the body from unconventional materials but appeared to be well within the range of attainability.

Garland, B. J.↗

Wind tunnel tests of a 20 inch diameter 1.15 pressure ratio fan engine model

Aerodynamic and acoustic measurements at a typical STOL aircraft takeoff and landing velocity demonstrated that a 1.35 inlet lip area contraction ratio was superior to a 1.26 ratio at high nacelle incidence angles. Reverse thrust, obtained with a variable pitch rotor, was lower at the landing velocity, and the noise level higher, than at the static condition. High speed tests showed that, for the design cruise Mach number of 0.75, internal losses and external drag were 27 percent of the ideal fan net thrust, and propulsive efficiency was estimated to be 59 percent for an 85 percent efficient fan stage.

Wesoky, H. L.↗

A theoretical study of non-adiabatic surface effects for a model in the NTF cryogenic wind tunnel

A theoretical analysis was made of the severity and effect of nonadiabatic surface conditions for a model in the NTF cryogenic wind tunnel. The nonadiabatic condition arises from heaters that are used to maintain a constant thermal environment for instrumentation internal to the model. The analysis was made for several axi-symmetric representations of a fuselage cavity, using a finite element heat conduction code. Potential flow and boundary layer codes were used to calculate the convection condition for the exterior surface of the model. The results of the steady state analysis show that it is possible to maintain the surface temperature very near the adiabatic value, with the judicious use of insulating material. Even for the most severe nonadiabatic condition studied, the effects on skin friction drag and displacement thickness were only marginally significant. The thermal analysis also provided an estimate of the power required to maintain a specified cavity temperature.

Macha, J. M.↗

Component build-up method for engineering analysis of missiles at low-to-high angles of attack

Methods are presented for estimating the component build-up terms, with the exception of zero-lift drag, for missile airframes in steady flow and at arbitrary angles of attack and bank. The underlying and unifying bases of all these efforts are slender-body theory and its nonlinear extensions through the equivalent angle-of-attack concept. Emphasis is placed on the forces and moments which act on each of the fins, so that control cross-coupling effects as well as longitudinal and lateral-directional effects can be determined.

Hemsch, Michael J.↗

Reconstruction of the Stardust Entry

An overview of the reconstruction analyses performed for the Stardust capsule entry is described. The results indicate that the actual entry was very close to the pre-entry predictions. The capsule landed 8.1 km northwest of the desired target at Utah Test and Training Range. Frequency analysis on the infrared video data indicates that the aerodynamics generated for the Stardust capsule reasonably predicted the drag and static stability. Observations of the heatshield support the pre-entry simulation estimates of a small hypersonic angles-of-attack, since there is very little, if any, charring of the shoulder region or the aftbody. Through this investigation, an overall assertion can be made that all the data gathered from the Stardust entry is consistent with flight performance close to the nominal pre-entry prediction. Consequently, the design principles and methodologies utilized for the flight dynamics, aerodynamics, and aerothermodynamics analyses have been corroborated.

Desai, Prasun N.↗

Experimental Investigation of a Flexible Wing with a Variable Camber Continuous Trailing Edge Flap Design

This paper presents experimental results of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization, tested at the University of Washington Aeronautical Labo- ratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10-scaled model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing, while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10 of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data indicate a high degree of data correlation and repeata- bility. The VCCTEF can achieve a drag reduction of up to 6.31 and an improvement in the lift-to-drag ratio (LD) of up to 4.85. The paper also presents two methods for estimating the lift coefficient of a rigid wing using a dynamic pressure correction and an aeroelastic deflection correction. Both methods provide good estimates of the rigid-wing lift coefficient.

Aerodynamics↗

A Momentum-Based Indicator for Predicting the Peak Opening Load of Supersonic Parachutes

In this paper, a new empirical indicator for predicting the peak opening loads of supersonic parachutes is presented. The proposed indicator is proportional to twice the free-stream dynamic pressure and the projected area of the parachute, which is equivalent to estimating the opening load as a percentage of the free-stream momentum flux through the projected area at the moment of peak inflation. The form of this expression is motivated by a classical control volume analysis of the aerodynamic forces acting on a parachute during inflation, under the simplifying assumptions of quasi-static and one-dimensional flow. For parachute geometries and flight conditions typical of Mars Entry, Descent, and Landing systems, the largest contribution to the total drag is shown to be a momentum flux term that is associated with the entrainment of atmosphere within the inflating parachute volume. Using this new method, empirical constants are calculated from existing flight reconstruction data and are shown to have a smaller standard deviation than similar constants determined using the customary indicator form, which is based on the steady-state subsonic drag and proportional to the parachute reference area. These empirical constants are also compared to an analytic estimate, derived from the control volume analysis, and shown to have excellent agreement across a wide range of Mach numbers and dynamic pressures for several parachute geometries. While opening loads estimated using both methods produce similar results at low supersonic Mach numbers typical of past inflations, the proposed method predicts notably larger loads at higher Mach numbers, those above Mach 2.0, due to the omission of any Mach Efficiency Factor. Several current Mars EDL projects have adopted this new indicator.

Way, David W.↗

Mass Estimation Relationship for Conceptual Design of Blended-Wing-Body Cabin with Advanced Structures

Blended-Wing-Body (BWB) aircraft concepts achieve higher lift-to-drag ratios (L/D) than conventional tube and wing aircraft due to aerodynamic shaping of the non-circular pressure vessel that is made feasible using advanced composite technologies such as Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS). Due to the relatively new nature of the BWB configuration, sufficient historical data is not readily available for conceptual aircraft designers to base their structural weight estimations on, especially for estimating weights of the pressurized cabin center body. This paper describes a general parametric Mass Estimation Relationship (MER) based on high fidelity Finite Element Analysis (FEA) using PRSEUS for conceptual weight estimation of a BWB pressurized cabin structure that includes cabin area, center body sweep, fineness ratio, span ratio, and take-off gross weight as parametric design variables.

PRSEUS↗