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Advances in simulation technology are discussed by a number of government and industry experts, for both training and research and development applications. Advanced techniques, such as helmet-mounted information displays, neurocontrollers, automated training systems, and simulation for space-based systems are included. Advances in training methodology for air transportation are covered by a group of experts in that field, including discussions of advanced flight deck transition training, new training tools, and effective low cost alternatives for part-task training. With the ever-increasing emphasis on human factors in cockpit and cabin design, the section on research, advances, and certification criteria in that field is pertinent. NASA, aircraft manufacturing, and FAA representatives have compiled an informative group of presentations concerning active topics and considerations in human factors design.
Unique opportunity to utilize new technology while increasing vehicle and crew member safety. Demonstration of new technology that can be utilized for Crew Exploration Vehicle and other future manned vehicles. Future work for other cameras in the vehicle that can be IEEE1394 based without major vehicle modifications. Demonstrates that LM can share information and knowledge between internal groups and NASA to assist in providing a product in support of the NASA Return to Flight Activities. This upgrade will provide a flight active data bus that is 100 times faster than any similar bus on the vehicle.
This report documents the capabilities of the EDICT tools for error modeling and error propagation analysis when operating with models defined in the Architecture Analysis & Design Language (AADL). We discuss our experience using the EDICT error analysis capabilities on a model of the Scalable Processor-Independent Design for Enhanced Reliability (SPIDER) architecture that uses the Reliable Optical Bus (ROBUS). Based on these experiences we draw some initial conclusions about model based design techniques for error modeling and analysis of highly reliable computing architectures.
This report documents applications of ARP4754A to the development of modern computer-based (i.e., digital electronics, software and network-based) aircraft systems. This study is to offer insight and provide educational value relative to the guidelines in ARP4754A and provide an assessment of the current state-of-the- practice within industry and regulatory bodies relative to development assurance for complex and safety-critical computer-based aircraft systems.
Contents: Publicly released videos on technology transfer items available for licensing from NASA. Includes; Powder Handling Device for Analytical Instruments (Ames); 2. Fiber Optic Shape Sensing (FOSS) (Armstrong); 3. Robo-Glove (Johnson); 4. Modular Robotic Vehicle (Johnson); 5. Battery Management System (Johnson); 6. Active Response Gravity Offload System (ARGOS) (Johnson); 7. Contaminant Resistant Coatings for Extreme Environments (Langley); 8. Molecular Adsorber Coating (MAC) (Goddard); 9. Ultrasonic Stir Welding (Marshall). Also includes scenes from the International Space Station.
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Signatures of the 11-year solar activity/irradiance cycle are observed in the Quasi Biennial Oscillation (QBO) of the lower stratosphere. At these altitudes, the QBO is understood to be the result of "downward control" exerted by the wave mean flow interactions that drive the phenomenon. It is reasonable then to speculate that the QBO is a natural conduit to lower altitudes of solar activity variations in radiance (SAV). To test this hypothesis, we conducted experiments with a 2D version of our Numerical Spectral Model that incorporates Hines' Doppler Spread Parameterization for small-scale gravity waves (GW). To account for the SAV, we change the solar heating rate on a logarithmic scale from 0.1% at the surface to 1% at 50 kin to 10% at 100 km. With the same GW flux, we then conduct numerical experiments to evaluate the magnitude of the solar activity irradiance effect (SAE) on the zonal circulation at low latitudes. The numerical results obtained show that, under certain conditions, the SAE is significant in the zonal circulation and does extend to lower altitudes where the SAV is small. The differences in the wind velocities can be as large as 5 m/s at 20 kin. We carried out two numerical experiments with integrations over more than 20 years: 1) With the QBO period "tuned" to be 30 months, of academic interest but instructive, the seasonal cycle in the solar forcing [through the Semi-annual Oscillation (SAO)] acts as a strong pacemaker to produce a firm lock on the period and phase of the QBO. The SAE then shows up primarily as a distinct but relatively weak amplitude modulation. 2) With the QBO period between 30 and 34 (or less than 30, presumably) months, the seasonal phase lock is weak compared with (1). The SAV in the seasonal cycle then causes variations in the QBO period and phase, and this amplifies the SAE to produce relatively large variations in the wind field. We conclude that, under realistic conditions as in (2), the solar seasonal forcing, with activity variations in radiance, causes the phase and period of the QBO to change to produce a relatively large solar activity effect in the zonal circulation at low latitudes and low altitudes.
The Federal Aviation Administration's Integrated Noise Model (INM) is one of the primary tools for land use planning around airports. The INM currently calculates airplane noise lateral attenuation using the methods contained in the Society of Automotive Engineer's Aerospace Information Report No. 1751 (SAE AIR 1751). Researchers have noted that improved lateral attenuation algorithms may improve airplane noise prediction. The authors of SAE AIR 1751 based existing methods on empirical data collected from flight tests using 1960s-technology airplanes with tail-mounted engines. To determine whether the SAE AIR 1751 methods are applicable for predicting the engine installation component of lateral attenuation for airplanes with wing-mounted engines, the National Aeronautics and Space Administration (NASA) sponsored a series of flight tests during September 2000 at their Wallops Flight Facility. Four airplanes, a Boeing 767-400, a Douglas DC-9, a Dassault Falcon 2000, and a Beech KingAir, were flown through a 20 microphone array. The airplanes were flown through the array at various power settings, flap settings, and altitudes to simulate take-off and arrival configurations. This paper presents the preliminary findings of this study.
One of the objectives of NASA's High Performance Computing and Communications Program's (HPCCP) Numerical Propulsion System Simulation (NPSS) is to reduce the time and cost of generating aerothermal numerical representations of engines, called customer decks. These customer decks, which are delivered to airframe companies by various U.S. engine companies, numerically characterize an engine's performance as defined by the particular U.S. airframe manufacturer. Until recently, all numerical models were provided with a Fortran-compatible interface in compliance with the Society of Automotive Engineers (SAE) document AS681F, and data communication was performed via a standard, labeled common structure in compliance with AS681F. Recently, the SAE committee began to develop a new standard: AS681G. AS681G addresses multiple language requirements for customer decks along with alternative data communication techniques. Along with the SAE committee, the NPSS Steady-State Cycle Deck project team developed a standard Application Program Interface (API) supported by a graphical user interface. This work will result in Aerospace Recommended Practice 4868 (ARP4868). The Steady-State Cycle Deck work was validated against the Energy Efficient Engine customer deck, which is publicly available. The Energy Efficient Engine wrapper was used not only to validate ARP4868 but also to demonstrate how to wrap an existing customer deck. The graphical user interface for the Steady-State Cycle Deck facilitates the use of the new standard and makes it easier to design and analyze a customer deck. This software was developed following I. Jacobson's Object-Oriented Design methodology and is implemented in C++. The AS681G standard will establish a common generic interface for U.S. engine companies and airframe manufacturers. This will lead to more accurate cycle models, quicker model generation, and faster validation leading to specifications. The standard will facilitate cooperative work between industry and NASA. The NPSS Steady-State Cycle Deck team released a batch version of the Steady-State Cycle Deck in March 1996. Version 1.1 was released in June 1996. During fiscal 1997, NPSS accepted enhancements and modifications to the Steady-State Cycle Deck launcher. Consistent with NPSS' commercialization plan, these modifications will be done by a third party that can provide long-term software support.
The X-38 program is using a modern flight control system (FCS) architecture originally developed by Honeywell called MACH. During last year's SAE G&C subcommittee meeting, we outlined the design, implementation and testing of MACH in X-38 Vehicles 132, 131R & 201. During this year's SAE meeting, I'll focus upon the first two free flights of V131R, describing what caused the roll-over in FF1 and how we fixed it for FF2. I only have 30 minutes, so it will be a quick summary including VHS video. X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle (CRV), often described as an ISS "lifeboat." X-38 Vehicle 132 Free Flight 3 was the first flight test of a modern FCS architecture called Multi-Application ControlH (MACH), developed by the Honeywell Technology Center in Minneapolis and Honeywell's Houston Engineering Center. MACH wraps classical Proportional+integral (P+I) outer attitude loops around modern dynamic inversion attitude rate loops. The presentation at last year's SAE Aerospace Meeting No. 85 focused upon the design and testing of the FCS algorithm and Vehicle 132 Free Flight 3. This presentation will summarize flight control and aerodynamics lessons learned during Free Flights 1 and 2 of Vehicle 131R, a subsonic test vehicle laying the groundwork for the orbital/entry test of Vehicle 201 in 2003.
Power train designs which can be implemented within the current state-of-the-art were identified by means of a review of existing electric vehicles and suitable off-the-shelf components. The affect of various motor/transmission combinations on vehicle range over the SAE J227a schedule D cycle was evaluated. The selected, state-of-the-art power train employs a dc series wound motor, SCR controller, variable speed transmission, regenerative braking, drum brakes and radial ply tires. Vehicle range over the SAE cycle can be extended by approximately 20% by the further development of separately excited, shunt wound DC motors and electrical controllers. Approaches which could improve overall power train efficiency, such as AC motor systems, are identified. However, future emphasis should remain on batteries, tires and lightweight structures if substantial range improvements are to be achieved.
The design and construction of a reciprocating test vehicle to be used in evaluating hydrodynamic oil pumping rings are discussed. In addition, experimental test data are presented for three pumping ring designs that were constructed from Tin-Based Babbitt (SAE 11), Bearing Bronze (SAE 660), and Mechanical Carbon Graphite (Union Carbide Grade CNF-J). Data of pumped flow rate versus delivered pressure, as well as friction loss, are reported for the following conditions: frequencies of 10, 35 and 45 Hz; strokes of 25.4 mm (1.00 in.), 38.1 mm (1.50 in.) and 50.8 mm (2.00 in.) oil inlet temperature of 49 degrees (120 degrees); and pumping ring close-in pressures of 10.3 MPa (1500 lb/square inch. A 20W40 automotive oil was used for all tests. The maximum delivered pressure was 11 MPa (1600 lb/square inch. An analysis of hydrodynamic oil pumping rings was performed and the results of the analysis were compared to measured test data.
Vehicles were characterized for the state of the art assessment of electric vehicles. The vehicle evaluated was a Chevrolet Corvette converted to electric operation. The original internal combustion engine was replaced by an electric traction motor. Eighteen batteries supplied the electrical energy. A controller, an onboard battery charger, and several dashboard instruments completed the conversion. The emphasis was on the electrical portion of the drive train, although some analysis and discussion of the mechanical elements are included. Tests were conducted both on the road (actually a mile long runway) and in a chassis dynamometer equipped laboratory. The majority of the tests performed were according to SAE Procedure J227a and included maximum effort accelerations, constant speed range, and cyclic range. Some tests that are not a part of the SAE Procedure J227a are described and the analysis of the data from all tests is discussed.