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Laser beam is emitted from pod on side of aircraft. Some scattered light returns to aircraft, but at shifted frequency caused by Doppler effect from local air speeds. Current work focuses on extending range, including investigations of effects of particle density, focusing, back scatter efficiency, absorption, and other factors.
As a result of a consortium of several industries and organizations, an economical, versatile, and stable data collection and transmission buoy has been designed, developed, and deployed to gather and transmit water quality data to a ground receiving station at three-minute intervals and to the earth resources technology satellite (ERTS) as it passes over the deployed buoy every 12 hours. The buoy system, designed for both fresh and salt water application, gathers data inclusive of temperature measurement, conductivity, relative acidity, dissolved oxygen, current speed, and direction. The mechanical design philosophy used to determine and satisfy boundary conditions involving stability, ease of deployment, servicing and maintenance, minimal manufacturing costs, and fresh and salt water installation capability is discussed. The development of peripheral handling equipment and anchoring systems is described.
An existing, three-dimensional, Eulerian-Lagrangian finite-difference model was modified and used to examine the transport processes of dumped sewage sludge in the New York Bight. Both in situ and laboratory data were utilized in an attempt to approximate model inputs such as mean current speed, horizontal diffusion coefficients, particle size distributions, and specific gravities. The results presented are a quantitative description of the fate of a negatively buoyant sewage sludge plume resulting from continuous and instantaneous barge releases. Concentrations of the sludge near the surface were compared qualitatively with those remotely sensed. Laboratory study was performed to investigate the behavior of sewage sludge dumping in various ambient density conditions.
An overview of NASA research in rotorcraft technology is presented. Ten percent of the NASA aeronautics program is made up of rotorcraft research. The aeronautics program conducts research in five areas: aerodynamics, propulsion, materials and structures, information sciences and human factors, and flight systems. The key objectives of NASA research are major reduction in external noise and aircraft vibration, reduction of pilot workload for night, adverse weather and NOE flying, increasing power and reducing fuel consumption in small engines, and identifying and exploiting vehicle characteristics and concepts for triple current speed and improved maneuverability and agility. NASA and Army resources are combined to pursue research at three major centers. The Ames research center conducts research in the physics of transition and turbulent flows, using a new improved wind tunnel and the NAS system. At the Langley Research Center, work is done in noise and vibration reduction, finding lighter and more durable composite structures, and aeroelasticity for tilt motors and X-wing configurations. At the NASA Lewis Research Center, researchers are working on improving helicopter propulsion systems.
The expression for the radiation electric field from a current pulse propagating along a channel of arbitrary orientation is derived. Representative radiation fields indicate that approximately 1-msec duration pulses occur at rates of up to 1/msec in intracloud flashes, thereby furnishing a valuable tool for the tracking of streamer development. Attention is given to the errors which arise when radiation pulse measurements are inverted, in order to determine the pulse's current-waveshape, channel-orientation, and current-speed product properties.
Physical oceanographic instrumentation is both nonexpendable and expendable. Expendable instruments for both shipboard and aircraft use were developed which yield moderate accuracy and precision at a low or moderate unit cost and which may be deployed by less trained personnel on less specialized platforms both in more extreme environmental conditions and while underway. While shipboard expendables are familiar to many researchers, most are not familiar with the variety of air deployable expendables available, although the quasi-synoptic, 3-D view of the ocean that aerial studies yield can be very valuable in oceanographic research. As well as acoustic oriented probes, air deployed sensors exist for the measurement of temperature, sound speed, currents, and optical properties, and work is underway to develop probes measuring simultaneous conductivity and temperature. In addition, low cost drifting buoys with both oceanographic and meteorological sensors are available, and ice penetrating probes are being developed for arctic research. Characteristics of these instruments are presented, along with examples of their use and a discussion of some of their not so well publicized shortcomings.
Results are presented of an analysis of the surface geostrophic velocity field for the Gulf Stream region for the position, structure, and surface transport of the Gulf Stream for 2.5 yr of the Geosat altimeter Exact Repeat Mission. Synthetic data using a Gaussian velocity profile were generated and fit to the sea surface residual heights to create a synthetic mean sea surface height field and profiles of absolute geostrophic currents. An analysis of the model parameters and the actual geostrophic velocity profiles revealed two different flow regimes for the Gulf Stream connected by a narrow transition region coincident with the New England Seamount Chain. The upstream region was found to exhibit relatively straight Gulf Stream paths, long Eulerian time scales, and eastward propagating meanders. The downstream region had more large meanders, no consistent propagation direction, and shorter Eulerian time scales. A 25-percent reduction in surface transport occurred in the transition region, with a corresponding reduction in current speed and no change in Gulf Stream width.
The Human Powered Submarine Team has been in existence at Virginia Tech since its conception in 1993. Since then, it has served as a way for engineering students from many different disciplines to implement design conception and realization. The first submarine built was Phantom 1, a two-man submarine made of fiberglass. After construction was complete, Phantom 1 was ready for racing, but, unfortunately, suffered fatal problems come race time. The submarine team slowed down a bit after experiencing racing problems, but was revived in 1995 when design efforts for a new two-man submarine, the Phantom 2 commence. The propulsion system consisted of a chain and gear drive system using an ultra-light helicopter tail rotor for a propeller. Although the team learned valuable lessons as a result of Phantom 1's problems, Phantom 2 still experiences problems at races. After various parts of Phantom 2 are redesigned, it is once again ready for racing and proves that the redesign was well worth the time and effort. In 1997, Phantom 2 not only finishes its first race, held in San Diego, California, but comes in third. This success sparks yet another revival of the submarine team and design for the team's current project, the Phantom 3, a one-man submarine, is started. In 1998, the plug for Phantom 3 is built and the hull is constructed. With so many past problems from which to learn, Phantom 3 promises to be the fastest and best-designed submarine the team has developed thus far. The current speed world-record is 7 knots.
NASA s initiative for Lunar and Martian exploration will require long lived, robust drive systems for manned vehicles that must operate in hostile environments. The operation of these mechanical drives will pose a problem because of the existing extreme operating conditions. Some of these extreme conditions include operating at a very high or very cold temperature, operating over a wide range of temperatures, operating in very dusty environments, operating in a very high radiation environment, and operating in possibly corrosive environments. Current drive systems use gears with various configurations of teeth. These gears must be lubricated with oil (or grease) and must have some sort of a lubricant resupply system. For drive systems, oil poses problems such as evaporation, becoming too viscous and eventually freezing at cold temperatures, being too thin to lubricate at high temperatures, being degraded by the radiation environment, being contaminated by the regolith (soil), and if vaporized (and not sealed), it will contaminate the regolith. Thus, it may not be advisable or even possible to use oil because of these limitations. An oil-less, compact traction vehicle drive is a drive designed for use in hostile environments like those that will be encountered on planetary surfaces. Initially, traction roller tests in vacuum were conducted to obtain traction and endurance data needed for designing the drives. From that data, a traction drive was designed that would fit into a prototype lunar rover vehicle, and this design data was used to construct several traction drives. These drives were then tested in air to determine their performance characteristics, and if any final corrections to the designs were necessary. A limitation with current speed reducer systems such as planetary gears and harmonic drives is the high-contact stresses that occur at tooth engagement and in the harmonic drive wave generator interface. These high stresses induce high wear of solid lubricant coatings, thus necessitating the use of liquid lubricants for long life.
NASA Glenn Research Center is investigating hybrid electric and turboelectric propulsion concepts for future aircraft to reduce fuel burn, emissions, and noise. Systems studies show that the weight and efficiency of the electric system components need to be improved for this concept to be feasible. This effort aims to identify design parameters that affect power density and efficiency for a double-Halbach array permanent-magnet ironless axial flux motor configuration. These parameters include both geometrical and higher-order parameters, including pole count, rotor speed, current density, and geometries of the magnets, windings, and air gap.
NASA Glenn Research Center is investigating hybrid electric and turboelectric propulsion concepts for future aircraft to reduce fuel burn, emissions, and noise. Systems studies show that the weight and efficiency of the electric system components need to be improved for this concept to be feasible. This effort aims to identify design parameters that affect power density and efficiency for a double-Halbach array permanent-magnet ironless axial flux motor configuration. These parameters include both geometrical and higher-order parameters, including pole count, rotor speed, current density, and geometries of the magnets, windings, and air gap.
Commercial supersonic vehicles of the future will likely use engines with lower bypass ratios, where the design of the internal mixer will have a strong impact on the noise produced by the jet plume. Their exhaust systems may also feature external plugs to improve boattail angle for cruise performance at supersonic speeds. Currently there are no publicly available empirical noise models for such nozzle systems, and insight into their flow fields will help in creating these models. For those attempting to make large eddy simulations and other higher fidelity methods be their main prediction tool, the internally mixed exhaust system is also a good test case when going beyond simple single-stream jets. The turbulent flow statistics of several configurations previously tested for noise and shocks have been measured for flow conditions that can be used in development of empirical models and validating scale-resolving prediction tools. These measurements are presented and briefly analyzed for insights into the noise impacts from the flow impacts observed.
Commercial supersonic vehicles of the future will likely use engines with lower bypass ratios, where the design of the internal mixer will have a strong impact on the noise produced by the jet plume. Their exhaust systems may also feature external plugs to improve boattail angle for cruise performance at supersonic speeds. Currently there are no publicly available empirical noise models for such nozzle systems, and insight into their flow fields will help in creating these models. For those attempting to make large eddy simulations and other higher fidelity methods be their main prediction tool, the internally mixed exhaust system is also a good test case when going beyond simple single-stream jets. The turbulent flow statistics of several configurations previously tested for noise and shocks have been measured for flow conditions that can be used in development of empirical models and validating scale-resolving prediction tools. These measurements are presented and briefly analyzed for insights into the noise impacts from the flow impacts observed.
Transistorized high speed circuit limits currents from a square-wave ac power supply. The current limiter resets after each half cycle of the square wave and thus minimizes power losses.
Analysis of the speeds measured by Voyager 1 and 2 while skimming along a horizontal (east-west) portion of the current sheet over several days in 1977 is reported. The results demonstrate that in this case speed variations exist and would be large enough to significantly deform the sheet within a few AU or less if the current sheet were anything but perfectly horizontal. The spatial scale of the speed variation ranges from the smallest measureable scale using one hour averaged data up to tens of degrees in longitude. A deformation example is given under the assumption that the observed velocity variation exists on a current sheet that is initially perpendicular to the heliographic equator.
InAs/AlSb double-barrier resonant tunneling diodes with peak current densities up to 370,000 A/sq cm and high peak-to-valley current ratios of 3.2 at room temperature have been fabricated. The peak current density is well-explained by a stationary-state transport model with the two-band envelope function approximation. The valley current density predicted by this model is less than the experimental value by a factor that is typical of the discrepancy found in other double-barrier structures. It is concluded that threading dislocations are largely inactive in the resonant tunneling process.
Window-shade drogue, used with drifting buoys to keep them moving with current at speed as close to that of current as possible, has drag coefficient of 1.93 compared to maximum of 1.52 for previous drogues. It is remarkably simple to construct, use, and store.
The major focus of the Phase II effort described herein is to develop and demonstrate an aircraft capable of autonomously sailing (i.e., to cruise without propulsion or external assistance), and thereby prove that the dual-aircraft platform (DAP) atmospheric satellite concept is potentially viable. This sailing mode of flight was identified as the number-1 enabling technology required for the stratospheric DAP concept (also known as Stratosat) in the NIAC (NASA Innovative Advanced Concept) Phase I effort. No scientific demonstration of this technology has ever been done or documented to our knowledge. This report describes efforts to take a major step towards the sailing mode of flight capability using a single aircraft connected by cable to a moving ground vehicle which uses sufficient crosswind to cruise without propulsion while "pulling" the ground vehicle forward (i.e., without external assistance). The development of a prototype aircraft is described in terms of novel and key hardware and software elements. A specialized prototype aircraft is described, including a novel cable release mechanism, novel "lateron" control surfaces, and a highly-accurate onboard wind measurement system. Additionally, a novel means to safely connect the aircraft to the moving ground vehicle is described involving a fishing rod/reel and integrated load cell. All of these devices were designed and developed in-house and validated in flight testing. Software is developed to provide look-up tables that give the flight condition targets (i.e., 3-D position relative to ground vehicle, forward speed, aircraft orientation, etc.), based on current wind speed and direction. These tables are successfully validated in flight simulation and used onboard the aircraft. High fidelity analysis of the aircraft aerodynamics are described - required to produce accurate target sailing flight conditions. A novel wind tunnel measurement technique is developed to accurately assess the aerodynamics of the ultra-thin cable. A new specialized flight simulator is described which is utilized to develop and verify the flight software required onboard the aircraft, and to support training of pilots for flying the aircraft while tethered to a ground vehicle. The DAP flight simulator was developed within the Matlab-Simulink framework and included detailed treatment of aircraft/cable aerodynamics, cable dynamics, experimentally-derived propeller-motor thrust curves, actuator responsiveness, and realistic air turbulence. The specialized formation flight controller algorithm, developed using this flight simulator, and onboard the aircraft is described. Finally, a novel auto-tuning software is described and verified within the flight simulator that is shown to refine the sailing flight condition targets during flight using an optimization technique involving doublet maneuvers. Virtual flights using the auto-tuning software indicate that the prototype aircraft should be able to reach and hold sailing conditions despite moderate levels of turbulence provided there is sufficient mean wind available. An overview of the flight testing program is provided. Hundreds of short flights were conducted, primarily using a “dead” short runway at Deland Municipal Airport which permitted use of a moving ground vehicle. Additional flight tests at Space Florida’s Shuttle Landing Facility are also described. First year results from these tests in which the aircraft is controlled manually, demonstrated that excessive flight testing would be required for a pilot to learn to sail with visual cues. However, second year results from autonomous flight these tests included successful demonstration of the closed-loop autonomous formation flight capability (i.e., autonomously determine, reach, and hold the required 3-D location relative to the ground vehicle required for sailing). The next step of using the auto-tune software to autonomously refine the aircraft orientation targets to finally achieve sailing remains the primary goal of future work.