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At least 361 records · Page 20
All sourcesNASA NTRSDOE OSTI
NASA NTRS1980

Experimental and analytical transonic flutter characteristics of a geared-elevator configuration

The flutter model represented the aft fuselage and empennage of a proposed supersonic transport airplane and had an all movable horizontal tail with a geared elevator. It was tested mounted from a sting in the transonic dynamics tunnel. Symmetric flutter boundaries were determined experimentally at Mach numbers from 0.7 to 1.14 for a geared elevator configuration (gear ratio of 2.8 to 1.0) and an ungeared elevator configuration (gear ratio of 1.0 to 1.0). Gearing the elevator increased the experimental flutter dynamic pressures about 20 percent. Flutter calculations were made for the geared elevator configuration by using two analytical methods based on subsonic lifting surface theory. Both methods analyzed the stabilizer and elevator as a single, deforming surface, but one method also allowed the elevator to be analyzed as hinged from the stabilizer. All analyses predicted lower flutter dynamic pressures than experiment with best agreement (within 12 percent) for the hinged elevator method. Considering the model as mounted from a flexible rather than rigid sting in the analyses, had only a slight effect on the flutter results but was significant in that a sting related vibration mode was identified as a potentially flutter critical mode.

Ruhlin, C. L.↗
NASA NTRS2012

Integrated Flight/Structural Mode Control for Very Flexible Aircraft Using L1 Adaptive Output Feedback Controller

This paper explores application of adaptive control architecture to a light, high-aspect ratio, flexible aircraft configuration that exhibits strong rigid body/flexible mode coupling. Specifically, an L(sub 1) adaptive output feedback controller is developed for a semi-span wind tunnel model capable of motion. The wind tunnel mount allows the semi-span model to translate vertically and pitch at the wing root, resulting in better simulation of an aircraft s rigid body motion. The control objective is to design a pitch control with altitude hold while suppressing body freedom flutter. The controller is an output feedback nominal controller (LQG) augmented by an L(sub 1) adaptive loop. A modification to the L(sub 1) output feedback is proposed to make it more suitable for flexible structures. The new control law relaxes the required bounds on the unmatched uncertainty and allows dependence on the state as well as time, i.e. a more general unmatched nonlinearity. The paper presents controller development and simulated performance responses. Simulation is conducted by using full state flexible wing models derived from test data at 10 different dynamic pressure conditions. An L(sub 1) adaptive output feedback controller is designed for a single test point and is then applied to all the test cases. The simulation results show that the L(sub 1) augmented controller can stabilize and meet the performance requirements for all 10 test conditions ranging from 30 psf to 130 psf dynamic pressure.

Che, Jiaxing↗
NASA NTRSDate not supplied

Numerical Simulation of An Aspect Ratio 13.5 Common Research Model with Trailing Edge Mini-Flaps

This paper presents an aeroelastic modeling study of an aspect ratio 13.5 wind tunnel scale Common Research Model (CRM) with trailing edge mini-flaps. FUN3D is used for the aeroelastic steady and unsteady simulations at Mach 0.85 and dynamic pressure 230 psf. The aeroelastic simulation results are compared with the in-house developed VSPAERO aeroelastic model results. The incremental aerodynamic coefficients predicted by FUN3D and VSPAERO are close except when the mini-flap deflection angle is 10˚. The control reversal behavior is observed for the wing tip mini-flap. A series of dynamic pressure sweep simulations are performed to determine the control reversal onset point. Unsteady simulation results show that there is no buffet phenomenon observed at angle of attacks 0˚ and 2˚ when the mini-flap is deflected 10˚. The mini-flap oscillation simulations show the nonlinear behavior appears when the deflection angle is about 4˚.

Mini-flap↗
NASA NTRS1987

The thermal environment of transatmospheric vehicles

A transatmospheric vehicle using primarily air-breathing propulsion must fly in the denser part of the atmosphere to achieve adequate acceleration to reach orbital speed. The potentially long ascent times, combined with the need for a low-drag configuration, result in a severe aerothermodynamics environment. To achieve low drag, the vehicle must have a relatively sharp nose and wing leading edges. The ascent peak stagnation point and equilibrium wall temperatures for the wing leading edge can reach values of 4000 K and 3000 K, respectively, for high dynamic pressure trajectories, making some form of mass addition cooling mandatory. The corresponding temperatures during entry are about 1500 K lower. The vehicle windward centerline temperatures are more moderate, however, with values peaking around 1500 K. Therefore, radiative cooling should be effective over large areas of the vehicle. The windward, centerline heat loads are relatively insensitive to the dynamic pressure of the ascent trajectory, in contrast to the stagnation point and wing leading edge. The windward surface entry heat loads are much lower, but depend strongly on the flightpath.

Tauber, Michael E.↗
NASA NTRS2013

Effects of the Orion Launch Abort Vehicle Plumes on Aerodynamics and Controllability

Characterization of the launch abort system of the Multi-purpose Crew Vehicle (MPCV) for control design and accurate simulation has provided a significant challenge to aerodynamicists and design engineers. The design space of the launch abort vehicle (LAV) includes operational altitudes from ground level to approximately 300,000 feet, Mach numbers from 0-9, and peak dynamic pressure near 1300psf during transonic flight. Further complicating the characterization of the aerodynamics and the resultant vehicle controllability is the interaction of the vehicle flowfield with the plumes of the two solid propellant motors that provide attitude control and the main propulsive impulse for the LAV. These interactions are a function of flight parameters such as Mach number, altitude, dynamic pressure, vehicle attitude, as well as parameters relating to the operation of the motors themselves - either as a function of time for the AM, or as a result of the flight control system requests for control torque from the ACM. This paper discusses the computational aerodynamic modeling of the aerodynamic interaction caused by main abort motor and the attitude control motor of the MPCV LAV, showing the effects of these interactions on vehicle controllability.

Vicker, Darby↗
NASA NTRS1940

Longitudinal stability and control with special reference to slipstream effects

Report presents the results of a study of data obtained in the NACA full-scale wind tunnel concerning the effects of interference and of propeller operation on longitudinal stability and control. The data include pitching moments for various power conditions for airplanes with tails removed and with tails set at various stabilizer and elevator angles. A number of surveys of the dynamic pressure and the flow direction in the region of the horizontal tail surface are also included. Results are given for eight airplanes, including a model of a four-engine airplane tested both as a tractor and as a pushed and a model of two-engine pusher. The effects are shown of propeller operation on the downwash angles and the dynamic pressures at the tail and on the pitching-moment contribution of the propeller and the wing.

Katzoff, S↗
NASA NTRS1988

Supersonic jet plume interaction with a flat plate

Supersonic jet plume interaction with a flat plate was studied using a model scaled test apparatus designed to simulate plume/aircraft structure interaction for the cruise configuration. The generic configuration consisted of a rectangular supersonic nozzle of aspect ratio 7, and a large flat plate located beneath the nozzle at various nozzle plate distances; the plate was instrumented to measure surface dynamic pressure and mean wall temperature, with provisions for measurements of acceleration and strain on coupon size panels that could be inserted in the plate. Phase-averaged schlieren measurements revealed the presence of high-intensity acoustic emission from the supersonic plume above the plate, directed upstream; this radiation could be associated with the shock noise generation. Narrow band spectra of surface dynamic pressure show spectral peaks with amplitude levels reaching 1 psi, related to the screech tones. Temperature measurements indicated elevated surface temperatures in regions of high turbulence intensity.

Seiner, John M.↗
NASA NTRS1991

Range optimization for a supersonic aircraft

Range optimal trajectories for an aircraft flying in the vertical plane are obtained from Pontryagin's Minimum Principle. Control variables are load factor n which appears nonlinearly in the equations of motion and throttle setting eta, which appears only linearly. Both controls are subject to fixed bounds, namely eta between values of 0 and 1 and absolute value of n not greater than n(max). Additionally, a dynamic pressure limit is imposed, which represents a first-order state-inequality constraint. For fixed flight time, fixed initial coordinates, and partially fixed final coordinates, the effect of the load factor limit absolute value of n not greater than n(max) is studied. Upon varying n(max), six different switching structures are obtained. All trajectories involve singular control along arcs with active dynamic pressure limit.

Seywald, Hans↗
NASA NTRS1975

Analysis of various descent trajectories for a hypersonic-cruise, cold-wall research airplane

The probable descent operating conditions for a hypersonic air-breathing research airplane were examined. Descents selected were cruise angle of attack, high dynamic pressure, high lift coefficient, turns, and descents with drag brakes. The descents were parametrically exercised and compared from the standpoint of cold-wall (367 K) aircraft heat load. The descent parameters compared were total heat load, peak heating rate, time to landing, time to end of heat pulse, and range. Trends in total heat load as a function of cruise Mach number, cruise dynamic pressure, angle-of-attack limitation, pull-up g-load, heading angle, and drag-brake size are presented.

Lawing, P. L.↗
NASA NTRS2011

Ares I-X Test Flight Reference Trajectory Development

Ares I-X was the first test flight of NASA's Constellation Program's Ares I crew launch vehicle. Ares I is a two stage to orbit launch vehicle that provides crew access to low Earth orbit for NASA's future manned exploration missions. The Ares I first stage consists of a Shuttle solid rocket motor (SRM) modified to include an additional propellant segment and a liquid propellant upper stage with an Apollo J2X engine modified to increase its thrust capability. The modified propulsion systems were not available for the first test flight, thus the test had to be conducted with an existing Shuttle 4 segment reusable solid rocket motor (RSRM) and an inert Upper Stage. The test flight's primary objective was to demonstrate controllability of an Ares I vehicle during first stage boost and the ability to perform a successful separation. In order to demonstrate controllability, the Ares I-X ascent control algorithms had to maintain stable flight throughout a flight environment equivalent to Ares I. The goal of the test flight reference trajectory development was to design a boost trajectory using the existing RSRM that results in a flight environment equivalent to Ares I. A trajectory similarity metric was defined as the integrated difference between the Ares I and Ares I-X Mach versus dynamic pressure relationships. Optimization analyses were performed that minimized the metric by adjusting the inert upper stage weight and the ascent steering profile. The sensitivity of the optimal upper stage weight and steering profile to launch month was also investigated. A response surface approach was used to verify the optimization results. The analyses successfully defined monthly ascent trajectories that matched the Ares I reference trajectory dynamic pressure versus Mach number relationship to within 10% through Mach 3.5. The upper stage weight required to achieve the match was found to be feasible and varied less than 5% throughout the year. The paper will discuss the flight test requirements, provide Ares I-X vehicle background, discuss the optimization analyses used to meet the requirements, present analysis results, and compare the reference trajectory to the reconstructed flight trajectory.

Starr, Brett R.↗
NASA NTRS2000

Case Study of Solar Wind and IMF Influence on Ionospheric Outflow

We examine ionospheric outflows in the high attitude magnetospheric polar cap during the POLAR satellite's apogee on 04/19/96 using the TIDE instrument. The pass has a fairly constant flux of H+ which is similar to many other passes, but there is a large amount of O+ present. The elevated levels of O+ may be due both to the geophysical conditions during the apogee pass (Kp=5) and prior to the pass. When the outflows for many high altitude polar cap passes are analyzed the O+ density correlates well with the dynamic pressure. There are several aspects of this pass which are interesting besides the abundance of O+ relative to H+. In this pass both the H+ and O+ outflow velocity correlate with both the solar wind speed and Interplanetary Magnetic Field (IMF) Bx. The geophysical conditions are such that the solar wind speed and IMF Bx are highly correlated with each other. For this case the dynamic pressure of the solar wind is fairly constant and has an average value of about 2.5 nPa which is typical for the solar wind, but the average solar wind speed is about 695 km/s which is greater than 450 km/s which is typical for the solar wind at I AU. The ion outflow measurements themselves are interrelated. The H+ density and parallel speed are anticorrelated which results in the constant flux. The 0+ density does not have as large of a anticorrelation with its parallel speed as H+ does with its parallel speed.

Elliott, H. A.↗
NASA NTRS1989

Guidance, steering, load relief and control of an asymmetric launch vehicle

A new guidance, steering, and control concept is described and evaluated for the Third Phase of an asymmetrical configuration of the Advanced Launch System (ALS). The study also includes the consideration of trajectory shaping issues and trajectory design as well as the development of angular rate, angular acceleration, angle of attack, and dynamic pressure estimators. The Third Phase guidance, steering and control system is based on controlling the acceleration-direction of the vehicle after an initial launch maneuver. Unlike traditional concepts, the alignment of the estimated and commanded acceleration-directions is unimpaired by an add-on load relief. Instead, the acceleration-direction steering-control system features a control override that limits the product of estimated dynamic pressure and estimated angle of attack. When this product is not being limited, control is based exclusively on the commanded acceleration-direction without load relief. During limiting, control is based on nulling the error between the limited angle of attack and the estimated angle of attack. This limiting feature provides full freedom to the acceleration-direction steering and control to shape the trajectory within the limit, and also gives full priority to the limiting of angle of attack when necessary. The flight software concepts were analyzed on the basis of their effects on pitch plane motion.

Boelitz, Frederick W.↗
NASA NTRS1991

Control concept for maneuvering in hypersonic flight

This research investigates an approach to provide precise, coordinated maneuver control during excursions from a hypersonic cruise flight path while observing the necessary flight condition constraints. The approach achieves specified guidance commands by resolving altitude and cross-range errors into a load factor and bank angle command through a coordinate transformation which acts as an interface between outer loop guidance controls and inner loop flight controls. This interface, referred to as a 'resolver', applies constraints on angle-of-attack and dynamic pressure perturbations while prioritizing altitude regulation over crossrange. An unpiloted test simulation, in which the resolver was used to drive inner-loop flight controls, produced time histories of responses to guidance commands at Mach numbers of 6, 10, 15, and 20. It is shown that angle-of-attack and throttle perturbation constraints, combined with high-speed flight effects and the desire to maintain constant dynamic pressure, significantly impact the maneuver envelope for a hypersonic vehicle. Turn rate, climb rate, and descent rate limits are expressed in terms of these constraints.

Raney, David L.↗
NASA NTRS1994

Motion of the heliospheric termination shock. 4: MHD effects

In this paper we generalize earlier gasdynamic analyses of the motion of the heliospheric termination shock in response to upstream disturbances (Barnes, 1993, 1994; Naidu and Barnes, 1994), to include magnetohydrodynamic (MHD) phenomena. We assume that the termination shock is a strong, perpendicular shock and that the initial upstream disturbance is a tangential discontinuity. The resulting configuration after the interaction is very similar to that in the gasdynamic models after an interaction with a contact discontinuity or interplanetary shock, and for an increase (decrease) in dynamic pressure consists of an outward (inward) propagating termination shock and an outward propagating shock (MHD rarefraction wave) that carries the signal of the disturbance into the far downstream plasma. The plasma immediately behind the new termination shock is separated from the downstream signal by a tangential discontinuity. The results of the model show that the speed of the new termination shock depends mainly on the magnitude of the change in dynamic pressure and are typically of order approximately 100 km/s, comparable to the results of the gasdynamic models.

Naidu, Kamcilla↗
NASA NTRS1994

Motion of the Heliospheric Termination Shock: MHD Effects - 4

In this paper we generalize earlier gasdynamic analyses of the motion of the heliospheric termination shock in response to upstream disturbances to include magnetohydrodynamic (MHD) phenomena. We assume that the termination shock is a strong, perpendicular shock and that the initial upstream disturbance is a tangential discontinuity. The resulting configuration after the interaction is very similar to that in the gasdynamic models after an interaction with a contact discontinuity or interplanetary shock, and for an increase (decrease) in dynamic pressure consists of an outward (inward) propagating termination shock and an outward propagating shock (MHD rarefaction wave) that carries the signal of the disturbance into the far downstream plasma. The plasma immediately behind the new termination shock is separated from the downstream signal by a tangential discontinuity. The results of the model show that the speed of the new termination shock depends mainly on the magnitude of the change in dynamic pressure and are typically of order -100 km/s, comparable to the results of the gasdynamic models.

Naidu, Kamcilla↗
NASA NTRS1991

Properties of the optimal trajectories for coplanar, aeroassisted orbital transfer

The optimization of trajectories for coplanar, aeroassisted orbital transfer (AOT) from a high earth orbit (HEO) to a low earth orbit (LEO) is examined. In particular, HEO can be a geosynchronous earth orbit (GEO). During the atmospheric pass, the trajectory is controlled via the lift coefficient in such a way that the total characteristic velocity is minimized. First, an ideal optimal trajectory is determined analytically for lift coefficient unbounded. This trajectory is called a grazing trajectory. For the grazing trajectory, the lift coefficient varies in such a way that the lift, the contrifugal force due to the earth's curvature, the weight, and the Coriolis force due to the earth's rotation are in static balance. Also, the grazing trajectory minimizes the total characteristic velocity and simultaneously nearly minimizes the peak values of the altitude drop, dynamic pressure, and heating rate. Next, starting from the grazing trajectory results, a real optimal trajectory is determined numerically for the lift coefficient bounded from both below and above. This trajectory is characterized by atmospheric penetration with the smallest possible entry angle, followed by flight at the lift coefficient lower bound. The real optimal trajectory minimizes the total characteristic velocity and simultaneously nearly minimizes the peak values of the altitude drop, the dynamic pressure, and the heating rate.

Miele, A.↗
NASA NTRSDate not supplied

Progress on Transonic Flutter and Shock Buffet Computationsin Support of the Third Aeroelastic Prediction Workshop

This paper reports on the progress of the NASA Langley team contributions to the third Aeroelastic Pre-diction Workshop’s (AePW-3) High Angle Working Group (HAWG). The primary objectives of HAWG is to predict the fluter dynamic pressure of the NASA Benchmark Supercritical Wing (BSCW) configuration at Mach 0.8 and 5◦angle of attack. The secondary objective is to determine if a shock-buffet onset is present at or near that flow condition. The computational results are obtained using FUN3D, an unstructured grid Reynolds-averaged Navier-Stokes solver developed at the NASA Langley Research Center. The preliminary analysis results show a computationally-obtained flutter dynamic pressure of approximately 120 psf. Initial results describing unforced BSCW unsteady flow environment at flutter condition are also presented.

Pawel Chwalowski↗
NASA NTRS1989

Results of a parametric aeroelastic stability analysis of a generic X-wing aircraft

This paper discusses the trends in longitudinal dynamic aeroelastic stability of a generic x-wing aircraft model with design parameter variations. X-wing rotor blade sweep angle, ratio of blade mass to total vehicle mass, blade structural stiffness cross-coupling and vehicle center-of-gravity location were parameters considered. The typical instability encountered is body-freedom flutter involving a low frequency interaction of the first elastic mode and the aircraft short period mode. Parametric cases with the lowest static margin consistently demonstrated the highest flutter dynamic pressures. As mass ratio was increased, the flutter boundary decreased. The decrease was emphasized as center-of-gravity location was moved forward. As sweep angle varied, it was observed that the resulting increase in forward-swept blade bending amplitude relative to aft blade bending amplitude in the first elastic mode had a stabilizing effect on the flutter boundary. Finally, small amounts of stiffness cross-coupling in the aft blades increased flutter dynamic pressure.

Woods, Jessica A.↗