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All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

The post-eclipse brightening of Io.

Review of the photometric work on eclipse reappearances of Io. New observations of eclipse reappearances of Io confirm the posteclipse brightness anomaly reported by Binder and Cruikshank (1964) but testify to its intermittent nature. A posteclipse anomaly of approximately 0.07 mag was observed on two occasions in 1972, while observations of Europa and Ganymede showed no brightness anomaly greater than 0.01 mag. The atmospheric condensation model for the anomaly on Io is reviewed in terms of the quantity of frost required to produce the effect and the corresponding amount of gas liberated to the atmosphere upon sublimation. The observational data and the results from a stellar occultation are in general accord with the theoretical predictions of the stability of heavy gases on Io, while both observational and theoretical criteria are satisfied by a tenuous atmosphere of a heavy gas such as methane or ammonia having a surface pressure of about 0.1 microbar.

Cruikshank, D. P.↗
NASA NTRS1977

A study of commuter airplane design optimization

Problems of commuter airplane configuration design were studied to affect a minimization of direct operating costs. Factors considered were the minimization of fuselage drag, methods of wing design, and the estimated drag of an airplane submerged in a propellor slipstream; all design criteria were studied under a set of fixed performance, mission, and stability constraints. Configuration design data were assembled for application by a computerized design methodology program similar to the NASA-Ames General Aviation Synthesis Program.

Roskam, J.↗
NASA NTRS1979

Preliminary study of pilot lateral control of two light airplanes near the stall

For two representative light, single-engine airplanes the single-axis piloting task of controlling bank angle with combined aileron and rudder, and a two-axis task of controlling bank angle with aileron and sideslip with rudder have been studied. For these tasks existing divergence criteria have been applied to determine conditions for closed-loop stability for selected flight conditions near the stall; in addition closed-loop stability characteristics and airplane response to bank angle command were calculated. Results obtained from applying the divergence criterion and from calculations of airplane responses to bank angle command indicate that aileron-alone bank angle control is marginally acceptable at high angle of attack. Of the two rudder control techniques considered, rudder used with the aileron in controlling bank angle increasd stability and produced satisfactory responses; the combined bank angle and sideslip control task does not warrant further consideration because of the task difficulty and the small improvement indicated in airplane closed-loop response with this technique.

Moul, M. T.↗
NASA NTRS1984

Applications of model structure determination to flight test data

Several statistical and information criteria need to be considered when selecting an adequate model. Incorrect stability and control derivates result from inadequate aerodynamic model structure. Stepwise regression is used to determine the structure for an adequate model. Flight data which covers a nonlinear aerodynamic model range may be analyzed as a single data set or partitioned into several distinct sets. Stepwise regression for model structure detemination and parameter estimation was successfully applied to three aircraft types (single engine general aviation, unaugmented modern jet fighter, jet transport).

Batterson, J. G.↗
NASA NTRS1984

Natural laminar flow experiments on modern airplane surfaces

Flight and wind-tunnel natural laminar flow experiments have been conducted on various lifting and nonlifting surfaces of several airplanes at unit Reynolds numbers between 0.63 x 10 to the 6th power/ft and 3.08 x 10 to the 6th power/ft, at Mach numbers from 0.1 to 0.7, and at lifting surface leading-edge sweep angles from 0 deg to 63 deg. The airplanes tested were selected to provide relatively stiff skin conditions, free from significant roughness and waviness, on smooth modern production-type airframes. The observed transition locations typically occurred downstream of the measured or calculated pressure peak locations for the test conditions involved. No discernible effects on transition due to surface waviness were observed on any of the surfaces tested. None of the measured heights of surface waviness exceeded the empirically predicted allowable surface waviness. Experimental results consistent with spanwise contamination criteria were observed. Large changes in flight-measured performance and stability and control resulted from loss of laminar flow by forced transition. Rain effects on the laminar boundary layer caused stick-fixed nose-down pitch-trim changes in two of the airplanes tested. No effect on transition was observed for flight through low-altitude liquid-phase clouds. These observations indicate the importance of fixed-transition tests as a standard flight testing procedure for modern smooth airframes.

Holmes, B. J.↗
NASA NTRS1981

Practical robustness measures in multivariable control system analysis

The robustness of the stability of multivariable linear time invariant feedback control systems with respect to model uncertainty is considered using frequency domain criteria. Available robustness tests are unified under a common framework based on the nature and structure of model errors. These results are derived using a multivariable version of Nyquist's stability theorem in which the minimum singular value of the return difference transfer matrix is shown to be the multivariable generalization of the distance to the critical point on a single input, single output Nyquist diagram. Using the return difference transfer matrix, a very general robustness theorem is presented from which all of the robustness tests dealing with specific model errors may be derived. The robustness tests that explicitly utilized model error structure are able to guarantee feedback system stability in the face of model errors of larger magnitude than those robustness tests that do not. The robustness of linear quadratic Gaussian control systems are analyzed.

Lehtomaki, N. A.↗
NASA NTRS2014

Adaptive Augmenting Control Flight Characterization Experiment on an F/A-18

This paper summarizes the Adaptive Augmenting Control (AAC) flight characterization experiments performed using an F/A-18 (TN 853). AAC was designed and developed specifically for launch vehicles, and is currently part of the baseline autopilot design for NASA's Space Launch System (SLS). The scope covered here includes a brief overview of the algorithm (covered in more detail elsewhere), motivation and benefits of flight testing, top-level SLS flight test objectives, applicability of the F/A-18 as a platform for testing a launch vehicle control design, test cases designed to fully vet the AAC algorithm, flight test results, and conclusions regarding the functionality of AAC. The AAC algorithm developed at Marshall Space Flight Center is a forward loop gain multiplicative adaptive algorithm that modifies the total attitude control system gain in response to sensed model errors or undesirable parasitic mode resonances. The AAC algorithm provides the capability to improve or decrease performance by balancing attitude tracking with the mitigation of parasitic dynamics, such as control-structure interaction or servo-actuator limit cycles. In the case of the latter, if unmodeled or mismodeled parasitic dynamics are present that would otherwise result in a closed-loop instability or near instability, the adaptive controller decreases the total loop gain to reduce the interaction between these dynamics and the controller. This is in contrast to traditional adaptive control logic, which focuses on improving performance by increasing gain. The computationally simple AAC attitude control algorithm has stability properties that are reconcilable in the context of classical frequency-domain criteria (i.e., gain and phase margin). The algorithm assumes that the baseline attitude control design is well-tuned for a nominal trajectory and is designed to adapt only when necessary. Furthermore, the adaptation is attracted to the nominal design and adapts only on an as-needed basis (see Figure 1). The MSFC algorithm design was formulated during the Constellation Program and reached a high maturity level during SLS through simulation-based development and internal and external analytical review. The AAC algorithm design has three summary-level objectives: (1) "Do no harm;" return to baseline control design when not needed, (2) Increase performance; respond to error in ability of vehicle to track command, and (3) Regain stability; respond to undesirable control-structure interaction or other parasitic dynamics. AAC has been successfully implemented as part of the Space Launch System baseline design, including extensive testing in high-fidelity 6-DOF simulations the details of which are described in [1]. The Dryden Flight Research Center's F/A-18 Full-Scale Advanced Systems Testbed (FAST) platform is used to conduct an algorithm flight characterization experiment intended to fully vet the aforementioned design objectives. FAST was specifically designed with this type of test program in mind. The onboard flight control system has full-authority experiment control of ten aerodynamic effectors and two throttles. It has production and research sensor inputs and pilot engage/disengage and real-time configuration of up to eight different experiments on a single flight. It has failure detection and automatic reversion to fail-safe mode. The F/A-18 aircraft has an experiment envelope cleared for full-authority control and maneuvering and exhibits characteristics for robust recovery from unusual attitudes and configurations aided by the presence of a qualified test pilot. The F/A-18 aircraft has relatively high mass and inertia with exceptional performance; the F/A-18 also has a large thrust-to-weight ratio, owing to its military heritage. This enables the simulation of a portion of the ascent trajectory with a high degree of dynamic similarity to a launch vehicle, and the research flight control system can simulate unstable longitudinal dynamics. Parasitic dynamics such as slosh and bending modes, as well as atmospheric disturbances, are being produced by the airframe via modification of bending filters and the use of secondary control surfaces, including leading and trailing edge flaps, symmetric ailerons, and symmetric rudders. The platform also has the ability to inject signals in flight to simulate structural mode resonances or other challenging dynamics. This platform also offers more test maneuvers and longer maneuver times than a single rocket or missile test, which provides ample opportunity to fully and repeatedly exercise all aspects of the algorithm. Prior to testing on an F/A-18, AAC was the only component of the SLS autopilot design that had not been flight tested. The testing described in this paper raises the Technology Readiness Level (TRL) early in the SLS Program and is able to demonstrate its capabilities and robustness in a flight environment.

VanZwieten, Tannen S.↗
NASA NTRS2021

Feasibility of Earthbound Motion in Lunar Gravity

BACKGROUND: Marginal stability of astronaut movement while performing lunar surface tasks has been well documented, and is clearly demonstrated in videos of falls, and near falls, during Apollo Lunar Extravehicular Activities. Referencing mission reports from Apollo 15 and 16 [1, 2], suspected causes for falls include: surface conditions, visibility, and gravitational effects (hypogravity). In this preliminary test, we employ the open-source biomechanical tool OpenSim [3, 4] to analyze the impact of lunar gravity (Lg) on two object-pickup motions performed by a single shirt-sleeved subject. Specifically, we attempt to answer the following questions based on an estimation of the Center of Mass Projection (CoMP) and ground reaction force Center of Pressure (COP) as it relates to the astronaut Base of Support (BOS) for 1g and Lg conditions: 1. Is the task motion, as performed in 1g, dynamically feasible in 1g and Lg? 2. Can we make the motion dynamically feasible in Lg by slowing it down? 3. Is the Lg COP equal to the 1g COP at a theoretically predicted reduction in motion speed? METHODS AND RESULTS: To answer the first question, the gravitational acceleration in the OpenSim model is modified from a nominal 9.81 m/s2 to 1.64 m/s2, and the 1g joint trajectory is input to an OpenSim based method [5] for estimating ground reaction forces and moments. From this method, the position of the CoMP and COP can be estimated and checked to see if they remain within a simulated BOS formed from the footprint of the OpenSim model to determine whether the motion is dynamically feasible. As expected, both of the motions were estimated to be feasible in a 1g environment, however, both motions had periods of infeasibility in Lg. It is well known that crew members make adjustments to motion trajectories in altered gravity fields to maintain balance. As a first step, we considered the simple adjustment of slowing the motion in Lg by a constant factor. This was accomplished by scaling the time stamps in the motion trajectory file by that factor. For the two motions considered, it was found that scale factors of 1.3 and 1.4 kept the COP just within the subject BOS. The CoMP is unchanged by the gravity field. Simple analysis of an inverted pendulum in the Lg environment, which generalizes to a general multibody system, leads to a theoretical prediction that a reduction in speed factor of √1g/Lg, or 2.445, will make the COP trajectory in Lg equivalent to that in 1g. When the above procedure was performed with a factor of 2.445, the estimated COP in Lg, was observed to be very close to that in 1g. In summary, we have developed a method for estimating the CoMP and COP in Lg, for subject motion collected in 1g. We believe this method can prove to be a valuable check and balance for simulated Lg training and testing by exposing potential simulator-induced artifacts that make the simulated task motion seem possible, when in fact, it would violate the above criteria. We also note that a reduction in task speed should tend the task motion towards stability, with a theoretical slowdown factor of √1g/Lg making the motion stability equal to that in 1g according to the CoMP and COP criteria.

R K Huffman↗
NASA NTRS1992

The Triton: Design concepts and methods

During the design of the C & P Aerospace Triton, a few problems were encountered that necessitated changes in the configuration. After the initial concept phase, the aspect ratio was increased from 7 to 7.6 to produce a greater lift to drag ratio (L/D = 13) which satisfied the horsepower requirements (118 hp using the Lycoming O-235 engine). The initial concept had a wing planform area of 134 sq. ft. Detailed wing sizing analysis enlarged the planform area to 150 sq. ft., without changing its layout or location. The most significant changes, however, were made just prior to inboard profile design. The fuselage external diameter was reduced from 54 to 50 inches to reduce drag to meet the desired cruise speed of 120 knots. Also, the nose was extended 6 inches to accommodate landing gear placement. Without the extension, the nosewheel received an unacceptable percentage (25 percent) of the landing weight. The final change in the configuration was made in accordance with the stability and control analysis. In order to reduce the static margin from 20 to 13 percent, the horizontal tail area was reduced from 32.02 to 25.0 sq. ft. The Triton meets all the specifications set forth in the design criteria. If time permitted another iteration of the calculations, two significant changes would be made. The vertical stabilizer area would be reduced to decrease the aircraft lateral stability slope since the current value was too high in relation to the directional stability slope. Also, the aileron size would be decreased to reduce the roll rate below the current 106 deg/second. Doing so would allow greater flap area (increasing CL(sub max)) and thus reduce the overall wing area. C & P would also recalculate the horsepower and drag values to further validate the 120 knot cruising speed.

Meholic, Greg↗
NASA NTRS1993

Active stabilization to prevent surge in centrifugal compression systems

This report documents an experimental and analytical study of the active stabilization of surge in a centrifugal engine. The aims of the research were to extend the operating range of a compressor as far as possible and to establish the theoretical framework for the active stabilization of surge from both an aerodynamic stability and a control theoretic perspective. In particular, much attention was paid to understanding the physical limitations of active stabilization and how they are influenced by control system design parameters. Previously developed linear models of actively stabilized compressors were extended to include such nonlinear phenomena as bounded actuation, bandwidth limits, and robustness criteria. This model was then used to systematically quantify the influence of sensor-actuator selection on system performance. Five different actuation schemes were considered along with four different sensors. Sensor-actuator choice was shown to have a profound effect on the performance of the stabilized compressor. The optimum choice was not unique, but rather shown to be a strong function of some of the non-dimensional parameters which characterize the compression system dynamics. Specifically, the utility of the concepts were shown to depend on the system compliance to inertia ratio ('B' parameter) and the local slope of the compressor speedline. In general, the most effective arrangements are ones in which the actuator is most closely coupled to the compressor, such as a close-coupled bleed valve inlet jet, rather than elsewhere in the flow train, such as a fuel flow modulator. The analytical model was used to explore the influence of control system bandwidth on control effectiveness. The relevant reference frequency was shown to be the compression system's Helmholtz frequency rather than the surge frequency. The analysis shows that control bandwidths of three to ten times the Helmholtz frequency are required for larger increases in the compressor flow range. This has important implications for implementation in gas turbine engines since the Helmholtz frequencies can be over 100 Hz, making actuator design extremely challenging.

Epstein, Alan H.↗
NASA NTRS1987

Shuttle/Centaur G-prime composite adapters damage tolerance/repair test program

The Space Shuttle/Centaur Composite Adapters Damage Tolerance/Repair Test program had as its goals the determination of probable and potentially critical defects or damages on the adapters' strength and stability, as well as the adequacy of repairs on significantly damaged areas and the generation of NDT data for the upgrading of acceptance criteria. Such rational accept/reject criteria and repair methods reduce both engineering liason costs and any unnecessary parts-scrapping. Successful 'damage tolerant' design ensures that degradations of strength and stability due to undetected defects or damage will not be catastrophic.

Sollars, Teresa A.↗
DOE OSTI2020

Prediction of Highly Selective Electrocatalytic Nitrogen Reduction at Low Overpotential on a Mo-Doped g-GaN Monolayer

Identifying efficient electrocatalysts with low overpotential and high selectivity for producing ammonia from nitrogen gas is essential for any future electrocatalytic nitrogen reduction reaction (NRR)-based ammonia synthesis. Via density functional theory calculations and the computational hydrogen electrode model, we systematically examine the prospect of using a single-transition-metal (TM)-atom-doped graphene-like GaN (g-GaN) monolayer as an electrocatalyst for artificial nitrogen reduction. Among 15 TMs investigated, the Mo-doped g-GaN (Mo@g-GaN) monolayer is the only electrocatalyst predicted to be feasible for the NRR. The Mo@g-GaN monolayer satisfies all screening criteria considered for activating the inert N≡N triple bond effectively, including stabilization of the adsorbed (*) NRR intermediate *NNH and destabilization of the *NH 2 species. This monolayer also possesses sufficient overall stability. A complete analysis of the likely mechanisms involved in the NRR on this catalyst suggests that the Mo@g-GaN monolayer could exhibit promising NRR catalytic activity. It achieves this via one specific (distal) pathway, which has a very low onset potential of –0.33 V vs the reversible hydrogen electrode (RHE), corresponding to a low overpotential of 0.42 V vs the RHE, defined using the measured equilibrium potential for NRR of 0.09 V vs the RHE. The potential-determining step, conversion of *NH 2 to *NH 3 , also exhibits a surmountable barrier of 0.42 eV, suggesting kinetics will be facile. Finally, the Mo@g-GaN monolayer is predicted to exhibit substantial selectivity (~31%) toward ammonia synthesis over the competing hydrogen evolution reaction. The finding presented in this work may open a potential route for artificial ammonia synthesis using a single-atom catalyst under ambient conditions.

25 ENERGY STORAGE↗
NASA NTRS1976

The C-5A active lift distribution control system

The ALDCS development and design tasks, ALDCS functional configuration, and resulting challenges encountered while accomplishing the first phase of the program are described. These tasks are establishing system requirements and criteria and synthesizing a system mechanization to meet the desired load alleviation, stability margins, flight safety, and flying qualities performance. Results of the ALDCS development and prototype system flight simulation programs, and control law optimization including system stability, handling qualities and structural load analyses are presented, along with concluding remarks relative to the system design integration.

Hargrove, W. J.↗
NASA NTRS1989

Investigations of modifications to improve the spin resistance of a high-wing, single-engine, light airplane

A general aviation aircraft with drooped leading edge modifications for improvement of lateral stability at high angles of attack has been flight tested in combination with a ventral fin which improves directional stability. The two modifications were assessed in light of spin-resistance criteria proposed for incorporation into FAA certification regulations. The configuration combining outboard wing leading-edge droop and a ventral fin yielded a substantial increase in spin resistance, but fell short of all requirements encompassed by the proposed spin-resistance criteria.

Manuel, G. S.↗
NASA NTRS1954

Methods for obtaining desired helicopter stability characteristics

A brief summary is made of methods available to the helicopter designer for obtaining desired stability characteristics by modifications to the airframe design. The discussion is based on modifications made during the establishment of flying-qualities criteria and includes sample indications of theoretical studies of additional methods.

Helicopters↗
NASA NTRS1958

Methods for obtaining desired helicopter stability characteristics and procedures for stability predictions

Part I of this report presents a brief review of methods available to the helicopter designer for obtaining desired stability characteristics by modifications to the airframe design. The discussion is based on modifications made during the establishment of flying-qualities criteria and includes sample results of theoretical studies of additional methods. The conclusion is reached that it is now feasible to utilize combinations of methods whereby stability-parameter values are realized which in turn provide the desired stability characteristics. Part II reviews some of the methods of predicting rotor stability derivatives. The procedures by which these rotor derivatives are employed to estimate helicopter stability characteristics have been summarized.

Gustafson, F B↗
DOE OSTI2026

Unlocking superplasticity in medium and high-entropy alloys

Superplasticity, the capacity of materials to sustain extraordinary tensile elongations at elevated temperatures, underpins a range of advanced metal-forming technologies. Conventionally, it is achieved in fine-grained alloys where deformation is dominated by grain-boundary sliding, accommodated by diffusion and dislocation activity. The advent of medium- and high-entropy alloys (M/HEAs), with their high chemical complexity and unconventional phase stability, offers new pathways to superplastic behavior beyond traditional alloy systems. Although investigated only recently, several M/HEAs already exhibit elongations that rival or exceed those of classical superplastic materials, particularly when ultrafine or metastable microstructures are engineered. Here, we review progress in understanding superplastic deformation in M/HEAs, emphasizing the interplay among composition, initial microstructure, thermomechanical processing, and microstructural evolution during high-temperature deformation. We discuss approaches to generating the fine-grained structures necessary for grain-boundary sliding, including severe plastic deformation and tailored heat treatments. We further highlight dynamic phenomena such as phase transformations, evolving grain-boundary chemistry, and deformation-induced grain refinement that can enhance plasticity in these systems. These mechanisms often shift the balance of deformation processes, enabling large elongations even outside classical criteria. Finally, we outline key challenges for application, including cost, scalability, recyclability, and microstructural stability.

klenam, Desmond [University of the Witwatersrand, ↗
DOE OSTI2025

Evaluation of dried blood spot sampling for verification of exposure to chemical threat agents

Abstract Purpose Exposure to chemical threat agents (CTAs), including nerve agents, the vesicating agent sulfur mustard, and opioids, remains a significant threat to warfighter and civilian populations. Definitive analytical methods to verify exposure to CTAs require shipping refrigerated or frozen biomedical samples to reference laboratories for analysis. Logistical and financial burdens arise as the transport of biomedical samples is subject to strict restrictions and complex packaging, which, if done incorrectly, can lead to sample deterioration. The use of dried blood spot (DBS) sampling could provide operational improvements for collecting, storing, and shipping important forensic samples. Therefore, this effort focuses on developing DBS techniques with Mitra® 30-µL volumetric absorptive microsampling (VAMS®) devices for use in CTA exposure verification. Methods VAMS® devices were loaded and dried with human whole blood that was exposed to the metabolites pinacolyl methylphosphonic acid (PMPA), ethyl methylphosphonic acid (EMPA), 1,1’sulfonylbis[2-(methylsulfinyl)ethane] (SBMSE), norfentanyl, norcarfentanil, norsufentanil, and norlofentanil. Following extraction from the VAMS® devices, metabolites were detected using liquid chromatography-tandem mass spectrometry (LC–MS/MS). The methods were validated for performance by assessing sensitivity, precision, accuracy, and recovery. Results These methods were sensitive to 1 ng/mL for SBMSE, 0.5 ng/mL for PMPA, EMPA, and norfentanyl; 0.1 ng/mL for norlofentanil, and 0.05 ng/mL for norsufentanil and norcarfentanil. All methods met acceptable precision and accuracy criteria with favorable recovery. Conclusions These results demonstrated the utility of VAMS® in stabilizing human whole blood and show promise as an improved collection method for verification of exposure to various CTAs.

Toxicology↗