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At least 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
NASA NTRS1989

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

This paper discusses the trend 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.↗
NASA NTRS1995

A case and statistical study of transient magnetic field events at geosynchronous orbit and their solar wind origin

We present a statisical survey of Prognoz 10 solar wind observations at the times of transient (step function and impulsive) variations in the dayside magnetospheric magnetic field strength measured by the GOES 5 and 6 geosynchronous satellites. The results indicate that 51% of the magnetospheric events can be associated with corresponding variations in the solar wind dynamic pressure. A further 17% of the events can be associated with fluctuations in the interplanetary magnetic field orientation in the sense previously associated with foreshock pressure pulses. We find no tendency for impulsive events at dayside geosynchronous orbit to be associated with north/south fluctuations in the interplanetary magnetic field (IMF) orientation, nor for the events to occur primarily during intervals of southward IMF. The success rate for associating transient events at dayside geosynchronous orbit with solar wind features decreases as Prognoz 10 moves farther from the Earth-Sun line. The observations indicate that variations in the solar wind dynamic pressure and foreshock pressure pulses associated with variations in the IMF cone angle are the predominant causes of large-amplitude transient events observed at dayside geosynchronous orbit.

Borodkova, N. L.↗
NASA NTRS1979

On the determination of the Hermaean magnetic moment - A critical review

The determination of Mercury's magnetic moment from the spatially and temporally limited observations obtained by the Mariner 10 mission is dependent upon the assumed nature of both the intrinsic planetary magnetic field and that of the magnetospheric current systems. In this paper the methods that have been used for this purpose are reviewed. The results that have been obtained are then considered in comparison with the constraints placed on the planetary field by the solar wind dynamic pressures and stand-off distances inferred from the Mariner 10 magnetic field data by Slavin and Holtzer (1979) which are consistent with an effective dipole moment of 6 + or - 2 x 10 to the 22nd G cu cm. It is found that the models which fit the observations with substantial quadrupole and octupole moments are not consistent with the magnetospheric boundary conditions, presumably owing to incorrect assumptions regarding the magnetopause position, incorrect assumptions regarding solar wind dynamic pressure, and/or averaging over temporal variations in the Mariner 10 data.

Slavin, J. A.↗
NASA NTRS1990

Properties of the optimal trajectories for coplanar, aeroassisted orbital transfer

The optimization of trajectories for coplaner, 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). It is assumed that the initial and final orbits are circular, that the gravitational field is central and is governed by the inverse square law, and that two impulses are employed, one at HEO exit and one at LEO entry. 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 grazing trajectory, because the atmospheric pass is made by flying at constant altitude along the edge of the atmosphere until the excess velocity is depleted. For the grazing trajectory, the lift coefficient varies in such a way that the lift, the centrifugal 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. Consistently with the grazing trajectory behavior, 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 NTRS2017

Pre-Test Assessment of the Upper Bound of the Drag Coefficient Repeatability of a Wind Tunnel Model

A new method is presented that computes a pre{test estimate of the upper bound of the drag coefficient repeatability of a wind tunnel model. This upper bound is a conservative estimate of the precision error of the drag coefficient. For clarity, precision error contributions associated with the measurement of the dynamic pressure are analyzed separately from those that are associated with the measurement of the aerodynamic loads. The upper bound is computed by using information about the model, the tunnel conditions, and the balance in combination with an estimate of the expected output variations as input. The model information consists of the reference area and an assumed angle of attack. The tunnel conditions are described by the Mach number and the total pressure or unit Reynolds number. The balance inputs are the partial derivatives of the axial and normal force with respect to all balance outputs. Finally, an empirical output variation of 1.0 microV/V is used to relate both random instrumentation and angle measurement errors to the precision error of the drag coefficient. Results of the analysis are reported by plotting the upper bound of the precision error versus the tunnel conditions. The analysis shows that the influence of the dynamic pressure measurement error on the precision error of the drag coefficient is often small when compared with the influence of errors that are associated with the load measurements. Consequently, the sensitivities of the axial and normal force gages of the balance have a significant influence on the overall magnitude of the drag coefficient's precision error. Therefore, results of the error analysis can be used for balance selection purposes as the drag prediction characteristics of balances of similar size and capacities can objectively be compared. Data from two wind tunnel models and three balances are used to illustrate the assessment of the precision error of the drag coefficient.

drag coefficient measurement↗
NASA NTRS1959

Transonic Flutter Characteristics of a 45 deg Sweptback Wing with Various Distributions of Ballast Along the Leading Edge

An investigation of the use of ballast at the leading edge of a sweptback wing as a flutter fix has been made. The investigation was conducted in the Langley transonic blowdown tunnel with wing models which had an aspect ratio of 4, sweepback of the quarter-chord line of 450, and a taper ratio of 0.2. Four ballast configurations, which included different amounts of ballast distributed at two different span-wise locations, were investigated. Full-span sting-mounted models were employed. Data were obtained over a Mach number range from 0.65 to 1.32. Comparison of the data for the ballasted wings with data for a similar wing without ballast shows that in the often critical Mach number range between 0.85 and 1.05, the dynamic pressure required for flutter is increased by as much as 100 percent due to the addition of about 6 percent of the wing mass as ballast at the leading edge of the outboard sections. Furthermore, there are indications that similar benefits of leading-edge ballast can be obtained at Mach numbers above M = 1.1. Changing the spanwise location of the ballast and increasing the amount of the ballast by a factor of about 2 had very little additional effect on the dynamic pressure required for flutter. The possibility, therefore, exists that the beneficial effects obtained may be accomplished by using less than the minimum of about 6 percent of the wing mass as ballast as investigated in this paper.

John R Unangst↗
NASA NTRS1982

Disappearing ionospheres on the nightside of Venus

Instruments on the Pioneer Venus Orbiter have detected a substantial ionosphere on the nightside of Venus during most orbits. However, during some orbits the nightside ionosphere seems to have almost disappeared, existing only as irregular patches of low-density plasma. The solar wind dynamic pressure on these occasions is greater than average. Data from several instruments (Langmuir probe, ion mass spectrometer, retarding potential analyzer, magnetometer, and plasma analyzer) have been correlated for a number of orbits during which the nightside ionosphere had disappeared. The magnetic field tends to be coherent, horizontal, and larger than usual, and the electron and ion temperatures are much larger than they usually are on the nightside. Mechanisms are suggested which might explain the reasons for the disappearance of the ionosphere when the solar wind dynamic pressure is large.

Cravens, T. E.↗
NASA NTRS2015

Dynamic Temperature and Pressure Measurements in the Core of a Propulsion Engine

Dynamic temperature and pressure measurements were made in the core of a TECH977 propulsion engine as part of a NASA funded investigation into indirect combustion noise. Dynamic temperature measurements were made in the combustor, the inter-turbine duct, and the mixer using ten two-wire thermocouple probes. Internal dynamic pressure measurements were made at the same locations using piezoresistive transducers installed in semi-infinite coils. Measurements were acquired at four steady state operating conditions covering the range of aircraft approach power settings. Fluctuating gas temperature spectra were computed from the thermocouple probe voltage measurements using a compensation procedure that was developed under previous NASA test programs. A database of simultaneously acquired dynamic temperature and dynamic pressure measurements was produced. Spectral and cross-spectral analyses were conducted to explore the characteristics of the temperature and pressure fluctuations inside the engine, with a particular focus on attempting to identify the presence of indirect combustion noise.

Turbomachinery Noise↗
NASA NTRS1971

High Altitude Flight Test of a Reefed 12.2 Meter Diameter Disk-Gap-Band Parachute with Deployment at Mach Number of 2.58

A reefed 12.2-meter nominal-diameter (40-ft) disk-gap-band parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. A three-stage rocket was used to drive the instrumented payload to an altitude of 43.6 km (143,000 ft), a Mach number of 2.58, and a dynamic pressure of 972 N/m(exp 2) (20.3 lb/ft(exp 2)) where the parachute was deployed by means of a mortar. The parachute deployed satisfactorily and reached a partially inflated condition characterized by irregular variations in parachute projected area. A full, stable reefed inflation was achieved when the system had decelerated to a Mach number of about 1.5. The steady, reefed projected area was 49 percent of the steady, unreefed area and the average drag coefficient was 0.30. Disreefing occurred at a Mach number of 0.99 and a dynamic pressure of 81 N/m(exp 2) (1.7 lb/ft(exp 2)). The parachute maintained a steady inflated shape for the remainder of the deceleration portion of the flight and throughout descent. During descent, the average effective drag coefficient was 0.57. There was little, if any, coning motion, and the amplitude of planar oscillations was generally less than 10 degrees. The film also shows a wind tunnel test of a 1.7-meter-diameter parachute inflating at Mach number 2.0.

EXPERIMENTS↗
NASA NTRS1984

The Solar Wind at 20-30 AU

Pioneer 10 sampled the interplanetary plasma over the range 20 to 30 astronomical units, during the period 1979-1983. The median flow speed is about 400 km/s, and at 20 AU the median density, proton temperature and dynamic pressure are, respectively, 0.025 cm-3, 10(4) K, and 6x10-11 dyne cm-2. It is shown that the average solar wind flow speed does not vary significantly with increasing heliocentric distance, and the density falls off as R-2, as predicted by simple solar wind models. The day-to-day variations in solar wind parameters are smaller at larger distance. Very large shocks however, were detected beyond 25 AU. Comparison of Pioneer 10 and 11 observations at similar distances but different phases of the solar activity cycle shows that solar wind dynamic pressure varies over a wider range during epochs of high solar activity. The variation near 20 AU is likely to be smaller at Voyager 2 Uranus encounter than observed by Pioneer 10 in the 1979-80 period.

Barnes, A.↗
NASA NTRS1982

Evaluation of four subcritical response methods for on-line prediction flutter onset in wind-tunnel tests

The methods were evaluated for use in tests where the flutter model is excited solely by airstream turbulence. The methods were: randomdec, power-spectral-density, peak-hold, and cross-spectrum. The test procedure was to maintain a constant Mach number (M) and increase the dynamic pressure (g) in incremental steps. The test Mach numbers were 0.65, 0.75, 0.82, 0.90, and 1.15. The four methods provided damping trends by which the flutter mode could be tracked and extrapolated to a flutter-onset q. A hard flutter point was obtained at M = 0.82. The peak-hold and cross-spectrum methods gave reliable results and could be most readily used for on-line testing. At M = 0.82, a p-k analysis predicted the same flutter mode as the experiment but a 6-percent lower flutter q. At the subcritical dynamic pressures, calculated damping values were appreciably lower than measured data.

Ruhlin, C. L.↗
NASA NTRS2019

ASPIRE Aerodynamic Models and Flight Performance

The Advanced Supersonic Parachute Inflation Research Experiments (ASPIRE) project waslaunched to develop the capability for testing supersonic parachutes at Mars-relevant conditions.Three initial parachute tests, targeted as a risk-reduction activity for NASA's upcomingMars2020 mission, successfully tested two candidate parachute designs and provided valuabledata on parachute inflation, forces, and aerodynamic behavior. Design of the flight tests dependedon flight mechanics simulations which in turn required aerodynamic models for the payload, andthe parachute. Computational Fluid Dynamics (CFD) was used to generate these models preflightand are compared against the flight data after the tests. For the payload, the reconstructedaerodynamic behavior is close to the pre-flight predictions, but the uncertainties in thereconstructed data are high due to the low dynamic pressures and accelerations during the flightperiod of comparison. For the parachute, the predicted time to inflation agrees well with the preflightmodel; the peak aerodynamic force and the steady state drag on the parachute are withinthe bounds of the pre-flight models, even as the models over-predict the parachute drag atsupersonic Mach numbers. Notably, the flight data does not show the transonic drag decreasepredicted by the pre-flight model. The ASPIRE flight tests provide previously unavailablevaluable data on the performance of a large full-scale parachute behind a slender leading bodyat Mars-relevant Mach number, dynamic pressure and parachute loads. This data is used topropose a new model for the parachute drag behind slender bodies to aid future experiments.

Muppidi, Suman↗
NASA NTRS2019

ASPIRE Aerodynamic Models and Flight Performance

The Advanced Supersonic Parachute Inflation Research Experiments (ASPIRE) project waslaunched to develop the capability for testing supersonic parachutes at Mars-relevant conditions.Three initial parachute tests, targeted as a risk-reduction activity for NASA's upcoming Mars2020 mission, successfully tested two candidate parachute designs and provided valuable data onparachute inflation, forces, and aerodynamic behavior. Design of the flight tests depended onflight mechanics simulations which in turn required aerodynamic models for the payload, andthe parachute. Computational Fluid Dynamics (CFD) was used to generate these models preflightand they are compared against the flight data after the tests. For the payload, thereconstructed aerodynamic behavior is close to the pre-flight predictions, but the uncertaintiesin the reconstructed data are high due to the low dynamic pressures and accelerations duringthe flight period of comparison. For the parachute, the predicted time to inflation agrees wellwith the pre-flight model; the peak aerodynamic force and the steady state drag on the parachuteare within the bounds of the pre-flight models, even as the models over-predict the parachutedrag at supersonic Mach numbers. Notably, the flight data do not show the transonic dragdecrease predicted by the pre-flight model. The ASPIRE flight tests provide previouslyunavailable valuable data on the performance of a large full-scale parachute behind a slenderleading body at Mars-relevant Mach number, dynamic pressure and parachute loads. TheASPIRE results are used to propose a new model for the parachute drag behind slender bodiesto aid future experiments.

Muppidi, Suman↗
NASA NTRS2003

Dayside Proton Aurora: Comparisons between Global MHD Simulations and Image Observations

The IMAGE mission provides a unique opportunity to evaluate the accuracy of current global models of the solar wind interaction with the Earth's magnetosphere. In particular, images of proton auroras from the Far Ultraviolet Instrument (FUV) onboard the IMAGE spacecraft are well suited to support investigations of the response of the Earth's magnetosphere to interplanetary disturbances. Accordingly, we have modeled two events that occurred on June 8 and July 28, 2000, using plasma and magnetic field parameters measured upstream of the bow shock as input to three-dimensional magnetohydrodynamic (MHD) simulations. This paper begins with a discussion of images of proton auroras from the FUV SI-12 instrument in comparison with the simulation results. The comparison showed a very good agreement between intensifications in the auroral emissions measured by FUV SI-12 and the enhancement of plasma flows into the dayside ionosphere predicted by the global simulations. Subsequently, the IMAGE observations are analyzed in the context of the dayside magnetosphere's topological changes in magnetic field and plasma flows inferred from the simulation results. Finding include that the global dynamics of the auroral proton precipitation patterns observed by IMAGE are consistent with magnetic field reconnection occurring as a continuous process while the iMF changes in direction and the solar wind dynamic pressure varies. The global simulations also indicate that some of the transient patterns observed by IMAGE are consistent with sporadic reconnection processes. Global merging patterns found in the simulations agree with the antiparallel merging model. though locally component merging might broaden the merging region, especially in the region where shocked solar wind discontinuities first reach the magnetopause. Finally, the simulations predict the accretion of plasma near the bow shock in the regions threaded by newly open field lines on which plasma flows into the dayside ionosphere are enhanced. Overall the results of these initial comparisons between global MHD simulation results and IMAGE observations emphasize the interplay between reconnection and dynamic pressure processes at the dayside magnetopause. as well as the intricate connection between the bow shock and the auroral region.

Berchem, J.↗
NASA NTRS1993

Reduction of structural loads using maneuver load control on the Advanced Fighter Technology Integration (AFTI)/F-111 mission adaptive wing

A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

Thornton, Stephen V.↗
NASA NTRS2018

Use of the Ames Check Standard Model for the Validation of Wall Interference Corrections

The new check standard model of the NASA Ames 11-ft Transonic Wind Tunnel was chosen for a future validation of the facility's wall interference correction system. The chosen validation approach takes advantage of the fact that test conditions experienced by a large model in the slotted part of the tunnel's test section will change significantly if a subset of the slots is temporarily sealed. Therefore, the model's aerodynamic coefficients have to be recorded, corrected, and compared for two different test section configurations in order to perform the validation. Test section configurations with highly accurate Mach number and dynamic pressure calibrations were selected for the validation. First, the model is tested with all test section slots in open configuration while keeping the model's center of rotation on the tunnel centerline. In the next step, slots on the test section floor are sealed and the model is moved to a new center of rotation that is 33 inches below the tunnel centerline. Then, the original angle of attack sweeps are repeated. Afterwards, wall interference corrections are applied to both test data sets and response surface models of the resulting aerodynamic coefficients in interference-free flow are generated. Finally, the response surface models are used to predict the aerodynamic coefficients for a family of angles of attack while keeping dynamic pressure, Mach number, and Reynolds number constant. The validation is considered successful if the corrected aerodynamic coefficients obtained from the related response surface model pair show good agreement. Residual differences between the corrected coefficient sets will be analyzed as well because they are an indicator of the overall accuracy of the facility's wall interference correction process.

wind tunnel wall interferenc↗
NASA NTRS2008

J-2X Fuel Turbopump Point of Departure: The Performance of the J-2s Fuel Turbopump Inducer

To aid the J-2X program design effort with detailed performance and environment information, the J-2S fuel turbopump (FTP) inducer has undergone a thorough test series in both water and hydrogen. The test series utilizes both inducer only and a complete pump configuration to assess the inducer interaction to the overall turbopump system. The test goals include verification of suction performance against heritage J-2S data, head production, effects of thermodynamic suppression head (TSH), and evaluation of the inducer dynamic pressure caused by cavitation instabilities. Test facilities at both Pratt & Whitney Rocketdyne (PWR) and NASA s Stennis Space Center (SSC) are employed for the testing. The inducer only water test effort conducted at PWR established performance curves for suction performance, head production, and efficiency over a wide operating range. Because the heritage J-2S suction performance data set is in hydrogen, it is desired to obtain current suction performance data in hydrogen as well, thus avoiding the reliance on a theoretical TSH correlation for direct comparison. This data then provides an empirically based TSH correlation allowing for the comparison of water test suction data to system suction requirements. The FTP testing performed at SSC provides these suction performance relationships as well as inlet duct dynamic pressures during liquid hydrogen operation. The test effort successfully confirms the heritage J-2S suction performance and establishes the amount of TSH between water and hydrogen operation at the design flow coefficient. Correlating data is also obtained for cavitating instability frequency content, illustrating the validity of using the wide flow range water test data to predict hydrogen performance.

Sargent, S. R.↗
NASA NTRS1995

Global aspects of the motion of the heliospheric termination shock: A gasdynamic model

The heliospheric termination shock is expected to move in response to variation in upstream solar wind conditions. Using numerical techniques, we extend an earlier strictly one-dimensional analytic gas dynamic model of shock motion to two dimensions, to investigate the qualitative features of global behavior of shock motion, and the consequences of latitudinal variation in dynamic pressure. The boundary conditions of the calculation are given by the solar wind parameters as a function of latitude and time on an inner spherical boundary, and a constant pressure (roughly simulating the effect of the local interstellar medium) on an outer boundary. Density variations, specified at the inner boundary as a function of time, are convected into the termination shock. Immediately after the interaction, the shock moves with speeds given by the earlier analytic model. However, as the termination shock propagates outward (or inward), it begins to slow down. After about 2 to 10 years, depending on details of boundary conditions, the signal from the shock interaction has reached the outer boundary and propagates inward to the position of the termination shock, strongly affecting the behavior of the shock. Assuming no further disturbances in the solar wind, the termination shock will reach its new equilibrium after some tens of years. In reality, large-scale variations in solar wind dynamic pressure occur on time scales short in comparison with the eleven year solar cycle, so that one expects that the termination shock is never in an equilibrium position, but rather oscillates inward and outward; this oscillation will vary with heliographic latitude. The effects of a variety of types of solar wind disturbances are investigated and summarized.

Ratkiewicz, R.↗