Application of the pitch modulation maneuver in the region of the ''limiting'' entry velocity.
Pitch modulation maneuver for spacecraft reentry
PITCH CONTROL↗
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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Evaluation of a semi-active gravity gradient system. Volume II - Appendices
Evaluation of semi-active gravity gradient system - appendixes
PITCH CONTROL↗
Investigation of pitch maneuver speed margins for a supersonic transport configuration with a variable-sweep wing
Flight simulator study of pitch maneuver speed margins for variable-sweep wing supersonic transport configuration
FLIGHT SIMULATION↗
Rapid determination of near-optimum linear pitch programs for rocket boosters.
Linear segment pitch rate program for near optimum trajectory for rocket boosters
COMPUTER PROGRAM↗
Experience with Jacobs wind-driven electric generating plant, 1931 - 1957
Engineering, construction, performance, electric output, and different uses of the wind electric 2500- to 3000-watt plant are outlined. After several years of testing different types of windmills, the three blade aeroplane type of propeller was found to be far superior in power output. By means of a flyball governor operated, variable pitch speed control, the maximum speed of the propeller was accurately and easily controlled, to prevent excessive speeds in high winds and storms. The three blade propeller was found to be necessary to prevent excessive vibration whenever the shift of the wind direction required the plant to change its facing direction on the tower.
Jacobs, M. L.↗
The stellar and solar tracking system of the Geneva Observatory gondola
Sun and star trackers have been added to the latest version of the Geneva Observatory gondola. They perform an image motion compensation with an accuracy of plus or minus 1 minute of arc. The structure is held in the vertical position by gravity; the azimuth is controlled by a torque motor in the suspension bearing using solar or geomagnetic references. The image motion compensation is performed by a flat mirror, located in front of the telescope, controlled by pitch and yaw servo-loops. Offset pointing is possible within the solar disc and in a 3 degree by 3 degree stellar field. A T.V. camera facilitates the star identification and acquisition.
Huguenin, D.↗
Design development of the Apollo command and service module thrust vector attitude control systems
Development of the Apollo thrust vector control digital autopilot (TVC DAP) was summarized. This is the control system that provided pitch and yaw attitude control during velocity change maneuvers using the main rocket engine on the Apollo service module. A list of ten primary functional requirements for this control system are presented, each being subordinate to a more general requirement appearing earlier on the list. Development process functions were then identified and the essential information flow paths were explored. This provided some visibility into the particular NASA/contractor interface, as well as relationships between the many individual activities.
William H. Peters↗
A flight investigation of the stability, control, and handling qualities of an augmented jet flap STOL airplane
The stability, control, and handling qualities of an augmented jet flap STOL airplane are presented. The airplane is an extensively modified de Havilland Buffalo military transport. The modified airplane has two fan-jet engines which provide vectorable thrust and compressed air for the augmentor jet flap and Boundary-Layer Control (BLC). The augmentor and BLC air is cross ducted to minimize asymmetric moments produced when one engine is inoperative. The modifications incorporated in the airplane include a Stability Augmentation System (SAS), a powered elevator, and a powered lateral control system. The test gross weight of the airplane was between 165,000 and 209,000 N (37,000 and 47,000 lb). Stability, control, and handling qualities are presented for the airspeed range of 40 to 180 knots. The lateral-directional handling qualities are considered satisfactory for the normal operating range of 65 to 160 knots airspeed when the SAS is functioning. With the SAS inoperative, poor turn coordination and spiral instability are primary deficiencies contributing to marginal handling qualities in the landing approach. The powered elevator control system enhanced the controllability in pitch, particularly in the landing flare and stall recovery.
Vomaske, R. F.↗
Theoretical Study of Multicyclic Control of a Controllable Twist Rotor
Analytical studies were performed to ascertain the feasibility of reducing helicopter rotor induced 4/rev vibratory forces by means of multicyclic flap control input on a dual control, four bladed rotor system. The dual control consisted of a primary inboard pitch horn blade control and a secondary outboard flap control. Flap control was put in at frequencies greater than the rotor rotational speed.
Lemnios, A. Z.↗
Attitude control algorithms for the Solar Maximum Mission
Algorithms for onboard attitude control of the Solar Maximum Mission (SMM) are discussed and test results are presented. The algorithms include: despin and sun acquisition, control of pitch and yaw (sun pointing) to 5 arc-sec accuracy and roll (around the sun line) to 0.1 deg, time-optimal and constant-rate slew sequences, attitude maintenance during orbit night and sun reacquisition at orbit dawn, momentum unloading, and gyro drift calibration. The tests were performed on the SMM Software Development and Validation Facility at the NASA Goddard Space Flight Center with a FORTRAN prototype version of the onboard software.
Markley, F. L.↗
Control and stabilization of the DOE/NASA Mod-1 two megawatt wind turbine generator
This paper describes the controls design, performance simulation process and specialized dynamic considerations for the DOE/NASA Mod 1 wind turbine generator (WTG). It shows controls, structural and utility interface considerations of the wind turbine generator and shows how a wind turbine generator can be integrated with a synchronous power system. Differences with respect to fossil or hydro generation and their implications are vital to long-term WTG reliability and availability and acceptance by utilities and consumers. The paper describes the control performance requirements to provide stable pitch and excitation control with drivetrain torsional dynamics, and the control of power swing stability and utility feeder voltage due to wind gusts.
Barton, R. S.↗
Wind tunnel force and pressure tests of a 21% thick general aviation airfoil with 20% aileron, 25% slotted flap and 10% slot-lip spoiler
Force and surface pressure distributions were measured for the 21% LS(1)-0421 modified airfoil fitted with 20% aileron, 25% slotted flap and 10% slot lip spoiler. All tests were conducted at a Reynolds number of 2.2 x 10 to the 6th power and a Mach number of 0.13. The lift, drag, pitching moments, control surface normal force and hinge moments, and surface pressure distributions are included in the results. Incremental performance of flap and aileron are discussed and compared to the GA(W)-2 airfoil. Spoiler control which shows a slight reversal tendency at high alpha, is examined.
Wentz, W. H., Jr.↗
The design, testing and evaluation of the MIT individual-blade-control system as applied to gust alleviation for helicopters
A type of active control for helicopters was designed and tested on a four foot diameter model rotor. A single blade was individually controlled in pitch in the rotating frame over a wide range of frequencies by electromechanical means. By utilizing a tip mounted accelerometer as a sensor in the feedback path, significant reductions in blade flapping response to gust were achieved at the gust excitation frequency as well as at super and subharmonics of rotor speed.
Mckillip, R. M., Jr.↗
Wind tunnel force and pressure tests
Force and surface pressure distributions were measured for a 13% medium speed (NASA MS(1)-0313) airfoil fitted with 20% aileron, 25% slotted flap and 10% slot lip spoiler. All tests were conducted in the Walter Beech Memorial Wind Tunnel at a Reynolds number of 2.2 million and a Mach number of 0.13. Results include lift, drag, pitching moments, control surface normal force and hinge moments, and surface pressure distributions. The basic airfoil exhibits low speed characteristics similar to the GA(W)-2 airfoil. Incremental aileron and spoiler performance are quite comparable to that obtained on the GA(W)-2 airfoil. Slotted flap performance on this section is reduced compared to the GA(W)-2, resulting in a highest c sub l max of 3.00 compared to 3.35 for the GA(W)-2.
Wentz, W. H., Jr.↗
L-1011 testing with relaxed static stability
Wind tunnel and flight tests indicate that fuel savings of 2 percent can be achieved by center of gravity (C.G.) management for an L-1011 with the current wing configuration. The normal c.b. location is at 25 percent mean aerodynamic center (MAC). The maximum fuel saving occurs for a C.G. location of 35 percent MAC. However, flight at 35 percent requires that the C.G. range be extended aft of the 35-percent point. Flight at C.G. locations aft or 35 percent requires a pitch active control system (PACS) so that handling qualities are not significantly degraded. The development of this PACS is discussed.
Rising, J. J.↗
Integrated technology wing design study
The technology development costs and associated benefits in applying advanced technology associated with the design of a new wing for a new or derivative trijet with a capacity for 350 passengers and maximum range of 8519 km, entering service in 1990 were studied. The areas of technology are: (1) airfoil technology; (2) planform parameters; (3) high lift; (4) pitch active control system; (5) all electric systems; (6) E to 3rd power propulsion; (7) airframe/propulsion integration; (8) graphite/epoxy composites; (9) advanced aluminum alloys; (10) titanium alloys; and (11) silicon carbide/aluminum composites. These technologies were applied to the reference aircraft configuration. Payoffs were determined for block fuel reductions and net value of technology. These technologies are ranked for the ratio of net value of technology (NVT) to technology development costs.
Hays, A. P.↗
Demonstration of relaxed static stability on a commercial transport
The application of relaxed static stability was studied under a program to determine ways of improving the energy efficiency in current and future transport aircraft. Pitch active control systems (PACs) were developed for application in the near term to current aircraft and in the next generation to advanced aircrft of the future. Analyses identified potential drag benefits of: (1) 2% for current transport aircraft with neutral stability; and (2) as much as 17% for next generation aircraft with high aspect ratio supercritical wings which must operate 10 to 15% statistically unstable to achieve optimum performance. Flight test evaluations of the near-term PACs were conducted to a 3% mean aerodynamic chord (MAC) negative static margin on a Lockheed L-1011 aircraft. The advanced PACs was demonstrated to a 20% MAC negative static margin on a piloted visual motion simulator at the NASA Langley Research Center. Test results for both systems showed flying qualities characteristics as good as current conventional aircraft.
Rising, J. J.↗
Aerodynamic flight testing of the Space Shuttle Orbiter
The flight testing techniques and analyses used to verify the stability and control characteristics of the Space Shuttle Orbiter are examined. The pods of the reaction control system jets, the elevon panels, bodyflap, rudder, and automatic flight control system, which provide pitch, yaw, and roll control and thermal protection for the Orbiter, are described. The control maneuvers of the Shuttle are analyzed using the modified maximum likelihood estimator. Approach and landing and flight test data are applied to the study of the instrumentation, and to the evaluation of the stability and control characteristics of the Orbiter.
Barton, R. L.↗