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At least 451 records · Page 25
All sourcesNASA NTRSDOE OSTI
NASA NTRS1968

Space Flight Handbooks. Volume 3, Planetary Flight Handbook: Mars Stopover Missions Using Venus Swingbys - Part 6

This volume of the NASA Planetary Flight Handbook contains trajectory data to aid the mission analyst in the planning of stopover missions to Mars that employ the Venus swingby mode. Compared to other mission modes, the Venus swingbys yield substantial reductions in propulsive velocity and Earth entry speed requirements when employed as part of a round trip stopover mission. Conversely, the swingbys are at best, of marginal utility for one-way missions. Consequently, this Handbook has been tailored expressly for use in the planning of round trip missions. The relevant charts, graphs, and tabular data are presented for the totality of such missions, i.e., in terms of total round trip mission duration and stopover time at Mars. Recognizing, however, that within the context of round trip missions the single-leg data can be of importance in certain phases of the mission analyses, all such data has been preserved on a master magnetic tape. Copies of this tape will be made available to interested organizations.

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NASA NTRS1971

Space Flight Handbooks, Volume 3 - Planetary Flight Handbook. Part 8 - Jupiter Swingby Missions to Saturn, Uranus, Neptune, and Pluto. Supplement - Tabular Trajectory Data

The trajectory data are presented chronologically and are organized by holding the arrival date constant while varying the Earth departure date in increments of 10 days. Upon completion of the specified range of Earth departure dates, the arrival date is incremented and the range of departure dates is repeated. The range of departure and arrival dates and the corresponding increments are given in Table 5-1 for each launch opportunity. It should be noted that the interval in arrival date is increased in the long flight time region where the variation of the trajectory parameters is relatively small. The criteria used for the selection of these dates are, in general: (i) the minimum Earth departure hyperbolic excess speed (across the Earth departure window) shall not exceed 0.65 EMOS and (2) the periapsis radius at Jupiter shall not be less than 0.95 planet radii.

Source record↗
NASA NTRS1967

A theoretical and flight test study of pressure fluctuations under a turbulent boundary layer. Part 2: Flight test study

The study of pressure fluctuations under a turbulent boundary layer was undertaken with the objective of extending previous work to lower frequencies. Wind tunnel and flight test measurements are invalid at low frequencies because of extraneous acoustic noises and free stream turbulence. A glider was instrumented and used as a test bed to carry microphones into a smooth flow free of acoustic noise. Hodgson had previously measured the spectrum of boundary layer noise on a glider wing. These tests showed a drop off at low frequencies that could not be reproduced in any other facility. The measurements were made on the forward fuselage of a glider where the boundary layer could develop naturally and have some length in a zero pressure gradient before the measurements were made. Two different sets of measurements were made.

Panton, R. L.↗
NASA NTRS1975

A new flight test data system for NASA aeronautical flight research

The airborne integrated flight test data system (AIFTDS) is described. This system integrates an airborne digital computer with a high-bit-rate pulse code modulation system. Its design was influenced by in-house technical experience with similar modules and by the multiproject environment in which it was expected to operate. The present work describes events leading to the development of the system, reviews factors that influenced the objectives for the system and the resulting design, and describes the elements themselves. Block diagrams supplement the text.

Sanderson, K. C.↗
NASA NTRS1976

A study of Mariner 10 flight experiences and some flight piece part failure rate computations

The problems and failures encountered in Mariner flight are discussed and the data available through a quantitative accounting of all electronic piece parts on the spacecraft are summarized. It also shows computed failure rates for electronic piece parts. It is intended that these computed data be used in the continued updating of the failure rate base used for trade-off studies and predictions for future JPL space missions.

Paul, F. A.↗
NASA NTRS1976

Development and application of an atmospheric turbulence model for use in flight simulators in flight simulators

The influence of simulated turbulence on aircraft handling qualities was investigated. Pilot opinion of the handling qualities of a light general aviation aircraft were evaluated in a motion-base simulator using a simulated turbulence environment. A realistic representation of turbulence disturbances is described in terms of rms intensity and scale length and their random variations with time. The time histories generated by the proposed turbulence models showed characteristics which appear to be more similar to real turbulence than the frequently-used Gaussian turbulence model. In addition, the proposed turbulence models can flexibly accommodate changes in atmospheric conditions and be easily implemented in flight simulator studies. Six turbulence time histories, including the conventional Gaussian model, were used in an IFR-tracking task. The realism of each of the turbulence models and the handling qualities of the simulated airplane were evaluated. Analysis of pilot opinions shows that at approximately the same rms intensities of turbulence, the handling quality ratings transit from the satisfactory level, for the simple Gaussian model, to an unacceptable level for more realistic and compositely structured turbulence models.

Jacobson, I. D.↗
NASA NTRS1976

Survivable flight control system fly-by-wire development and flight test

Results from an intensive FBW advanced development effort indicate significant improvements in overall flight control system performance, reliability, safety and maintainability. Additionally, the strong and credible FBW technology base developed as a result paved the way for further exploitation through the application of advanced concepts such as control configured vehicles and multi-mode controls.

Hunter, J. E.↗
NASA NTRS1976

Best-range flight conditions for cruise-climb flight of a jet aircraft

The Breguet range equation was developed for cruise climb flight of a jet aircraft to include the climb angle and is then maximized with respect to the no wind true airspeed. The expression for the best range airspeed is a function of the specific fuel consumption and minimum drag airspeed and indicates that an operational airspeed equal to the fourth root of three times the minimum-drag airspeed introduces range penalties of the order of one percent.

Hale, F. J.↗
NASA NTRS1976

The 737 graphite composite flight spoiler flight service evaluation

The flight-service experience of 110 graphite-epoxy spoilers on 737 transport aircraft and related ground-based environmental exposure of graphite-epoxy material specimens is reported. Spoilers were installed on each of 27 aircraft representing seven major airlines operating throughout the world. Based on visual, ultrasonic, and destructive testing, there is no evidence of moisture migration into the honeycomb core and no core corrosion. Tests of removed spoilers and of ground-based exposure specimens after the second year of service indicate modest changes in composite strength.

Stoecklin, R. L.↗
NASA NTRS1981

Flight service evaluation of kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft: Flight service report

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 7 years service. There are six Kevlar-49 panels on each aircraft: a left hand and right hand set of a wing-body sandwich fairing; a slid laminate under-wing fillet panel; and a 422 K service aft engine fairing. The three L-1011s include one each in service with Eastern, Air Canada, and TWA. The fairings have accumulated a total of 52,500 hours, with one ship set having 17.700 hours service. The inspections were conducted at the airlines' major maintenance bases with the participation of Lockheed Engineering. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems or any condition requiring corrective action. The only defects noted were minor impact damage and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. The service history to date indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

Stone, R. H.↗