Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “crosswind”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Pilot Performance During A Simulated Standard Instrument Procedure Turn With and Without A Predictor Display

A simulator study was conducted to measure the effectiveness of predictor information incorporated into a CRT display of a computer simulated aircraft's horizontal and vertical situation. Professional pilots served as subjects for the task of executing a standard instrument procedure turn at constant altitude in constant crosswinds with and without their predicted ground track displayed. The results show that the display with the predicted ground track was markedly and significantly superior to the display without this information and that the subjects were generally satisfied with this type of information. Mean rms lateral path error was independent of the crosswind velocity with the predictor information, and increased without it with increasing wind velocity. Rms stick activity decreased with the predictor display which also uncoupled aileron and elevator activity.

John G Kreifeldt↗
NASA NTRS1976

Evaluating a CRT map predictor for airborne use

Six airline pilots participated in a fixed-base simulator experiment designed to study the advantages and disadvantages of incorporating a simple horizontal flight-path predictor on both fixed and rotating electronic CRT map displays. The pilots were asked to fly a modified 'figure eight' ground track while attempting to maintain constant altitude. All flight information was displayed on one 17-in. (43-cm) CRT monitor. The controlled variables were the map orientation, pilots, presence or absence of crosswinds, presence or absence of wind gusts, and presence or absence of predictor. Error scores were recorded as deviations from the commanded ground track and altitude. It was found that the predictor reduced deviations from the commanded ground track, narrowed performance differences among pilots, narrowed the error differences found with and without crosswinds, and decreased pilot work load.

Baty, D. L.↗
NASA NTRS1978

Summary of NASA landing-gear research

This paper presents a brief summary of the airplane landing gear research underway at NASA. The technology areas include: ground handling simulator, antiskid braking systems, space shuttle nose-gear shimmy, active control landing gear, wire brush skid landing gear, air cushion landing systems, tire/surface friction characteristics, tire mechanical properties, tire-tread materials, powered wheels for taxiing, and crosswind landing gear. This paper deals mainly with the programs on tire-tread materials, powered wheel taxiing, air cushion landing systems, and crosswind landing gear research with particular emphasis on previously unreported results of recently completed flight tests. Work in the remaining areas is only mentioned.

Fisher, B. D.↗
NASA NTRS1979

Performance, physiological, and oculometer evaluation of VTOL landing displays

A methodological approach to measuring workload was investigated for evaluation of new concepts in VTOL aircraft displays. Physiological, visual response, and conventional flight performance measures were recorded for landing approaches performed in the NASA Visual Motion Simulator (VMS). Three displays (two computer graphic and a conventional flight director), three crosswind amplitudes, and two motion base conditions (fixed vs. moving base) were tested in a factorial design. Multivariate discriminant functions were formed from flight performance and/or visual response variables. The flight performance variable discriminant showed maximum differentation between crosswind conditions. The visual response measure discriminant maximized differences between fixed vs. motion base conditions and experimental displays. Physiological variables were used to attempt to predict the discriminant function values for each subject/condition trial. The weights of the physiological variables in these equations showed agreement with previous studies. High muscle tension, light but irregular breathing patterns, and higher heart rate with low amplitude all produced higher scores on this scale and thus represent higher workload levels.

North, R. A.↗
NASA NTRS1980

Conceptual study of an advanced supersonic technology transport (AST-107) for transpacific range using low-bypass-ratio turbofan engines

An advanced supersonic technology configuration concept designated the AST-107, using a low bypass ratio turbofan engine, is described and analyzed. The aircraft had provisions for 273 passengers arranged five abreast. The cruise Mach number was 2.62. The mission range for the AST-107 was 8.48 Mm (4576 n.mi.) and an average lift drag ratio of 9.15 during cruise was achieved. The available lateral control was not sufficient for the required 15.4 m/s (30 kt) crosswind landing condition, and a crosswind landing gear or a significant reduction in dihedral effect would be necessary to meet this requirement. The lowest computed noise levels, including a mechanical suppressor noise reduction of 3 EPNdB at the flyover and sideline monitoring stations, were 110.3 EPNdB (sideline noise), 113.1 EPNdB (centerline noise) and 110.5 EPNdB (approach noise).

Morris, S. J., Jr.↗
NASA NTRS1984

An in-flight investigation of a twin fuselage configuration in approach and landing

An in-flight investigation of the flying qualities of a twin fuselage aircraft design in the approach and landing flight phase was carried out in the USAF/AFWAL Total In-Flight Simulator (TIFS). The objective was to determine the effects of actual motion and visual cues on the pilot when he was offset from the centerline of the aircraft. The experiment variables were lateral pilot offset position (0, 30 and 50 feet) and effective roll mode time constant (.6, 1.2, 2.4 seconds). The evaluation included the final approach, flare and touchdown. Lateral runway offsets and 15 knot crosswinds were used to increase the pilot's workload and force him to make large lateral corrections in the final portion of the approach. Results indicated that large normal accelerations rather than just vertical displacements in rolling maneuvers had the most significant degrading effect on pilot ratings. The normal accelerations are a result of large lateral offset and fast roll mode time constant and caused the pilot to make unnecessary pitch inputs and get into a coupled pitch/roll oscillation while he was making line up and crosswind corrections. A potential criteria for lateral pilot offset position effects is proposed. When the ratio of incremented normal aceleration at the pilot station to the steady state roll rate for a step input reaches .01 to .02 g/deg/sec a deterioration of pilot rating and flying qualities level can be expected.

Weingarten, N. C.↗
NASA NTRS1986

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 2: Complete set of flight data

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating System (ATOPS) Transportation Research Vehicle (TSRV)--a modified Boeing 737 Aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the Microwave Landing System (MLS) installation on Runway 22. This report is primarily a collection of data plots of all performance variables recorded for the entire five flight tests. A description and source of the performance variables is included. Performance variables include inertial data, air data, automatic control commands, control servo positions, sensor data, DIALS guidance and control parameters, and Kalman filter data. This data illustrates low overshoot captures of the localizer for intercept angles of 20 deg, 30 deg, 40 deg, and 50 deg intercept angles, and low overshoot captures of the glideslope slope for 3 deg, 4.5 deg, and 5 deg glideslopes. Flare maneuvers were successfully performed from the various glideslope angles and good decrab maneuvers were performed in crosswinds of 6 knots. In 18 to 20 knot crosswind conditions rudder limiting occurred which caused lateral drifting although heading alignment was achieved.

Hueschen, R. M.↗
NASA NTRS1986

Remote sensing of atmospheric winds using a coherent, CW lidar and speckle-turbulence interaction

Speckle turbulence interaction has the potential for allowing single ended remote sensing of the path averaged vector crosswind in a plane perpendicular to the line of sight to a target. If a laser transmitter is used to illuminate a target, the resultant speckle field generated by the target is randomly perturbed by the atmospheric turbulence as it propagates back to the location of the transmitter-receiver. When a cross wind is present, this scintillation pattern will move with time across the receiver. A continuous wave (cw) laser transmitter of modest power level in conjunction with optical heterodyne detection was used to exploit the speckel turbulence interaction and measure the crosswind. The use of a cw transmitter at 10.6 microns and optical heterodyne detection has many advantages over direct detection and a double pulsed source in the visible or near infrared. These advantages include the availability of compact, reliable and inexpensive transmitters, better penetration of smoke, dust and fog; stable output power; low beam pointing jitter; and considerably reduced complexity in the receiver electronics.

Holmes, J. F.↗
NASA NTRS1986

Development and evaluation of an airplane electronic display format aligned with the inertial velocity vector

The development of an electronic primary flight display format aligned with the aircraft velocity vector, a simulation evaluation comparing this format with an electronic attitude-aligned primary flight display format, and a flight evaluation of the velocity-vector-aligned display format are described. Earlier tests in turbulent conditions with the electronic attitude-aligned display format had exhibited unsteadiness. A primary objective of aligning the display format with the velocity vector was to take advantage of a velocity-vector control-wheel steering system to provide steadiness of display during turbulent conditions. Better situational awareness under crosswind conditions was also achieved. The evaluation task was a curved, descending approach with turbulent and crosswind conditions. Primary flight display formats contained computer-drawn perspective runway images and flight-path angle information. The flight tests were conducted aboard the NASA Transport Systems Research Vehicle (TSRV). Comparative results of the simulation and flight tests were principally obtained from subjective commentary. Overall, the pilots preferred the display format aligned with the velocity vector.

Steinmetz, G. G.↗
NASA NTRS1987

Helicopter anti-torque system using fuselage strakes

The improvement of the helicopter torque control system is discussed. At low to medium forward speeds helicopter performance is limited by the effectiveness of the means for counteracting main rotor torque and controlling sideslip airloads. These problems may be overcome by mounting strakes on the aft fuselage section. For single rotor helicopters whose main rotor rotates counter-clockwise as viewed from above, one of the strakes would be mounted in the upper lefthand quadrant and the second in the lower left hand quadrant. The strakes alter the air flow around the fuselage by separating the flow so as to produce lateral airloads on the tail boom which oppose main-rotor torque. The upper strake operates in a right crosswind to oppose main rotor torque, and the lower strake has effect in left crosswinds. The novelty of this invention resides in the simple and economical manner in which the helicopter tail boom may be modified by the addition of strakes in order to increase torque control, and reduce the need for supplemental mechanical means of torque control.

Kelley, Henry L.↗
NASA NTRS1989

Noise radiation characteristics of the Westinghouse WWG-0600 (600kW) wind turbine generator

Acoustic data are presented from five different WWG-0600 machines for the wind speed range 6.7 to 13.4 m/s, for a power output range of 51 to 600 kW and for upwind, downwind and crosswind locations. Both broadband and narrowband data are presented and are compared with calculations and with similar data from other machines. Predicted broadband spectra are in good agreement with measurements at high power and underestimate them at low power. Discrete frequency rotational noise components are present in all measurements and are believed due to terrain induced wind gradients. Predictions are in general agreement with measurements upwind and downwind but underestimate them in the crosswind direction.

Shepherd, Kevin P.↗
NASA NTRS1990

Flight investigation of the effect of tail boom strakes on helicopter directional control

A joint U.S. Army/NASA flight investigation was conducted utilizing an instrumented Bell 240B single-rotor helicopter to determine the effectiveness of horizontally-mounted tail boom strakes on directional controllability and tail rotor power required during low-speed, crosswind operating conditions. The purpose of the strakes was to separate airflow over the tail boom and change fuselage yawing moments in a direction to improve the yaw control margin and reduce tail rotor power required. Low-speed crosswind data were obtained in 5-knot increments at airspeeds of 0 knots to 35 knots and for 30 deg increments in wind azimuth from 0 to 330 deg. In right sideward flight at the most critical wind azimuth and airspeed (60 deg azimuth measured from the nose of the aircraft and 20 knots airspeed), the strakes improved the pedal margin by about 6 percent of total travel and reduced the tail rotor power required by 17 percent. The increase in yaw control and reduction in tail rotor power offered by the strakes can expand the operating envelope in terms of gross weight and altitude capability. No effects in forward flight were noted.

Kelley, Henry L.↗
NASA NTRS1993

Flight investigation of the effect of tail boom strakes on helicopter directional control

A joint U.S. Army/NASA flight investigation was conducted utilizing a single-rotor helicopter to determine the effectiveness of horizontally mounted tail boom strakes on directional controllability and tail rotor power during low-speed, crosswind operating conditions. Three configurations were investigated: (1) baseline (strakes off), (2) single strake (strake at upper shoulder on port side of boom), and (3) double strake (upper strake plus a lower strake on same side of boom). The strakes were employed as a means to separate airflow over the tail boom and change fuselage yawing moments in a direction to improve the yaw control margin and reduce tail rotor power. Crosswind data were obtained in 5-knot increments of airspeed from 0 to 35 knots and in 30 deg increments of wind azimuth from 0 deg to 330 deg. At the most critical wind azimuth and airspeed in terms of tail rotor power, the strakes improved the pedal margin by 6 percent of total travel and reduced tail rotor power required by 17 percent. The increase in yaw control and reduction in tail rotor power offered by the strakes can expand the helicopter operating envelope in terms of gross weight and altitude capability. The strakes did not affect the flying qualities of the vehicle at airspeeds between 35 and 100 knots.

Kelly, Henry L.↗
NASA NTRS1923

Wind tunnel tests of five strut sections in yaw

In the first series of wind tunnel tests, the drag and cross wing force of all the struts were measured at a wind speed of 30 mph and at angles of yaw from 0 degrees to 20 degrees. To determine the magnitude of the VL effect, each strut was tested at zero yaw and at a series of speeds ranging from 15 to 38 mph. Although designed as fairings for cables, part of these sections gave such high crosswind forces that they seemed to have possibilities as airfoils. Therefore, the lift (identical with the crosswind force) and drag coefficients were recalculated for four sections on the basis of broadside area to make them comparable with wing coefficients. The general conclusion that the best fineness ratio for a strut is a function of the Reynolds number, decreasing steadily as that quality increases, has of course been reached many times, both by theory and experiment. It was confirmed here once more, and the effect of form on sensitiveness to VL is also strikingly shown. It seems probable that this effect of form is largely due to interaction between the nose and tail, and to the influence which the form of the nose exerts over the whole flow around the strut.

PROPELLERS, METAL↗
NASA NTRS1993

Evaluation of two cockpit display concepts for civil tiltrotor instrument operations on steep approaches

A piloted simulation experiment was conducted using the NASA Ames Research Center Vertical Motion Simulator to evaluate two cockpit display formats designed for manual control on steep instrument approaches for a civil transport tiltrotor aircraft. The first display included a four-cue (pitch, roll, power lever position, and nacelle angle movement prompt) flight director. The second display format provided instantaneous flight path angle information together with other symbols for terminal area guidance. Pilots evaluated these display formats for an instrument approach task which required a level flight conversion from airplane-mode flight to helicopter-mode flight while decelerating to the nominal approach airspeed. Pilots tracked glide slopes of 6, 9, 15 and 25 degrees, terminating in a hover for a vertical landing on a 150 feet square vertipad. Approaches were conducted with low visibility and ceilings and with crosswinds and turbulence, with all aircraft systems functioning normally and were carried through to a landing. Desired approach and tracking performance was achieved with generally satisfactory handling qualities using either display format on glide slopes up through 15 degrees. Evaluations with both display formats for a 25 degree glide slope revealed serious problems with glide slope tracking at low airspeeds in crosswinds and the loss of the intended landing spot from the cockpit field of view.

Decker, William A.↗
NASA NTRS1994

Control of maglev vehicles with aerodynamic and guideway disturbances

A modeling, analysis, and control design methodology is presented for maglev vehicle ride quality performance improvement as measured by the Pepler Index. Ride quality enhancement is considered through active control of secondary suspension elements and active aerodynamic surfaces mounted on the train. To analyze and quantify the benefits of active control, the authors have developed a five degree-of-freedom lumped parameter model suitable for describing a large class of maglev vehicles, including both channel and box-beam guideway configurations. Elements of this modeling capability have been recently employed in studies sponsored by the U.S. Department of Transportation (DOT). A perturbation analysis about an operating point, defined by vehicle and average crosswind velocities, yields a suitable linearized state space model for multivariable control system analysis and synthesis. Neglecting passenger compartment noise, the ride quality as quantified by the Pepler Index is readily computed from the system states. A statistical analysis is performed by modeling the crosswind disturbances and guideway variations as filtered white noise, whereby the Pepler Index is established in closed form through the solution to a matrix Lyapunov equation. Data is presented which indicates the anticipated ride quality achieved through various closed-loop control arrangements.

Flueckiger, Karl↗
NASA NTRS1992

The effect of runway surface and braking on Shuttle Orbiter main gear tire wear

In 1988, a 1067 m long touchdown zone on each end of the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) was modified from its original heavy-broom finish with transverse grooves configuration to a longitudinal corduroy surface texture with no transverse grooves. The intent of this modification was to reduce the spin-up wear on the Orbiter main gear tires and provide for somewhat higher crosswind capabilities at that site. The modification worked well, so it was proposed that the remainder of the runway be modified as well to permit even higher crosswind landing capability. Tests were conducted at the NASA Langley Aircraft Landing Dynamics Facility (ALDF) to evaluate the merit of such a modification. This paper discusses the results of these tests, and explains why the proposed modification did not provide the expected improvement and thus was not implemented. Also, in an ongoing program to evaluate the origin of various tire wear phenomenon, a series of tests was conducted to evaluate the effect of braking on tire wear. Finally, a modified tire is discussed in terms of its wear performance under rollout and braking operations.

Daugherty, Robert H.↗
NASA NTRS1996

Texture Modification of the Shuttle Landing Facility Runway at the NASA Kennedy Space Center

This paper describes the test procedures and the selection criteria used in selecting the best runway surface texture modification at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF) to reduce Orbiter tire wear. The new runway surface may ultimately result in an increase of allowable crosswinds for launch and landing operations. The modification allows launch and landing operations in 20-kt crosswinds if desired. This 5-kt increase over the previous 15-kt limit drastically increases landing safety and the ability to make on-time launches to support missions where space station rendezvous is planned.

Daugherty, Robert H.↗