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At least 55 records · Page 3

Generalizing Atoms in Constraint Logic

This paper studies the generalization of atomic formulas, or atoms, that are augmented with constraints on or among their terms. The atoms may also be viewed as definite clauses whose antecedents express the constraints. Atoms are generalized relative to a body of background information about the constraints. This paper first examines generalization of atoms with only monadic constraints. The paper develops an algorithm for the generalization task and discusses algorithm complexity. It then extends the algorithm to apply to atoms with constraints of arbitrary arity. The paper also presents semantic properties of the generalizations computed by the algorithms, making the algorithms applicable to such problems as abduction, induction, and knowledge base verification. The paper emphasizes the application to induction and presents a pac-learning result for constrained atoms.

Page, C. David, Jr.↗

General Aviation Light Aircraft Propulsion: From the 1940's to the Next Century

Current general aviation light aircraft are powered by engines that were originally designed in the 1940's. This paper gives a brief history of light aircraft engine development, explaining why the air-cooled, horizontally opposed piston engine became the dominant engine for this class of aircraft. Current engines are fairly efficient, and their designs have been updated through the years, but their basic design and operational characteristics are archaic in comparison to modem engine designs, such as those used in the automotive industry. There have been some innovative engine developments, but in general they have not been commercially successful. This paper gives some insight into the reasons for this lack of success. There is now renewed interest in developing modem propulsion systems for light aircraft, in the fore-front of which is NASA's General Aviation Propulsion (GAP) program. This paper gives an overview of the engines being developed in the GAP program, what they will mean to the general aviation community, and why NASA and its industry partners believe that these new engine developments will bring about a new era in general aviation light aircraft.

Burkardt, Leo A.↗

The Typical General Aviation Aircraft

The reliability of General Aviation aircraft is unknown. In order to "assist the development of future GA reliability and safety requirements", a reliability study needs to be performed. Before any studies on General Aviation aircraft reliability begins, a definition of a typical aircraft that encompasses most of the general aviation characteristics needs to be defined. In this report, not only is the typical general aviation aircraft defined for the purpose of the follow-on reliability study, but it is also separated, or "sifted" into several different categories where individual analysis can be performed on the reasonably independent systems. In this study, the typical General Aviation aircraft is a four-place, single engine piston, all aluminum fixed-wing certified aircraft with a fixed tricycle landing gear and a cable operated flight control system. The system breakdown of a GA aircraft "sifts" the aircraft systems and components into five categories: Powerplant, Airframe, Aircraft Control Systems, Cockpit Instrumentation Systems, and the Electrical Systems. This breakdown was performed along the lines of a failure of the system. Any component that caused a system to fail was considered a part of that system.

Turnbull, Andrew↗

National General Aviation Design Competition Guidelines 1999-2000 Academic Year

The National Aeronautics and Space Administration (NASA), the Federal Aviation Administration (FAA) and the Air Force Research Laboratory are sponsoring a National General Aviation Design Competition for students at U.S. aeronautical and engineering universities for the 1999-2000 academic year. The competition challenges individuals and teams of undergraduates and/ or graduate students, working with faculty advisors, to address design challenges for general aviation aircraft. Now in its sixth year, the competition seeks to increase the involvement of the academic community in the revitalization of the U.S. general aviation industry while providing real-world design and development experiences for students. It allows university students to participate in a major national effort to rebuild the U.S. general aviation sector while raising student awareness of the value of general aviation for business and personal use , and its economic relevance. Faculty and student participants have indicated that the open-ended design challenges offered by the competition have provided the basis for quality educational experiences.

Source record↗

National General Aviation Design Competition Project Report

This report summarizes the management of the National General Aviation Design Competition on behalf of NASA, the FAA and the Air Force by the Virginia Space Grant Consortium (VSGC) for the time period October 1, 1999 through September 30, 2000. This was the VSGC's sixth year of managing the Competition, which the Consortium originally designed, developed and implemented for NASA and the FAA. The seventh year of the Competition was announced in July 2000. Awards to winning university teams were presented at a ceremony held at AirVenture 2000, the Experimental Aircraft Association's Annual Convention and Fly-In at Oshkosh, WIS. NASA, FAA and AOPA administrators presented the awards. The competition calls for individuals or teams of undergraduate and graduate students from U.S. engineering schools to participate in a major national effort to rebuild the U.S. general aviation sector. For the purpose of the contest, General aviation aircraft are defined as fixed wing, single or dual engine (turbine or piston), single-pilot aircraft for 2-6 passengers. In addressing design challenges for a small aircraft transportation system, the competition seeks to raise student awareness of the importance of general aviation and to stimulate breakthroughs in technology and their application in the general aviation market. The Competition has two categories: Innovative Design, and Design It, Build It, Fly It. Awards were given in both categories for this reporting year.

Source record↗

Cockpit Technology for Prevention of General Aviation Runway Incursions

General aviation accounted for 74 percent of runway incursions but only 57 percent of the operations during the four-year period from fiscal year (FY) 2001 through FY2004. Elements of the NASA Runway Incursion Prevention System were adapted and tested for general aviation aircraft. Sixteen General Aviation pilots, of varying levels of certification and amount of experience, participated in a piloted simulation study to evaluate the system for prevention of general aviation runway incursions compared to existing moving map displays. Pilots flew numerous complex, high workload approaches under varying weather and visibility conditions. A rare-event runway incursion scenario was presented, unbeknownst to the pilots, which represented a typical runway incursion situation. The results validated the efficacy and safety need for a runway incursion prevention system for general aviation aircraft.

Prinzel, Lawrence J., III↗

Use of Generalized Fluid System Simulation Program (GFSSP) for Teaching and Performing Senior Design Projects at the Educational Institutions

This paper describes the experience of the authors in using the Generalized Fluid System Simulation Program (GFSSP) in teaching Design of Thermal Systems class at University of Alabama in Huntsville. GFSSP is a finite volume based thermo-fluid system network analysis code, developed at NASA/Marshall Space Flight Center, and is extensively used in NASA, Department of Defense, and aerospace industries for propulsion system design, analysis, and performance evaluation. The educational version of GFSSP is freely available to all US higher education institutions. The main purpose of the paper is to illustrate the utilization of this user-friendly code for the thermal systems design and fluid engineering courses and to encourage the instructors to utilize the code for the class assignments as well as senior design projects. The need for a generalized computer program for thermofluid analysis in a flow network has been felt for a long time in aerospace industries. Designers of thermofluid systems often need to know pressures, temperatures, flow rates, concentrations, and heat transfer rates at different parts of a flow circuit for steady state or transient conditions. Such applications occur in propulsion systems for tank pressurization, internal flow analysis of rocket engine turbopumps, chilldown of cryogenic tanks and transfer lines, and many other applications of gas-liquid systems involving fluid transients and conjugate heat and mass transfer. Computer resource requirements to perform time-dependent, three-dimensional Navier-Stokes computational fluid dynamic (CFD) analysis of such systems are prohibitive and therefore are not practical. Available commercial codes are generally suitable for steady state, single-phase incompressible flow. Because of the proprietary nature of such codes, it is not possible to extend their capability to satisfy the above-mentioned needs. Therefore, the Generalized Fluid System Simulation Program (GFSSP1) has been developed at NASA Marshall Space Flight Center (MSFC) as a general fluid flow system solver capable of handling phase changes, compressibility, mixture thermodynamics and transient operations. It also includes the capability to model external body forces such as gravity and centrifugal effects in a complex flow network. The objectives of GFSSP development are: a) to develop a robust and efficient numerical algorithm to solve a system of equations describing a flow network containing phase changes, mixing, and rotation; and b) to implement the algorithm in a structured, easy-to-use computer program. The analysis of thermofluid dynamics in a complex network requires resolution of the system into fluid nodes and branches, and solid nodes and conductors as shown in Figure 1. Figure 1 shows a schematic and GFSSP flow circuit of a counter-flow heat exchanger. Hot nitrogen gas is flowing through a pipe, colder nitrogen is flowing counter to the hot stream in the annulus pipe and heat transfer occurs through metal tubes. The problem considered is to calculate flowrates and temperature distributions in both streams. GFSSP has a unique data structure, as shown in Figure 2, that allows constructing all possible arrangements of a flow network with no limit on the number of elements. The elements of a flow network are boundary nodes where pressure and temperature are specified, internal nodes where pressure and temperature are calculated, and branches where flowrates are calculated. For conjugate heat transfer problems, there are three additional elements: solid node, ambient node, and conductor. The solid and fluid nodes are connected with solid-fluid conductors. GFSSP solves the conservation equations of mass and energy, and equation of state in internal nodes to calculate pressure, temperature and resident mass. The momentum conservation equation is solved in branches to calculate flowrate. It also solves for energy conservation equations to calculate temperatures of solid nodes. The equations are coupled and nonlinear; therefore, they are solved by an iterative numerical scheme. GFSSP employs a unique numerical scheme known as simultaneous adjustment with successive substitution (SASS), which is a combination of Newton-Raphson and successive substitution methods. The mass and momentum conservation equations and the equation of state are solved by the Newton-Raphson method while the conservation of energy and species are solved by the successive substitution method. GFSSP is linked with two thermodynamic property programs, GASP2 and WASP3 and GASPAK4, that provide thermodynamic and thermophysical properties of selected fluids. Both programs cover a range of pressure and temperature that allows fluid properties to be evaluated for liquid, liquid-vapor (saturation), and vapor region. GASP and WASP provide properties of 12 fluids. GASPAK includes a library of 36 fluids. GFSSP has three major parts. The first part is the graphical user interface (GUI), visual thermofluid analyzer of systems and components (VTASC). VTASC allows users to create a flow circuit by a 'point and click' paradigm. It creates the GFSSP input file after the completion of the model building process. GFSSP's GUI provides the users a platform to build and run their models. It also allows post-processing of results. The network flow circuit is first built using three basic elements: boundary node, internal node, and branch.

Majumdar, A. K.↗

Spiral Lamber's Problem with Generalized Logarithmic Spirals

Lambert’s problem subject to a continuous acceleration is solved using the family of generalized logarithmic spirals. Thanks to the existence of two first integrals related to the energy and angular momentum surprising analogies with the Keplerian case are found. A minimum-energy spiral transfer exists. Increasing the value of the constant of the generalized energy yields pairs of conjugate spiral trajectories. The properties of such spirals are strongly connected with the properties of conjugate Keplerian orbits. When the generalized constant of the energy reaches a critical value the two solutions degenerate into a pair of parabolic spirals, one of which connects the two vectors through infinity. From that point the spiral transfers become hyperbolic. Generalized logarithmic spirals admit closed-form solutions to all the required magnitudes including the time of flight, providing a deep insight into the dynamics of the problem. In addition, the maximum acceleration along the transfer is found analytically so the solutions that violate the design constraints on the maximum thrust acceleration can be rejected without any further computations. When the time of flight is fixed there is still a degree of freedom in the solution, related to a control parameter. Resonant transfers appear naturally thanks to the symmetry properties of the generalized logarithmic spirals. The problem of designing a low-thrust transfer between two bodies can be reduced to solving the corresponding spiral Lambert’s problem. In order to show the versatility of the method it is applied to the design of an asteroid tour and to explore launch opportunities to Mars.\

Roa, Javier↗

Modified Cascading Generalized Inverse Control Allocation

The current aviation revolution towards electric propulsion aircraft (e.g., electric vertical takeoff-and-landing) brings unique control challenges. These vehicles are typically over-actuated (more effectors than desired control outcomes), may require control strategies for the three phases of flight (hover, transition and cruise), and currently have limited electric power availability. These vehicle challenges bring the need for optimal control allocation to the forefront of research. A leading control allocation algorithm, used in current flight vehicles, is the Cascading Generalized Inverse (CGI). Unfortunately, the Cascading Generalized Inverse algorithm is unable to achieve some desired outcomes, it intermittently provides non-optimal allocations, and it may fail to preserve moment direction near maximal achievable outcomes. In this research, the shortcomings of the Cascading Generalized Inverse algorithm are addressed by augmenting the algorithm with Scalar Difference Quadratic unsaturation identification and location at each iteration. Rigorous theory is shown that the Modified Cascading Generalized Inverse performs better at obtaining optimal allocations for all attainable outcomes. Numerical case studies for over-actuated vehicles demonstrate resolution to the aforementioned deficiencies.

Control Allocation↗

Modified Cascading Generalized Inverse Control Allocation

The current aviation revolution towards electric propulsion aircraft (e.g., electric vertical takeoff-and-landing) brings unique control challenges. These vehicles are typically over-actuated (more effectors than desired control outcomes), may require control strategies for the three phases of flight (hover, transition and cruise), and currently have limited electric power availability. These vehicle challenges bring the need for optimal control allocation to the forefront of research. A leading control allocation algorithm, used in current flight vehicles, is the Cascading Generalized Inverse (CGI). Unfortunately, the Cascading Generalized Inverse algorithm is unable to achieve some desired outcomes, it intermittently provides non-optimal allocations, and it may fail to preserve moment direction near maximal achievable outcomes. In this research, the shortcomings of the Cascading Generalized Inverse algorithm are addressed by augmenting the algorithm with Scalar Difference Quadratic unsaturation identification and location at each iteration. Rigorous theory is shown that the Modified Cascading Generalized Inverse performs better at obtaining optimal allocations for all attainable outcomes. Numerical case studies for over-actuated vehicles demonstrate resolution to the aforementioned deficiencies.

Control Allocation↗

Discussion of the General Electric proposal to develop a computer program to select thermal coatings for passive temperature control of satellites

The General Electric Company, Missiles and Space Division, submitted/a proposal to NASA for the development of an IBM 7094 computer program which would select the exterior surface coatings for passively controlling spacecraft temperatures. G. E. claims that the "trial and error" procedures currently used can be accomplished more rationally and can therefore be programmed for a digital computer. In the ASME paper, 63-HT-41, which was presented at the ASME-AIChE Heat Transfer Conference at Boston in August, 1963, Costello, Harper, and Cline, described the procedures that have been used at G. E. to develop a coating selection program subject to the following restrictions: 1. Steady-state conditions prevail, 2. Heat transfer occurs by radiation only, 3. Temperatures are optimized at only one interior point in the spacecraft, an d 4. Only the solar absorptance of the external coatings is varied to optimize temperature. The emittance must remain constant at initially specified values. General Electric proposes to develop a generalized program in three steps: 1. The program would vary both solar absorptance and hemispherical emittance to obtain the optimum coating patterns; 2. Temperatures would be optimized at more than one interior point; and 3. The equations would be modified to account for both conduction and radiation heat transfer. In the development of the general program, the scope would be restricted to steady-state heat transfer. Since the thermal designs of most spacecraft are based primarily on nearly equilibrium conditions, the proposed program could have wide application. An obvious extension of the proposed program would be to account for transient temperatures.

IBM 7090 COMPUTER↗

A more general system for Poisson series manipulation.

The design of a working Poisson series processor system is described that is more general than those currently in use. This system is the result of a series of compromises among efficiency, generality, ease of programing, and ease of use. The most general form of coefficients that can be multiplied efficiently is pointed out, and the place of general-purpose algebraic systems in celestial mechanics is discussed.

Cherniack, J. R.↗

Quadrature solution for the general relativistic motion of a satellite or a planet.

The general relativistic motion of a particle in a bounded orbit around a central mass M is derived with the aid of the Schwarzschild field of M. A quadrature gives the central angle as a quasi-periodic function of an effective true anomaly. The mean rate of advance of the pericenter is investigated. Classical and general relativistic orbiters with the same initial conditions are compared, taking into account the treatment of the general relativistic effect by means of a differential correction. General relativistic variations are discussed, giving attention to the variation of the eccentric anomaly and the variation of the central angle.

Vinti, J. P.↗

Technical highlights in general aviation

Improvements in performance, safety, efficiency, and emissions control in general aviation craft are reviewed. While change is slow, the U.S. industries still account for the bulk (90%) of the world's general aviation fleet. Advances in general aviation aerodynamics, structures and materials, acoustics, avionics, and propulsion are described. Supercritical airfoils, drag reduction design, stall/spin studies, crashworthiness and passenger safety, fiberglass materials, flight noise abatement, interior noise and vibration reduction, navigation systems, quieter and cleaner (reciprocating, turboprop, turbofan) engines, and possible benefits of the Global Position Satellite System to general aviation navigation are covered in the discussion. Some of the developments are illustrated.

Stickle, J. W.↗

Summary report of the General Aviation Committee

Fatal weather involved general aviation accidents and the criteria for weather observations at general aviation airports were discussed. It was generally agreed that: (1) meteorologists do not seem to have sufficient understanding of general aviation requirements, (2) pilots are not aware of the meteorological services and publications which are available to them; (3) Uniform capability is not being utilized to the degree possible; and (4) there is a wealth of weather data available within the Department of Defense which is not available in the system for civil use. The committee recommends that student pilot training programs include actual inflight weather experience accomplished through instructor training, and efforts be made to make real time weather data available to the pilot from all sources to include military installations, Unicom operators, tower and approach controllers, and air traffic controllers.

Goodrich, W. C.↗

General Aviation Propulsion

Programs exploring and demonstrating new technologies in general aviation propulsion are considered. These programs are the quiet, clean, general aviation turbofan (QCGAT) program; the general aviation turbine engine (GATE) study program; the general aviation propeller technology program; and the advanced rotary, diesel, and reciprocating engine programs.

Source record↗

NASA's Role in Aeronautics: A Workshop. Volume 4: General aviation

A substantially improved flow of new technology is imperative if the general aviation industry is to maintain a strong world position. Although NASA is the most eminently suited entity available to carry out the necessary research and technology development effort because of its facilities, expertise, and endorsement by the aircraft industry, less than 3% of its aeronautical R&T budget is devoted to general aviation aeronautics. It is recommended that (1) a technology program, particularly one that focuses on improving fuel efficienty and safety, be aggressively pursued by NASA; (2) NASA be assigned the role of leading basic research technology effort in general aviation up through technology demonstration; (3) a strategic plan be developed by NASA, in cooperation with the industry, and implemented in time for the 1982 budget cycle; and (4) a NASA R&T budget be allocated for general aviation adequate to support the proposed plan.

Source record↗

Flight evaluation results from the general-aviation advanced avionics system program

A demonstration advanced avionics system (DAAS) for general-aviation aircraft was tested at NASA Ames Research Center to provide information required for the design of reliable, low-cost, advanced avionics systems which would make general-aviation operations safer and more practicable. Guest pilots flew a DAAS-equipped NASA Cessna 402-B aircraft to evaluate the usefulness of data busing, distributed microprocessors, and shared electronic displays, and to provide data on the DAAS pilot/system interface for the design of future integrated avionics systems. Evaluation results indicate that the DAAS hardware and functional capability meet the program objective. Most pilots felt that the DAAS representative of the way avionics systems would evolve and felt the added capability would improve the safety and practicability of general-aviation operations. Flight-evaluation results compiled from questionnaires are presented, the results of the debriefings are summarized. General conclusions of the flight evaluation are included.

Callas, G. P.↗