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At least 541 records · Page 30

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NASA NTRS1996

STS-77 Flight Day 4

On this fourth day of the STS-77 mission, the flight crew, Cmdr. John H. Casper, Pilot Curtis L. Brown, Jr., and Mission Specialists Andrew S.W. Thomas, Ph.D., Daniel W. Bursch, Mario Runco, Jr., and Marc Garneau, Ph.D., turned their attention to the deployment of a small technology demonstration satellite known as PAMS. The Passive Aerodynamically Stabilized Magnetically-damped Satellite uses aerodynamic stabilization to orient itself properly and demonstrates a technique that could prolong the lifetime of a satellite by reducing or eliminating the requirement for attitude control propellants. After Mission Specialist Mario Runco deploys the satellite from a canister in the rear of Endeavour's payload bay, it drifts away from the orbiter in a rotating, unstable attitude by design to evaluate how quickly and effectively the spacecraft can stabilize itself using the aerodynamic stabilization method rather than by thrusters. Later in the day, the crew is seen being interviewed by Canadian Television.

Source record↗

NASA NTRS1974

Asymmetrical booster ascent guidance and control system design study. Volume 1: Summary

Dynamics and control, stability, and guidance analyses are summarized for the asymmetrical booster ascent guidance and control system design studies, performed in conjunction with space shuttle planning. The mathematical models developed for use in rigid body and flexible body versions of the NASA JSC space shuttle functional simulator are briefly discussed, along with information on the following: (1) space shuttle stability analysis using equations of motion for both pitch and lateral axes; (2) the computer program used to obtain stability margin; and (3) the guidance equations developed for the space shuttle powered flight phases.

Williams, F. E.↗

NASA NTRS1978

Characterization of the non axial thrust generated by large solid propellant rocket motors in three axis stabilized ascent

Nonaxial thrusts produced by solid rocket motors during three-axis stabilized attitude control have been determined from ascent experience on twenty three Burner II, Burner IIA and Block 5D-1 upper stage vehicles. A data base representing four different rocket motor designs (three spherical and one extended spherical) totaling twenty five three-axis stabilized firings is generated. Solid rocket motor time-varying resultant and lateral side force vector magnitudes, directions and total impulses, and roll torque couple magnitudes, directions, and total impulses are tabulated in the appendix. Population means and three sigma deviations are plotted. Existing applicable ground test side force and roll torque magnitudes and total impulses are evaluated and compared to the above experience data base. Within the spherical motor population, the selected AEDC ground test data consistently underestimated experienced motor side forces, roll torques and total impulses. Within the extended spherical motor population, the selected AEDC test data predicted experienced motor side forces, roll torques, and total impulses, with surprising accuracy considering the very small size of the test and experience populations.

Kosmann, W. J.↗

NASA NTRS1980

Rolling flow wind tunnel tests of F-18 aircraft

The lateral directional characteristics of an F-18 aircraft was investigated. Aerodynamic derivatives associated with pure roll rate, or the 'p' derivatives were obtained. The model is described and the procedures used to obtain and correct the data, and a graphical presentation of the results are presented. These results include graphs of the lateral directional static stability derivatives versus angle of attack, and the lateral directional force and moment coefficients versus nondimensional roll rate. Results are presented for several configurations including complete, complete without vertical tails, complete without horizontal tails, fuselage wing and fuselage alone. Each of these configuations was tested with and without wing leading edge extensions. The basic control surfaces were deflected and the results were investigated.

Lutze, F. H.↗

NASA NTRS1985

Hypersonic characteristics of an advanced aerospace plane at Mach 20.3

Wind-tunnel studies have been performed in the Langley Hypersonic Helium Tunnel Facility to obtain static longitudinal and lateral-directional aerodynamic characteristics of an advanced aerospace plane concept. The nominal test conditions are a Mach number of 20.3 and a Reynolds number of 6.8 x 10 to the 6th power per foot at angles of attack from 0 to 25 deg and angles of sideslip of -3 and 0 deg. Stability and control characteristics are obtained for several deflections of the elevators, elevons, and rudder. In addition, a modified canopy is examined. The results indicate that this vehicle is longitudinally stable at angles of attack near the maximum lift-drag ratio. Also, the vehicle is shown to be directionally unstable with positive dihedral effect.

Mccandless, R. S.↗

NASA NTRS1972

Nonlinear programming in design of control systems with specified handling qualities.

A method is described for using nonlinear programing in the computer-aided design of aircraft control systems. It is assumed that the quality of such systems depends on many criteria. These criteria are included in the constraints vector, and the design proceeds through a sequence of nonlinear programing solutions in which the designer varies the specification of sets of requirements levels. The method is applied to design of a lateral stability augmentation system (SAS) for a fighter aircraft, in which the requirements vector is chosen from the official handling-qualities specifications. Results are shown for several simple SAS configurations designed to obtain desirable handling qualities over all design flight conditions with minimum feedback gains.

Schy, A. A.↗

NASA NTRS1985

Wind-Tunnel Investigation of a Full-Scale Canard-Configured General Aviation Airplane

An investigation was conducted in the Langley 30- by 60-Foot Tunnel to determine the aerodynamic characteristics of a powered, full-scale model of a general aviation airplane employing a canard. Although primary emphasis of the investigation was placed on evaluating the aerodynamic performance and the stability and control characteristics of the basic configuration, tests were also conducted to study the following effects of varying the basic configuration: effect of Reynolds number; effect of canard; effect of outboard wing leading-edge droop; effect of center-of-gravity location; effect of elevator trim; effect of landing gear; effect of lateral-directional control; effect of power; effect of fixed transition; effect of water spray; effects of canard incidence, canard airfoil section, and canard position; and effects of winglets and upper winglet size. Additional aspects of the study were to determine the boundary-layer transition characteristics of airfoil surfaces and the effect of fixing the boundary layer to be turbulent by means of a transition strip near the leading edge. The tests were conducted at Reynolds numbers from 0.60 x 10 to the 6th power to 2.25x10 to the 6th power, based on the wing mean aerodynamic chord, at angles of attack from -4.5 deg to 41.5 deg, and at angles of sideslip from -15 deg to 15 deg.

Yip, L. P.↗

NASA NTRS1943

A theoretical investigation of the lateral oscillations of an airplane with free rudder with special reference to the effect of friction

Charts showing the variation in dynamic stability with the rudder hinge-moment characteristics are presented. A stabilizing rudder floating tendency combined with a high degree of aerodynamic balance is shown to lead to oscillations of increasing amplitude. This dynamic instability is increased by viscous-friction in the rudder control system. The presence of solid friction in the rudder control system will cause steady oscillations of constant amplitude if the floating angle of the rudder per unit angle of sideslip is stabilizing and greater than a certain critical value that depends on other airplane parameters, such as vertical-tail area and airplane moment of inertia about the vertical axis. The amplitude of the steady oscillation is proportional to the amount of friction and is generally quite small but increases as the condition of dynamic instability is approached. An approximate method of calculating the amplitudes of the steady oscillation is explained and is illustrated by a numerical example. A more accurate step-by-step calculation of the motion is also made and it is shown that the agreement with the approximate method is good.

Greenberg, Harry↗

NASA NTRS1972

Static aerodynamic characteristics of a model with a 17 percent thick supercritical wing

The statis stability and control characteristics and air loads on the wing and aileron of a 0.09 scale model of an airplane with a 17 percent thick supercritical wing were investigated. The longitudinal aerodynamic characteristics were determined over a lift coefficient range sufficiently high to induce buffet onset at Mach numbers from 0.30 to 0.80. In addition, the lateral aerodynamic characteristics were determined as a function of sideslip angle and angle of attack at selected Mach numbers.

Ferris, J. C.↗

NASA NTRS1983

Effect of modifications of aerodynamic characteristics of a single-stage-to-orbit vehicle at Mach 5.9

Hypersonic stability, control, and performance characteristics were determined on a single-stage-to-orbit vehicle based on control-configured stability concepts. The configuration (0.006-scale model) had a large body with a small 50 deg swept wing. Two vertical-fin arrangements were investigated which consisted of a large center-line vertical tail and small wing-tip fins. The wing-tip fins had movable surfaces called controllers which could be deflected outward. Longitudinal and lateral directional characteristics were obtained over an angle-of-attack rage from 0 deg to 40 deg. The effects of tip-fin controller deflection on roll- and yaw-control characteristics at a sideslip angle of 0 deg were obtained. This investigation was conducted in the Langley 20 Inch Mach 6 Tunnel.

Bernot, P. T.↗

NASA NTRS1990

Flight evaluations of several hover control and display combinations for precise blind vertical landings

Several control and display concepts were evaluated on a variable-stability helicopter prior to future evaluations on a modified Harrier. The control and display concepts had been developed to enable precise hover maneuvers, station keeping, and vertical landings in simulated zero-visibility conditions and had been evaluated extensively in previous piloted simulations. Flight evaluations early in the program revealed several inadequacies in the display drive laws that were later corrected using an alternative design approach that integrated the control and display characteristics with the desired guidance law. While hooded, three pilots performed landing-pad captures followed by vertical landings with attitude-rate, attitude, and translation-velocity-command control systems. The latter control system incorporated a modified version of state-rate-feedback implicit-model following. Precise landing within 2 ft of the desired touchdown point were achieved.

Schroeder, J. A.↗

NASA NTRS2006

The Effect of Sensory Noise Created by Compliant and Sway-Referenced Support Surfaces on Postural Stability

The purpose of the present experiment was to compare in normal human subjects the differential effects on postural stability of introducing somatosensory noise via compliant and/or sway-referenced support surfaces during quiet standing. The use of foam surfaces (two thicknesses: thin (0.95cm) and thick (7.62cm)) and sway-referenced support allowed comparison between two different types of destabilizing factors that increased ankle/foot somatosensory noise. Under some conditions neck extensions were used to increase sensory noise by deviating the vestibular system from its optimal orientation for balance control. The impact of these conditions on postural control was assessed through objective measures of instability. Thick foam and sway-referenced support conditions generated comparable instability in subjects, as measured by equilibrium score and minimum time-to-contact. However, simultaneous application of the conditions resulted in greater instability, suggesting a higher level of generated sensory noise and thus, different receptor types affected during each manipulation. Indeed, sway-referenced support generated greater anterior-posterior center-of-mass (COM) sway, while thick foam generated greater medio-lateral COM sway and velocity. Neck extension had minimal effect on postural stability until combined with simultaneous thick foam and sway-referenced support. Thin foam never generated enough sensory noise to affect postural stability even with noise added by sway-reference support or neck extension. These results provide an interesting window into the central integration of redundant sensory information and indicate the postural impact of sensory inputs is not solely based on their existence, but also their level of noise.

Forth, Katharine E.↗

NASA NTRS1995

Implementation of a Single-Stage-To-Orbit (SSTO) model for stability and control analysis

Three NASA centers: Marshall Space Flight Center (MSFC), Langley Research Center (LaRC), and Johnson Space Center (JSC) are currently involved in studying a family of single-stage- and two-stage-to-orbit (SSTO/TSTO) vehicles to serve as the next generation space transportation system (STS). A rocketed winged-body is the current focus. The configuration (WB001) is a vertically-launched, horizontally-landing system with circular cross-section. Preliminary aerodynamic data was generated by LaRC and is a combination of wind-tunnel data, empirical methods, and Aerodynamic Preliminary Analysis System-(APAS) generated values. JSC's efforts involve descent trajectory design, stability analysis, and flight control system synthesis. Analysis of WB001's static stability indicates instability in 'tuck' (C(sub mu) less than 0: Mach = 0.30, alpha greater than 3.25 deg; Mach = 0.60, alpha greater than 8.04), an unstable dihedral effects (C(sub l(beta)) greater than 0: Mach = 30,alpha less than 12 deg.; Mach = 0.60, alpha less than 10.00 deg.), and, most significantly, an unstable weathercock stability derivative, C(sub n(beta)), at all angles of attack and subsonic Mach numbers. Longitudinal trim solutions for Mach = 0.30 and 0.60 indicate flight path angle possibilities ranging from around 12 (M = 0.30) to slightly over 20 degrees at Mach = 0.60. Trim angles of attack increase from 6.24 at Mach 0.60 and 10,000 feet to 17.7 deg. at Mach 0.30, sea-level. Lateral trim was attempted for a design cross-wind of 25.0 knots. The current vehicle aerodynamic and geometric characteristics will only yield a lateral trim solution at impractical tip-fin deflections (approximately equal to 43 deg.) and bank angles (21 deg.). A study of the lateral control surfaces, tip-fin controllers for WB001, indicate increased surface area would help address these instabilities, particularly the deficiency in C(sub n(beta)), but obviously at the expense of increased vehicle weight. Growth factors of approximately 7 were determined using a design C(sub n(beta)) of 0.100/radian (approximate subsonic values for the orbiter).

Ingalls, Stephen A.↗

NASA NTRS1975

Status of input design for aircraft parameter identification

Results are presented on the design of aircraft inputs (i.e. elevator, rudder and aeleron deflection time histories) to identify aircraft stability and control derivatives from flight test data. The problem is first reduced to an optimization problem with differential and integral constraints. The criteria used are either expressed in terms of the Cramer-Rao lower bound on the covariance matrix of the parameter estimates or in terms of the maximum prediction error variance. Both time-domain longitudinal and lateral dynamics of C-8 and Jet Star aircrafts and comparison with doublet type inputs are made.

Mehra, R. K.↗

DOE OSTI2026

Heteroepitaxial control of thickness, strain, and domain architecture in few-layer ferroelectric tin monochalcogenides

Thin-film epitaxy and epitaxial strain have been widely exploited to tune domain configurations, switching behavior, and ferroic properties in conventional three-dimensional ferroelectric thin films; however, its application to controlling the properties of two-dimensional (2D) ferroelectrics has remained largely unexplored. Here, using SnX (X = Se, S) as a model system, we demonstrate heteroepitaxial control of thickness, strain state, and domain architecture in few-layer ferroelectric SnX via growth on monolayer MoS2 van der Waals (vdW) templates. Compared with conventional growth, MoS2-templated heteroepitaxy promotes epitaxial alignment, yielding ultrathin SnSe films with improved crystalline quality, full areal coverage, and enlarged lateral dimensions. Strong interfacial epitaxial coupling induces pronounced in-plane strain and stabilizes a hierarchical ferroelastic domain architecture, in which long-range 90° stripe domains are further subdivided into nanoscale rotational variants, as revealed by scanning transmission electron microscopy and synchrotron X-ray microscopy. Piezoresponse force microscopy and second-harmonic polarimetry confirm robust in-plane polarization, while ferroelectricity in SnSe is established through polarization-electric field hysteresis and nonvolatile ferroelectric resistive switching with on/off ratios approaching 1000. A nonvolatile, switchable ferroelectric diode effect further evidences direct coupling between polarization and charge transport. Notably, ferroelectric switchability exhibits a strong thickness dependence and is preserved only below ∼10 layers. This vdW heteroepitaxial strategy is further extended to ferroelectric SnS. The seamless heteroepitaxial integration of 2D ferroelectrics with CMOS-compatible, wafer-scale MoS2 templates provides a general and scalable route for strain-enabled structural and ferroelectric engineering in emerging memory and low-power optoelectronic applications.

Wang, Yueyin↗

NASA NTRS1984

Flight characteristics of a manned, low-speed, controlled deep stall vehicle

A successful manned, low speed, controlled deep stall flight research program was conducted at NASA Ames Research Center's Dryden Flight Research Facility. Piloting techniques were established that enabled the pilot to attain and stabilize on an angle of attack in the 30 deg to 72 deg range. A flight determined aerodynamic data base was established for angles of attack as high as 72 deg. Poor lateral directional flying qualities were encountered at angles of attack above 60 deg. Insight into the high angle of attack lateral directional dynamics was gained through a basic root locus analysis.

Sim, A. G.↗

NASA NTRS1984

Flight characteristics of a manned, low-speed, controlled deep stall vehicle

A successful manned, low-speed, controlled deep stall flight research program was conducted at NASA Ames Research Center's Dryden Flight Research Facility. Piloting techniques were established that enabled the pilot to attain and stabilize on an angle of attack in the 30 to 72 deg range. A flight-determined aerodynamic data base was established for angles of attack as high as 72 deg. Poor lateral-directional flying qualities were encountered at angles of attack above 60 deg. Insight into the high angle-of-attack, lateral-directional dynamics was gained through a basic root-locus analysis.

Sim, A. G.↗

NASA NTRS1987

Low-speed aerodynamic characteristics of a twin-engine general aviation configuration with aft-fuselage-mounted pusher propellers

An investigation was conducted to determine the aerodynamic characteristics of an advanced turboprop aircraft model with aft-pylon-mounted pusher propellers. Tests were conducted through an angle-of-attack range of -8 to 28 degrees, and an angle-of-sideslip range of -20 to 20 degrees at free-stream conditions corresponding to Reynolds numbers of 0.55 to 2.14 x 10 to the 6th power based on mean aerodynamic chord. Test results show that for the unpowered configurations the maximum lift coefficients for the cruise, takeoff, and landing configurations are 1.45, 1.90, and 2.10, respectively. Nacelle installation results in a drag coefficient increase of 0.01. Increasing propeller thrust results in a significant increase in lift for angles of attack above stall and improves the longitudinal stability. The cruise configuration remains longitudinally stable to an angle of attack 5 degrees beyond the stall angle, the takeoff configuration is stable 4 degrees beyond stall angle, and the landing configuration is stable 3 degrees beyond stall angle. The predominant effect of symmetric thrust on the lateral-directional aerodynamic characteristics is in the post-stall region, where additional rudder control is available with power on.

Dunham, Dana Morris↗