SEARCH · Engineering Papers

Results for “variable speed control”

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.

SourceResearch connectionFrom yearThrough year

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

At least 541 records · Page 30

All sources NASA NTRS DOE OSTI

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

air taxis↗

DOE OSTI2022

Efficient, Compact, and Smooth Variable Propulsion Motor (Final Report)

In this project, a new architecture of highly efficient hydraulic motor was developed for the propulsion of off-highway vehicles. The motor uses an adjustable linkage driving a cam to vary the displacement of the piston, resulting in a Variable Displacement Linkage Motor (VDLM). The motor uses low friction rolling element bearings to significantly reduce mechanical friction, especially in the demanding low-speed high-torque conditions experienced by off-highway vehicles. The VDLM has high torque capabilities for its size due to the radial piston packaging and use of a multi-lobe cam. A VDLM is very smooth due to the ability to tune the torque ripple through the design of the cam profile. The project was divided into three periods. During the first period, a dynamic model was constructed of the motor to predict the performance of the motor and the vehicle. During the second period, a single-cylinder learning prototype was designed, built, and tested to validate the models constructed in the first period. In the third period, a multi-cylinder prototype motor was optimized, designed, fabricated, and tested. The motor demonstrated excellent mechanical efficiency (above 92.5% across the range of displacements), but the experimentally measure volumetric efficiency was lower than expected due to higher leakage rates created by the poor tolerance control on the prototype. To validate the dynamic models developed in the first period and better understand design trade-offs. In the third period a multi-cylinder concept demonstration prototype will be designed, fabricated, and tested. The final prototype will be tested on a motor dynamometer and will be utilized in hardware-in-the-loop testing to demonstrate its efficiency and performance impacts on the overall drive train. The experimental results were used in a drive train simulation of a compact track loader operating through a drive cycle. Using the VDLM in a hydrostatic circuit yielded 17.1% reduction in fuel consumption and 36.5% reduction in a series hybrid transmission.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2026

Added value of site load measurements in probabilistic lifetime extension: a Lillgrund case study

Site-specific fatigue estimation is an essential part of wind turbine lifetime extension, with various methods depending on data availability. The present study compares probabilistic lifetime extension assessment results for rotor blades with and without load measurements. It also addresses two key questions in such assessments: the applicability of the Frandsen model for estimating waked turbulence under complex and mixed wake conditions and the extrapolation of mid-term data over longer time periods. The case study wind turbine is SWT-2.3-93, located at the edge of the Lillgrund wind farm, situated in the Øresund Strait between Denmark and Sweden. The turbine is extensively instrumented, with 5 years of data available from its supervisory control and data acquisition (SCADA) system. Although the Frandsen turbulence estimates deviate in a different manner from measurements at below- and above-rated mean wind speeds, the model remains a conservative approach for fatigue load prediction and reliability. In the current case study, the site-specific assessment using strain gauge measurements yields a 33 % higher annual fatigue reliability index after 35 years compared to a scenario based on the Frandsen estimation combined with ambient environmental data and a generic aeroelastic model. The results also demonstrate that the sensitivity of fatigue reliability to load uncertainty is negligible when load measurements are used directly but relatively high when relying on the Frandsen model in combination with a generic aeroelastic model. Overall, the high variability of the lifetime extension in different scenarios of data availability and accuracy shows the importance and added value of high-quality measurements combined with wind-farm-level SCADA and a model updated in real time (digital twins).

17 WIND ENERGY↗

NASA NTRS1991

The 1989 high-speed civil transport studies

The results of the Douglas Aircraft Company system studies related to high speed civil transports (HSCT) are discussed. The studies were conducted to assess the environmental compatibility of a high speed civil transport at a design Mach number of 3.2. Sonic boom minimization, external noise, and engine emissions were assessed together with the effect of the laminar flow control (LFC) technology on vehicle gross weight. The general results indicated that a sonic boom loudness level of 90-PLdB at Mach 3.2 may not be achievable for a practical design; the high flow engine cycle concept shows promise of achieving the sideline FAR Part 36 noise limit, but may not achieve the aircraft range design goal of 6,500 nautical miles; the rich burn/quick quench (RB/QQ) combustor concept shows promise for achieving low EINO sub x levels when combined with a premixed pilot stage/advanced technology, high power stage duct burner in the Pratt and Whitney variable steam control engine (VSCE); and full chord wing LFC has significant performance and economic advantages relative to the turbulent wing baseline.

Source record↗

DOE OSTI2022

Novel cis-regulatory elements as synthetic promoters to drive recombinant protein expression from the Chlamydomonas reinhardtii nuclear genome

Eukaryotic green microalgae represent a sustainable, photosynthetic biotechnology platform for generating high-value products. The model green alga Chlamydomonas reinhardtii has already been used to generate high value bioproducts such as recombinant proteins and terpenoids. However, low, unstable, and variable nuclear transgene expression has limited the ease and speed of metabolic engineering and recombinant protein expression in this system. Here, novel genetic devices for transgene expression in C. reinhardtii have been developed by identifying cis-regulatory DNA elements capable of driving high transgene expression in C. reinhardtii promoters using de novo motif discovery informatics approaches. Thirteen putative motifs were synthesized as concatemers, linked to a common minimal basal promoter, and assayed for their activity to drive expression of a yellow fluorescent protein reporter gene. Following transformation of the vectors into C. reinhardtii by electroporation, in vivo measurements of yellow fluorescent protein expression by flow cytometry revealed that five of the DNA motifs analyzed displayed significantly higher reporter expression compared to the basal promoter control. Two of the concatemerized motifs, despite being much smaller minimal cis-regulatory elements, drove reporter expression at levels approaching that of the conventionally-used AR1 promoter. This analysis provides insight into C. reinhardtii promoter structure and gene regulation, and provides a new toolbox of cis-regulatory elements that can be used to drive transgene expression at a variety of expression levels.

59 BASIC BIOLOGICAL SCIENCES↗

NASA NTRS2018

A Markov Decision Process Framework for Optimal Airport Reconfiguration

The airport runway configuration is defined as a combination set of runways for arrivals and departures used at a point during operation of the airport. An optimal configuration of these runways depends on a number of factors, including traffic demand, wind magnitude and direction, other adverse weather conditions, and noise restrictions, among others. Based on the current state of these factors and predictions of traffic demand and weather conditions, runway configuration changes are made and coordinated between tower controller, other air traffic control facilities, pilots, and ground personnel. Reconfigurations can be quite disruptive to airport operations; minimizing their frequency and scheduling them well in advance is essential for mitigating some of the added workload for controllers and pilots. Unfortunately, deciding on an appropriate time to change is challenging for human decision makers. Not only do multiple factors need to be evaluated, but the uncertainty in their forecasts must also be considered. Previous optimization methods, such as mixed linear integer programming, have been proposed. Although these methods can reason over a large set of variables, they do not systematically handle the uncertainty associated with weather movement, traffic demands, and other variables. In this work, we introduce a Markov Decision Process (MDP)-based decision making framework which can reason effectively over the inherent uncertainties and make optimal decisions on if/when to change the airport configuration. In a prototype implementation, we present a single runway with three aircraft and utilize knowledge of the forecasted wind speed and direction to determine whether to keep or change the current runway configuration. Our aim through this work is to present a framework for airport reconfiguration which can be scalable to additional aircraft, multiple runways, and various input parameters. This technique will optimize the airport reconfiguration procedure by providing a proactive approach, optimizing not just at the next optimal opportunity for a reconfiguration based on varying atmospheric and traffic conditions in the terminal airspace, but also anticipating future necessary reconfigurations. This will eliminate the inefficiencies of frequent changes currently associated with runway reconfiguration procedures.

runway reconfiguration↗

NASA NTRS2004

Turbofan Engine Simulated in a Graphical Simulation Environment

Recently, there has been an increase in the development of intelligent engine technology with advanced active component control. The computer engine models used in these control studies are component-level models (CLM), models that link individual component models of state space and nonlinear algebraic equations, written in a computer language such as Fortran. The difficulty faced in performing control studies on Fortran-based models is that Fortran is not supported with control design and analysis tools, so there is no means for implementing real-time control. It is desirable to have a simulation environment that is straightforward, has modular graphical components, and allows easy access to health, control, and engine parameters through a graphical user interface. Such a tool should also provide the ability to convert a control design into real-time code, helping to make it an extremely powerful tool in control and diagnostic system development. Simulation time management is shown: Mach number versus time, power level angle versus time, altitude versus time, ambient temperature change versus time, afterburner fuel flow versus time, controller and actuator dynamics, collect initial conditions, CAD output, and component-level model: CLM sensor, CAD input, and model output. The Controls and Dynamics Technologies Branch at the NASA Glenn Research Center has developed and demonstrated a flexible, generic turbofan engine simulation platform that can meet these objectives, known as the Modular Aero-Propulsion System Simulation (MAPSS). MAPSS is a Simulink-based implementation of a Fortran-based, modern high pressure ratio, dual-spool, low-bypass, military-type variable-cycle engine with a digital controller. Simulink (The Mathworks, Natick, MA) is a computer-aided control design and simulation package allows the graphical representation of dynamic systems in a block diagram form. MAPSS is a nonlinear, non-real-time system composed of controller and actuator dynamics (CAD) and component-level model (CLM) modules. The controller in the CAD module emulates the functionality of a digital controller, which has a typical update rate of 50 Hz. The CLM module simulates the dynamics of the engine components and uses an update rate of 2500 Hz, which is needed to iterate to balance mass and energy among system components. The actuators in the CAD module use the same sampling rate as those in the CLM. Two graphs of normalized spool speed versus time in seconds and one graph of normalized average metal temperature versus time in seconds is shown. MAPSS was validated via open-loop and closed-loop comparisons with the Fortran simulation. The preceding plots show the normalized results of a closed-loop comparison looking at three states of the model: low-pressure spool speed, high-pressure spool speed, and the average metal temperature measured from the combustor to the high-pressure turbine. In steady state, the error between the simulations is less than 1 percent. During a transient, the difference between the simulations is due to a correction in MAPSS that prevents the gas flow in the bypass duct inlet from flowing forward instead of toward the aft end, which occurs in the Fortran simulation. A comparison between MAPSS and the Fortran model of the bypass duct inlet flow for power lever angles greater than 35 degrees is shown.

Parker, Khary I.↗

NASA NTRS1993

Robotic Variable Polarity Plasma Arc (VPPA) Welding

The need for automated plasma welding was identified in the early stages of the Space Station Freedom Program (SSFP) because it requires approximately 1.3 miles of welding for assembly. As a result of the Variable Polarity Plasma Arc Welding (VPPAW) process's ability to make virtually defect-free welds in aluminum, it was chosen to fulfill the welding needs. Space Station Freedom will be constructed of 2219 aluminum utilizing the computer controlled VPPAW process. The 'Node Radial Docking Port', with it's saddle shaped weld path, has a constantly changing surface angle over 360 deg of the 282 inch weld. The automated robotic VPPAW process requires eight-axes of motion (six-axes of robot and two-axes of positioner movement). The robot control system is programmed to maintain Torch Center Point (TCP) orientation perpendicular to the part while the part positioner is tilted and rotated to maintain the vertical up orientation as required by the VPPAW process. The combined speed of the robot and the positioner are integrated to maintain a constant speed between the part and the torch. A laser-based vision sensor system has also been integrated to track the seam and map the surface of the profile during welding.

Jaffery, Waris S.↗

NASA NTRS1995

Sea-air of CO2 in the North Pacific using shipboard and satellite data

A method has been developed to produce high-resolution maps of pCO2 in surface water for the North Pacific using satellite sea surface temperature (SST) data and statistical relationships between measured pCO2 and temperature. In the subtropical North Pacific the pCO in seawater is controlled primarily by temperature. Accordingly, pCO2 values that are calculated from the satellite SST data have good agreement with the measured values (rms deviation of +/- microatm). In the northwestern subpolar region the pCO2 is controlled not only by temperature, but also by significant seasonal changes in the total CO2 concentration, which are caused by seasonal changes in primary production, mixing with subsurface waters and sea-air exchange. Consequently, the parameterization of oceanic p CO2 based on SST data alone is not totally successful in the northwestern region (rms deviation of +/- 40 microatm). The use of additional satellite products, such as wind and ocean color data, as planned for a future study, is considered necessary to account for the pCO2 variability caused by seasonal changes in the total CO2 concentration. The net CO2 flux for the area of the North Pacific included in this study (north of 10 deg N) has been calculated using the monthly pCO2 distributions computed, and monthly wind speeds from the European Centre for Medium-Range Weather Forecasts. The region is found to be a net source to the atmosphere of 1.9 x 10(exp 12) to 5.8 x 10(exp 12) moles of CO2 per year (or 0.02-0.07 Gt C/yr), most of the outflux occurring in the subtropics.

Stephens, Mark P.↗

NASA NTRS1995

Displacement based multilevel structural optimization

Multidisciplinary design optimization (MDO) is expected to play a major role in the competitive transportation industries of tomorrow, i.e., in the design of aircraft and spacecraft, of high speed trains, boats, and automobiles. All of these vehicles require maximum performance at minimum weight to keep fuel consumption low and conserve resources. Here, MDO can deliver mathematically based design tools to create systems with optimum performance subject to the constraints of disciplines such as structures, aerodynamics, controls, etc. Although some applications of MDO are beginning to surface, the key to a widespread use of this technology lies in the improvement of its efficiency. This aspect is investigated here for the MDO subset of structural optimization, i.e., for the weight minimization of a given structure under size, strength, and displacement constraints. Specifically, finite element based multilevel optimization of structures (here, statically indeterminate trusses and beams for proof of concept) is performed. In the system level optimization, the design variables are the coefficients of assumed displacement functions, and the load unbalance resulting from the solution of the stiffness equations is minimized. Constraints are placed on the deflection amplitudes and the weight of the structure. In the subsystems level optimizations, the weight of each element is minimized under the action of stress constraints, with the cross sectional dimensions as design variables. This approach is expected to prove very efficient, especially for complex structures, since the design task is broken down into a large number of small and efficiently handled subtasks, each with only a small number of variables. This partitioning will also allow for the use of parallel computing, first, by sending the system and subsystems level computations to two different processors, ultimately, by performing all subsystems level optimizations in a massively parallel manner on separate processors. It is expected that the subsystems level optimizations can be further improved through the use of controlled growth, a method which reduces an optimization to a more efficient analysis with only a slight degradation in accuracy. The efficiency of all proposed techniques is being evaluated relative to the performance of the standard single level optimization approach where the complete structure is weight minimized under the action of all given constraints by one processor and to the performance of simultaneous analysis and design which combines analysis and optimization into a single step. It is expected that the present approach can be expanded to include additional structural constraints (buckling, free and forced vibration, etc.) or other disciplines (passive and active controls, aerodynamics, etc.) for true MDO.

Striz, Alfred G.↗

NASA NTRS2016

Quantifying PM2.5-Meteorology Sensitivities in a Global Climate Model

Climate change can influence fine particulate matter concentrations (PM2.5) through changes in air pollution meteorology. Knowledge of the extent to which climate change can exacerbate or alleviate air pollution in the future is needed for robust climate and air pollution policy decision-making. To examine the influence of climate on PM2.5, we use the Geophysical Fluid Dynamics Laboratory Coupled Model version 3 (GFDL CM3), a fully-coupled chemistry-climate model, combined with future emissions and concentrations provided by the four Representative Concentration Pathways (RCPs). For each of the RCPs, we conduct future simulations in which emissions of aerosols and their precursors are held at 2005 levels while other climate forcing agents evolve in time, such that only climate (and thus meteorology) can influence PM2.5 surface concentrations. We find a small increase in global, annual mean PM2.5 of about 0.21 micro-g/cu m3 (5%) for RCP8.5, a scenario with maximum warming. Changes in global mean PM2.5 are at a maximum in the fall and are mainly controlled by sulfate followed by organic aerosol with minimal influence of black carbon. RCP2.6 is the only scenario that projects a decrease in global PM2.5 with future climate changes, albeit only by -0.06 micro-g/cu m (1.5%) by the end of the 21st century. Regional and local changes in PM2.5 are larger, reaching upwards of 2 micro-g/cu m for polluted (eastern China) and dusty (western Africa) locations on an annually averaged basis in RCP8.5. Using multiple linear regression, we find that future PM2.5 concentrations are most sensitive to local temperature, followed by surface wind and precipitation. PM2.5 concentrations are robustly positively associated with temperature, while negatively related with precipitation and wind speed. Present-day (2006-2015) modeled sensitivities of PM2.5 to meteorological variables are evaluated against observations and found to agree reasonably well with observed sensitivities (within 10e50% over the eastern United States for several variables), although the modeled PM2.5 is less sensitive to precipitation than in the observations due to weaker convective scavenging. We conclude that the hypothesized "climate penalty" of future increases in PM2.5 is relatively minor on a global scale compared to the influence of emissions on PM2.5 concentrations.

PM2.5↗

DOE OSTI2025

Correlating processing variables to material properties in recycled polypropylene: A data‐driven approach

Abstract Polypropylene (PP) is one of the most widely used plastics, yet its recycling remains limited, with less than 1% of solid waste PP being reprocessed. Mechanical recycling through extrusion is the most practical method, but inconsistent reprocessing conditions introduce variability in material properties. While temperature, screw speed, and residence time influence the thermomechanical stress applied during reprocessing, there are no standardized guidelines for optimizing these parameters. This study examines how these factors shape the properties of recycled PP, using conditions designed to mimic post‐industrial recycled (PIR) scrap. Residence time was measured using colorimetric tracking and correlated with molecular weight, viscosity, and mechanical properties over multiple extrusion cycles. Data‐driven modeling, including response surface methodology, support vector machines, and artificial neural networks, identified processing temperature as the dominant factor in material degradation, followed by residence time. Mechanical properties remained stable, while viscosity decreased predictably with increasing residence time. By linking reprocessing conditions to property evolution, this study provides a method to optimize processing parameters and reduce variability in recycled PP. These findings help manufacturers improve process control, making recycled PP more predictable for reuse in manufacturing. Highlights Study of PIR‐quality PP without additives or compatibilizers. Residence time analysis shows processing temperature drives PP property changes. Mark‐Houwink enables quick molecular weight checks for quality control. Models predict mechanical and rheological shifts in reprocessing. Optimized processing parameters minimize property degradation in recycling.

Estela‐García, John E. [Polymer Engineering Center↗

DOE OSTI2021

Probing Quantum Speed Limits with Ultracold Gases

Here, quantum speed limits (QSLs) rule the minimum time for a quantum state to evolve into a distinguishable state in an arbitrary physical process. These fundamental results constrain a notion of distance traveled by the quantum state, known as the Bures angle, in terms of the speed of evolution set by nonadiabatic energy fluctuations. I theoretically propose how to measure QSLs in an ultracold quantum gas confined in a time-dependent harmonic trap. In this highly-dimensional system of continuous variables, quantum tomography is prohibited. Yet, QSLs can be probed whenever the dynamics is self-similar by measuring as a function of time the cloud size of the ultracold gas. This makes it possible to determine the Bures angle and energy fluctuations, as I discuss for various ultracold atomic systems.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

NASA NTRS1986

Pretest Report for the Full Span Propulsive Wing/Canard Model Test in the NASA Langley 4 x 7 Meter Low Speed Wind Tunnel Second Series Test

A full span propulsive wing/canard model is to be tested in the NASA Langley Research Center (LaRC) 4 x 7 meter low speed wind tunnel. These tests are a continuation of the tests conducted in Feb. 1984, NASA test No.290, and are being conducted under NASA Contract NAS1-17171. The purpose of these tests is to obtain extensive lateral-directional data with a revised fuselage concept. The wings, canards, and vertical tail of this second test series model are the same as tested in the previous test period. The fuselage and internal flow path have been modified to better reflect an external configuration suitable for a fighter airplane. Internal ducting and structure were changed as required to provide test efficiency and blowing control. The model fuselage tested during the 1984 tests was fabricated with flat sides to provide multiple wing and canard placement variations. The locations of the wing and canard are important variables in configuration development. With the establishment of the desired relative placement of the lifting surfaces, a typically shaped fuselage has been fabricated for these tests. This report provides the information necessary for the second series tests of the propulsive wing/canard model. The discussion in this report is limited to that affected by the model changes and to the second series test program. The pretest report information for test 290 which is valid for the second series test was published in Rockwell report NR 83H-79. This report is presented as Appendix 1 and the modified fuselage stress report is presented as Appendix 2 to this pretest report.

Stewart, V. R.↗

NASA NTRS1996

Controlling Flexible Robot Arms Using High Speed Dynamics Process

A robot manipulator controller for a flexible manipulator arm having plural bodies connected at respective movable hinges and flexible in plural deformation modes corresponding to respective modal spatial influence vectors relating deformations of plural spaced nodes of respective bodies to the plural deformation modes, operates by computing articulated body quantities for each of the bodies from respective modal spatial influence vectors, obtaining specified body forces for each of the bodies, and computing modal deformation accelerations of the nodes and hinge accelerations of the hinges from the specified body forces, from the articulated body quantities and from the modal spatial influence vectors. In one embodiment of the invention, the controller further operates by comparing the accelerations thus computed to desired manipulator motion to determine a motion discrepancy, and correcting the specified body forces so as to reduce the motion discrepancy. The manipulator bodies and hinges are characterized by respective vectors of deformation and hinge configuration variables, and computing modal deformation accelerations and hinge accelerations is carried out for each one of the bodies beginning with the outermost body by computing a residual body force from a residual body force of a previous body and from the vector of deformation and hinge configuration variables, computing a resultant hinge acceleration from the body force, the residual body force and the articulated hinge inertia, and revising the residual body force modal body acceleration.

Jain, Abhinandan↗

NASA NTRS2008

Aerodynamic Design of a Dual-Flow Mach 7 Hypersonic Inlet System for a Turbine-Based Combined-Cycle Hypersonic Propulsion System

A new hypersonic inlet for a turbine-based combined-cycle (TBCC) engine has been designed. This split-flow inlet is designed to provide flow to an over-under propulsion system with turbofan and dual-mode scramjet engines for flight from takeoff to Mach 7. It utilizes a variable-geometry ramp, high-speed cowl lip rotation, and a rotating low-speed cowl that serves as a splitter to divide the flow between the low-speed turbofan and the high-speed scramjet and to isolate the turbofan at high Mach numbers. The low-speed inlet was designed for Mach 4, the maximum mode transition Mach number. Integration of the Mach 4 inlet into the Mach 7 inlet imposed significant constraints on the low-speed inlet design, including a large amount of internal compression. The inlet design was used to develop mechanical designs for two inlet mode transition test models: small-scale (IMX) and large-scale (LIMX) research models. The large-scale model is designed to facilitate multi-phase testing including inlet mode transition and inlet performance assessment, controls development, and integrated systems testing with turbofan and scramjet engines.

Sanders, Bobby W.↗

NASA NTRS1973

The effect of communications and traffic situation displays on pilots awareness of traffic in the terminal area

The Air Traffic Control (ATC) system is evolving under a general plan specified by the Federal Aviation Administration. Among the developments being considered is the Discrete Address Beacon System (DABS). The use of this system, although relieving congestion on the communications frequencies, would eliminate information about other aircraft because the party line communications now in use would be lost. One alternative to restore this lost information is an Airborne Traffic Situation Display (TSD). Experienced airline and military pilots participated in a factorial design to evaluate two types of communication (discrete address, party line) and two types of displays (TSD, no TSD). A stop-action quiz was used to evaluate their knowledge of other aircrafts' position, altitude, speed, heading, rate of climb, identity, and landing sequence number. Significant differences between conditions were detected, primarily in the position variables. Workload, as measured by a spare capacity side-task, showed a main effect of displays and a significant interaction between displays and communications. The data are summarized by plotting each display/communication condition configuration in the plane defined by information and workload index. A limited number of blunders by other aircraft were included in the simulations with a significant, but not entirely satisfactory, improvement in blunder detection attributed to the TSD.

Melanson, D.↗