Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “knot”

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 577 records · Page 32
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

Herbig-Haro objects in the receding lobe of the L 1551 outflow

A spectrum has been obtained of two Herbig-Haro objects which are seen against the receding lobe of the bipolar outflow within the dark cloud Lynds 1551. Positive heliocentric velocities up to 90 km/s have been measured from the H-alpha line which point to an association of these emission knots with the embedded infrared source L 1551-IRS 5 rather than with other young stellar objects in this part of the sky. There is a velocity range of 50-100 km/s within each object. (S II) lambda 6716 is also detected at a strength of about 50 pct of H-alpha. Along the entire length of the slit there is broad H-alpha emission with strength about four times that normally seen in emission from the night sky. This feature partially resolves into two components, one of which we suggest is from the general Galactic field, and the other from extended bow-shock emission.

Graham, J. A.↗
NASA NTRS1992

Hubble Space Telescope Planetary Camera images of R136

Images obtained with the Planetary Camera on the HST is used here to study the stellar population of R136, the core of the 30 Doradus cluster. It is found that R136a, the brightest knot at the center of R136, is indeed a tight cluster of stars containing at least 12 components in a 1 arcsec region. Three of the stars are of the Wolf-Rayet (W-R) type. The brightest stars have luminosities consistent with their being massive O supergiants or W-R stars. The stellar mass density in R136a is at least a million tiems that of the solar neighborhood. In the larger region known as R136, the magnitudes of 214 stars are detected and measured. A color-magnitude diagram shows a range of stars from luminous O supergiants to ZAMS B3 stars. The diagram is very similar to that of stars outside of R136. A surface brightness profile constructed from stellar photometry is best fit by a pure power law.

Campbell, Bel↗
NASA NTRS1992

X-ray flares from runaway pair production in active galactic nuclei

The hard X-ray spectrum of AGNs is nonthermal, probably arising from an electron-positron pair cascade, with some emission reflected off relatively cold matter. There has been interest in models on which protons are accelerated and create relativistic electrons on interaction with a local radiation field. It is shown here that a sufficient column density of protons can lead to runaway pair production: photons generated by the relativistic pairs are the targets for the protons to produce more pairs. This can produce X-ray fluxes with the characteristics observed in AGN. The model predicts the maximum ratio of luminosity to source size as well as their spectrum in the early phases. The same mechanism may also be able to create the knots of synchrotron-radiating pair plasma seen in sources such as 3C273.

Kirk, J. G.↗
NASA NTRS1993

Discovery of an optical synchrotron jet in 3C 264

Observations with the Faint Object Camera on board the Hubble Space Telescope have revealed a new optical jet in the core of the elliptical galaxy NGC 3862 (3C 264). Morphologically, this jet is similar to the synchrotron jets seen in other galaxies, as it shows knots and bifurcations. The optical spectral index is also similar to that found in other jets. Thus, the nucleus of NGC 3862 appears to contain the fifth known example of an optical synchrotron jet. Since NGC 3862 is a typical radio-loud elliptical galaxy, it seems likely that many nonthermal jets found in the radio continuum may also have optical counterparts.

Crane, P.↗
NASA NTRS1993

Stripping of a planetary nebula from the globular cluster M22

High-spatial resolution imaging in the O III lambda 5007 line of a planetary nebula (PN) in the globular cluster M22 reveals a strongly asymmetric (half-moon shaped) nebular morphology. We confirm that this peculiar morphology is caused by the distortion of stellar ejecta by the ram pressure of the ambient interstellar medium (ISM) through which the cluster is moving with a high velocity of 200 km/s. Emission knots visible in the leading (upstream) nebular section confirm theoretical expectations that the shell should have been fragmented by the Rayleigh-Taylor instability. Stripping of the PN from M22 by the ambient ISM is the first direct evidence for removal of gas from globular clusters. M22 is at a favorable location for the ram-pressure stripping to be effective, only 400 pc below the Galactic plane, well within a 2 kpc thick layer of ionized gas enveloping the plane. Ionized (or possibly neutral) gas in this layer, with a hydrogen density of about 0.1 cu/cm, is responsible for the observed interaction.

Borkowski, Kazimier J.↗
NASA NTRS1993

Evidence for precession of the R Aquarii jet

Several models of the R Aqr northeast jet have been proposed which attempt to explain the presence of shock excitation, resulting in a confusing picture of this nearest astrophysical jet. This paper compares observations of the jet in the R Aqr system with the HST's Faint Object Camera (FOC) and radio continuum images acquired with the VLA. The forbidden-O III jet structure is derived from restored FOC imagery, which has been convolved with an elliptical Gaussian of the same size as the restoring beam of the 6-cm VLA maps, allowing image comparison at the same spatial resolution. It is found that, at increasing distances from the central star, the forbidden O III emission knots that comprise the optical jet occur at systematically larger position angles when compared with corresponding features in the radio images. The angular separation of forbidden O III and radio continuum emission can be understood in terms of a shock formed when ejecta in the stream interacts with previously existing circumstellar material and subsequently cools by nebular line emission.

Hollis, J. M.↗
NASA NTRS1993

Flow visualization of mast-mounted-sight/main rotor aerodynamic interactions

Flow visualization tests were conducted on a 27 percent-scale AH-64 attack helicopter model fitted with various mast-mounted-sight configurations in an attempt to identify the cause of adverse vibration encountered during full-scale flight tests of an Apache/Longbow configuration. The tests were conducted at the NASA Langley Research Center in the 14- by 22-Foot Subsonic Tunnel. A symmetric and an asymmetric mast-mounted-sight oriented at several skew angles were tested at forward and rearward flight speeds of 30 and 45 knots. A laser light sheet seeded with vaporized propylene glycol was used to visualize the wake of the sight in planes parallel and perpendicular to the freestream flow. Analysis of the flow visualization data identified the frequency of the wake shed from the sight, the angle-of-attack at the sight, and the location where the sight wake crossed the rotor plane. Differences in wake structure were observed between the various sight configurations and slew angles. Postulations into the cause of the adverse vibration found in flight test are given along with considerations for future tests.

Ghee, Terence A.↗
NASA NTRS1956

Full-scale Wind-tunnel Tests of the Longitudinal Stability and Control Characteristics of the XV-1 Convertiplane in the Autorotating Flight Range

Force and moments were measured for the XV-1 convertaplane at 75 to 150 knots. Rotor on and off and propeller powered and off configurations were investigated. The characteristics of the V-tab horizontal tail and its downwash field were studied. Lift interference between fixed wing and rotor and possible means of drag reduction were considered.

STABILITY, LONGITUDINAL - STATIC↗
NASA NTRS1958

Comparison of Calculated and Experimental Temperatures and Coolant Pressure Losses for a Cascade of Small Air-Cooled Turbine Rotor Blades

Average spanwise blade temperatures and cooling-air pressure losses through a small (1.4-in, span, 0.7-in, chord) air-cooled turbine blade were calculated and are compared with experimental nonrotating cascade data. Two methods of calculating the blade spanwise metal temperature distributions are presented. The method which considered the effect of the length-to-diameter ratio of the coolant passage on the blade-to-coolant heat-transfer coefficient and assumed constant coolant properties based on the coolant bulk temperature gave the best agreement with experimental data. The agreement obtained was within 3 percent at the midspan and tip regions of the blade. At the root region of the blade, the agreement was within 3 percent for coolant flows within the turbulent flow regime and within 10 percent for coolant flows in the laminar regime. The calculated and measured cooling-air pressure losses through the blade agreed within 5 percent. Calculated spanwise blade temperatures for assumed turboprop engine operating conditions of 2000 F turbine-inlet gas temperature and flight conditions of 300 knots at a 30,000-foot altitude agreed well with those obtained by the extrapolation of correlated experimental data of a static cascade investigation of these blades.

Stepka, Francis S↗
NASA NTRS1958

Blowing-Type Boundary-Layer Control as Applied to the Trailing-Edge Flaps of a 35 Degree Swept-Wing Airplane

A wind-tunnel investigation was made to determine the effects on the aerodynamic characteristics of a 35 degree swept-wing airplane of applying blowing-type boundary-layer control to the trailing-edge flaps. Flight tests of a similar airplane were then conducted to determine the effects of boundary-layer control on the handling qualities and operation of the airplane, particularly during landing and take-off. The wind-tunnel and flight tests indicated that blowing over the flaps produced large increases in flap lift increment, and significant increases in maximum lift. The use of blowing permitted reductions in the landing approach speeds of as much as 12 knots.

Kelly, Mark W↗
NASA NTRS1958

Area-Suction Boundary-Layer Control as Applied to the Trailing-Edge Flaps of a 35 Degree Swept-Wing Airplane

A wind-tunnel investigation was made to determine the effects on the aerodynamic characteristics of a 35 degree swept-wing airplane of applying area-suction boundary-layer control to the trailing-edge flaps. Flight tests of a similar airplane were then conducted to determine the effect of boundary-layer control in the handling qualities and operation of the airplane, particularly during landing. The wind-tunnel and flight tests indicated that area suction applied to the trailing-edge flaps produced significant increases in flap lift increment. Although the flap boundary-layer control reduced the stall speed only slightly, a reduction in minimum comfortable approach speed of about 12 knots was obtained.

Cook, Woodrow L↗
NASA NTRS1992

A feasibility study regarding the addition of a fifth control to a rotorcraft in-flight simulator

The addition of a large movable horizontal tail surface to the control system of a rotorcraft in-flight simulator being developed from a Sikorsky UH-60A Black Hawk Helicopter is evaluated. The capabilities of the control surface as a trim control and as an active control are explored. The helicopter dynamics are modeled using the Generic Helicopter simulation program developed by Sikorsky Aircraft. The effect of the horizontal tail on the helicopter trim envelope is examined by plotting trim maps of the aircraft attitude and controls as a function of the flight speed and horizontal tail incidence. The control power of the tail surface relative to that of the other controls is examined by comparing control derivatives extracted from the simulation program over the flight speed envelope. The horizontal tail's contribution as an active control is evaluated using an explicit model following control synthesis involving a linear model of the helicopter in steady, level flight at a flight speed of eighty knots. The horizontal tail is found to provide additional control flexibility in the longitudinal axis. As a trim control, it provides effective control of the trim pitch attitude at mid to high forward speeds. As an active control, the horizontal tail provides useful pitching moment generating capabilities at mid to high forward speeds.

Turner, Simon↗
NASA NTRS1993

Flight testing and frequency domain analysis for rotorcraft handling qualities characteristics

A demonstration of frequency domain flight testing techniques and analyses was performed on a U.S. Army OH-58D helicopter in support of the OH-58D Airworthiness and Flight Characteristics Evaluation and the Army's development and ongoing review of Aeronautical Design Standard 33C, Handling Qualities Requirements for Military Rotorcraft. Hover and forward flight (60 knots) tests were conducted in 1 flight hour by Army experimental test pilots. Further processing of the hover data generated a complete database of velocity, angular rate, and acceleration frequency responses to control inputs. A joint effort was then undertaken by the Airworthiness Qualification Test Directorate (AQTD) and the U.S. Army Aeroflightdynamics Directorate (AFDD) to derive handling qualities information from the frequency response database. A significant amount of information could be extracted from the frequency domain database using a variety of approaches. This report documents numerous results that have been obtained from the simple frequency domain tests; in many areas, these results provide more insight into the aircraft dynamics that affect handling qualities than to traditional flight tests. The handling qualities results include ADS-33C bandwidth and phase delay calculations, vibration spectral determinations, transfer function models to examine single axis results, and a six degree of freedom fully coupled state space model. The ability of this model to accurately predict aircraft responses was verified using data from pulse inputs. This report also documents the frequency-sweep flight test technique and data analysis used to support the tests.

Ham, Johnnie A.↗
NASA NTRS1993

Hurricane risk assessment: Rollback or ride out

Winds in excess of 74.5 knots could cause severe damage to a space shuttle on the launch pad. Current plans exist for rollback to the Vehicle Assembly Building, but require 48 hour leadtime to implement. Decisions based upon cost/loss are evaluated to ascertain whether predetermined forecast probabilities for rollback/rideout decisions can be made far in advance of hurricane seasons for use in decision making.

Wohlman, Richard A.↗
NASA NTRS1993

Studies of Shuttle orbiter arrestment system

Scale model studies of the Shuttle Orbiter Arrestment System (AS) were completed with a 1/27.5-scale model at the NASA Langley Research Center. The purpose of these studies was to determine the proper configuration for a net arrestment system to bring the orbiter to a safe stop with minimal damage in the event of a runway overrun. Tests were conducted for runway on-centerline and off-centerline engagements at simulated speeds up to approximately 100 knots (full scale). The results of these tests defined the interaction of the net and the orbiter, the dynamics of off-centerline engagements, and the maximum number of vertical net straps that may become entangled with the nose gear. In addition to these tests, a test program with a 1/8-scale model was conducted by the arrestment system contractor, and the results are presented in the appendix.

Davis, Pamela A.↗
NASA NTRS1992

Design project: Viper

The design specification of the primary flight trainer are: must conform to F.A.R. 23, including the crashworthiness standards; is limited to two to four occupants; engine must be FAA certified; must comply with FAA standards for VFR and allow for upgrade to IFR flights; must be at least utility category with good spin recovery characteristics; must have a structural lifetime of at least 10,000 flight hours; capable of either of two training missions: climb to 5,000 ft., cruise 500 Nm. plus reserve, land, or climb to 1,000 ft. and descend ten cycles for landing practice, climb to 3,000 ft., maneuver at two g's for 15 minutes, cruise 100 Nm. and land; must have a cruise speed of at least 120 knots; must take-off or land on a runway no longer than 3,000 ft; and has a cost goal of $50,000, not including avionics, for production of 1,000 airplanes over a five year period.

Haithcock, Stephen↗
NASA NTRS1993

Design optimization of high-speed proprotor aircraft

NASA's high-speed rotorcraft (HSRC) studies have the objective of investigating technology for vehicles that have both low downwash velocities and forward flight speed capability of up to 450 knots. This paper investigates a tilt rotor, a tilt wing, and a folding tilt rotor designed for a civil transport mission. Baseline aircraft models using current technology are developed for each configuration using a vertical/short takeoff and landing (V/STOL) aircraft design synthesis computer program to generate converged vehicle designs. Sensitivity studies and numerical optimization are used to illustrate each configuration's key design tradeoffs and constraints. Minimization of the gross takeoff weight is used as the optimization objective function. Several advanced technologies are chosen, and their relative impact on future configurational development is discussed. Finally, the impact of maximum cruise speed on vehicle figures of merit (gross weight, productivity, and direct operating cost) is analyzed. The three most important conclusions from the study are payload ratios for these aircraft will be commensurate with current fixed-wing commuter aircraft; future tilt rotors and tilt wings will be significantly lighter, more productive, and cheaper than competing folding tilt rotors; and the most promising technologies are an advanced-technology proprotor for both tilt rotor and tilt wing and advanced structural materials for the folding tilt rotor.

Schleicher, David R.↗
NASA NTRS1994

Design and flight evaluation of an integrated navigation and near-terrain helicopter guidance system for night-time and adverse weather operations

NASA and the U.S. Army have designed, developed, and flight evaluated a Computer Aiding for Low Altitude Helicopter Flight (CALAHF) guidance system. This system provides guidance to the pilot for near terrain covert helicopter operations. It automates the processing of precision navigation information, helicopter mission requirements, and terrain flight guidance. The automation is presented to the pilot through symbology on a helmet-mounted display. The symbology is a 'pilot-centered' design which preserves pilot flexibility and authority over the CALAHF system's automation. An extensive flight evaluation of the system has been conducted using the U.S. Army's NUH-60 STAR (Systems Testbed for Avionics Research) research helicopter. The evaluations were flown over a multiwaypoint helicopter mission in rugged mountainous terrain, at terrain clearance altitudes from 300 to 125 ft and airspeeds from 40 to 110 knots. The results of these evaluations showed that the pilots could precisely follow the automation symbology while maintaining a high degree of situational awareness.

Swenson, Harry N.↗