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At least 631 records · Page 35
All sourcesNASA NTRSDOE OSTI
NASA NTRS1998

Flight Testing and Real-Time System Identification Analysis of a UH-60A Black Hawk Helicopter with an Instrumented External Sling Load

Helicopter external air transportation plays an important role in today's world. For both military and civilian helicopters, external sling load operations offer an efficient and expedient method of handling heavy, oversized cargo. With the ability to reach areas otherwise inaccessible by ground transportation, helicopter external load operations are conducted in industries such as logging, construction, and fire fighting, as well as in support of military tactical transport missions. Historically, helicopter and load combinations have been qualified through flight testing, requiring considerable time and cost. With advancements in simulation and flight test techniques there is potential to substantially reduce costs and increase the safety of helicopter sling load certification. Validated simulation tools make possible accurate prediction of operational flight characteristics before initial flight tests. Real time analysis of test data improves the safety and efficiency of the testing programs. To advance these concepts, the U.S. Army and NASA, in cooperation with the Israeli Air Force and Technion, under a Memorandum of Agreement, seek to develop and validate a numerical model of the UH-60 with sling load and demonstrate a method of near real time flight test analysis. This thesis presents results from flight tests of a U.S. Army Black Hawk helicopter with various external loads. Tests were conducted as the U.S. first phase of this MOA task. The primary load was a container express box (CONEX) which contained a compact instrumentation package. The flights covered the airspeed range from hover to 70 knots. Primary maneuvers were pitch and roll frequency sweeps, steps, and doublets. Results of the test determined the effect of the suspended load on both the aircraft's handling qualities and its control system's stability margins. Included were calculations of the stability characteristics of the load's pendular motion. Utilizing CIFER(R) software, a method for near-real time system identification was also demonstrated during the flight test program.

McCoy, Allen H.↗
NASA NTRS1999

Estimating the Effects of Sensor Spacing on Peak Wind Measurements at Launch Complex 39

This paper presents results of an empirical study to estimate the measurement error in the peak wind speed at Shuttle Launch Complex 39 (LC-39) which results from the measurement being made by sensors 1,300 feet away. Quality controlled data taken at a height of 30 feet from an array of sensors at the Shuttle Landing Facility (SLF) were used to model differences of peak winds as a function of separation distance and time interval. The SLF data covered wind speeds from less than ten to more than 25 knots. Winds measured at the standard LC-39 site at the normal height of 60 feet were used to verify the applicability of the model to the LC-39 situation. The error in the peak wind speed resulting from separation of the sensor from the target site obeys a power law as a function of separation distance and varies linearly with mean wind speed. At large separation distances, the error becomes a constant fraction of the mean wind speed as the separation function reaches an asymptotic value. The asymptotic average of the mean of the absolute difference in the peak wind speed between the two locations is about twelve percent of the mean wind speed. The distribution of the normalized absolute differences is half-Gaussian.

Merceret, Francis J.↗
NASA NTRS1996

3C 279 Multiwavelength Monitoring: The Ground-Based Campaign - 2

The optically violently variable quasar 3C 279 was monitored simultaneously from radio to gamma-ray frequencies in 1992 December - 1993 January. We report a detailed study of the ground-based results from radio to optical wavelengths. These data show that 3C 279 has a typical blazar spectrum, slightly rising at radio frequency and then progressively steeper above a first turnover frequency between 37 and 90 GHz. In the millimeter wavelength region, a simple power law is not an adequate description of the spectrum. We suggest that the millimeter "shoulder" corresponds to an additional emission component, self-absorbed between 150 and 375 GHz, possibly associated with the detachment of a new Very Long Base Interferometry (VLBI) knot and with the start of radio flare. A flux increase of 20% over 20 days was observed at 37 and 90 GHz, while contemporaneously the R-band flux doubled in about two weeks. The lack of strong variability in contemporaneous X-ray light curves (possible X-ray variations are less than 30%) implies no direct (i.e., zero lag) correlation between the optical and X-ray fluxes. If X-rays are produced by inverse-Compton scattering of relativistic electrons on some seed photons, the above results exclude that the observed optical photons are the seeds and/or that the relativistic electrons radiating via synchrotron in the optical band are responsible for the scattering to X-ray energies. We suggest that the X-rays are instead produced through the inverse-Compton process by electrons of lower energy, which radiate via synchrotron in the radio to millimeter wave bands and which scatter either on the synchrotron photons themselves or on external photons.

Grandi, P.↗
NASA NTRS1965

Some Performance and Handling-Qualities Considerations for Operation of STOL Aircraft

Studies of a number of STOL aircraft show that relatively high maximum lift-coefficients and large increases in lift due to power are within the present state of the art. With these lift characteristics, approach speeds of the order of 60 knots for aircraft of moderate wing loading can be realized. Full advantage of the STOL performance of aircraft such as those discussed herein may not be realized on a routine operational basis, however, without some form of damping augmentation system because of lateral-directional handling considerations, particularly for large aircraft operating under instrument flight conditions. Satisfactory characteristics can be obtained by use of only a servodriven rudder. Additional experience is needed to determine how the STOL aircraft is to be operated before more firm requirements for augmentation systems can be established.

Anderson, Seth B.↗
NASA NTRS1997

Transfer of the CONSOL-OPTCAD Rotorcraft Design Tool to Industry

Significant progress was made. Initial results on the improvement of the user-friendliness and useability of GIFCORCODE led to the decision to provide GIFCORCODE with a menu-driven user interface. In collaboration with staff at Moffett field and students from Cal Poly this objective has been largely met. GIFCORCODE is now menu-driven and very much easier to use. Complete designs for stability and control augmentation systems for the UH-60A ADOCS/RASCAL rotorcraft in both hover and 80 knots forward flight have been completed and documented. The originally planned presentations to industry were deferred so the new user interface for GIFCORCODE could be completed. The industry presentations are now planned for the next year. Similarly, the work on preparing a short course on the use of GIFCORCODE was deferred. The details of the original goals for this contract are presented in this report. The modifications to these goals and the reasons for them are also described. This is followed by a section containing the results of work on this contract. A final section, conclusions, contains suggestions for future work on this project.

Levine, William S.↗
NASA NTRS1999

The Human Powered Submarine Team of Virginia Tech Propulsion System Design Final Report

The Human Powered Submarine Team has been in existence at Virginia Tech since its conception in 1993. Since then, it has served as a way for engineering students from many different disciplines to implement design conception and realization. The first submarine built was Phantom 1, a two-man submarine made of fiberglass. After construction was complete, Phantom 1 was ready for racing, but, unfortunately, suffered fatal problems come race time. The submarine team slowed down a bit after experiencing racing problems, but was revived in 1995 when design efforts for a new two-man submarine, the Phantom 2 commence. The propulsion system consisted of a chain and gear drive system using an ultra-light helicopter tail rotor for a propeller. Although the team learned valuable lessons as a result of Phantom 1's problems, Phantom 2 still experiences problems at races. After various parts of Phantom 2 are redesigned, it is once again ready for racing and proves that the redesign was well worth the time and effort. In 1997, Phantom 2 not only finishes its first race, held in San Diego, California, but comes in third. This success sparks yet another revival of the submarine team and design for the team's current project, the Phantom 3, a one-man submarine, is started. In 1998, the plug for Phantom 3 is built and the hull is constructed. With so many past problems from which to learn, Phantom 3 promises to be the fastest and best-designed submarine the team has developed thus far. The current speed world-record is 7 knots.

An, Eric↗
NASA NTRS1999

In-Flight Technique for Acquiring Mid- And Far-Field Sonic Boom Signatures

Flight test experiments have been conducted to establish the feasibility of obtaining sonic boom signature measurements below a supersonic aircraft using the NASA Portable Automatic Triggering System (PATS) mounted in the USMC Pioneer Unmanned Aerial Vehicle (UAV). This study forms a part of the NASA sonic boom minimization activities, specifically the demonstration of persistence of modified boom signatures to very large distances in a real atmosphere. The basic objective of the measurement effort was to obtain a qualitative view of the sonic boom signature in terms of its shape, number of shocks, their locations, and their relative strength. Results suggest that the technique may very well provide quantitative information relative to mid-field and far-field boom signatures. The purpose of this presentation is to describe the arrangement and operation of this in-flight system and to present the resulting sonic boom measurements. Adaption and modification of two PATS to the UAV payload section are described and include transducer location, mounting arrangement and recording system isolation. Ground static runup, takeoff and landing, and cruise flight checkouts regarding UAV propeller and flow noise on the PATS automated triggering system and recording mode are discussed. For the proof-of-concept tests, the PATS instrumented UAV was flown under radar control in steady-level flight at the altitude of 8700 feet MSL and at a cruise speed of about 60 knots. The USN F-4N sonic boom generating aircraft was vectored over the UAV on reciprocal headings at altitudes of about 1 1,000 feet MSL and 13,000 feet MSL at about Mach 1. 15. Sonic boom signatures were acquired on both PATS for all six supersonic passes. Although the UAV propeller noise is clearly evident in all the measurements, the F-4 boom signature is clearly distinguishable and is typically N-wave in character with sharply rising shock fronts and with a mid-shock associated with the inlet-wing juncture. Consideration is being given to adapting the PATS/TJAV measurements technique to the NASA Learjet to determine feasibility of acquiring in-flight boom signatures in the altitude range of 10,000 feet to 40,000 feet.

Stansbery, Eugene G.↗
NASA NTRS2000

A Comparison of the Extra Nuclear X-ray and Radio Features in M87

ROSAT High Resolution Imager (HRI) data from eight observations have been co-added to obtain an effective exposure of 230 ksec. We have identified a number of features and regions with excess X-ray brightness over that from a circularly symmetric model of the well known hot gas component. A prominent 'spur' extends 4feet from the vicinity of knot A towards the south-west. The brightness to the south and east of this spur is significantly higher than that to the north and west. Excess brightness is also found to the East of the nucleus, with a local maximum centered on the eastern radio lobe 3 feet from the core. There are two well known relationships between radio and X-ray emission for radio galaxies in clusters: coincidence of emissions because the X-rays come from inverse Compton or synchrotron processes; and anti-coincidence caused by exclusion of hot gas from radio entities. We present a radio/X-ray comparison to determine if either of these relationships can be isolated in M87. The greatest obstacle we face is the unknown projection which affects both bands.

Harris, D. E.↗
NASA NTRS2000

Discovery of Spatial and Spectral Structure in the X-Ray Emission from the Crab Nebula

The Chandra X-ray Observatory observed the Crab Nebula and Pulsar During orbital calibration. Zeroth-order images with the High-Energy Transmission Grating (HETG) read-out by the Advanced CCD Imaging Spectrometer spectroscopy array (ACIS-S) show a striking richness of X-ray structure, at a resolution comparable to that of the best ground-based visible-light observations. The HETG-ACIS-S images reveal, for the first time, an X-ray knots along the inner ring and (perhaps) along the inward extension of the X-ray jet. Although complicated by instrumental effects and the brightness of the Crab Nebula, the spectrometric analysis shows systematic variations of the X-ray spectrum throughout the Nebula.

Weisskopf, M.↗
NASA NTRS2000

Resolving the Wind Structure of Eta Carinae

Space Telescope Imaging Spectrograph (STIS) spectral observations of Eta Carinae have resolved the wind structure of the star(s) from the central point source. These observations were done with a 52 x 0.1" aperture, resolving power of about 5000 and complete spectral coverage from 1640A to 10400A. Various broad stellar Lines are seen to change within the central 0.511 of the nebular region. The Balmer lines, relative to the continuum, drop in strength while some Fe II lines scale with the continuum. Other Fe II lines increase in intensity while still others decrease. The structure to the southeast of the central source shows considerable variation in the stellar line strengths. To the Northwest, the emission is dominated by the very bright nebular knots, Weigelt blobs B and D. Three sets of observations have been done: March 1998, February 1999 and March 2000 to monitor the spectral variations. The stellar, wind and nebular emission changes considerably during this two year period. This work was done under the STIS GTO and HST GO funding.

Gull, T.↗
NASA NTRS2000

Discovery of Spatial and Spectral Structure in the X-Ray Emission from the Crab Nebula

The Chandra X-Ray Observatory observed the Crab Nebula and pulsar during orbital calibration. Zeroth-order images with the High-Energy Transmission Grating (HETG) readout by the Advanced Charge Coupled Devices (CCD) Imaging Spectrometer spectroscopy array (ACIS-S) show a striking richness of X-ray structure at a resolution comparable to that of the best ground-based visible-light observations. The HETG-ACIS-S images reveal, for the first time, an X-ray inner ring within the X-ray torus, the suggestion of a hollow-tube structure for the torus, and X-ray knots along the inner ring and (perhaps) along the inward extension of the X-ray jet. Although complicated by instrumental effects and the brightness of the Crab Nebula, the spectrometric analysis shows systematic variations of the X-ray spectrum throughout the nebula.

Weisskopf, Martin C.↗
NASA NTRS2000

Magnetic Field Topology in Jets

We present results on the magnetic field topology in a pulsed radiative. jet. For initially helical magnetic fields and periodic velocity variations, we find that the magnetic field alternates along the, length of the jet from toroidally dominated in the knots to possibly poloidally dominated in the intervening regions.

Gardiner, T. A.↗
NASA NTRS2000

Constraints on Particles and Fields from X-Ray Data

We review emission processes for the handful of extragalactic radio sources which produce X-rays from hotspots and knots in radio jets. In almost all cases, the emitting feature shows a large gradient in radio brightness, indicative of the presence of a strong shock. Since both thermal and synchrotron self Compton models face severe difficulties (except for the hotspots of Cygnus A and 3C 295), the most likely explanation is the presence of gamma = 10(exp 7) electrons producing X-ray synchrotron emission. The major problems remaining are why so few features have been detected so far and why has no optical emission been detected in some cases. While a somewhat unique situation exists for 3C 390.3, serious problems remain for Pictor A, 3C 120, and the quasar jets in 3C 273 and PKS 0637.

Harris, D. E.↗
NASA NTRS2000

Multiwaveband Monitoring of the Radio Galaxy 3C 120

This project started new weekly observations of the radio galaxy 3C 120 during Cycle 3 (1998) of the RXTE mission. It is clear that the weekly observations in 1998 did not resolve the variations of the X-ray emission. The most prominent features are three dips in the X-ray flux, separated from each other by about one year. The dips (as well as the the general flux level) is not correlated with the radio emission. However, the times of the dips coincided, within the errors, with the times of zero separation between apparently superluminal features in the radio jets and the cores of the jets. This is potentially a very exciting finding, which would, if confirmed, link the physics of this radio galaxy with that of the binary star system in our Galaxy, 1915+105. The X-ray dip would then be interpreted as the dissociation of the inner accretion disk, with the extra accretion onto the black hole being accompanied by enhanced flow of energy and material down the relativistic jet. This would result in the creation of the observed new superluminal knot.

Marscher, Alan P.↗
NASA NTRS2001

Flight Test Identification and Simulation of a UH-60A Helicopter and Slung Load

Helicopter slung-load operations are common in both military and civil contexts. Helicopters and loads are often qualified for these operations by means of flight tests, which can be expensive and time consuming. There is significant potential to reduce such costs both through revisions in flight-test methods and by using validated simulation models. To these ends, flight tests were conducted at Moffett Field to demonstrate the identification of key dynamic parameters during flight tests (aircraft stability margins and handling-qualities parameters, and load pendulum stability), and to accumulate a data base for simulation development and validation. The test aircraft was a UH-60A Black Hawk, and the primary test load was an instrumented 8- by 6- by 6-ft cargo container. Tests were focused on the lateral and longitudinal axes, which are the axes most affected by the load pendulum modes in the frequency range of interest for handling qualities; tests were conducted at airspeeds from hover to 80 knots. Using telemetered data, the dynamic parameters were evaluated in near real time after each test airspeed and before clearing the aircraft to the next test point. These computations were completed in under 1 min. A simulation model was implemented by integrating an advanced model of the UH-60A aerodynamics, dynamic equations for the two-body slung-load system, and load static aerodynamics obtained from wind-tunnel measurements. Comparisons with flight data for the helicopter alone and with a slung load showed good overall agreement for all parameters and test points; however, unmodeled secondary dynamic losses around 2 Hz were found in the helicopter model and they resulted in conservative stability margin estimates.

Cicolani, Luigi S.↗
NASA NTRS2001

AMSU-A Tropical Cyclone Maximum Sustained Winds and Web Site

The Advanced Microwave Sounding Unit (AMSU)-A instruments on the NOAA-15 and NOAA-16 satellites provide information on the warm cores of tropical cyclones from oxygen channel brightness temperature (Tb) measurements near 55 GHz. With appropriate assumptions, cyclone-scale Tb gradients can be directly related to middle-to-lower tropospheric height gradients. We have developed a method for diagnosis of maximum sustained winds (Vmax) from radially averaged Tb gradients in several of the AMSU channels. Calibration of the method with recon-based (or other in situ) winds results in better agreement than with Dvorak wind estimates. Gradient wind theory shows that the warm core Tb gradient signal increases non-linearly with wind speed, making microwave temperature sounders useful for diagnosing high wind speeds, but at the expense of a minimum useful detection limit of about 40 knots. It is found that accurate wind diagnoses depend upon (1) accounting for hydrometeor effects in the AMSU channels, and (2) maximizing signal-to-noise, since the 50 km resolution data cannot fully resolve the temperature gradients in the Vmax region, typically 10-20 km in scale. AMSU imagery and max diagnoses from specific hurricanes will be shown, including independent tests from the 2000 hurricane season.

Spencer, Roy↗
NASA NTRS1994

Analysis of F/A-18 Tail Buffet Data Acquired in the 80- by 120-Foot Wind Tunnel

Tail buffet studies were conducted on a full-scale, production, F/A-18 fighter aircraft in the 80- by 120-Foot Wind Tunnel of the National Full-Scale Aerodynamic Complex at NASA Ames Research Center at Moffett Field, California. Tail buffet data were acquired over an angle-of-attack range of +20 deg to +40 deg, a side-slip range of -16 deg to + 16 deg, and at wind speeds up to 100 knots. The maximum speed corresponds to a Reynolds number of l2.3 x l0(exp 6) based on mean aerodynamic chord and a Mach number of 0. 15. The port, vertical tail fin was instrumented with ninety-six surface-pressure transducers, arranged in six by eight arrays, on each side of the fin. ne aircraft was also equipped with a removable Leading-Edge Extension (LEX) fence whose purpose is to reduce tail-buffet loads. Current analysis methods for the unsteady aerodynamic pressures and loads are described. Only results for the zero side-slip condition are to be presented, both with and without the LEX fence. Results of the time-averaged, power-spectral analysis are presented for the tail fin bending moments which are derived from the integrated pressure field. Local wave velocities on the tail surfaces are calculated from pressure correlations. It was found that the LEX fence significantly reduces the magnitude of the root-mean-square pressures and bending moments. Scaling and repeatability issues are addressed by comparing the present full scale results for pressures at the 60%-span and 45%-chord location with previous full-scale F/A-18 tail-buffet test in the 80- by 120- Foot Wind Tunnel, and with several small-scale tests. The comparisons show that the tail buffet frequency scales very well with tail chord and free-stream velocity, and that there is good agreement with the previous full-scale test. Root-mean-square pressures and power spectra do not scale as well as the frequency results. Addition of a LEX fence caused tail-buffet loads to be reduced at all model scales.

James, Kevin D.↗
NASA NTRS1960

Studies of the Retardation Force Developed on an Aircraft Tire Rolling in Slush or Water

A series of unbraked (freely rolling) taxi tests were conducted at the Langley landing-loads track with a 32 x 8.8, type 7, 22-ply-rating ribbed-tread aircraft tire to obtain data on tire retardation forces developed during rolling in both slush and water. The forward speeds of the tests ranged from 59 to 104 knots. Tire inflation pressures of 350 and 115 pounds per square inch were used. Results indicated a parabolic increase of retardation force with increasing forward velocity for both slush- and water-covered runway surfaces. The retardation force was found to increase approximately linearly with increasing water depth. Drag coefficients appropriate to the equations used are presented. Calculations made to determine the effect of slush on the take-off distance of a jet transport are in agreement with data obtained from an actual take-off in slush for this airplane. This is an interim report which deals with the effect of slush on the acceleration and the ground-run distance of airplanes during take-off.

Horne, Walter B.↗