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NASA NTRS1947

Preliminary Evaluation of the Spin and Recovery Characteristics of the Douglas XF3D-1 Airplane

A preliminary evaluation of the spin and recovery characteristics of the XF3D-1 airplane has been made, based primarily on the results of the free-spinning tunnel tests of a model which closely simulated the XF3D-1 in tail design, tail length, and mass loading. Estimates have been made of the rudder-pedal force that may be encountered in effecting recovery from a spin and of the spin recovery parachute requirements of the airplane for demonstration spins. The method of bail-out which should be used if it becomes necessary for the crew to abandon the airplane during a spin is indicated. It was indicated that the recovery characteristics of the XF3D-1 airplane in the clean condition for erect and inverted spins would be satisfactory for all loadings specified by the contractor as possible on the airplane. However, if a spin is inadvertently entered while the landing flaps are down, recovery may be slow. The slow-down brakes and the landing flaps should be retracted immediately upon the inception of a spinning condition, after which recovery from the spin should be attempted. The pedal force necessary to reverse the rudder during a spin will be within the physical capabilities of the pilot. Opening a 10-foot diameter parachute attached to the tail (laid-out-flat diameter, drag coefficient 0.7) or a 4.5-foot diameter parachute attached to the outboard wing tip will insure satisfactory spin recovery from demonstration spins. If it becomes necessary for the crew to abandon the airplane during a spin, they should leave from the outboard side of the cockpit.

Scher, Stanley H.↗
NASA NTRS1959

Some Basic Aspects of Magnetohydrodynamic Boundary-Layer Flows

An appraisal is made of existing solutions of magnetohydrodynamic boundary-layer equations for stagnation flow and flat-plate flow, and some new solutions are given. Since an exact solution of the equations of magnetohydrodynamics requires complicated simultaneous treatment of the equations of fluid flow and of electromagnetism, certain simplifying assumptions are generally introduced. The full implications of these assumptions have not been brought out properly in several recent papers. It is shown in the present report that for the particular law of deformation which the magnetic lines are assumed to follow in these papers a magnet situated inside the missile nose would not be able to take up any drag forces; to do so it would have to be placed in the flow away from the nose. It is also shown that for the assumption that potential flow is maintained outside the boundary layer, the deformation of the magnetic lines is restricted to small values. The literature contains serious disagreements with regard to reductions in heat-transfer rates due to magnetic action at the nose of a missile, and these disagreements are shown to be mainly due to different interpretations of reentry conditions rather than more complicated effects. In the present paper the magnetohydrodynamic boundary-layer equation is also expressed in a simple form that is especially convenient for physical interpretation. This is done by adapting methods to magnetic forces which in the past have been used for forces due to gravitational or centrifugal action. The simplified approach is used to develop some new solutions of boundary-layer flow and to reinterpret certain solutions existing in the literature. An asymptotic boundary-layer solution representing a fixed velocity profile and shear is found. Special emphasis is put on estimating skin friction and heat-transfer rates.

Hess, Robert V.↗
NASA NTRS2019

Comparing Flood-Producing Catastrophic Hurricanes in GEOS: A Study of Juan 1985 and Harvey 2017

Hurricanes Juan (1985) and Harvey (2017) bear remarkable similarities because of the exceptional amount of accumulated precipitation over coastal regions in the Gulf, consequent to the peculiar and rare situation in which a hurricane stalls for several days on a coastal area, displaying minimal progress. This is particularly dangerous because: a) terrestrial drag affect only part of the circulation so that weakening is not as fast as when there is rapid motion inland; b) a part of the circulation remains over water and as such low-level moisture flux convergence is maintained; c) precipitation lasts for a very long time over the same area; d) moisture recycling from flooded areas further contributes to maintaining flood conditions. From the forecast perspective, hurricanes with track singularities such as stalling points, loops, or multiple landfalls over the same region are exceptionally difficult to predict because they result from small variations of opposing mechanisms and are therefore intrinsically unstable. Intensity fluctuations and track singularities are strongly coupled. The representation of fluxes undergoing differential drag (ocean vs. land) inside the same circulation is critically dependent upon resolution. Recent modeling development efforts within the NASA Global Modeling and Assimilation Office (GMAO) have brought the horizontal resolution of the global cubed-sphere Goddard Earth Observing System (GEOS) atmospheric model down to 12 km. This has led to innovative findings in the field of tropical cyclone (TC) modeling within a global framework. The GEOS atmospheric model and data assimilation system (DAS), used to produce the MERRA-2 (Modern Era Retrospective analysis for Research and Applications) reanalysis, has a "Replay" capability that adds a forcing term to the model equations to constrain it to follow a specified trajectory. This capability is used to produce global, downscaled versions of the 50 km MERRA-2 reanalysis at a 12.5 km resolution. The full DAS and replay modes both use the Incremental Analysis Update or IAU for applying an analysis increment to the model's background state four times each day at 00Z, 06Z, 12Z and 18Z. In a full DAS mode, a six-hour free run of the model is made (Predictor Step), writing states that will be used as backgrounds or first-guesses for the analysis centered on 00Z. The Analysis system then produces its best estimate of the 00Z state by blending backgrounds with observations. The difference between this best estimate and the model's original first guess at 00Z is treated as an analysis increment and added uniformly as a forcing term to the model during a second, now forced, run of the 12Z to 03Z window, which produces the assimilated results. Replay mode is very similar, except only the 00Z background is needed from the predictor segment, which is thus half as long, and instead of doing an analysis, a previously analyzed state at 00Z is read in. The increment is then computed and applied to the corrector step in the same way as in the original DAS. When downscaling horizontal spatial filters can be applied to the "analysis" increment used to force the Corrector step, so as to reproduce the full meteorological state or selectively choose or discard certain forcings. In this presentation, full global hindcast simulations of Juan and operational forecasts of Harvey are compared.

Flooding↗
NASA NTRS2000

Review of Skin Friction Measurements Including Recent High-Reynolds Number Results from NASA Langley NTF

This paper reviews flat plate skin friction data from early correlations of drag on plates in water to measurements in the cryogenic environment of The NASA Langley National Transonic Facility (NTF) in late 1996. The flat plate (zero pressure gradient with negligible surface curvature) incompressible skin friction at high Reynolds numbers is emphasized in this paper, due to its importance in assessing the accuracy of measurements, and as being important to the aerodynamics of large scale vehicles. A correlation of zero pressure gradient skin friction data minimizing extraneous effects between tests is often used as the first step in the calculation of skin friction in complex flows. Early data compiled by Schoenherr for a range of momentum thickness Reynolds numbers, R(sub Theta) from 860 to 370,000 contained large scatter, but has proved surprisingly accurate in its correlated form. Subsequent measurements in wind tunnels under more carefully controlled conditions have provided inputs to this database, usually to a maximum R(sub Theta) of about 40,000. Data on a large axisymmetric model in the NASA Langley National Transonic Facility extends the upper limit in incompressible R(sub Theta) to 619,800 using the van Driest transformation. Previous data, test techniques, and error sources ar discussed, and the NTF data will be discussed in detail. The NTF Preston tube and Clauser inferred data accuracy is estimated to be within -2 percent of a power-law curve fit, and falls above the Spalding theory by 1 percent at R(sub Theta) of about 600,000.

Watson, Ralph D.↗
NASA NTRS1997

Wave Driven Exothermic Heating in the Mesopause Region

A full-wave propagation model was developed that describes the propagation of gravity waves from the Earth's surface to the upper boundary, which can be placed anywhere between 150 and 500 km altitude. The model includes a realistic background atmosphere, and includes the effects of mean horizontal winds and their vertical shears, mean vertical temperature gradients, the eddy and molecular diffusion of heat and momentum, and the effects of ion-drag. This model solves five coupled second-order differential equations (continuity, momentum, and energy) in the vertical coordinate to derive the perturbation variables u', v', w' (horizontal and vertical velocity components), T' (temperature) and p' (pressure). The upper boundary can be automatically selected based on tests using the radiation condition at the upper boundary, wherein the height is increased until the wave is experiencing severe dissipation at the upper boundary, ensuring that substantial absorption occurs for any waves reflected from the upper boundary. The determination of wave amplitude is a key requirement of wave energetics. Therefore, the fullwave model has been applied to airglow observations in order to determine wave amplitudes as a function of altitude. This was accomplished by using the full-wave model output to drive a chemistry perturbation module that describes minor species perturbations and the resulting airglow perturbations. The full-wave output was multiplied by an altitude-independent factor such that the modeled and observed relative airglow intensity perturbations were equal. The effects of mean winds were included in these studies, and found to be the most important model input affecting the calculations (being more important than the choice of eddy diffusion profiles and chemical kinetic coefficients). In one study (Hickey et al., 1997a) these winds could not be well estimated from the measurements, whereas in the second study (Hickey et al.,1997b) the mean were well defined with a sodium wind-temperature lidar.

Hickey, Michael P.↗
NASA NTRSDate not supplied

Post-Flight Quantification of LOFTID Aeroshell Deflection Using Feature Tracking

The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) was a flight demonstration of the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology, which has the potential to enable delivery of heavy payloads to Mars, Venus, and Titan, as well as return to Earth. Unlike rigid aeroshells that are constrained by the diameter of the launch vehicle shroud, inflatable aeroshells can be deployed to a much larger drag area, thus allowing a more massive spacecraft to begin its deceleration at higher altitudes and experience less heating. On November 10, 2022, the LOFTID reentry vehicle launched aboard a United Launch Alliance Atlas V rocket to low-Earth orbit. The aeroshell was inflated to its full 6-meter diameter, and the vehicle then successfully re-entered the atmosphere, landing in the Pacific Ocean. The aeroshell was composed of seven tori bound together by high strength straps to create a 70-degree half-angle sphere-cone, and the forebody was covered with a flexible thermal protection system (FTPS) (Fig. 1). The centerbody of the vehicle housed six visual cameras. Each camera was made up of 1920 x 1080 pixels and had a field-of-view (FOV) of 85.4° x 55.6°, resulting in a resolution of less than 0.1" at all locations on the aftbody side of the aeroshell. The approximate locations of the cameras and their associated FOVs is shown in Fig. 2. The high loads experienced during flight resulted in the cone of the aeroshell deflecting. This behavior was seen during the static load testing of the aeroshell in May 2021, in which loads ranging from 1,000 to 20,000 lbf were applied, and deflections of up to ~1.7° were observed. The LOFTID team was interested in estimating the deflection of the aeroshell during the its entry into Earth's atmosphere. Before launch, 1"-diameter black circles were drawn on select structural straps for tracking with the visual cameras; the change in position of these features could then be used to calculate aeroshell deflection angle.

Hannah S. Alpert↗
NASA NTRSDate not supplied

Post-Flight Quantification of LOFTID Aeroshell Deflection Using Feature Tracking

The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) was a flight demonstration of the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology, which has the potential to enable delivery of heavy payloads to Mars, Venus, and Titan, as well as return to Earth. Unlike rigid aeroshells that are constrained by the diameter of the launch vehicle shroud, inflatable aeroshells can be deployed to a much larger drag area, thus allowing a more massive spacecraft to begin its deceleration at higher altitudes and experience less heating. On November 10, 2022, the LOFTID reentry vehicle launched aboard a United Launch Alliance Atlas V rocket to low-Earth orbit. The aeroshell was inflated to its full 6-meter diameter, and the vehicle then successfully re-entered the atmosphere, landing in the Pacific Ocean. The aeroshell was composed of seven tori bound together by high strength straps to create a 70-degree half-angle sphere-cone, and the forebody was covered with a flexible thermal protection system (FTPS) (Fig. 1). The centerbody of the vehicle housed six visual cameras. Each camera was made up of 1920 x 1080 pixels and had a field-of-view (FOV) of 85.4° x 55.6°, resulting in a resolution of less than 0.1" at all locations on the aftbody side of the aeroshell. The approximate locations of the cameras and their associated FOVs is shown in Fig. 2. The high loads experienced during flight resulted in the cone of the aeroshell deflecting. This behavior was seen during the static load testing of the aeroshell in May 2021, in which loads ranging from 1,000 to 20,000 lbf were applied, and deflections of up to ~1.7° were observed. The LOFTID team was interested in estimating the deflection of the aeroshell during the its entry into Earth's atmosphere. Before launch, 1"-diameter black circles were drawn on select structural straps for tracking with the visual cameras; the change in position of these features could then be used to calculate aeroshell deflection angle.

Hannah S. Alpert↗
NASA NTRS1981

Full-scale study of the cooling system aerodynamics of an operating piston engine installed in a light aircraft wing panel

Measurements of the drag and of the nacelle internal pressures on a wing and nacelle that housed a horizontally opposed piston engine were made in the 40- by 80-Foot Wind Tunnel at Ames Research Center. These tests are follow-ons to earlier tests made with the same wing and nacelle but in which the engine was replaced with an electric motor and an adjustable orifice plate. In the initial tests the orifice plate was used to control the rate of cooling-air flow through the nacelle and thereby to simulate a range of gasoline engine types. Good agreement was found between the results of those tests and of the test reported here. Also, the upper and lower plenum pressure and cooling-air flow rate were found to be related by conventional equations used to represent the flow through orifices. Tests were run with three cooling air inlet sizes over a free-stream velocity range from 50 to 150 knots, an angle of attack range from 0 deg to 10 deg, and a cowl-flap deflection range from 0 deg to 30 deg. The data were analyzed by computing a flow coefficient similar to that used in the analysis of orifices. It was found that all of the flow coefficient values fell within a band that varied linearly with inlet area. The linear mean line through this band provides an estimate of the relationship between cooling-air flow rate and upper plenum pressure over a wide range of test conditions.

Corsiglia, V. R.↗
NASA NTRS2005

A Forecast of Reduced Solar Activity and Its Implications for NASA

The "Solar Dynamo" method of solar activity forecasting is reviewed. Known generically as a 'precursor" method, insofar as it uses observations which precede solar activity generation, this method now uses the Solar Dynamo Amplitude (SODA) Index to estimate future long-term solar activity. The peak amplitude of the next solar cycle (#24), is estimated at roughly 124 in terms of smoothed F10.7 Radio Flux and 74 in terms of the older, more traditional smoothed international or Zurich Sunspot number (Ri or Rz). These values are significantly smaller than the amplitudes of recent solar cycles. Levels of activity stay large for about four years near the peak in smoothed activity, which is estimated to occur near the 2012 timeflame. Confidence is added to the prediction of low activity by numerous examinations of the Sun s weakened polar field. Direct measurements are obtained by the Mount Wilson Solar Observatory and the Wilcox Solar Observatory. Further support is obtained by examining the Sun s polar faculae (bright features), the shape of coronal soft X-ray "holes," and the shape of the "source surface" - a calculated coronal feature which maps the large scale structure of the Sun s field. These features do not show the characteristics of well-formed polar coronal holes associated with typical solar minima. They show stunted polar field levels, which are thought to result in stunted levels of solar activity during solar cycle #24. The reduced levels of solar activity would have concomitant effects upon the space environment in which satellites orbit. In particular, the largest influences would affect orbit determination of satellites in LEO (Low Earth Orbit), based upon the altered thermospheric and exospheric densities. A decrease in solar activity would result in smaller satellite decay rates, as well as fewer large solar events that can destroy satellite electronic functions. Other effects of reduced solar activity upon the space environment include enhanced galactic cosmic rays and more space debris at low altitudes (from the decay of old satellite parts, etc.). The reasons are well known: namely, solar activity serves to sweep the inner heliosphere of galactic cosmic rays, and lower exospheric densities result in decreased drag on LEO debris, allowing longer lifetimes.

Schatten, Kenneth↗
NASA NTRS2023

Subsonic Ultra Green Aircraft Research: Phase IV Final Report – Volume I Mach 0.80 Transonic Truss-Braced Wing High-Speed Design Report

This design report summarizes work performed by the Boeing Subsonic Ultra-Green Aircraft Research (SUGAR) team from December 2016 through June 2018. In Phase IV of the SUGAR program, Boeing is working to improve the productivity of a TTBW configuration by updating the Mach 0.745 vehicle concept to operate efficiently at Mach 0.80. Due to the aerodynamic and structural design challenges associated with adapting the design to a higher speed, design tasks have been broken into several subtasks. The information in this report (Volume I) documents the development of a Mach 0.80 vehicle outer mold line, maturation of TTBW structural concepts, and presents a preliminary high-liftsystem assessment. Results from these studies were integrated into an aircraft-level performance code that estimates the benefits of TTBW technology, both on its own and as a part of the SUGAR integrated technology suite. The aerodynamic performance results presented herein detail the high cruise efficiency of the TTBW concept operating at M=0.80. Results from the RANS code OVERFLOW indicate that the TTBW is aerodynamically well suited for operation at the design M=0.80 transonic cruise Mach number. Aircraft-level performance predictions show that the TTBW offers a 7.2% improvement in fuel burn (per seat) for an economic mission of 900nm, and a 9.0% improvement in fuel burn (per seat) for a 3500nm mission with full passenger payload, relative to an aspect ratio 13 conventional tube and wing configuration of equivalent technology. Integration of the TTBW performance benefits into the SUGAR technology suite shows a 55.9% reduction in fuel burn (for the economic mission) relative to the reference (SUGAR Free) aircraft, which is a consistently sized traditional cantilever wing, single-aisle transport typical of the 2008 fleet. This benefit does not include the performance improvement potential of hybrid-electric systems studied in earlier phases of the SUGAR program Structural concept development work completed in Phase IV has identified several strut attachment concepts that are worth additional development activity – an inboard strut attachment swivel joint concept (which enables the strut to carry axial loads while avoiding strut bending induced by wing twist during flight) significantly simplifies the construction of the main strut. An outboard offset strut attachment concept holds significant potential for further reductions in wing-strut interference drag. Based on work performed to date on Phase IV and the previous phases of the SUGAR program, the TTBW concept continues to remain a viable concept for significantly improving the performance of future aircraft. High-fidelity aerodynamic analysis of the Mach 0.80 TTBW aircraft has shown fuel burn improvement that has exceeded initial expectations despite the increase in cruise Mach number. Structural concept maturation has continued to refine the TTBW structure, and has found no obvious ‘show-stoppers’ to date. Therefore, the potential benefit of improved performance through the use of a very high aspect ratio strut-braced wing continues to warrant additional study

SUGAR↗
NASA NTRS2012

Gravity Wave Variances and Propagation Derived from AIRS Radiances

As the first gravity wave (GW) climatology study using nadir-viewing infrared sounders, 50 Atmospheric Infrared Sounder (AIRS) radiance channels are selected to estimate GW variances at pressure levels between 2-100 hPa. The GW variance for each scan in the cross-track direction is derived from radiance perturbations in the scan, independently of adjacent scans along the orbit. Since the scanning swaths are perpendicular to the satellite orbits, which are inclined meridionally at most latitudes, the zonal component of GW propagation can be inferred by differencing the variances derived between the westmost and the eastmost viewing angles. Consistent with previous GW studies using various satellite instruments, monthly mean AIRS variance shows large enhancements over meridionally oriented mountain ranges as well as some islands at winter hemisphere high latitudes. Enhanced wave activities are also found above tropical deep convective regions. GWs prefer to propagate westward above mountain ranges, and eastward above deep convection. AIRS 90 field-of-views (FOVs), ranging from +48 deg. to −48 deg. off nadir, can detect large-amplitude GWs with a phase velocity propagating preferentially at steep angles (e.g., those from orographic and convective sources). The annual cycle dominates the GW variances and the preferred propagation directions for all latitudes. Indication of a weak two-year variation in the tropics is found, which is presumably related to the Quasi-biennial oscillation (QBO). AIRS geometry makes its out-tracks capable of detecting GWs with vertical wavelengths substantially shorter than the thickness of instrument weighting functions. The novel discovery of AIRS capability of observing shallow inertia GWs will expand the potential of satellite GW remote sensing and provide further constraints on the GW drag parameterization schemes in the general circulation models (GCMs).

AIRS↗
NASA NTRS2001

SHARP-B2: Flight Test Objectives, Project Implementation and Initial Results

On September 28, 2000 the SHARP-B2 flight experiment was launched from Vandenberg Air Force Base, California. SHARP-B2 is the 2nd Ballistic flight test in the SHARP (Slender Hypervelocity Aerothermodynamic Research Probes) program which develops and tests new thermal protection materials and sharp body concepts. The flight tested Ultra-High Temperature Ceramics (UHTCs), which may radically change the design and performance of future aerospace vehicles. The new designs may overturn an age-old tenet of aerodynamics: that blunt-body aerospace vehicles, but not those with sharp leading edges, can survive the searing temperatures created as the vehicles tear through the atmosphere. Sharp leading edges offer numerous advantages over the blunt-body design currently in use. They could allow a space shuttle or crew return vehicle to maneuver in space more like an airplane and potentially allow astronauts to return to Earth from anywhere on orbit. They may allow improved astronaut safety by decreasing the risk of aborting into the ocean. They may reduce the electromagnetic interference that causes the communications blackouts that plague reentering blunt-body space vehicles. Reducing the amount of drag could lead to a reduction in propulsion requirements. Planetary probes could make use of sharp-body technology for aerobraking and to maximize their maneuvering capability. SHARP-B2 was a joint effort among NASA Ames, Sandia National Laboratories, the U.S. Air Force and the U.S. Army. It was funded by the Pathfinder Program at NASA's Marshall Space Flight Center. The SHARP-B2 payload was carried aboard a U.S. Air Force Minuteman III missile carrying a modified Mk 12A reentry vehicle (RV), which blasted off from Vandenberg Air Force Base near Lompoc, CA, at 3:01 a.m. PDT on Sept. 28. The RV was equipped with four 5. 1 inch-long strakes, or sharp leading edges. Each strake contained three UHTCs: ZrB2/SiC/C; ZrB2/SiC; and HfB2/SiC. Once it reached an altitude of about 400 nautical miles, the RV was released, returning through Earth's atmosphere at speeds exceeding Mach 22. One pair of strakes was designed to retract just before reaching temperatures high enough to cause the material to begin ablating. The other pair was designed to retract shortly after ablation began, at an expected temperature of nearly 5,100 degrees Fahrenheit. Sensors in the strakes measured how closely performance matched pre-flight calculations, and data was successfully collected throughout the 23-minute flight. A parachute was deployed (but not fully inflated) and the RV splashed down in a lagoon at the Kwajalein missile range in the Pacific Ocean. Within 3 hours radar track analysis showed ocean entry to be precisely at the latitude/longitude coordinates estimated during pre-flight simulation. An hour later a ship was deployed by the Army to recover the reentry vehicle, which was recovered in 165 feet of water, just 500 feet from its planned splash-down point. This is the first RV recovery in over a decade.

Salute, Joan↗
NASA NTRSDate not supplied

An Investigation Into Transecting Satellites in Future Space Traffic Management Scenarios

The number of satellites expected to populate the near-Earth space environment is set to dramatically increase in the coming decade as new large constellations are approved and deployed. Current strategies for deploying new batches of these satellites often involve launching into an initial orbit, and then performing apogee raising maneuvers to reach a target altitude. Similarly, end-of-life planning for these constellation satellites can consist of de-orbit burns that lower perigee to permit disposal via re-entry. Both the raising and de-orbiting maneuvers can result in the individual satellites traveling in transecting orbits that have the potential to cross other spacecraft trajectories. While individual large constellations may be able to coexist in separate altitude and inclination bands, having thousands of satellites moving between these bands as new satellites are added and old satellites are removed could pose additional collision risks. Similar concerns have been raised regarding the impact that large numbers of university-class CubeSats might have in terms of their overall collision risk, especially as these satellites typically do not have propulsion systems for active maneuvering. To assess the impact that transecting satellites might have on future space traffic management strategies, this study explored a variety of realistic future scenarios using a high-fidelity simulation tool. The model can simulate the orbit of tens of thousands of resident space objects (RSOs) simultaneously, to include active satellites, debris, rocket bodies, or even future hypothetical satellite constellations, using a realistic force model that incorporates non-spherical gravity, atmospheric drag, and solar radiation pressure, as well as station-keeping. The simulation can be customized to accommodate different methods of calculating the probability of collision, as well as the process for determining probability ellipsoids and screening volumes. This makes it possible to replicate, and compare, different processes used by different spacecraft operators and space situational awareness (SSA) providers. As the model is run forward in time, each conjunction event is recorded, allowing for the analysis of statistics and meta-data related to these events, providing insight into the nature and frequency of potential collisions, such as whether are they active or passive objects, what size are the two objects, and who owns the objects (if known). This information makes it possible to characterize how changes to the status quo affect the number and type of conjunctions that occur, as well as the distributional effects on various types of satellite operators. To assess the general risks that transecting satellites might pose for hypothetical future space object environments, approximately 60,000 new large constellation satellites were considered, in addition to the existing catalog of approximately 7800 known resident space objects (RSOs), over a simulation period of one year. The results indicate that the future space environment will introduce a non-linear increase in conjunction events as the number of RSOs also increase. This will require adjustments to spacecraft fuel budgets in order to conduct the avoidance maneuvers necessary to minimize collision risk, both for existing and new satellites. This increase is due in large part to the higher density of RSOs and the overlap between some constellation orbits. Current catalog objects were shown to require three times more ∆V for collision avoidance (CA) maneuvers in the simulated future environment, and some constellation spacecraft were estimated to devote the majority of their annual ∆V to CA. The impact of small satellites was found to be proportional for the current space environment, and actually decreased in terms of percentage for the future scenario, suggesting that small satellites do not pose an outsized collision risk. Lastly, transecting satellites were found to contribute thousands of additional conjunctions outside of their operational orbit, and may require up to an additional 5% in CA maneuver fuel allocation.

conjunction assessment↗
NASA NTRS1994

Control of flow separation in airfoil/wing design applications

Existing aerodynamic design methods have generally concentrated on the optimization of airfoil or wing shapes to produce a minimum drag while satisfying some basic constraints such as lift, pitching moment, or thickness. Since the minimization of drag almost always precludes the existence of separated flow, the evaluation and validation of these design methods for their robustness and accuracy when separated flow is present has not been aggressively pursued. However, two new applications for these design tools may be expected to include separated flow and the issues of aerodynamic design with this feature must be addressed. The first application of the aerodynamic design tools is the design of airfoils or wings to provide an optimal performance over a wide range of flight conditions (multipoint design). While the definition of 'optimal performance' in the multipoint setting is currently being hashed out, it is recognized that given a wide enough range of flight conditions, it will not be possible to ensure a minimum drag constraint at all conditions, and in fact some amount of separated flow (presumably small) may have to be allowed at the more demanding flight conditions. Thus a multipoint design method must be tolerant of the existence of separated flow and may include some controls upon its extent. The second application is in the design of wings with extended high speed buffet boundaries of their flight envelopes. Buffet occurs on a wing when regions of flow separation have grown to the extent that their time varying pressures induce possible destructive effects upon the wing structure or adversely effect either the aircraft controllability or the passenger comfort. A conservative approach to the expansion of the buffet flight boundary is to simply expand the flight envelope of nonseparated flow under the assumption that buffet will also thus be alleviated. However, having the ability to design a wing with separated flow and thus to control the location, extent, and severity of the separated flow regions may allow aircraft manufacturers to gain an advantage in the early design stages of an aircraft, when configuration changes are relatively inexpensive to make. Continuing the work begun last year, an airfoil design package has been modified to provide some control over the existence and extent of flow separation. This package consists of a 2-D Navier-Stokes flow solver which is coupled to the CDISC (constrained direct/iterative surface curvature) design method. The first modification is a prediction method for determining whether separation is likely based solely upon a given pressure distribution. If separation is predicted but is undesirable, the new routines will modify the pressure distribution to alleviate the problem. This new pressure distribution is then used in the design method to generate a new aerodynamic shape. Since separation may be acceptable in some cases, particularly if the separation does not extend to the trailing edge, another added logic estimates the extent of separation based upon a correlation with calculated separated flow cases. If the flow behind a shock induced separation is not predicted to reattach before the trailing edge, the logic weakens the shock strength and otherwise alters the pressure distribution in order to promote reattachment. This later addition is as yet unreliable due to secondary separation effects, but additional work is being pursued to improve the method.

Gally, Thomas A.↗
NASA NTRS2004

Electrically Small Microstrip Quarter-Wave Monopole Antennas

Microstrip-patch-style antennas that generate monopole radiation patterns similar to those of quarter-wave whip antennas can be designed to have dimensions smaller than those needed heretofore for this purpose, by taking advantage of a feed configuration different from the conventional one. The large sizes necessitated by the conventional feed configuration have, until now, made such antennas impractical for frequencies below about 800 MHz: for example, at 200 MHz, the conventional feed configuration necessitates a patch diameter of about 8 ft (.2.4 m) . too large, for example, for mounting on the roof of an automobile or on a small or medium-size aircraft. By making it possible to reduce diameters to between a tenth and a third of that necessitated by the conventional feed configuration, the modified configuration makes it possible to install such antennas in places where they could not previously be installed and thereby helps to realize the potential advantages (concealment and/or reduction of aerodynamic drag) of microstrip versus whip antennas. In both the conventional approach and the innovative approach, a microstrip-patch (or microstrip-patch-style) antenna for generating a monopole radiation pattern includes an electrically conductive patch or plate separated from an electrically conductive ground plane by a layer of electrically insulating material. In the conventional approach, the electrically insulating layer is typically a printed-circuit board about 1/16 in. (.1.6 mm) thick. Ordinarily, a coaxial cable from a transmitter, receiver, or transceiver is attached at the center on the ground-plane side, the shield of the cable being electrically connected to the ground plane. In the conventional approach, the coaxial cable is mated with a connector mounted on the ground plane. The center pin of this connector connects to the center of the coaxial cable and passes through a hole in the ground plane and a small hole in the insulating layer and then connects with the patch above one-third of the radial distance from the center. The modified feed configuration of the innovative approach is an inductive-short-circuit configuration that provides impedance matching and that has been used for many years on other antennas but not on microstrip-style monopole antennas. In this configuration, the pin is connected to both the conductive patch and the ground plane. As before, the shield of the coaxial cable is connected to the ground plane, but now the central conductor is connected to a point on the pin between the ground plane and the conductive plate (see figure). The location of the connection point on the pin is chosen so that together, the inductive short circuit and the conductive plate or patch act as components of a lumped-element resonant circuit that radiates efficiently at the resonance frequency and, at the resonance frequency, has an impedance that matches that of the coaxial cable. It should be noted that the innovative design entails two significant disadvantages. One disadvantage is that the frequency bandwidth for efficient operation is only about 1/20 to 1/15 that of a whip antenna designed for the same nominal frequency. The other disadvantage is that the estimated gain is between 3-1/2 and 4-1/2 dB below that of the whip antenna. However, if an affected radio-communication system used only a few adjacent frequency channels and the design of the components of the system other than the antenna provided adequate power or gain margin, then these disadvantages could be overcome.

Young, W. Robert↗
NASA NTRSDate not supplied

Thermal Protection System to Enable Ice Giant Aerocapture Mission for Delivering Both an Orbiter and an In Situ Probe

The Ice Giants have been identified as high priority science destinations in the last Decadal Survey [1] and could benefit from aerocapture as the primary method for orbit insertion [2]. A mass-efficient aerocapture system will enable the delivery of an orbiter along with an atmospheric probe (for in situ measurements to anchor global data collected by the orbiter) and possibly a lander at Triton [3]. Aerocapture could be executed either using low L/D rigid aeroshell with lift modulation (LMA) [4] or using deployable aeroshell using drag modulation (DMA) [3]. Nearly two decades ago, a NASA-funded team performed Neptune-Triton aerocapture studies with a mid-L/D lifting configuration [5] for achieving orbit using LMA. This study showed aerocapture challenges. Due to very high peak entry conditions combined with very high heat-load, a suite of TPS materials was required and this suite was deemed problematic from a qualification perspective, due test facility limitations. In the past 20 years, progress made in GN&C for lift-guided entry missions such as MSL, Orion EFT1, Mars 2020 and the upcoming Artemis missions, and the expertise in blunt body aerodynamics at large scale (~ 5m) has led the EDL community to conclude that aerocapture is a “go do” engineering activity and most technologies are in hand to propose missions with aerocapture [6] [7]. Aerocapture using DMA, currently in development, is an option for Ice Giant Missions. While DMA is simpler in some sense, due to ballistic entry and no need for lift-guided maneuvering, it has challenges and it’s maturity is lower. LMA and DMA both require one or more ablative Thermal Protection System (TPS) materials for the rigid aeroshell element. The ablative TPS needs to be robust and mass efficient due to the high heat loads and size of the rigid aeroshell. Currently, there are capable ablative thermal protection materials, e.g., Heatshield for Extreme Entry Environments Technology (HEEET), 3-D woven Mid-Density Carbon- Phenolic (3MDCP), and PICA (Phenolic-Impregnated Carbon Ablator) that are mature, i.e., at TRL 6 or higher. NASA also invested in Conformal PICA that was matured to TRL 5. Our goal is to evaluate the applicability of high TRL TPS and consider other design options. We first establish bounding aerocapture trajectories for a wide range of arrival conditions and the associated aerothermal environment. Based on the environments, we then determine the predicted TPS mass for the aeroshell [4]. In this presentation, we will outline the process by which we establish bounding aerocapture trajectories for hyperbolic excess velocities ranging from 27 km/s to 35 km/s, which are shown to be a range of velocities that can reduce the trip time from ~14 years to 8 years. The above velocity range translates to ~12 km/s to ~24 km/s arrival velocities at the planetary entry interface [2]. The velocity reduction required to achieve orbit ranges between ~2.5 km/s to 9.5 km/s for both Neptune and Triton. Propulsive insertion alone, due to the amount of fuel required to achieve the required velocity reduction, limits the science returned [2]. We establish the bounding aerocapture trajectories for a low L/D (~ 0.4) configuration for three different ballistic coefficients. The ballistic coefficient range is determined from three different aeroshell diameters of 3m, 4m and 5m and with an entry system mass of 2200 kg. With the above range of design parameters, we then determine conservative/bounding estimates of aerothermal environments by using a combination of CFD simulations and stagnation point heating estimates [7]. This engineering approach allows us to first assess the TPS need vs. TPS capability and determine the applicability of existing TPS. Once an applicable suite of TPS is determined, the TPS thickness and mass are computed. We show that the TPS mass fraction can be as low as 5% to as high as 20%, depending on total trip time reduction and other design parameters for a range of TPS. This is a large range for TPS mass fraction. We show PICA and HEEET can indeed enable aerocapture missions, but the missions incur a mass penalty. TPS mass savings, can be further reduced with the use of conformal PICA. Advancing the development of Conformal PICA to make it robust across the entire aerothermal environment (peak heat-flux, pressure and shear) range will result in TPS mass fractions of < 10% for Ice Giant aerocapture missions such as the Neptune-Triton mission. Aerocapture allows for not only shortening the trip time but enables larger mass to be placed in orbit. Furthermore, probes deployed from orbit will benefit in reduced entry environments allowing for a lower risk TPS implementation as compared to mission designs where the probe is released prior to orbit insertion. One of the challenges for the Ice Giant community is to ensure mission designs that maximize science and allow flexibility in the placement of the entry probe. The traditional approach to release the probe ahead of the orbiter may not optimize returned science. In this presentation, we will make the case for mature TPS such as HEEET and PICA. While these materials can enable aerocapture missions, completing the development of conformal PICA and extending Conformal PICA to be more robust, will have significant impact to TPS mass efficiency and significantly enhance science return for future Gas- and Ice-Giant missions.

E Venkatapathy↗