Prediction of the maximum wind speed in the 10-15 km layer above Cape Kennedy
Tables for predicting maximum wind speed in space vehicular dynamic pressure region over Cape Kennedy
Almazan, J. A.↗
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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.
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A zoom maneuver for descent of roll modulated entry vehicles
Flight maneuver for roll modulated lifting reentry vehicle to reduce deployment dynamic pressure
Staylor, W. F.↗
Erasure fission tracks in glasses and silicates by shock waves
Erasure fission tracks in soda-lime glass, tektite, biotite and apatite by shock loading, determining dynamic pressure and associated temperature effects
Ahrens, T. J.↗
Some analysis of parawing canopy behavior during free flight deployment
Parawing canopy behavior during deployment in free flight at specific altitudes and dynamic pressures
Clemmons, D. L., Jr.↗
Fatigue life estimation of fluttering panels
Fluttering isotropic rectangular flat plate fatigue life estimation, taking into account stress, dynamic pressure, frequency, Mach number and plate thickness
Dowell, E. H.↗
A study of the mixing of hydrogen injected normal to a supersonic airstream
Jet to free-stream dynamic pressure ratio effects on penetration and mixing of hydrogen injected normal to supersonic airstreams
Rogers, R. C.↗
Shock-wave reflexion in a relaxing gas
Plane normal shock wave reflection in relaxing gas for shock tube endwall upstream and downstream dynamic pressures, using method of characteristics
Hanson, R. K.↗
Deployment loads data from a free-flight investigation of all flexible parawings having 371.612 sq meters (4000 sq feet) of wing area
A free-flight test program to determine the deployment characteristics of all-flexible parawings was conducted. Both single-keel and twin-keel parawings having a wing area of 4000 square feet with a five-stage reefing system were tested by use of a bomb-type instrumented test vehicle. Several twin-keel-parawing tests were also made by using an instrumented controllable sled-type test vehicle. The systems were launched from either a C-130 or a C-119 carrier airplane, and a programer parachute was used to bring the test vehicle to a proper dynamic pressure and near-vertical flight path prior to deployment of the parawing system. The free-flight deployment loads data are presented in the form of time histories of individual suspension-line loads and total loads.
Croom, D. R.↗
Abort separation of the shuttle
A sensitivity analysis of the factors which affect a successful abort maneuver following a space shuttle launching is presented. Wind tunnel tests were conducted using optimum simulation techniques and data acquisition procedures. Static stability, dynamic stability, and local loads were investigated. It is concluded that parallel abort separation of the space shuttle components is possible at both high and low dynamic pressures. Successful separation is dependent upon configuration, Mach number, rocket exhaust impingement and relative position and attitude of the stages.
Decker, J. P.↗
The Induced Magnetic Field of the Moon: Conductivity Profiles and Inferred Temperature
Electromagnetic induction in the moon driven by fluctuations of the interplanetary magnetic field is used to determine the lunar bulk electrical conductivity. The present data clearly show the north-south and east-west transfer function difference as well as high frequency rollover. The difference is shown to be compatible over the mid-frequency range with a noise source associated with the compression of the local remanent field by solar wind dynamic pressure fluctuations. Models for two, three, and four layer; current layer, double current layer, and core plus current layer moons are generated by inversion of the data using a theory which incorporates higher order multipoles. Core radii conductivities generally are in the range 1200 to 1300 km and 0.001 to 0.003 mhos/m; and for the conducting shell 1500 to 1700 km with 0.0001 to 0.0007 mhos/m with an outer layer taken as nonconducting. Core temperature based on available olivine data is 700 to 1000 C.
Sonett, C. P.↗
Analysis of an electrohydraulic aircraft control surface servo and comparison with test results
An analysis of an electrohydraulic aircraft control-surface system is made in which the system is modeled as a lumped, two-mass, spring-coupled system controlled by a servo valve. Both linear and nonlinear models are developed, and the effects of hinge-moment loading are included. Transfer functions of the system and approximate literal factors of the transfer functions for several cases are presented. The damping action of dynamic pressure feedback is analyzed. Comparisons of the model responses with results from tests made on a highly resonant rudder control-surface servo indicate the adequacy of the model. The effects of variations in hinge-moment loading are illustrated.
Edwards, J. W.↗
The steady-state flow quality in a model of a non-return wind tunnel
The structural cost of non-return wind tunnels is significantly less than that of the more conventional closed-circuit wind tunnels. However, because of the effects of external winds, the flow quality of non-return wind tunnels is an area of concern at the low test speeds required for V/STOL testing. The flow quality required at these low speeds is discussed and alternatives to the traditional manner of specifying the flow quality requirements in terms of dynamic pressure and angularity are suggested. The development of a non-return wind tunnel configuration which has good flow quality at low as well as at high test speeds is described.
Mort, K. W.↗
Flight test of an erectable spacecraft used for decelerator testing at simulated Mars entry conditions
A 55 foot diameter disk-gap-band parachute was deployed behind an expandable 15 foot diameter, 120 deg blunted-cone simulated spacecraft. The spacecraft was carried to altitude in the folded condition. An automatic control system kept the folded spacecraft pointing in the desired direction after booster separation. The aeroshell was then erected at the desired conditions by ground command. When the desired parachute test conditions were reached, another ground command deployed the test parachute. The test Mach number and dynamic pressure obtained at the parachute peak load were 2.62 and 19.4 pounds per square foot respectively. A large disturbance after aeroshell erection caused a large angle of attack to exist at parachute deployment. Methods of preventing this disturbance are discussed.
Henning, A. B.↗
Induced and permanent magnetism on the moon - Structural and evolutionary implications.
It is shown that the moon possesses an extraordinary response to induction from the solar wind due to a combination of a high interior electrical conductivity together with a relatively resistive crustal layer into which the solar wind dynamic pressure forces back the induced field. The dark side response, devoid of solar wind pressure, is approximately that expected for the vacuum case. These data permit an assessment of the interior conductivity and an estimate of the thermal gradient in the crustal region. The discovery of a large permanent magnetic field at the Apollo 12 site corresponds approximately to the paleomagnetic residues discovered in both Apollo 11 and 12 rock samples. The implications regarding an early lunar magnetic field are discussed and it is shown that among the various conjectures regarding the early field the most prominent are either an interior dynamo or an early approach to the earth though no extant model is free of difficulties.
Sonett, C. P.↗
Experimental evaluation of the aerodynamic damping of skin panels at low supersonic Mach numbers.
The aerodynamic damping of the first three vibration modes of a rectangular panel exposed to an attached turbulent boundary layer has been measured over the Mach number range of 1.10 to 1.40. Data showing that aerodynamic damping is a strong function of Mach number, dynamic pressure, mode shape, and boundary layer thickness are presented. At low supersonic Mach numbers, aerodynamic damping was found to be 20 to 100 times as large as common values of structural damping. Means of calculating aerodynamic damping, including effects of the boundary layer profile, are discussed. Calculated aerodynamic damping is compared with experimental data.
Muhlstein, L., Jr.↗
The effect of random fluctuations in atmospheric density on significant space shuttle reentry parameters.
The effects of realistic atmospheric density variations on reentry vehicles are investigated with the aid of a random model of atmospheric density and a series of Monte Carlo reentry trajectories generated for a typical delta-wing orbiter design. The random behavior of five major performance indicators is studied, namely, maximum dynamic pressure, maximum g load, maximum stagnation heating rate, down-range distance, and cross-range distance.
Campbell, J. W.↗
The high Reynolds number cryogenic wind tunnel.
Theoretical considerations indicate that cooling the wind-tunnel test gas to cryogenic temperatures will provide a large increase in test Reynolds number with no increase in dynamic pressure while reducing the tunnel drive-power requirements. Studies have been made to determine the expected variations of Reynolds number and other parameters over wide ranges of Mach number, pressure, and temperature with due regard to avoiding liquefaction and adverse real-gas effects. Practical operational procedures have been developed in a low-speed prototype cryogenic wind tunnel. Aerodynamic experiments in the facility have demonstrated the theoretically predicted variations in Reynolds number and drive power. Force and moment measurements on a wing model mounted on a water-jacketed strain-gage sting balance have demonstrated the feasibility of operation of such balances in a cryogenic environment.
Goodyer, M. J.↗
Optimal guidance for the space shuttle transition.
A guidance method for the space shuttle's transition from hypersonic entry to subsonic cruising flight is presented. The method evolves from a numerical trajectory optimization technique in which kinetic energy and total energy (per unit weight) replace velocity and time in the dynamic equations. This allows the open end-time problem to be transformed to one of fixed terminal energy. In its ultimate form, 'E-Guidance' obtains energy balance (including dynamic-pressure-rate damping) and path length control by angle-of-attack modulation and cross-range control by roll angle modulation. The guidance functions also form the basis for a pilot display of instantaneous maneuver limits and destination. Numerical results illustrate the E-Guidance concept and the optimal trajectories on which it is based.
Stengel, R. F.↗