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Mechanism brakes rotation with minimal shock. Balls rising on spiral ramp generate large axial force on brake friction plates, thereby generating large braking torque. Counter triggers rise of ball. Brake used to automatically stop control mechanisms on aircraft and ships. Serves as spindle brake on machine tool. On robot, prevents overtravel of arm or holds it in fixed position.
Error analysis increases precision of navigation. Report presents improved mathematical models of analysis of Doppler measurements and measurement errors of spacecraft navigation. To take advantage of potential navigational accuracy of Doppler measurements, precise equations relate measured cycle count to position and velocity. Drifts and random variations in transmitter and receiver oscillator frequencies taken into account. Mathematical models also adapted to aircraft navigation, radar, sonar, lidar, and interferometry.
This paper describes the capabilities and features of the X-33 Range Operations Center at NASA Dryden Flight Research Center. All the unprocessed data will be collected and transmitted over fiber optic lines to the Lockheed Operations Control Center for real-time flight monitoring of the X-33 vehicle. By using the existing capabilities of the Western Aeronautical Test Range, the Range Operations Center will provide the ability to monitor all down-range tracking sites for the Extended Test Range systems. In addition to radar tracking and aircraft telemetry data, the Telemetry and Radar Acquisition and Processing System is being enhanced to acquire vehicle command data, differential Global Positioning System corrections and telemetry receiver signal level status. The Telemetry and Radar Acquisition Processing System provides the flexibility to satisfy all X-33 data processing requirements quickly and efficiently. Additionally, the Telemetry and Radar Acquisition Processing System will run a real-time link margin analysis program. The results of this model will be compared in real-time with actual flight data. The hardware and software concepts presented in this paper describe a method of merging all types of data into a common database for real-time display in the Range Operations Center in support of the X-33 program. All types of data will be processed for real-time analysis and display of the range system status to ensure public safety.
Tropospheric CO2 mixing ratios exhibit latitudinally varying seasonal and interannual oscillations superimposed on the long-term positive trend due to fossil fuel combustion. In situ observations of CO2 obtained from 1992-2000 using the NASA ER-2 aircraft and high-altitude balloons show that these time-varying signals propagate into the stratosphere, providing information about the transport history of sampled air. We have used these data to derive age spectra and mean ages that can be compared with results from models of the stratospheric circulation. Age spectra have been derived for altitudes below approximately 20 km for the tropics and for northern midlatitudes, where there is sufficient data and where the amplitudes of the seasonal and interannual oscillations are large enough to be detected. The midlatitude CO2 data are consistent with bimodal age spectra, which may result from a subtropical "barrier" to horizontal exchange. Seasonally resolved mean ages are available with nearly pole-to-pole coverage below 20 km and in the tropics and at middle and high northern latitudes up to the maximum altitude reached by the balloons (approximately 30 km). The oldest air sampled was in the Arctic polar vortex with a mean age of 6.5 +/- 0.5 years.
The responses of neck muscle to sudden transit from one 'g' to hyper 'g', work to support the head and remain the relative position of head on trunk as common observed: i.e. in sudden acceleration or deceleration by car or ejection of pilot from aircraft. Accordingly it is highly possible that the neck muscle responses to moving up may be important to prevent the neck injury due to sudden linear acceleration such as moving up against gravity. However little is known about the evaluation of mechanism of this reflex. Therefore the present study was conducted with two aims. The first aim was to investigate the neck muscle responses to vertical linear acceleration bv 0.4 g produced with an electro-hydraulic servo-system. We chose the vertical linear acceleration because it activates mainly sacculus, from which afferents have been demonstrated to be connected directly to sternocleidomastoid muscle in animals and human. The second aim was to determine whether there is a difference of neck muscle response to moving down and moving up.
A small, light weight, and efficient aerosol lidar receiver was constructed and tested. Weight and space savings were realized by using rigid optic tubes and mounting cubes to package the steering optics and detectors in a compact assembly. The receiver had a 1064nm channel using an APD detector. The 532nm channel was split (90/10) into an analog channel (90%) and a photon counting channel (10%). The efficiency of the 1064nm channel with optical filter was 44.0%. The efficiency of the analog 532nm channel was 61.4% with the optical filter, and the efficiency of the 532nm photon counting channel was 7.6% with the optical filter. The results of the atmospheric tests show that the detectors were able to consistently return accurate results. The lidar receiver was able to detect distinct cloud layers, and the lidar returns also agreed across the different detectors. The use of a light weight fiber-coupled telescope reduced weight and allowed great latitude in detector assembly positioning due to the flexibility enabled by the use of fiber optics. The receiver is now ready to be deployed for aircraft or ground based aerosol lidar measurements.
As demands increase to use unmanned aircraft systems (UAS) for a broad spectrum of commercial applications, regulatory authorities are examining how to safely integrate them without loss of safety or major disruption to existing airspace operations. This work addresses the development of the Safeguard system as an assured safety net technology for UAS. The Safeguard system monitors and enforces conformance to a set of rules defined prior to flight (e.g., geospatial stay-out or stay-in regions, speed limits, altitude limits). Safeguard operates independently of the UAS autopilot and is strategically designed in a way that can be realized by a small set of verifiable functions to simplify compliance with regulatory standards for commercial aircraft. A framework is described that decouples the system from any other devices on the UAS as well as introduces complementary positioning source(s) for applications that require integrity and availability beyond what the Global Positioning System (GPS) can provide. Additionally, the high level logic embedded within the software is presented, as well as the steps being taken toward verification and validation (V&V) of proper functionality. Next, an initial prototype implementation of the described system is disclosed. Lastly, future work including development, testing, and system V&V is summarized.
A family of fiber-optic sensors for aircraft engine control systems is described. Each of these sensors uses a spectrum-modulation method to obtain an output which is largely independent of the fiber link transmissivity. A position encoder is described which uses a code plate to digitally modulate the sensor output spectrum. Also described are pressure and temperature sensors, each of which uses a Fabry-Perot cavity to modulate the sensor output spectrum as a continuous function of the measurand. A technique is described whereby a collection of these sensors may be effectively combined to perform a number of the measurements which are required by an aircraft-engine control system.
Advances in aviation during and following the Second World War led to an enormous improvement in the performance of aircraft. The push for enhanced efficiency brought cruise speeds into the transonic range, where the associated drag rise due to the appearance of shock-waves became a limiting factor. Wing sweep was adopted to delay the onset of this drag rise, but with this development came several new and unforeseen problems. Preliminary theoretical work assumed that the boundary layer transition characteristics of a swept wing would be subject to the independence principle, so the chordwise transition position could be predicted from two-dimensional work Gas turbine development has now reached a point where additional increases in efficiency are both difficult and expensive to achieve. Consequently, aircraft manufacturers are looking elsewhere for ways to reduce Direct Operating Costs (DOC's) or increase military performance. The attention of industry is currently focusing on Hybrid Laminar Flow Control (HLFC) as a possible method of reducing DOC's for civil aircraft. Following this study and discussions with NASA Langley and Boeing a different series of questions have been addressed in the present work. There are five areas of interest: Relaminarisation of the attachment-line boundary layer when the value of R exceeds 600. The effects of large suction levels on transition in the attachment-line boundary layer (ie critical oversuction). The transition characteristics of a relaminarised attachment-line flow which encounters a non-porous surface. The effect of attachment-line suction on the spanwise propagation of gross disturbances emanating from the wing-fuselage junction. The attachment-line transition caused by surface blowing.
A means for attenuating the vortex created at aircraft wingtips which consists of a retractable planar surface transverse to the airstream and attached downstream of the wingtip which creates a positive pressure gradient just downstream from the wing is presented. The positive pressure forces a break up of the rotational air flow of the vortex.
Consideration is given to the following areas in which NASA may contribute to the technology of an advanced national aviation system: (1) quiet, safe, fuel-efficient aircraft; (2) low-cost, reliable, digital avionics; (3) integrated controls technology; (4) human factors in civil and general aviation; (5) aircraft system technology validation and demonstration; and (6) satellite systems technology applications. Such specific projects as the Terminal Configured Vehicle, the Global Positioning System, and the Search and Rescue Satellite System are described.
This study involved predicting the outcome of a cockpit simulator experiment where pilots used cockpit displays of traffic information (CDTI) to establish and maintain in-trail spacing behind a lead aircraft during approach. The experiments were run on the NASA Ames Research Center multicab cockpit simulator facility. Prior to the experiments, a mathematical model of the pilot/aircraft/CDTI flight system was developed which included relative in-trail and vertical dynamics between aircraft in the approach string. This model was used to construct a digital simulation of the string dynamics including response to initial position errors. The model was then used to predict the outcome of the in-trail following cockpit simulator experiments. Outcome included performance and sensitivity to different separation criteria. The experimental results were then used to evaluate the model and its prediction accuracy. Lessons learned in this modeling and prediction study are noted.
The applications of satellite and aircraft sensors to precipitation estimation are discussed. The advanced microwave moisture sensor and imagery and the PPI photographs and digital radar data are described. The aircraft microwave sensor and radar imagery representing the relationships between patterns and gradients of brightness temperature, T(B), and echo intensities for three cases (evolution of an oceanic squall line, convection over land, and intense thunderstorms over land) are examined and compared. The observed T(B)s are also compared with the theoretical calculations of Wu and Weinman (1984) and Szejwach et al. (1986). The observations of convective precipitation from an aircraft microwave radiometer operating at 92 and 183 GHz reveal that the areas of T(B) much colder than atmospheric temperature are positively correlated with regions of higher radar reflectivity, and the patterns and gradients of T(B) are similar in appearance to the radar echoes.
Outlined is a new approach taken by the NASA Western Aeronautical Test Range to display real-time space positioning data using computer-generated images that produce a graphic representation of an area map integrated with the research flight test aircraft track. This display system supports research flight test requirements of research projects such as the advanced fighter technology integration (AFTI) F-16, F-18 high alpha research vehicle (HARV), AFTI F-111 mission adaptive wing (MAW), F-15, and X-29A forward-swept wing. This paper will discuss the requirements, system configuration and capability, and future system applications.
Digital controllers are being developed for wind tunnel magnetic suspension and balance systems, which in turn permit wind tunnel testing of aircraft models free from support interference. Hardware and software features of two existing digital control systems are reviewed. Some aspects of model position sensing and system calibration are also discussed.
This paper will outline a new approach taken by the NASA Western Aeronautical Test Range to display real-time space positioning data using computer-generated images that produce a graphic representation of an area map integrated with the research flight test aircraft track. This display system supports research flight test requirements of research projects such as the advanced fighter technology integration (AFTI) F-16, F-18 high alpha research vehicle (HARV), AFTI F-111 mission adaptive wing (MAW), F-15, and X-29A forward-swept wing. This paper will discuss the requirements, system configuration and capability, and future system applications.
In proposed technique, flow of fluid across surface studied in detail by use of multilayered, multicolored coating. Particularly useful in study of flow of air over small area of aerodynamic surface. By use of this method, incremental determinations made as to friction, transfer of heat, positions of shock waves, and position and extent of turbulence on given surface. Technique applied to surface of model in wind tunnel or to aerodynamics surface on aircraft.
As demands increase to use unmanned aircraft systems (UAS) for a broad spectrum of commercial applications, regulatory authorities are examining how to safely integrate them without compromising safety or disrupting traditional airspace operations. For small UAS, several operational rules have been established; e.g., do not operate beyond visual line-of-sight, do not fly within five miles of a commercial airport, do not fly above 400 feet above ground level. Enforcing these rules is challenging for UAS, as evidenced by the number of incident reports received by the Federal Aviation Administration (FAA). This paper reviews the development of an onboard system - Safeguard - designed to monitor and enforce conformance to a set of operational rules defined prior to flight (e.g., geospatial stay-out or stay-in regions, speed limits, and altitude constraints). Unlike typical geofencing or geo-limitation functions, Safeguard operates independently of the off-the-shelf UAS autopilot and is designed in a way that can be realized by a small set of verifiable functions to simplify compliance with existing standards for safety-critical systems (e.g. for spacecraft and manned commercial transportation aircraft systems). A framework is described that decouples the system from any other devices on the UAS as well as introduces complementary positioning source(s) for applications that require integrity and availability beyond what can be provided by the Global Positioning System (GPS). This paper summarizes the progress and test results for Safeguard research and development since presentation of the design concept at the 35th Digital Avionics Systems Conference (DASC '16). Significant accomplishments include completion of software verification and validation in accordance with NASA standards for spacecraft systems (to Class B), development of improved hardware prototypes, development of a simulation platform that allows for hardware-in-the-loop testing and fast-time Monte Carlo evaluations, and flight testing on multiple air vehicles. Integration testing with NASA's UAS Traffic Management (UTM) service-oriented architecture was also demonstrated.