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All sourcesNASA NTRSDOE OSTI
NASA NTRS2010

Toward Establishing a Realistic Benchmark for Airframe Noise Research: Issues and Challenges

The availability of realistic benchmark configurations is essential to enable the validation of current Computational Aeroacoustic (CAA) methodologies and to further the development of new ideas and concepts that will foster the technologies of the next generation of CAA tools. The selection of a real-world configuration, the subsequent design and fabrication of an appropriate model for testing, and the acquisition of the necessarily comprehensive aeroacoustic data base are critical steps that demand great care and attention. In this paper, a brief account of the nose landing-gear configuration, being proposed jointly by NASA and the Gulfstream Aerospace Company as an airframe noise benchmark, is provided. The underlying thought processes and the resulting building block steps that were taken during the development of this benchmark case are given. Resolution of critical, yet conflicting issues is discussed - the desire to maintain geometric fidelity versus model modifications required to accommodate instrumentation; balancing model scale size versus Reynolds number effects; and time, cost, and facility availability versus important parameters like surface finish and installation effects. The decisions taken during the experimental phase of a study can significantly affect the ability of a CAA calculation to reproduce the prevalent flow conditions and associated measurements. For the nose landing gear, the most critical of such issues are highlighted and the compromises made to resolve them are discussed. The results of these compromises will be summarized by examining the positive attributes and shortcomings of this particular benchmark case.

Khorrami, Mehdi R.↗
NASA NTRS2011

Carbon Nanotube Based Nanotechnology for NASA Mission Needs and Societal Applications

Carbon nanotubes (CNT) exhibit extraordinary mechanical properties and unique electronic properties and therefore, have received much attention for more than a decade now for a variety of applications ranging from nanoelectronics, composites to meeting needs in energy, environmental and other sectors. In this talk, we focus on some near term potential of CNT applications for both NASA and other Agency/societal needs. The most promising and successful application to date is a nano chem sensor at TRL 6 that uses a 16-256 sensor array in the construction of an electronic nose. Pristine, doped, functionalized and metal-loaded SWCNTs are used as conducting materials to provide chemical variation across the individual elements of the sensor array. This miniaturized sensor has been incorporated in an iPhone for homeland security applications. Gases and vapors relevant to leak detection in crew vehicles, biomedical, mining, chemical threats, industrial spills and others have been demonstrated. SWCNTs also respond to radiation exposure via a change in conductivity and therefore, a similar strategy is being pursued to construct a radiation nose to identify radiation sources (gamma, protons, neutrons, X-ray, etc.) with their energy levels. Carbon nanofibers (CNFs) grown using plasma enhanced CVD typically are vertical, individual, freestanding structures and therefore, are ideal for construction of nanoelectrodes. A nanoelectrode array (NEA) can be the basis for an affinity-based biosensor to meet the needs in applications such as lab-on-a-chip, environmental monitoring, cancer diagnostics, biothreat monitoring, water and food safety and others. A couple of demonstrations including detection of e-coli and ricin will be discussed. The NEA is also useful for implantation in the brain for deep brain stimulation and neuroengineering applications. Miniaturization of payload such as science instrumentation and power sources is critical to reduce launch costs. High current density (greater than 100 mA/per square centimeters) field emission capabilities of CNTs can be exploited for construction of electron gun for electron microscopy and X-ray tubes for spectrometers and baggage screening. A CNT pillar array configuration has been demonstrated, not only meeting the high current density needs but more importantly providing long term emitter stability. Finally, supercapacitors hold the promise to combine the high energy density of a battery with the high power density of capacitors. Traditional graphite electrodes have not delivered this promise yet. A novel design and processing approach using MWCNTs has shown a record 550 F/g capacitance along with significant device endurance. This supercapacitor is suitable for railgun launch application for NASA, powering rovers and robots, consumer electronics and future hybrid vehicles.

Li, Jing↗
NASA NTRS2012

Flight Test Results on the Stability and Control of the F-15 Quiet Spike(TradeMark) Aircraft

The Quiet Spike F-15B flight research program investigated supersonic shock reduction using a 24-ft sub-scale telescoping nose boom on an F-15B airplane. The program primary flight test objective was to collect flight data for aerodynamic and structural models validation up to 1.8 Mach. Other objectives were to validate the mechanical feasibility of a morphing fuselage at the operational conditions and determine the near-field shock wave characterization. The stability and controls objectives were to assess the effect of the spike on the stability, controllability, and handling qualities of the aircraft and to ensure adequate stability margins across the entire research flight envelop. The two main stability and controls issues were the effects of the telescoping nose boom influenced aerodynamics on the F-15B aircraft flight dynamics and air data and angle of attack sensors. This paper reports on the stability and controls flight envelope clearance methods and flight test analysis of the F-15B Quiet Spike. Brief pilot commentary on typical piloting tasks, approach and landing, refueling task, and air data sensitivity to the flight control system are also discussed in this report.

Moua, Cheng M.↗
NASA NTRS2013

Geometric Effects on the Amplification of First Mode Instability Waves

The effects of geometric changes on the amplification of first mode instability waves in an external supersonic boundary layer were investigated using numerical techniques. Boundary layer stability was analyzed at Mach 6 conditions similar to freestream conditions obtained in quiet ground test facilities so that results obtained in this study may be applied to future test article design to measure first mode instability waves. The DAKOTA optimization software package was used to optimize an axisymmetric geometry to maximize the amplification of the waves at first mode frequencies as computed by the 2D STABL hypersonic boundary layer stability analysis tool. First, geometric parameters such as nose radius, cone half angle, vehicle length, and surface curvature were examined separately to determine the individual effects on the first mode amplification. Finally, all geometric parameters were allowed to vary to produce a shape optimized to maximize the amplification of first mode instability waves while minimizing the amplification of second mode instability waves. Since first mode waves are known to be most unstable in the form of oblique wave, the geometries were optimized using a broad range of wave frequencies as well as a wide range of oblique wave angles to determine the geometry that most amplifies the first mode waves. Since first mode waves are seen most often in flows with low Mach numbers at the edge of the boundary layer, the edge Mach number for each geometry was recorded to determine any relationship between edge Mach number and the stability of first mode waves. Results indicate that an axisymmetric cone with a sharp nose and a slight flare at the aft end under the Mach 6 freestream conditions used here will lower the Mach number at the edge of the boundary layer to less than 4, and the corresponding stability analysis showed maximum first mode N factors of 3.

Kirk, Lindsay C.↗
NASA NTRS2013

Testing of Advanced Conformal Ablative TPS

In support of the CA250 project, this paper details the results of a test campaign that was conducted at the Ames Arcjet Facility, wherein several novel low density thermal protection (TPS) materials were evaluated in an entry like environment. The motivation for these tests was to investigate whether novel conformal ablative TPS materials can perform under high heat flux and shear environment as a viable alternative to rigid ablators like PICA or Avcoat for missions like MSL and beyond. A conformable TPS over a rigid aeroshell has the potential to solve a number of challenges faced by traditional rigid TPS materials (such as tiled Phenolic Impregnated Carbon Ablator (PICA) system on MSL, and honeycomb-based Avcoat on the Orion Multi Purpose Crew Vehicle (MPCV)). The compliant (high strain to failure) nature of the conformable ablative materials will allow better integration of the TPS with the underlying aeroshell structure and enable monolithic-like configuration and larger segments to be used in fabrication.A novel SPRITE1 architecture, developed by the researchers at NASA Ames was used for arcjet testing. This small probe like configuration with 450 spherecone, enabled us to test the materials in a combination of high heat flux, pressure and shear environment. The heat flux near the nose were in the range of 500-1000 W/sq cm whereas in the flank section of the test article the magnitudes were about 50 of the nose, 250-500W/sq cm range. There were two candidate conformable materials under consideration for this test series. Both test materials are low density (0.28 g/cu cm) similar to Phenolic Impregnated Carbon Ablator (PICA) or Silicone Impregnated Refractory Ceramic Ablator (SIRCA) and are comprised of: A flexible carbon substrate (Carbon felt) infiltrated with an ablative resin system: phenolic (Conformal-PICA) or silicone (Conformal-SICA). The test demonstrated a successful performance of both the conformable ablators for heat flux conditions between 50-500 W/sq cm. The recession and temperature profile for these materials were comparable to PICA proving them to be viable alternatives for TPS technology development for future missions.

Gasch, Matthew↗
NASA NTRS2014

Characterization and Comparison of Vibration Transfer Paths in a Helicopter Gearbox and a Fixture Mounted Gearbox

Health monitoring of rotorcraft components, currently being performed by Health and Usage Monitoring Systems through analyses of vibration signatures of dynamic mechanical components, is very important for their safe and economic operation. HUMS analyze vibration signatures associated with faults and quantify them as condition indicators to predict component behavior. Vibration transfer paths are characterized by frequency response functions derived from the input/output relationship between applied force and dynamic response through a structure as a function of frequency. With an objective to investigate the differences in transfer paths, transfer path measurements were recorded under similar conditions in the left and right nose gearboxes of an AH-64 helicopter and in an isolated left nose gearbox in a test fixture at NASA Glenn Research Center. The test fixture enabled the application of measured torques-common during an actual operation. An impact hammer as well as commercial and lab piezo shakers, were used in conjunction with two types of commercially available accelerometers to collect the vibration response under various test conditions. The frequency response functions measured under comparable conditions of both systems were found to be consistent. Measurements made on the fixture indicated certain real-world installation and maintenance issues, such as sensor alignments, accelerometer locations and installation torques, had minimal effect. However, gear vibration transfer path dynamics appeared to be somewhat dependent on the presence of oil, and the transfer path dynamics were notably different if the force input was on the internal ring gear rather than on the external gearbox case.

structures↗
NASA NTRS2014

Investigation of Spiral Bevel Gear Condition Indicator Validation via AC-29-2C Using Fielded Rotorcraft HUMS Data

This report presents the analysis of gear condition indicator data collected on a helicopter when damage occurred in spiral bevel gears. The purpose of the data analysis was to use existing in-service helicopter HUMS flight data from faulted spiral bevel gears as a Case Study, to better understand the differences between HUMS data response in a helicopter and a component test rig, the NASA Glenn Spiral Bevel Gear Fatigue Rig. The reason spiral bevel gear sets were chosen to demonstrate differences in response between both systems was the availability of the helicopter data and the availability of a test rig that was capable of testing spiral bevel gear sets to failure. The objective of the analysis presented in this paper was to re-process helicopter HUMS data with the same analysis techniques applied to the spiral bevel rig test data. The damage modes experienced in the field were mapped to the failure modes created in the test rig. A total of forty helicopters were evaluated. Twenty helicopters, or tails, experienced damage to the spiral bevel gears in the nose gearbox. Vibration based gear condition indicators data was available before and after replacement. The other twenty tails had no known anomalies in the nose gearbox within the time frame of the datasets. These twenty tails were considered the baseline dataset. The HUMS gear condition indicators evaluated included gear condition indicators (CI) Figure of Merit 4 (FM4), Root Mean Square (RMS) or Diagnostic Algorithm 1 (DA1) and +/- 3 Sideband Index (SI3). Three additional condition indicators, not currently calculated on-board, were calculated from the archived data. These three indicators were +/- 1 Sideband Index (SI1), the DA1 of the difference signal (DiffDA1) and the peak-to-peak of the difference signal (DP2P). Results found the CI DP2P, not currently available in the on-board HUMS, performed the best, responding to varying levels of damage on thirteen of the fourteen helicopters evaluated. Two additional CIs also not in the on-board system, DiffDA1and SI1, also performed well responding to twelve and ten of the fourteen helicopters evaluated respectively. Of the three CIs currently available in the MSPU, DA1, FM4 and SI3, SI3, responded to eight, DA1 responded to six and FM4 responded to four of the fourteen helicopters evaluated. FM4, the poorest performing CI, was not as responsive to damage as the other five CIs. Conversely, when compared to the other two, it was the only CI that responded to damage on two helicopters. CI response could not be correlated to specific failure modes due to limited pictures and subjective descriptions found within the TDA. Flight regime did affect CI response to some gear faults. Due to the range of operating conditions for each regime, more studies are required to determine their sensitivity to regimes.

rotorcraft↗
NASA NTRS1944

The Effect of Several Armament Installations on the Drag of 1/8-Scale Model of the B-32 Airplane

The effect of several armament installations on the drag of a 1/8 scale model of the B-32 airplane was determined. Turrets in the following positions were tested: nose, tail, upper forward, upper aft, and lower. The nose and tail turrets were each equipped with two.50-caliber guns. Upper turrets were of three types: two.50-caliber guns, four.50-caliber guns, and 20-millimeter cannon. Lower turrets were of two types: two.50-caliber guns and four.50-caliber guns. The effect of streamlining the upper two- and four-gun turrets and of extending the lower two-gun turret was determined. The tests were conducted in the Langley 19-foot. pressure tunnel at a Reynolds number of approximately 2,960,000 and a Mach number of 0.13. Large increases in drag coefficient were caused by the complete armament installations. At a lift coefficient of 0. 4 the installations with nonstreamlined upper turrets and the lower turret retracted increased the drag coefficient by 0.0022 and 0.0027 for the two-gun and four-gun turret installations, respectively. Streamlining the upper turrets reduced the drag of these installations by approximately 40 percent with the upper turrets streamlined, the drag increase was about the same for either the two- or four-gun turret installation. The streamlined two-cannon upper turrets increased the drag about the same amount as the two-gun upper turrets that were not streamlined. Extension of the lower turret. increased the drag slightly more than the whole streamlined gun-turret installation.

Fairbanks, R. W.↗
NASA NTRS2016

Characterization of Carbon Dioxide Washout Measurement Techniques in the Mark-III Space Suit

Providing adequate carbon dioxide (CO2) washout is essential to the reduction of risk in performing suited operations. Long term CO2 exposure can lead to symptoms such as headache, lethargy, dizziness, and in severe cases can lead to unconsciousness and death. Thus maintaining adequate CO2 washout in both ground testing and during in flight EVAs is a requirement of current and future suit designs. It is necessary to understand the inspired CO2 of suit wearers such that future requirements for space suits appropriately address the risk of inadequate washout. Testing conducted by the EVA Physiology Laboratory at the NASA Johnson Space Center aimed to characterize a method for noninvasively measuring inspired oronasal CO2 under pressurized suited conditions in order to better inform requirements definition and verification techniques for future CO2 washout limits in space suits. Prior work conducted by the EPL examined several different wearable, respirator style, masks that could be used to sample air from the vicinity surround the nose and mouth of a suited test subject. Previously published studies utilized these masks, some being commercial products and some novel designs, to monitor CO2 under various exercise and flow conditions with mixed results for repeatability and/or consistency between subjects. Based on a meta-analysis of those studies it was decided to test a nasal cannula as it is a commercially available device that is placed directly in the flow path of the user as they breathe. A nasal cannula was used to sample air inhaled by the test subjects during both rest and exercise conditions. Eight subjects were tasked with walking on a treadmill or operating an arm ergometer to reach target metabolic rates of 1000, 2000, and 3000 BTU/hr. Suit pressure was maintained at 4.3 psid for all tests, with supply flow rates of 6, 4, and 2 actual cubic feet per minute depending on the test condition. Each test configuration was conducted twice with subjects breathing either through their nose only, or however they felt comfortable. By restricting breathing through a single orifice, we are able to more accurately define exactly what flow stream the sampled CO2 is taken from. Oronasal CO2 was monitored using real time infrared gas analyzers fed via sample tubes connected to the nasal cannula within the suit. Two additional sampling tubes were placed at the head and chin of the test subject, in an effort to capture CO2 concentrations across the entire flow stream of the Mark-III vent system (flow path is head to neck). Metabolic rate was calculated via the exhaust CO2 concentration and used to adjust subject workload on either the treadmill or arm ergometer until the target was reached. Forward work will aim to characterize the historically accepted minimum ppCO2 in suit during EVA by repeating this study in the Extravehicular Mobility Unit (EMU) space suit. This will help to define washout requirements for future suits, be they NASA (e.g. Z-2) or Commercial Crew designed. Additionally it is important to determine the functional consequences of CO2 exposure during EVA. Severe CO2 symptoms are a result of very high concentration, acute exposures. While long term, low concentration exposures have been shown to result in slight cognitive decline, symptoms resolve upon quickly returning to nominal concentrations and it remains unknown the impact that minor deficits in cognitive performance can have on EVA performance.

Norcross, J.↗
NASA NTRS2016

Space Launch System Booster Separation Aerodynamic Testing in the NASA Langley Unitary Plan Wind Tunnel

A wind-tunnel investigation of a 0.009 scale model of the Space Launch System (SLS) was conducted in the NASA Langley Unitary Plan Wind Tunnel to characterize the aerodynamics of the core and solid rocket boosters (SRBs) during booster separation. High-pressure air was used to simulate plumes from the booster separation motors (BSMs) located on the nose and aft skirt of the SRBs. Force and moment data were acquired on the core and SRBs. These data were used to corroborate computational fluid dynamics (CFD) calculations that were used in developing a booster separation database. The SRBs could be remotely positioned in the x-, y-, and z-direction relative to the core. Data were acquired continuously while the SRBs were moved in the axial direction. The primary parameters varied during the test were: core pitch angle; SRB pitch and yaw angles; SRB nose x-, y-, and z-position relative to the core; and BSM plenum pressure. The test was conducted at a free-stream Mach number of 4.25 and a unit Reynolds number of 1.5 million per foot.

Wilcox, Floyd J., Jr.↗
NASA NTRS2016

Crash Testing and Simulation of a Cessna 172 Aircraft: Pitch Down Impact Onto Soft Soil

During the summer of 2015, NASA Langley Research Center conducted three full-scale crash tests of Cessna 172 (C-172) aircraft at the NASA Langley Landing and Impact Research (LandIR) Facility. The first test represented a flare-to-stall emergency or hard landing onto a rigid surface. The second test, which is the focus of this paper, represented a controlled-flight-into-terrain (CFIT) with a nose-down pitch attitude of the aircraft, which impacted onto soft soil. The third test, also conducted onto soil, represented a CFIT with a nose-up pitch attitude of the aircraft, which resulted in a tail strike condition. These three crash tests were performed for the purpose of evaluating the performance of Emergency Locator Transmitters (ELTs) and to generate impact test data for model validation. LS-DYNA finite element models were generated to simulate the three test conditions. This paper describes the model development and presents test-analysis comparisons of acceleration and velocity time-histories, as well as a comparison of the time sequence of events for Test 2 onto soft soil.

Fasanella, Edwin L.↗
NASA NTRS2016

Two Exceptions in the Large SEP Events of Solar Cycles 23 and 24

We discuss our findings from a survey of all large solar energetic particle (SEP) events of Solar Cycles 23 and 24, i.e. the SEP events where the intensity of greater than 10 megaelectronvolts protons observed by GOES (Geostationary Operational Environmental Satellite) was greater than 10 proton flux units. In our previous work (Gopalswamy et al. in Geophys.Res.Lett. 41, 2673, 2014) we suggested that ground level enhancements (GLEs) in Cycles 23 and 24 also produce an intensity increase in the GOES greater than 700 megaelectronvolts proton channel. Our survey, now extended to include all large SEP events of Cycle 23, confirms this to be true for all but two events: i) the GLE of 6 May 1998 (GLE57) for which GOES did not observe enhancement in greater than 700 megaelectronvolts protons intensities and ii) a high-energy SEP event of 8 November 2000, for which GOES observed greater than 700 megaelectronvolts protons but no GLE was recorded. Here we discuss these two exceptions. We compare GLE57 with other small GLEs, and the 8 November 2000 SEP event with those that showed similar intensity increases in the GOES greater than 700 megaelectronvolts protons but produced GLEs. We find that, because GOES greater than 700 megaelectronvolts proton intensity enhancements are typically small for small GLEs, they are difficult to discern near solar minima due to higher background. Our results also support that GLEs are generally observed when shocks of the associated coronal mass ejections (CMEs) form at heights 1.2-1.93 solar radii [R (sub solar)] and when the solar particle release occurs between 2-6 solar radii [R (sub solar)]. Our secondary findings support the view that the nose region of the CME-shock may be accelerating the first-arriving GLE particles and the observation of a GLE is also dependent on the latitudinal connectivity of the observer to the CME-shock nose. We conclude that the GOES greater than 700 megaelectronvolts proton channel can be used as an indicator of GLEs excluding some rare exceptions, such as those discussed here.

Thakur, N.↗
NASA NTRS2017

Simulating the Impact Response of Three Full-Scale Crash Tests of Cessna 172 Aircraft

During the summer of 2015, a series of three full-scale crash tests were performed at the Landing and Impact Research Facility located at NASA Langley Research Center of Cessna 172 aircraft. The first test (Test 1) represented a flare-to-stall emergency or hard landing onto a rigid surface. The second test (Test 2) represented a controlled-flight- into-terrain (CFIT) with a nose down pitch attitude of the aircraft, which impacted onto soft soil. The third test (Test 3) also represented a CFIT with a nose up pitch attitude of the aircraft, which resulted in a tail strike condition. Test 3 was also conducted onto soft soil. These crash tests were performed for the purpose of evaluating the performance of Emergency Locator Transmitters and to generate impact test data for model calibration. Finite element models were generated and impact analyses were conducted to simulate the three impact conditions using the commercial nonlinear, transient dynamic finite element code, LS-DYNA®. The objective of this paper is to summarize test-analysis results for the three full-scale crash tests.

Jackson, Karen E.↗
NASA NTRS2017

Predicting the Magnetic Field of Earth-Impacting CMEs

Predicting the impact of coronal mass ejections (CMEs) and the southward component of their magnetic field is one of the key goals of space weather forecasting. We present a new model, the ForeCAT In situ Data Observer (FIDO), for predicting the in situ magnetic field of CMEs. We first simulate a CME using ForeCAT, a model for CME deflection and rotation resulting from the background solar magnetic forces. Using the CME position and orientation from ForeCAT, we then determine the passage of the CME over a simulated spacecraft. We model the CME's magnetic field using a force-free flux rope and we determine the in situ magnetic profile at the synthetic spacecraft. We show that FIDO can reproduce the general behavior of four observed CMEs. FIDO results are very sensitive to the CME's position and orientation, and we show that the uncertainty in a CME's position and orientation from coronagraph images corresponds to a wide range of in situ magnitudes and even polarities. This small range of positions and orientations also includes CMEs that entirely miss the satellite. We show that two derived parameters (the normalized angular distance between the CME nose and satellite position and the angular difference between the CME tilt and the position angle of the satellite with respect to the CME nose) can be used to reliably determine whether an impact or miss occurs. We find that the same criteria separate the impacts and misses for cases representing all four observed CMEs.

Kay, C.↗
NASA NTRS2018

Direction-Finding Analysis of the 2012 July 6 Type II Solar Radio Burst at Low Frequencies

The 2012 July 6 X1.1 are at S13W59 and a halo coronal mass ejection (CME) with a space speed of 1900 km s1 were associated with type III and type II radio bursts. The metric-to-decametric type II radio burst extended down to 5 MHz. Simultaneously a slowly drifting feature with a harmonic structure was observed by Wind and STEREO radio receivers around and below 1 MHz, above the strong type III radio burst at lower frequencies. The radio direction finding analysis of this lower-frequency interplanetary (IP) type II radio burst indicates that the radio source was located near the nose and possibly towards the southern flank of the CME-driven shock. These results provide an independent confirmation of the previous suggestions that when the metric and IP type II bursts are overlapping, the lower-frequency IP type II radio burst originates near the shock nose, whereas the source of the higher-frequency metric type II burst is closer to the Sun in the shock flank region. These results further support the idea that the coronal and IP type II bursts are produced by the same CME-driven shock.

Makela, Pertti↗
NASA NTRS2019

Measurement and Analysis of Terminal Shock Oscillation and Buffet Forcing Functions on a Launch Vehicle Payload Fairing

The buffet loads on a launch vehicle payload shroud can be impacted by the unsteadiness associated with a terminal shock at high subsonic speeds. At these conditions, flow accelerates to supersonic speeds on the nose of the payload fairing and is terminated by a normal shock on the cylindrical section downstream of the nose cone/cylinder shoulder. The location of the terminal shock and associated separated boundary layer is affected by the freestream Mach number, Reynolds number, and the pitch/yaw of the launch vehicle. Furthermore, even when the freestream conditions and vehicle attitude are constant, this terminal shock oscillates on the surface of the vehicle. The time-varying surface pressure associated with the terminal shock results in unsteady aerodynamic loads that may interact with vehicle structural dynamic modes and the guidance and control of the vehicle. Buffet testing of a 3-percent scale rigid buffet model of a launch vehicle cargo configuration with a tangent-ogive payload shroud was conducted in 2012 and in 2016. Initial buffet forcing functions (BFFs) utilized a coarse pressure sensor distribution on the vehicle surface in which a single longitudinal station with eight sensors observed the terminal shock environment at Mach 0.90. An examination of these circumferential pressures reveal large impulse-like pressure fluctuations and an asymmetry in pressure when the vehicle is at a nonzeroangle of attack that result in high BFFs. Revisions to the shock integration region were made based on computational fluid dynamics and shadowgraph video of shock motion to better represent the BFFs and reduce the high loads resulting from this environment. To more clearly understand this terminal shock environment, a second wind tunnel test was conducted with a dense distribution of 256 sensors at the terminal shock location. These sensor arrays presents a unique opportunity to observe the unsteady terminal shock environment and to characterize the impact of various integration schemes on the BFFs. This paper presents a summary of the development of BFFs for this terminal shock and a detailed analyses of shock region pressure coefficients, coherence, BFFs, shock location time histories, and power spectral density to help guide development of BFFs for other launch vehicle test and analysis programs.

Piatak, David J.↗
NASA NTRSDate not supplied

Mechanical Design of the Urban Air Mobility Side-by-Side Test Stand

The Urban Air Mobility Side-by-Side Test Stand (SBS) is a new capability for the National Aeronautics and Space Administration (NASA) to test the conceptual side-by-side rotorcraft configuration. This test stand enhances the experimental capabilities of the Revolutionary Vertical Lift Technology (RVLT) Project and is primarily designed to be tested in the U.S. Army’s 7-by 10-Foot Wind Tunnel at NASA Ames Research Center. One of the goals for the SBS is to identify the optimal degree of rotor overlap that will yield the best aerodynamic performance. The SBS has two counter-rotating, intermeshing rotors that can vary in lateral separation. The test stand can pitch nose up and nose down, with each rotor having the capability to be trimmed independently through cyclic and collective controls. Six-axis load cells and rotary torque sensors are placed underneath each rotor to measure the thrust, torque, and side force from each rotor system. This paper describes the mechanical design of the SBS and outlines the structural analyses conducted to ensure a safety factor of 4 for ultimate strength and 3 for yield strength during all experimental testing.

Mechanical Design↗
NASA NTRSDate not supplied

Results of the Field Test and Defining Sensormotor Fitness for Duty Standards

The primary goals of the Field Test were (1) to determine functional abilities associated with long-duration space flight crews beginning as soon after landing as possible (< 2 hours), and (2) to characterize the time course of recovery with additional follow-up measurement sessions within 24 hours after landing. The NASA and Russian teams have collected data on a total of 39 different United States Orbital Segment (USOS) and Russian crewmembers, with 9 Russian crewmembers being tested twice (total of 48 tests). Eighteen subjects (7 Russian, 11 USOS) completed a reduced Field Test (pilot) protocol and 30 subjects (19 Russian and 11 USOS) participated in the full Field Test. This presentation will focus on a subset of the measures that will be used in the upcoming ground study to determine sensorimotor fitness for duty standards, namely: tandem walk, obstacle walk, eye-hand coordination task, finger-to-nose task, and Computerized Dynamic Posturography (CDP). Exploration-class missions including Artemis, Gateway, and beyond will require a new level of autonomy around periods of gravitational transition, where sensorimotor disturbances increase. The operational support that is available upon return to Earth including rescue teams, medical interventions, and the ability to rest as needed will not be available after landing on the lunar or Martian surface. Because of this, there is a need to define fitness for duty standards that will help inform crew capabilities during and soon after gravitational transitions. Due to the new requirements of the exploration environment, we must utilize a set of exploration field measures, for which no previous spaceflight data exists to define fitness for duty standards. A Sensorimotor Adaptation Analog (SAA) that can provide different levels of acute disorientation through combined vestibular, visual, and proprioceptive disruptions will be used to increase the range of performance in exploration field measures, simulating the moderate-to-severe performance decrements observed in spaceflight. The levels of SAA will be titrated and validated by comparison to gold standard measures that have a wealth of spaceflight data at different time points during recovery. These data will be pulled directly from the results of Field Test and help ensure the range of performance while being exposed to SAA mimics the range of performance from pre-flight to immediately postflight in Field Test subjects. Specifically, we will be using the tandem walk, obstacle walk, eye-hand coordination task, finger-to-nose task, and CDP as the gold standard measures. Referencing this Field Test data in the form of gold standard measures will also help us characterize and contextualize how each magnitude of SAA disorientation compares to recovery from long-term microgravity exposure.

M J F Rosenberg↗