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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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At least 865 records · Page 48
All sourcesNASA NTRSDOE OSTI
NASA NTRS2009

X-48B Flight Research - Test Progress and Instrumentation Needs for the Future

Program Objectives: I. Assess stability & control characteristics of a BWB class vehicle in free-flight conditions: a) Assess dynamic interaction of control surfaces; b) Assess control requirements to accommodate asymmetric thrust; and c) Assess stability and controllability about each axis at a range of flight conditions. II. Assess flight control algorithms designed to provide desired flight characteristics: a) Assess control surface allocation and blending; b) Assess edge of envelope protection schemes; c) Assess takeoff and landing characteristics; and d) Test experimental control laws and control design methods III. Evaluate prediction and test methods for BWB class vehicles: a) Correlate flight measurements with ground-based predictions and measurements.

Risch, Tim↗
NASA NTRS2006

Software for Simulating Air Traffic

Future Air Traffic Management Concepts Evaluation Tool (FACET) is a system of software for performing computational simulations for evaluating advanced concepts of advanced air-traffic management. FACET includes a program that generates a graphical user interface plus programs and databases that implement computational models of weather, airspace, airports, navigation aids, aircraft performance, and aircraft trajectories. Examples of concepts studied by use of FACET include aircraft self-separation for free flight; prediction of air-traffic-controller workload; decision support for direct routing; integration of spacecraft-launch operations into the U.S. national airspace system; and traffic- flow-management using rerouting, metering, and ground delays. Aircraft can be modeled as flying along either flight-plan routes or great-circle routes as they climb, cruise, and descend according to their individual performance models. The FACET software is modular and is written in the Java and C programming languages. The architecture of FACET strikes a balance between flexibility and fidelity; as a consequence, FACET can be used to model systemwide airspace operations over the contiguous U.S., involving as many as 10,000 aircraft, all on a single desktop or laptop computer running any of a variety of operating systems. Two notable applications of FACET include: (1) reroute conformance monitoring algorithms that have been implemented in one of the Federal Aviation Administration s nationally deployed, real-time, operational systems; and (2) the licensing and integration of FACET with the commercially available Flight Explorer, which is an Internet- based, real-time flight-tracking system.

Sridhar, Banavar↗
NASA NTRS2011

Trajectory-Based Takeoff Time Predictions Applied to Tactical Departure Scheduling: Concept Description, System Design, and Initial Observations

Current aircraft departure release times are based on manual estimates of aircraft takeoff times. Uncertainty in takeoff time estimates may result in missed opportunities to merge into constrained en route streams and lead to lost throughput. However, technology exists to improve takeoff time estimates by using the aircraft surface trajectory predictions that enable air traffic control tower (ATCT) decision support tools. NASA s Precision Departure Release Capability (PDRC) is designed to use automated surface trajectory-based takeoff time estimates to improve en route tactical departure scheduling. This is accomplished by integrating an ATCT decision support tool with an en route tactical departure scheduling decision support tool. The PDRC concept and prototype software have been developed, and an initial test was completed at air traffic control facilities in Dallas/Fort Worth. This paper describes the PDRC operational concept, system design, and initial observations.

Engelland, Shawn A.↗
NASA NTRS2011

Probabilistic Path Planning of Montgolfier Balloons in Strong, Uncertain Wind Fields

Lighter-than-air vehicles such as hot-air balloons have been proposed for exploring Saturn s moon Titan, as well as other bodies with significant atmospheres. For these vehicles to navigate effectively, it is critical to incorporate the effects of surrounding wind fields, especially as these winds will likely be strong relative to the control authority of the vehicle. Predictive models of these wind fields are available, and previous research has considered problems of planning paths subject to these predicted forces. However, such previous work has considered the wind fields as known a priori, whereas in practical applications, the actual wind vector field is not known exactly and may deviate significantly from the wind velocities estimated by the model. A probabilistic 3D path-planning algorithm was developed for balloons to use uncertain wind models to generate time-efficient paths. The nominal goal of the algorithm is to determine what altitude and what horizontal actuation, if any is available on the vehicle, to use to reach a particular goal location in the least expected time, utilizing advantageous winds. The solution also enables one to quickly evaluate the expected time-to-goal from any other location and to avoid regions of large uncertainty. This method is designed for balloons in wind fields but may be generalized for any buoyant vehicle operating in a vector field. To prepare the planning problem, the uncertainty in the wind field is modeled. Then, the problem of reaching a particular goal location is formulated as a Markov decision process (MDP) using a discretized space approach. Solving the MDP provides a policy of what actuation option (how much buoyancy change and, if applicable, horizontal actuation) should be selected at any given location to minimize the expected time-to-goal. The results provide expected time-to-goal values from any given location on the globe in addition to the action policy. This stochastic approach can also provide insights not accessible by deterministic methods; for example, one can evaluate variability and risk associated with different scenarios, rather than only viewing the expected outcome.

Wolf, Michael↗
NASA NTRS2012

Development and Application of LES for the Unsteady Flows in Turbomachinery

Recent progress in applying the Large Eddy Simulation (LES) to flow control in turbomachinery is reviewed. The development of flow control in turbomachinery requires accurate prediction of detailed three-dimensional flow structures including unsteady motion of various vortex systems. It has been shown that LES provides more realistic description of the complex flowfields compared to steady and unsteady Reynolds-averaged Navier- Stokes simulations (RANS & URANS).

Hah, Chunill↗
NASA NTRS2016

In the Hot Seat: STS-115 Lightning Strike Stand Down Debate - NASA Case Study

There is no way the PIC's could have seen any current' was the gist of Mike Griffin's assessment. Griffin was the NASA Administrator at the time. The buck stopped at his desk. Holding a napkin out to Pat Lampton, Griffin showed Lampton the calculations he'd made over dinner that predicted that the Pyrotechnic Initiator Controllers (PIC's) at the base of the Space Shuttle Solid Rocket Boosters (SRBs) were fine. A lightning strike the day before, the worst ever experienced with a Space Shuttle on the launch pad, caused a halt to the launch count down as technicians, engineers, and managers scrambled identify any damage to the launch system. SRB technicians and engineers assessed the data against their Lightning Strike Re-Test Requirements, determining that all but one of the requirements could be checked if they resumed the countdown. For the one remaining requirement, testing the integrity of the PIC's would require 96 hours to set up, test, and reassemble. The engineers were convinced that there was no way to do calculations to show the PIC's were okay. The only option was to stand down. It was SRB Deputy Project Manager (PM) Pat Lampton's responsibility to decide what the SRB project position needed to be to certify that their hardware was safe to fly. He had to communicate that decision to the Mission Management Team (MMT) as a Go or No Go position to resume the count down. If the answer was Go they could still meet a delayed, but acceptable launch schedule. If the answer was No Go, rescheduling the launch would be a grueling shuffling of hardware, personnel, and mission timelines to accommodate Russian missions to the Space Station, supplies for the launch, and personnel manning launch operations. On top of that, Hurricane Ernesto was spinning off the coast of Florida, threatening the need for the Shuttle to roll back to the hangar if they waited too long.

Kummer, Lizette↗
NASA NTRS2018

WFIRST CGI Integral Field Spectrograph Performance and Post-Processing in the OS6 Observing Scenario

The WFIRST coronagraph instrument (CGI) will have an integral field spectrograph (IFS) backend to disperse the entire field of view at once and obtain spatially-resolved, low-resolution spectra of the speckles and science scene. The IFS will be key to understanding the spectral nature of the speckles, obtain science spectra of planets and disks, and will be used for broadband wavefront control. In order to characterize, predict, and optimize the performance of the instrument, we present a detailed model of the IFS in the context of the new OS6 observing scenario. The simulation includes spatial, spectral, and temporal variations of the speckle field on the IFS detector plane, which allows us to explore several post-processing methods and assess what gains can be expected. The simulator includes the latest models of the detector behavior when operating in photon-counting mode.

WFIRST coronagraph instrument (CGI)↗
NASA NTRSDate not supplied

CFD Evaluation Of Sustainable Aviation Fuel Blends for Commercial Supersonics Technology

An overview is provided of a CFD study on the impacts of fuel blends on NOx emissions and flame structure in an axially staged combustor operating at a supersonic cruise condition. The Open version of the National Combustion Code (OpenNCC) was used to perform two-phase reacting flow computations with various blending ratios of an ‘average’ Jet-A (A2) and Gevo Alcohol-to-Jet (C1) for RTRC’s Axially Controlled Stoichiometry (ACS) combustor. The predicted flame structures in the ACS combustor with three different blending ratios of the A2 and C1 fuel were very similar. The predicted NOx emissions for all fuel blends were within 10% of the experimentally measured range of NOx emissions for 100% A2 fuel.

gas turbine combustion↗
NASA NTRS2003

Recent Progress in Engine Noise Reduction Technologies

Highlights from NASA-funded research over the past ten years for aircraft engine noise reduction are presented showing overall technical plans, accomplishments, and selected applications to turbofan engines. The work was sponsored by NASA's Advanced Subsonic Technology (AST) Noise Reduction Program. Emphasis is given to only the engine noise reduction research and significant accomplishments that were investigated at Technology Readiness Levels ranging from 4 to 6. The Engine Noise Reduction sub-element was divided into four work areas: source noise prediction, model scale tests, engine validation, and active noise control. Highlights from each area include technologies for higher bypass ratio turbofans, scarf inlets, forward-swept fans, swept and leaned stators, chevron/tabbed nozzles, advanced noise prediction analyses, and active noise control for fans. Finally, an industry perspective is given from General Electric Aircraft Engines showing how these technologies are being applied to commercial products. This publication contains only presentation vu-graphs from an invited lecture given at the 41st AIAA Aerospace Sciences Meeting, January 6-9, 2003.

Huff, Dennis↗
NASA NTRS1999

Active Control of Inlet Noise on the JT15D Turbofan Engine

This report presents the key results obtained by the Vibration and Acoustics Laboratories at Virginia Tech over the year from November 1997 to December 1998 on the Active Noise Control of Turbofan Engines research project funded by NASA Langley Research Center. The concept of implementing active noise control techniques with fuselage-mounted error sensors is investigated both analytically and experimentally. The analytical part of the project involves the continued development of an advanced modeling technique to provide prediction and design guidelines for application of active noise control techniques to large, realistic high bypass engines of the type on which active control methods are expected to be applied. Results from the advanced analytical model are presented that show the effectiveness of the control strategies, and the analytical results presented for fuselage error sensors show good agreement with the experimentally observed results and provide additional insight into the control phenomena. Additional analytical results are presented for active noise control used in conjunction with a wavenumber sensing technique. The experimental work is carried out on a running JT15D turbofan jet engine in a test stand at Virginia Tech. The control strategy used in these tests was the feedforward Filtered-X LMS algorithm. The control inputs were supplied by single and multiple circumferential arrays of acoustic sources equipped with neodymium iron cobalt magnets mounted upstream of the fan. The reference signal was obtained from an inlet mounted eddy current probe. The error signals were obtained from a number of pressure transducers flush-mounted in a simulated fuselage section mounted in the engine test cell. The active control methods are investigated when implemented with the control sources embedded within the acoustically absorptive material on a passively-lined inlet. The experimental results show that the combination of active control techniques with fuselage-mounted error sensors and passive control techniques is an effective means of reducing radiated noise from turbofan engines. Strategic selection of the location of the error transducers is shown to be effective for reducing the radiation towards particular directions in the farfield. An analytical model is used to predict the behavior of the control system and to guide the experimental design configurations, and the analytical results presented show good agreement with the experimentally observed results.

Smith, Jerome P.↗
NASA NTRS1974

Flowfield analysis for successive oblique shock wave-turbulent boundary-layer interactions

Description of a procedure for predicting the flowfields that develop when successive interactions between oblique shock waves and a turbulent boundary layer occur. Such interactions may occur, for example, in engine inlets for supersonic aircraft. A control volume analysis is used to predict changes in the flow field across the interactions. Two bleed flow models are considered. The predicted results are compared with measured results and are shown to be in good agreement when the bleed flow rate is low, or when there is no bleed. Shortcomings of the bleed flow models at higher bleed flow rates are discussed.

Sun, C.-C.↗
NASA NTRS2010

TPSAS-NF1676L-11132-DND

The Orion Pad Abort 1 Flight Test occurred on May 6th, 2010 at White Sands Missile Range in New Mexico. The test was the first for the Orion vehicle and was primarily a test of the Orion Launch Abort System’s ability to execute an abort from the launch pad. The test was successful, and, in most cases, results were well within predicted outcomes. For this test, the thermal control subsystem was an inherent part of the flight operations team. The thermal team provided pre-launch predictions of component temperatures, set component temperature limits, and monitored those limits during the flight operations process as part of the primary flight operations team. The thermal team was also responsible for day-of-flight predictions of the main abort motor’s propellant mean bulk temperature, a key launch constraint for the test. After the test, thermal data was collected, reviewed, and compared against pre-launch predictions showing very good agreement in most areas. Based on the pre-test and flight operations experience, a detailed list of lessons learned has been developed and will be reviewed prior to potential future Orion or other such flight tests.

Joseph F Gasbarre↗
NASA NTRSDate not supplied

TPSAS-NF1676L-11021-DND

The Orion Pad Abort 1 Flight Test occurred on May 6th, 2010 at White Sands Missile Range in New Mexico. The test was the first for the Orion vehicle and was primarily a test of the Orion Launch Abort System’s ability to execute an abort from the launch pad. The test was successful and in most cases results were well within predicted outcomes. For this test, the thermal control subsystem was an inherent part of the flight operations team. The thermal team provided pre-launch predictions of component temperatures, set component temperature limits, and monitored those limits during the flight operations process as part of the primary flight operations team. The thermal team was also responsible for day-of-flight predictions of the main abort motor’s propellant mean bulk temperature, a key launch constraint for the test. After the test, thermal data was collected, reviewed, and compared against pre-launch predictions showing very good agreement in most areas. Based on the pre-test and flight operations experience, a detailed list of lessons learned has been developed and will be reviewed prior to potential future Orion or other such flight tests.

Joseph F Gasbarre↗
NASA NTRS1992

Pitch Control Margin at High Angle of Attack - Quantitative Requirements (Flight Test Correlation With Simulation Predictions)

Aircraft designs that employ relaxed static stability (RSS) have the following problem: reduced pitching moments associated with RSS at high angle of attack (AOA) require a minimum pitch recovery moment or margin to guarantee a safe return from high AOA maneuvers at the most aft center of gravity (CG) encountered during a mission. Recent incidents and mishaps on Class IV aircraft have demonstrated a need for establishing quantitative longitudinal high AOA pitch control margin design guidelines for future aircraft. The Naval Air Warfare Center - Aircraft Division (NA WC-AD) is currently supporting an effort in conjunction with NASA Langley Research Center (NASA LaRC) to quantify such requirements. NASA LaRC has conducted a series of extensive simulation evaluations to define these design guidelines. The purpose of flight tests were to validate the overall research test methodology by comparing pilot comments, pilot ratings, and aircraft response characteristics gathered during inflight recoveries from high AOA conditions to those gathered during the fixed-base simulation sessions. Tests were completed on an F/A-18A in six flights for a total of 9.8 flight hours using an AOA and CG buildup sequence. Flight test results have validated the simulation studies in that pilot rating of high AOA nose-down recoveries were based on the short-term response interval in the forms of pitch acceleration and rate. In addition, flight test has demonstrated that high AOA pitch control margin can be evaluated using a stabilized pushover method.

Flight Testing↗
NASA NTRS1993

System identification of the Large-Angle Magnetic Suspension Test Facility (LAMSTF)

The Large-Angle Magnetic Suspension Test Facility (LAMSTF), a laboratory-scale research project to demonstrate the magnetic suspension of objects over wide ranges of attitudes, has been developed. This system represents a scaled model of a planned Large-Gap Magnetic Suspension System (LGMSS). The LAMSTF system consists of a planar array of five copper electromagnets which actively suspend a small cylindrical permanent magnet. The cylinder is a rigid body and can be controlled to move in five independent degrees of freedom. Five position variables are sensed indirectly by using infra-red light-emitting diodes and light-receiving phototransistors. The motion of the suspended cylinder is in general nonlinear and hence only the linear, time-invariant perturbed motion about an equilibrium state is considered. One of the main challenges in this project is the control of the suspended element over a wide range of orientations. An accurate dynamic model plans an essential role in controller design. The analytical model of the LAMSTF system includes highly unstable real poles (about 10 Hz) and low-frequency flexible modes (about 0.16 Hz). Projection filters are proposed to identify the state space model from closed-loop test data in time domain. A canonical transformation matrix is also derived to transform the identified state space model into the physical coordinate. The LAMSTF system is stabilized by using a linear quadratic regulator (LQR) feedback controller. The rate information is obtained by calculating the back difference of the sensed position signals. The reference inputs contain five uncorrelated random signals. This control input and the system reponse are recorded as input/output data to identify the system directly from the projection filters. The sampling time is 4 ms and the model is fairly accurate in predicting the step responses for different controllers while the analytical model has a deficiency in the pitch axis.

Huang, Jen-Kuang↗
NASA NTRS1976

B-52 control configured vehicles: Flight test results

Recently completed B-52 Control Configured Vehicles (CCV) flight testing is summarized, and results are compared to analytical predictions. Results are presented for five CCV system concepts: ride control, maneuver load control, flutter mode control, augmented stability, and fatigue reduction. Test results confirm analytical predictions and show that CCV system concepts achieve performance goals when operated individually or collectively.

Arnold, J. I.↗
NASA NTRS1992

Variable-camber systems integration and operational performance of the AFTI/F-111 mission adaptive wing

The advanced fighter technology integration, the AFTI/F-111 aircraft, is a preproduction F-111A testbed research airplane that was fitted with a smooth variable-camber mission adaptive wing. The camber was positioned and controlled by flexing the upper skins through rotary actuators and linkages driven by power drive units. The wing camber and control system are described. The measured servoactuator frequency responses are presented along with analytical predictions derived from the integrated characteristics of the control elements. A mission adaptive wing system chronology is used to illustrate and assess the reliability and dependability of the servoactuator system during 1524 hours of ground tests and 145 hours of flight testing.

Smith, John W.↗