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At least 91 records · Page 5

Ditching Tests of a 1/8-Scale Model of the Chance Vought XF6U-1 Airplane, TED No. NACA DE319

Tests were made with a 1/8-scale dynamically similar model of the Chance Vought XF6U-1 airplane to study its behavior when ditched. The model was ditched in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, by recording time histories of the accelerations, and by taking motion pictures of the ditchings. From the results of the tests it was concluded that the airplane should be ditched at the near-stall, tail-down attitude (12 deg). The flaps should be fully extended to obtain the lowest possible landing speed. The wing-tip tanks should be jettisoned. The underside of the fuselage will be critically damaged in a ditching and the airplane will dive violently after a run of about three fuselage lengths. Maximum longitudinal decelerations up to about 7g and maximum vertical accelerations up to about 5g will be encountered.

Fisher, Lloyd J., Jr.↗

Ditching Investigation of a 1/10-Scale Model of the North American F-86 Airplane

An investigation was made of a 1/10-scale dynamically similar model of the North American F-86 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tabular form, sequence photographs, and time-history acceleration curves. From the results of the investigation it was concluded that the airplane should be ditched at the nose-high, 14 deg attitude to avoid the violent dive which occurs at the 4 deg attitude. The flaps and leading-edge slats should be fully extended to obtain the lowest possible landing speed. The wing tanks should be jettisoned to avoid the undesirable behavior which occurs with the tanks attached. In a calm-water ditching under these conditions the airplane will run smoothly for about 600 feet. Maximum longitudinal and vertical decelerations of about 3g will be encountered.

Fisher, Lloyd J.↗

STS-1 operational flight profile. Volume 5: Descent cycle 3. Appendix D: GRTLS six degree of freedom Monte Carlo dispersion analysis

The results of a six degree of freedom (6-DOF) nonlinear Monte Carlo dispersion analysis for the latest glide return to landing site (GRTLS) abort trajectory for the Space Transportation System 1 Flight are presented. For this GRTLS, the number two main engine fails at 262.5 seconds ground elapsed time. Fifty randomly selected simulations, initialized at external tank separation, are analyzed. The initial covariance matrix is a 20 x 20 matrix and includes navigation errors and dispersions in position and velocity, time, accelerometer bias, and inertial platform misalinements. In all 50 samples, speedbrake, rudder, elevon, and body flap hinge moments are acceptable. Transitions to autoland begin before 9,000 feet and there are no tailscrapes. Navigation derived dynamic pressure accuracies exceed the flight control system constraints above Mach 2.5. Three out of 50 landings exceeded tire specification limit speed of 222 knots. Pilot manual landings are expected to reduce landing speed by landing farther downrange.

Montez, M. N.↗

Land-cover classification of California using mosaicking and high-speed processing

A land cover classification of Landsat MSS data has been made for the entire state of California. Digital mosaicking of 32 Landsat scenes with registered digital elevation, slope, and aspect was prepared. Stratified unsupervised clustering generated the spectral classes which were identified into 16 categories, mostly forest types, using U-2 CIR photos. A verification using 81 primary sample units resulted in a forest/nonforest accuracy of 80.2% and a commercial conifer and hardwood accuracy of 75.1%. The results are now being used in many projects throughout the state.

Peterson, D. L.↗

Extended Statistical Short-Range Guidance for Peak Wind Speed Analyses at the Shuttle Landing Facility: Phase II Results

This report describes the results from Phase II of the AMU's Short-Range Statistical Forecasting task for peak winds at the Shuttle Landing Facility (SLF). The peak wind speeds are an important forecast element for the Space Shuttle and Expendable Launch Vehicle programs. The 45th Weather Squadron and the Spaceflight Meteorology Group indicate that peak winds are challenging to forecast. The Applied Meteorology Unit was tasked to develop tools that aid in short-range forecasts of peak winds at tower sites of operational interest. A seven year record of wind tower data was used in the analysis. Hourly and directional climatologies by tower and month were developed to determine the seasonal behavior of the average and peak winds. Probability density functions (PDF) of peak wind speed were calculated to determine the distribution of peak speed with average speed. These provide forecasters with a means of determining the probability of meeting or exceeding a certain peak wind given an observed or forecast average speed. A PC-based Graphical User Interface (GUI) tool was created to display the data quickly.

Lambert, Winifred C.↗

Dynamic Model Investigation of the Landing Characteristics of a Manned Spacecraft

Investigations were made to study the water-landing and certain grounds-surface landing characteristics of a Gemini spacecraft model. The water landing experiments were made by simulating paraglider and parachute letdowns with two 1/6- scale model configurations. Parameters included various combinations of attitude, horizontal speed, vertical speed, and landing skids extended and retracted. Investigations were made in calm water and in waves. The paraglider landings at horizontal speeds of 63 feet per second (19.8 m/sec) which resulted in a noseover or tumbling shortly after initial water contact. The maximum longitudinal acceleration of the model in calm water was about 14g units, and the maximum angular acceleration was 66 radians per second squared. In the parachute landings with the heat shield forward, the model skidded along the water surface on the heat shield. Parachute landings with the small end forward resulted in behavior similar to that of the paraglider landings. The ground-surface landings were made with a 1/3-scale model by simulating a parachute letdown with braking rockets, which were fired prior to touchdown to dissipate vertical velocity. In these landings, control of timing and aligning the rockets on the model was very critical, and violent behavior resulted when either rocket alignment or timing was in error. In the landings that were correctly controlled, the model either remained upright or slowly rolled over on its side.

EXPERIMENTS↗

Taxiing, Take-Off, and Landing Simulation of the High Speed Civil Transport Aircraft

The aircraft industry jointly with NASA is studying enabling technologies for higher speed, longer range aircraft configurations. Higher speeds, higher temperatures, and aerodynamics are driving these newer aircraft configurations towards long, slender, flexible fuselages. Aircraft response during ground operations, although often overlooked, is a concern due to the increased fuselage flexibility. This paper discusses modeling and simulation of the High Speed Civil Transport aircraft during taxiing, take-off, and landing. Finite element models of the airframe for various configurations are used and combined with nonlinear landing gear models to provide a simulation tool to study responses to different ground input conditions. A commercial computer simulation program is used to numerically integrate the equations of motion and to compute estimates of the responses using an existing runway profile. Results show aircraft responses exceeding safe acceptable human response levels.

Reaves, Mercedes C.↗

Ditching Investigation of a 1/12-Scale Model of the Douglas F4D-1 Airplane, TED No. NACA DE 384

A ditching investigation was made of a l/l2-scale dynamically similar model of the Douglas F4D-1 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and configurations were investigated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tables, sequence photographs, time-history acceleration curves, and attitude curves. From the results of the investigation, it was concluded that the airplane should be ditched at the lowest speed and highest attitude consistent with adequate control (near 22 deg) with landing gear retracted. In a calm-water ditching under these conditions the airplane will probably nose in slightly, then make a fairly smooth run. The fuselage bottom will sustain appreciable damage so that rapid flooding and short flotation time are likely. Maximum longitudinal deceleration will be about 4g and maximum normal acceleration will be about 6g in a landing run of about 420 feet, In a calm-water ditching under similar conditions with the landing gear extended, the airplane will probably dive. Maximum longitudinal decelerations will be about 5-1/2g and maximum normal accelerations will be about 3-1/2g in a landing run of about 170 feet.

Windham, John O.↗

Future Wind Energy Resources and Cost Uncertainties Across the United States

This dataset contains results estimating projections of change of annual capacity factors and levelized cost of energy for several turbine technologies in the 2024 Annual Technology Baseline (ATB). Projections of change are based on downscaled earth system model (ESM) data from Sup3rCC. There has been evidence of reductions in average wind speeds over land in North America since the 1980s, and several models project that average wind speeds will continue to decrease. Concurrently, the cost of wind energy systems in the United States has been decreasing since around 2010, a trend also projected to continue. There is considerable uncertainty in these future projections, with quantitative estimates of future wind resource and system costs varying widely. To study this, we run land-based wind energy models with a range of possible future system costs, turbine designs, and meteorological inputs from multiple downscaled earth system models over the contiguous United States to estimate critical system performance metrics such as annual energy production (AEP) and levelized cost of energy. Where multiple earth system models agree, changes in mean AEP from the time period 2000-2019 to 2040-2059 can be as high as +10% in South Texas or as low as -20% in Iowa. Several additional states in the Midwest that currently have considerable wind generation capacity show the possibility of substantial decreases in AEP by mid-century. Larger turbines and moderate reductions in system costs can offset even the largest projected decreases in wind resource, but much uncertainty remains in the extent to which wind resources will actually change into the future and to what extent wind energy systems can drive down future costs. An analysis of variance shows, in several states in the Midwest, the uncertainty in future wind resource can be almost as important for future changes in the cost of wind energy as the uncertainty in future system costs.

17 WIND ENERGY↗

An Analysis of Future Wind Energy Resources and Cost Uncertainties Across the United States

Wind power is a growing source of energy generation that relies on complex global atmospheric and earth system processes. There has been evidence of reductions in average wind speeds over land in North America since the 1980s, and several models project that average wind speeds will continue to decrease. Concurrently, the cost of wind energy systems in the United States has been decreasing since around 2010, a trend also projected to continue. There is considerable uncertainty in these future projections, with quantitative estimates of future wind resource and system costs varying widely. To study this, we run wind energy models with possible future system costs, turbine designs, and meteorological inputs from multiple downscaled earth system models over the contiguous United States. Changes in mean annual energy production from 2000-2019 to 2040-2059 can be as high as +10% in South Texas or as low as -20% in Iowa. Larger turbines and moderate reductions in system costs can offset the largest projected decreases in wind resource, but much uncertainty remains in the extent to which wind resources will change and to what extent system costs can be reduced. An analysis of variance shows, in several states in the Midwest, uncertainty in future wind resources can influence the cost of wind energy nearly as much as uncertainty in future system costs.

17 WIND ENERGY↗

Pilot use of simulator cues for autorotation landings

A ground-based simulator experiment was conducted to investigate the influence of simulator cue variations on helicopter autorotation landing-task performance. Using the NASA Ames Research Center Vertical Motion Simulator (VMS), variations were made in motion-system performance and selection of either longitudinal or lateral linear acceleration cues. Analysis of landing performance statistics and pilot commentary revealed that task performance changed with degraded motion cues. However, fixed base (no motion) could provide acceptable landing performance if adequate visual cues were present. Lontitudinal linear-acceleration cues assisted one pilot's control of the landing forward speed, while lateral linear-acceleration cues assisted in control of lateral drift or sideslip. Variations were also made in the content and details of visual landing scenes. Pilot commentary collected on the use of three landing scenes stressed the importance of receiving consistent, easily recognized, position, attitude, and speed cues from the visual scene. The importance of subtle aural cues to pilot acceptance of the simulation was also noted.

Decker, W. A.↗

Ditching Investigation of a 1/11-Scale Model of the Chance Vought F7U-3 Airplane, TED NO. NACA DE 360

An investigation was made of a 1/11-scale dynamically similar model of the Chance Vought F7U-3 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and configurations were investigated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tabular form, sequence photographs, time-history acceleration curves, and plots of attitude change against time after contact. From the results of the investigation, it was concluded that the airplane should be ditched at the lowest speed and highest attitude consistent with adequate control. The aft part of the fuselage and the main landing-gear doors will probably be damaged. In a calm-water ditching under these conditions the airplane will probably skip slightly and then porpoise for the remainder of the run. Maximum longitudinal decelerations will be about 3 1/2g and maximum normal accelerations will be about 7g in a landing run of about 500 feet.

Fisher, Lloyd J.↗

Passive Earth Entry Vehicle Landing Test

Two full-scale passive Earth Entry Vehicles (EEV) with realistic structure, surrogate sample container, and surrogate Thermal Protection System (TPS) were built at NASA Langley Research Center (LaRC) and tested at the Utah Test and Training Range (UTTR). The main test objective was to demonstrate structural integrity and investigate possible impact response deviations of the realistic vehicle as compared to rigid penetrometer responses. With the exception of the surrogate TPS and minor structural differences in the back shell construction, the two test vehicles were identical in geometry and both utilized the Integrated Composite Stiffener Structure (ICoSS) structural concept in the forward shell. The ICoSS concept is a lightweight and highly adaptable composite concept developed at NASA LaRC specifically for entry vehicle TPS carrier structures. The instrumented test vehicles were released from a helicopter approximately 400 m above ground. The drop height was selected such that at least 98% of the vehicles terminal velocity would be achieved. While drop tests of spherical penetrometers and a low fidelity aerodynamic EEV model were conducted at UTTR in 1998 and 2000, this was the first time a passive EEV with flight-like structure, surrogate TPS, and sample container was tested at UTTR for the purpose of complete structural system validation. Test results showed that at a landing vertical speed of approximately 30 m/s, the test vehicle maintained structural integrity and enough rigidity to penetrate the sandy clay surface thus attenuating the landing load, as measured at the vehicle CG, to less than 600 g. This measured deceleration was found to be in family with rigid penetrometer test data from the 1998 and 2000 test campaigns. Design implications of vehicle structure/soil interaction with respect to sample container and sample survivability are briefly discussed.

Kellas, Sotiris↗

Ditching Tests of a 1/20-Scale Model of the Northrop B-35 Airplane

Tests of a 1/20-scale dynamically similar model of the Northrop B-35 airplane were made to study its ditching characteristics. The model was ditched in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds,and conditions of damage were simulated during the investigation. The ditching characteristics were determined by visual observation and from motion-picture records and time-history acceleration records. Both longitudinal and lateral accelerations were measured. Results are given in tabular form and time-history acceleration curves and sequence photographs are presented. Conclusions based on the model investigation are as follows: 1. The best ditching of the B-35 airplane probably can be made by contacting the water in a near normal landing attitude of about 9 deg with the landing flaps full down so as to have a low horizontal speed. 2. The airplane usually will turn or yaw but the motion will not be violent. The maximum lateral acceleration will be about 2g. 3. If the airplane does not turn or yaw immediately after landing, it probably will trim up and then make a smooth run or porpoise slightly. The maximum longitudinal decelerations that will be encountered are about 6g or 7g. 4. Although the decelerations are not indicated to be especially large, the construction of the airplane is such that extensive damage is to be expected, and it probably will be difficult to find ditching stations where crew members can adequately brace themselves and be reasonably sure of avoiding a large inrush of water.

Fisher, Lloyd J.↗

Preliminary Data on Rain Deflection from Aircraft Windshields by Means of High-Velocity Jet-Air Blast

A preliminary experimental investigation is being conducted to determine the feasibility of preventing rain from impinging on aircraft windshields by means of high-velocity jet-air blast. The results indicate that rain deflection by jet blast appears feasible for flight speeds comparable with landing and take-off speeds of interceptor-type jet aircraft; however, attainment of good visibility through the mist generated by raindrop breakup presents a problem. For the simulated windshield and the lower windshield angles used in the investigation, air-flow rates of the order of 3.3 pounds per minute of unheated air per inch of windshield span were required for adequate rain deflection at a free-stream velocity of 135 miles per hour. A method has been devised whereby it is possible to produce large-diameter water drops (1000 to 1500 p.) in a moving air stream, without breakup, at speeds in excess of 175 miles per hour.

Ruggeri, Robert S.↗

Assimilation of SMAP Observations Over Land Improves the Simulation and Prediction of Tropical Cyclone Idai

This work is focused on the role of soil moisture in the prediction of tropical cyclones (TCs) approaching land and after landfall. Soil moisture conditions can impact the circulation and structure of an existing tropical cyclone (TC) when part or all of the circulation is over land. For example, dry land surface conditions may lead to faster dissipation of a TC over land (often associated with changes in precipitation structure), whereas very wet conditions may help sustain or in rare cases re-intensify a TC. Moreover, the presence of strong soil moisture gradients may affect the symmetry and development of the TC circulation leading to changes in its over-land track. While the link between soil moisture conditions and TC evolution in proximity to land is relatively well understood in theory, applications of these findings in the context of numerical weather prediction (NWP) have been limited. Here we present a case study that explores the potential of improving TC predictions through an improved soil moisture initialization in an NWP framework. Specifically, we examine the impact of assimilating observations from the NASA Soil Moisture Active Passive (SMAP) mission into the NASA Goddard Earth Observing System (GEOS) global weather model on the prediction of South-West Indian Ocean TC Idai (2019). SMAP provides accurate L-band (1.4 GHz) brightness temperatures (Tb) observations that are sensitive to soil moisture globally and at high revisit times of 2-3 days. It has previously been shown that the assimilation of SMAP Tb observations significantly improves modeled land surface states. Thus, it is expected that SMAP can be used to constrain land surface initial conditions and potentially benefit TC forecasts. Here we present two sets of retrospective forecasts of TC Idai that are compared in an Observing System Experiment framework at ¼ degree resolution: (i) forecasts initialized from an analysis that is comparable to the GEOS operational analysis (without SMAP Tb assimilation) and (ii) forecasts initialized from an analysis that additionally assimilates SMAP brightness temperature observations over land using a weakly-coupled land analysis. We find that the assimilation of SMAP meaningfully improves the representation of TC Idai’s structure as well as the prediction of its intensity and track. The analyzed TC size, as measured by the wind speed radius, is improved by up to 18% in the analysis with SMAP assimilation relative to the control run. The forecast intensity error, measured against the observed intensity, is reduced by up to 23%. At the 1/4-degree resolution used here, GEOS unavoidably under-estimates TC intensity and over-estimates TC size. The SMAP assimilation therefore corrects the model in the right direction, leading to a storm that is more energetic and more compact. Furthermore, we find that the along-track forecast error is reduced by up to 34%, indicating a more accurate propagation speed, which is consistent with the fact that TC speed over land is strongly affected by surface processes. The impact of SMAP assimilation on the forecast cross-track error is neutral. Across the TC forecast skill metrics used here, the improvements from SMAP DA are largest at lead times of 36 to 72 hours, suggesting that the predictability of forecasts at shorter lead times may be dominated by short-term convective processes, while the land and its longer memory gains in importance as a source of predictability on a 2-3 day timescale. We further investigated the underlying mechanisms leading to the skill improvements from SMAP data assimilation by isolating the land areas that directly influence TC Idai using a back trajectory analysis. We find that the assimilation of SMAP leads to wetter soil moisture conditions that cause an increased latent heat flux, which ultimately results in TC analyzed representation that has higher column-integrated total moisture content and total energy compared to the analysis in the control run without SMAP assimilation. Overall, the results highlight that the assimilation of SMAP observations into a global numerical weather prediction model can lead to pronounced improvements of TC predictions. This is a crucial step towards a better mitigation of the socio-economic impact of landfalling TCs and thus safeguarding human lives. Finally, our study presents an event-based approach that assesses the impact of land data assimilation for a particular weather event rather than by globally averaging differences in skill. We argue that global skill assessments – while necessary – can mute the impact of land data assimilation, because the land’s influence on the atmosphere is constrained to certain locations and certain times. Instead, the event-based approach better highlights the true potential of land data assimilation in the context of NWP, especially for extreme events when accurate predictions are critical.

Jana Kolassa↗