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At least 973 records · Page 54

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NASA NTRS1991

Containerless processing at high temperatures using acoustic levitation

Advanced techniques are presented which facilitate the development of inert or reducing atmospheres in excess of 2000 K in order to improve processing of containerless capabilities at higher temperatures and to provide more contamination-free environments. Recent testing, in the laboratory and aboard the NASA KC-135 aircraft, of a high-temperature acoustic positioner demonstrated the effectiveness of a specimen motion damping system and of specimen spin control. It is found that stable positioning can be achieved under ambient and heated conditions, including the transient states of heat-up and cool-down. An incorporated high-temperature levitator was found capable of processing specimens of up to 6-mm diameter in a high-purity environment without the contaminating effects of a container at high temperatures and with relative quiescence.

Rey, C. A.↗

NASA NTRS1999

Flight Test of an Adaptive Configuration Optimization System for Transport Aircraft

A NASA Dryden Flight Research Center program explores the practical application of real-time adaptive configuration optimization for enhanced transport performance on an L-1011 aircraft. This approach is based on calculation of incremental drag from forced-response, symmetric, outboard aileron maneuvers. In real-time operation, the symmetric outboard aileron deflection is directly optimized, and the horizontal stabilator and angle of attack are indirectly optimized. A flight experiment has been conducted from an onboard research engineering test station, and flight research results are presented herein. The optimization system has demonstrated the capability of determining the minimum drag configuration of the aircraft in real time. The drag-minimization algorithm is capable of identifying drag to approximately a one-drag-count level. Optimizing the symmetric outboard aileron position realizes a drag reduction of 2-3 drag counts (approximately 1 percent). Algorithm analysis of maneuvers indicate that two-sided raised-cosine maneuvers improve definition of the symmetric outboard aileron drag effect, thereby improving analysis results and consistency. Ramp maneuvers provide a more even distribution of data collection as a function of excitation deflection than raised-cosine maneuvers provide. A commercial operational system would require airdata calculations and normal output of current inertial navigation systems; engine pressure ratio measurements would be optional.

Gilyard, Glenn B.↗

NASA NTRS2011

Summary of Almost 20 Years of Storm Overflight Electric Field, Conductivity, Flash Rates, and Electric Current Statistics

We determined total conduction currents and flash rates for around 900 high-altitude aircraft overflights of electrified clouds over 17 years. The overflights include a wide geographical sample of storms over land and ocean, with and without lightning, and with positive (i.e., upward-directed) and negative current. Peak electric field, with lightning transients removed, ranged from -1.0 kV m(sup -1) to 16. kV m(sup -1), with mean (median) of 0.9 kV m(sup -1) (0.29 kV m(sup -1)). Total conductivity at flight altitude ranged from 0.6 pS m(sup -1) to 3.6 pS m(sup -1), with mean and median of 2.2 pS m(sup -1). Peak current densities ranged from -2.0 nA m(sup -2) to 33.0 nA m(sup -2) with mean (median) of 1.9 nA m(sup -2) (0.6 nA m(sup -2)). Total upward current flow from storms in our dataset ranged from -1.3 to 9.4 A. The mean current for storms with lightning is 1.6 A over ocean and 1.0 A over land. The mean current for electrified shower clouds (i.e. electrified storms without lightning) is 0.39 A for ocean and 0.13 A for land. About 78% (43%) of the land (ocean) storms have detectable lightning. Land storms have 2.8 times the mean flash rate as ocean storms (2.2 versus 0.8 flashes min(sup -1), respectively). Approximately 7% of the overflights had negative current. The mean and median currents for positive (negative) polarity storms are 1.0 and 0.35 A (-0.30 and -0.26 A). We found no regional or latitudinal-based patterns in our storm currents, nor support for simple scaling laws between cloud top height and lightning flash rate.

Blakeslee, Richard J.↗

NASA NTRS2015

Properties of Linear Contrails Detected in 2012 Northern Hemisphere MODIS Imagery

Observation of linear contrail cirrus coverage and retrieval of their optical properties are valuable data for validating atmospheric climate models that represent contrail formation explicitly. These data can reduce our uncertainty of the regional effects of contrail-generated cirrus on global radiative forcing, and thus improve our estimation of the impact of commercial aviation on climate change. We use an automated contrail detection algorithm (CDA) to determine the coverage of linear persistent contrails over the Northern Hemisphere during 2012. The contrail detection algorithm is a modified form of the Mannstein et al. (1999) method, and uses several channels from thermal infrared MODIS data to reduce the occurrence of false positive detections. A set of contrail masks of varying sensitivity is produced to define the potential range of uncertainty in contrail coverage estimated by the CDA. Global aircraft emissions waypoint data provided by FAA allow comparison of detected contrails with commercial aircraft flight tracks. A pixel-level product based on the advected flight tracks defined by the waypoint data and U-V wind component profiles from the NASA GMAO GEOS-4 reanalysis has been developed to assign a confidence of contrail detection for the contrail mask. To account for possible contrail cirrus missed by the CDA, a post-processing method based on the assumption that pixels adjacent to detected linear contrails will have radiative signatures similar to those of the detected contrails is applied to the Northern Hemisphere data. Results from several months of MODIS observations during 2012 will be presented, representing a near-global climatology of contrail coverage. Linear contrail coverage will be compared with coverage estimates determined previously from 2006 MODIS data.

Duda, David P.↗

NASA NTRS1974

Aircraft and satellite monitoring of water quality in Lake Superior near Duluth

Satellite images and low altitude aerial photographs often show vivid discolorations in water bodies. Extensive laboratory analysis shows that water reflectance, which causes brightness on aerial images, positively correlates to the water quality parameter of turbidity, which on a particular day correlates to suspended solids. Work with low altitude photography on three overcast days and with ERTS images on five clear days provides positive correlation of image brightness to the high turbidity and solids which are present in Lake Superior near Duluth over 50% of the time. Proper use of aerial images would have shown that an $8,000,000 drinking water intake constructed in the midst of this unpotable, turbid water should have been located 6 miles north in clear, usable water. Noise effects such as skylight reflection, atmospheric effects, and depth penetration also must be understood for operational use of remote sensing for water quality monitoring and are considered in the paper.

Scherz, J. P.↗

NASA NTRS1982

Control of the forebody vortex orientation by asymmetric air injection. Part A: Application to enhance departure/spin recovery of fighter aircraft. Part B: Details of the flow structure

A novel concept which was developed to provide powerful directional control effectiveness for a fighter aircraft at high angles of attack, where more traditional controls have very limited capability is discussed. The concept utilizes the energy concentrated in the strong forebody vortices (which form on slender bodies at high relative incidence) by controlling the lateral orientation of the vortices with respect to the body. The present concept seeks to utilize the inherent sensitivity of the vortex positioning and its bistable nature to an advantage allowing control of the forces which are developed. As it turns out, the direction or sense of the asymmetric vortex pair is much easier to control than to attenuate. The work which was done to develop the concept for application to an aircraft is described and is directed toward the effects of the concept on aircraft forces and moments and on the flight mechanics of the aircraft during maneuvering at high angles of attack. The objective was to utilize the side force associated with asymmetric vortices, in a controlled manner, to enhance the ability of the fighter to recover from a departure from controlled flight. The results from these water tunnel and wind tunnel experiments show that a small amount of tangential blowing along the forebody near the apex can effectively alter the forebody vortex system and generate large restoring yawing moments.

Skow, A. M.↗

NASA NTRS2004

Video Guidance Sensors Using Remotely Activated Targets

Four updated video guidance sensor (VGS) systems have been proposed. As described in a previous NASA Tech Briefs article, a VGS system is an optoelectronic system that provides guidance for automated docking of two vehicles. The VGS provides relative position and attitude (6-DOF) information between the VGS and its target. In the original intended application, the two vehicles would be spacecraft, but the basic principles of design and operation of the system are applicable to aircraft, robots, objects maneuvered by cranes, or other objects that may be required to be aligned and brought together automatically or under remote control. In the first two of the four VGS systems as now proposed, the tracked vehicle would include active targets that would light up on command from the tracking vehicle, and a video camera on the tracking vehicle would be synchronized with, and would acquire images of, the active targets. The video camera would also acquire background images during the periods between target illuminations. The images would be digitized and the background images would be subtracted from the illuminated-target images. Then the position and orientation of the tracked vehicle relative to the tracking vehicle would be computed from the known geometric relationships among the positions of the targets in the image, the positions of the targets relative to each other and to the rest of the tracked vehicle, and the position and orientation of the video camera relative to the rest of the tracking vehicle. The major difference between the first two proposed systems and prior active-target VGS systems lies in the techniques for synchronizing the flashing of the active targets with the digitization and processing of image data. In the prior active-target VGS systems, synchronization was effected, variously, by use of either a wire connection or the Global Positioning System (GPS). In three of the proposed VGS systems, the synchronizing signal would be generated on, and transmitted from, the tracking vehicle. In the first proposed VGS system, the tracking vehicle would transmit a pulse of light. Upon reception of the pulse, circuitry on the tracked vehicle would activate the target lights. During the pulse, the target image acquired by the camera would be digitized. When the pulse was turned off, the target lights would be turned off and the background video image would be digitized. The second proposed system would function similarly to the first proposed system, except that the transmitted synchronizing signal would be a radio pulse instead of a light pulse. In this system, the signal receptor would be a rectifying antenna. If the signal contained sufficient power, the output of the rectifying antenna could be used to activate the target lights, making it unnecessary to include a battery or other power supply for the targets on the tracked vehicle.

Bryan, Thomas C.↗

NASA NTRS1977

A theoretical analysis of airplane longitudinal stability and control as affected by wind shear

The longitudinal equations of motion with wind shear terms were used to analyze the stability and motions of a jet transport. A positive wind shear gives a decreasing head wind or changes a head wind into a tail wind. A negative wind shear gives a decreasing tail wind or changes a tail wind into a head wind. It was found that wind shear had very little effect on the short period mode and that negative wind shear, although it affected the phugoid, did not cause stability problems. On the other hand, it was found that positive wind shear can cause the phugoid to become aperiodic and unstable. In this case, a stability boundary for the phugoid was found that is valid for most aircraft at all flight speeds. Calculations of aircraft motions confirmed the results of the stability analysis. It was found that a flight path control automatic pilot and an airspeed control system provide good control in all types of wind shear. Appendixes give equations of motion that include the effects of downdrafts and updrafts and extend the longitudinal equations of motion for shear to six degrees of freedom.

Sherman, W. L.↗

NASA NTRS1979

Upper-surface modifications for C sub l max improvement of selected NASA 6-series airfoils

The thickness of the upper surface of 64 airfoils was increased from the leading edge to the position of maximum thickness. The modifications were generated using a numerical optimization routine coupled with an aerodynamic analysis code. The type of modification presented can be used for aircraft design or for the retrofit of current aircraft to improve the stall characteristics and climb performance. The coordinates of the modified airfoils are presented with plots of the forward 45% of the profiles and pressure distributions for both the modified and unmodified sections at an angle of attack of 14 degrees.

Szelazek, C. A.↗

NASA NTRS1981

Transformation formulas relating geodetic coordinates to a tangent to Earth, plane coordinate system

Formulas and their approximation were developed to map geodetic position to an Earth tangent plane with an airport centered rectangular coordinate system. The transformations were developed for use in a terminal area air traffic model with deterministic aircraft traffic. The exact configured vehicle's approximation equations used in their precision microwave landing system navigation experiments.

Credeur, L.↗

NASA NTRS1981

Annular wing

An annular wing particularly suited for use in supporting in flight an aircraft characterized by the absence of directional stabilizing surfaces is described. The wing comprises a rigid annular body of a substantially uniformly symmetrical configuration characterized by an annular positive lifting surface and cord line coincident with the segment of a line radiating along the surface of an inverted truncated cone. A decalage is established for the leading and trailing semicircular portions of the body, relative to instantaneous line of flight, and a dihedral for the laterally opposed semicircular portions of the body, relative to the line of flight. The direction of flight and climb angle or glide slope angle are established by selectively positioning the center of gravity of the wing ahead of the aerodynamic center along the radius coincident with an axis for a selected line of flight.

Walker, H. J.↗

NASA NTRS1993

Strength capabilities and load requirements while performing torquing tasks in zero gravity

A generic examination of the loads produced by individuals performing maximal efforts with a torquing tool in zero gravity, to determine operator strength when performing torquing tasks; quantify the loads placed on foot restraints while performing these tasks; and examine effects of orientation and direction of tool rotation on strength effectiveness was conducted. The experiment was conducted aboard NASA's KC-135 reduced-gravity aircraft, using two force plates attached to a test stand, one with a foot restraint. Subjects used a wrench to apply maximum torques to various fittings, in different positions, in clockwise and counterclockwise directions. It was seen that these subjects could produce approximately 400 to 750 N of force, depending on the orientation of the tool and the direction of effort. The most force could be produced when pushing the tool upwards. A force effectiveness ratio (FER) defined as an indication of how much of the subjects' total effort actually went into performing the desired task. Values of FER ranged from 0.55 to 0.90, with the greatest FER occurring with UP and DOWN efforts, and the lowest with AWAY and LEFT efforts. Designers can use these results to set specifications for craft structures; tools can be developed based on the known strength of the tool users; and tasks can be developed to not exceed the crewmembers' capabilities.

Poliner, Jeffrey↗

NASA NTRS1997

Using Laser Altimetry to Detect Topographic Change in Long Valley Caldera, California

Long Valley caldera California, is a site of extensive volcanism, persistent seismicity, and uplift of a resurgent dome, currently at a rate of about 3 cm/year. Airborne laser altimetry was used to determine the surface topography of the region in 1993. A repeat mission occurred in 1995. Three different laser altimeters were flown, dubbed ATLAS, SLICER and RASCAL. Data processing consists of the combination of the aircraft trajectory and attitude data with the laser range, the determination of an atmospheric delay, laser pulse timing errors, laser system biases, and data geolocation to obtain the position of the laser spot on the ground. Results showed that using the ATLAS and SLICER instruments, the elevation of an overflown lake is determined to precisions of 3.3 cm and 2.9 cm from altitudes of 500 m and 3 km above the ground, and about 10 cm using the RASCAL instrument from 500 m above ground. Comparison with tide gauge data showed the laser measurements are able to resolve centimeter-level changes in the lake elevation over time. Repeat pass analysis of tracks over flat surfaces indicate no systematic biases affect the measurement procedure of the ATLAS and SLICER instruments. Comparison of GPS and laser-derived elevations of easily-identifiable features in the caldera confirm the horizontal accuracy of the measurement is within the diameter of the laser footprint, and vertical accuracy is within the error inherent in the measurement. Crossover analysis shows that the standard error of the means at track intersection points within the caldera, and dome (i.e., where zero and close to the maximum amount of uplift is expected) are about I cm, indicating elevation change at the 3 cm/year level should be detectable. We demonstrate one of the powerful advantages of scanning laser altimetry over other remote sensing techniques; the straightforward creation of precise digital elevation maps of overflown terrain. Initial comparison of the 1993-1995 data indicates uplift occurred, but filtering is required to remove vegetation effects. Although research continues to utilize the full potential of laser altimetry data, the results constitute a successful demonstration that the technique may be used to perform geodetic monitoring of surface topographic change.

Hofton, M. A.↗

NASA NTRS1997

Using Laser Altimetry to Detect Topographic Change at Long Valley Caldera, California

Long Valley caldera, California, is a site of extensive volcanism, persistent seismicity, and uplift of a resurgent dome, currently at a rate of approximately 3 cm/year. Airborne laser altimetry was used to determine the surface topography of the region in 1993. A repeat mission occurred in 1995. Three different laser altimeters were flown, dubbed ATLAS, SLICER and RASCAL. Data processing consists of the combination of the aircraft trajectory and attitude data with the laser range, the determination of an atmospheric delay, laser pulse timing errors, laser system biases, and data geolocation to obtain the position of the laser spot on the ground. Results showed that using the ATLAS and SLICER instruments, the elevation of an overflown lake is determined to precisions of 3.3 cm and 2.9 cm from altitudes of 500 m and 3 km above the ground, and approximately 10 cm using the RASCAL instrument from 500 m above ground. Comparison with tide gauge data showed the laser measurements are able to resolve centimeter-level changes in the lake elevation over time. Repeat pass analysis of tracks over flat surfaces indicate no systematic biases affect the measurement procedure of the ATLAS and SLICER instruments. Comparison of GPS and laser-derived elevations of easily-identifiable features in the caldera confirm the horizontal accuracy of the measurement is within the diameter of the laser footprint, and vertical accuracy is within the error inherent in the measurement. Crossover analysis shows that the standard error of the means at track intersection points within the caldera and dome (i.e., where zero and close to the maximum amount of uplift is expected) are about 1 cm, indicating elevation change at the 3 cm/year level should be detectable. We demonstrate one of the powerful advantages of scanning laser altimetry over other remote sensing techniques; the straightforward creation of precise digital elevation maps of overflown terrain. Initial comparison of the 1993-1995 data indicates uplift occurred, but filtering is required to remove vegetation effects. Although research continues to utilize the full potential of laser altimetry data, the results constitute a successful demonstration that the technique may be used to perform geodetic monitoring of surface topographic change.

Hofton, M. A.↗

NASA NTRS2003

NASA Earth Science Research and Applications Using UAVs

The NASA Earth Science Enterprise sponsored the UAV Science Demonstration Project, which funded two projects: the Altus Cumulus Electrification Study (ACES) and the UAV Coffee Harvest Optimization experiment. These projects were intended to begin a process of integrating UAVs into the mainstream of NASA s airborne Earth Science Research and Applications programs. The Earth Science Enterprise is moving forward given the positive science results of these demonstration projects to incorporate more platforms with additional scientific utility into the program and to look toward a horizon where the current piloted aircraft may not be able to carry out the science objectives of a mission. Longer duration, extended range, slower aircraft speed, etc. all have scientific advantages in many of the disciplines within Earth Science. The challenge we now face are identifying those capabilities that exist and exploiting them while identifying the gaps. This challenge has two facets: the engineering aspects of redesigning or modifying sensors and a paradigm shift by the scientists.

Guillory, Anthony R.↗

NASA NTRS2004

Initial Validation and Results of Geoscience Laser Altimeter System Optical Properties Retrievals

Verification of Geoscience Laser Altimeter System (GLAS) optical retrievals is . problematic in that passage over ground sites is both instantaneous and sparse plus space-borne passive sensors such as MODIS are too frequently out of sync with the GLAS position. In October 2003, the GLAS Validation Experiment was executed from NASA Dryden Research Center, California to greatly increase validation possibilities. The high-altitude NASA ER-2 aircraft and onboard instrumentation of Cloud Physics Lidar (CPL), MODIS Airborne Simulator (MAS), and/or MODIS/ASTER Airborne Simulator (MASTER) under-flew seven orbit tracks of GLAS for cirrus, smoke, and urban pollution optical properties inter-comparisons. These highly calibrated suite of instruments are the best data set yet to validate GLAS atmospheric parameters. In this presentation, we will focus on the inter-comparison with GLAS and CPL and draw preliminary conclusions about the accuracies of the GLAS 532nm retrievals of optical depth, extinction, backscatter cross section, and calculated extinction-to-backscatter ratio. Comparisons to an AERONET/MPL ground-based site at Monterey, California will be attempted. Examples of GLAS operational optical data products will be shown.

Hlavka, Dennis L.↗

NASA NTRS1991

Method of vibration isolating an aircraft engine

A method for coupling an engine to a support frame for mounting to a fuselage of an aircraft using a three point vibration isolating mounting system in which the load reactive forces at each mounting point are statically and dynamically determined. A first vibration isolating mount pivotably couples a first end of an elongated support beam to a stator portion of an engine with the pivoting action of the vibration mount being oriented such that it is pivotable about a line parallel to a center line of the engine. An aft end of the supporting frame is coupled to the engine through an additional pair of vibration isolating mounts with the mounts being oriented such that they are pivotable about a circumference of the engine. The aft mounts are symmetrically spaced to each side of the supporting frame by 45 degrees. The relative orientation between the front mount and the pair of rear mounts is such that only the rear mounts provide load reactive forces parallel to the engine center line, in support of the engine to the aircraft against thrust forces. The forward mount is oriented so as to provide only radial forces to the engine and some lifting forces to maintain the engine in position adjacent a fuselage. Since each mount is connected to provide specific forces to support the engine, forces required of each mount are statically and dynamically determinable.

Bender, Stanley I.↗

NASA NTRS2014

Development of an Object-Oriented Turbomachinery Analysis Code within the NPSS Framework

During the preliminary or conceptual design phase of an aircraft engine, the turbomachinery designer has a need to estimate the effects of a large number of design parameters such as flow size, stage count, blade count, radial position, etc. on the weight and efficiency of a turbomachine. Computer codes are invariably used to perform this task however, such codes are often very old, written in outdated languages with arcane input files, and rarely adaptable to new architectures or unconventional layouts. Given the need to perform these kinds of preliminary design trades, a modern 2-D turbomachinery design and analysis code has been written using the Numerical Propulsion System Simulation (NPSS) framework. This paper discusses the development of the governing equations and the structure of the primary objects used in OTAC.

Jones, Scott M.↗