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At least 1,063 records · Page 59
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Simplified Aircraft-Based Paired Approach: Concept Definition and Initial Analysis

Simplified Aircraft-based Parallel Approach (SAPA) is an advanced concept proposed by the Federal Aviation Administration (FAA) to support dependent parallel approach operations to runways with lateral spacing closer than 2500 ft. At the request of the FAA, NASA performed an initial assessment of the potential performance and feasibility of the SAPA concept, including developing and assessing an operational implementation of the concept and conducting a Monte Carlo wake simulation study to examine the longitudinal spacing requirements. The SAPA concept was shown to have significant operational advantages in supporting the pairing of aircraft with dissimilar final approach speeds. The wake simulation study showed that support for dissimilar final approach speeds could be significantly enhanced through the use of a two-phased altitudebased longitudinal positioning requirement, with larger longitudinal positioning allowed for higher altitudes out of ground effect and tighter longitudinal positioning defined for altitudes near and in ground effect. While this assessment is preliminary and there are a number of operational issues still to be examined, it has shown the basic SAPA concept to be technically and operationally feasible.

Johnson, Sally C.↗
NASA NTRS1973

Internal performance of a wedge nozzle for a supersonic cruise aircraft with a multispoke primary for noise suppression

Nozzle performance was obtained with cold primary and secondary flows over a range of nozzle pressure ratio from 2 to 31 and corrected secondary-to primary-flow ratio from 0 to 11 percent. Several fixed shroud positions were tested to simulate a translating outer cylindrical shroud to provide data for both supersonic cruise and takeoff configurations. The addition of 14 spokes in the primary nozzle for noise suppression reduced the thrust efficiency 3 percent at supersonic cruise and 4.5 percent at takeoff.

Johns, A. L.↗
NASA NTRS1997

Fuzzy Logic Decoupled Lateral Control for General Aviation Airplanes

It has been hypothesized that a human pilot uses the same set of generic skills to control a wide variety of aircraft. If this is true, then it should be possible to construct an electronic controller which embodies this generic skill set such that it can successfully control different airplanes without being matched to a specific airplane. In an attempt to create such a system, a fuzzy logic controller was devised to control aileron or roll spoiler position. This controller was used to control bank angle for both a piston powered single engine aileron equipped airplane simulation and a business jet simulation which used spoilers for primary roll control. Overspeed, stall and overbank protection were incorporated in the form of expert systems supervisors and weighted fuzzy rules. It was found that by using the artificial intelligence techniques of fuzzy logic and expert systems, a generic lateral controller could be successfully used on two general aviation aircraft types that have very different characteristics. These controllers worked for both airplanes over their entire flight envelopes. The controllers for both airplanes were identical except for airplane specific limits (maximum allowable airspeed, throttle ]ever travel, etc.). This research validated the fact that the same fuzzy logic based controller can control two very different general aviation airplanes. It also developed the basic controller architecture and specific control parameters required for such a general controller.

Duerksen, Noel↗
NASA NTRS1981

Lateral Attenuation of High-By-Pass Ratio Engined Aircraft Noise

A flight experiment was conducted to investigate the lateral attenuation of high by pass ratio engined airplanes. A B-747 was flown at low altitudes over the ends of two microphone arrays. One array covering a lateral distance of 1600 m consisted of 14 microphones positioned over grass. The second array covered a lateral distance of 1200 m and consisted of 6 microphones positioned over a concrete runway. Sixteen runs were flown at altitudes ranging from 30 to 960 m. The acoustic information recorded in the field was reduced to one third octave band spectral time histories and synchronized with tracking and weather information. Lateral attenuation as a function of elevation angle was calculated in overall, A-weighted, tone-corrected perceived noise level, and effective perceived noise level units. The B-747 results are compared with similar results for a turbojet-powered T-38 airplane and the SAE recommended lateral attenuation prediction procedure. Less lateral attenuation was measured for the B-747 than for the T-38. The B-747 lateral attenuation values also fell below the SAE curve.

Willshire, W. L., Jr.↗
NASA NTRS1991

System for determining position of normal shock in supersonic flow

Light from a plurality of light emitting diodes is transmitted through optical cables (12) to a lens system. The lenses (56, 58) expand and collimate the light and project it in a sheet (16) across the supersonic inlet of an aircraft power plant perpendicular to incoming airflow. A normal shock bends a portion of the sheet of light (16). A linear array of a multiplicity of optical fiber ends collects discrete samples of light. The samples are processed and compared to a predetermined profile to determine the shock location.

Iverson, Jr., Donald G.↗
NASA NTRS1972

Fatigue experience from tests carried out with forged beam and frame structures in the development of the Saab aircraft Viggen

A part of the lower side of the main wing at the joint of the main spar with the fuselage frame was investigated. This wing beam area was simulated by a test specimen consisting of a spar boom of AZ 74 forging (7075 aluminum alloy modified with 0.3 percent Ag) and a portion of a honeycomb sandwich panel attached to the boom flange with steel bolts. The cross section was reduced to half scale. However, the flange thickness, the panel height, and the bolt size were full scale. Further, left and right portions of the fuselage frame intended to carry over the bending moment of the main wing were tested. Each of these frame halves consisted of a forward and a rear forging (7079 aluminum alloy, overaged) connected by an outer and inner skin (Alclad 7075) creating a box beam. These test specimens were full scale and were constructed principally of ordinary aircraft components. The test load spectrum was common to both types of specimens with regard to percentage levels. It consisted of maneuver and gust loads, touchdown loads, and loads due to ground roughness. A load history of 200 hours of flight with 15,000 load cycles was punched on a tape. The loads were randomized in groups according to the flight-by-flight principle. The highest positive load level was 90 percent of limit load and the largest negative load was -27 percent. A total of 20 load levels were used. Both types of specimens were provided with strain gages and had a nominal stress of about 300 MN/sq m in some local areas. As a result of the tests, steps were taken to reduce the risk of fatigue damage in aircraft. Thus stress levels were lowered, radii were increased, and demands on surface finish were sharpened.

Larsson, S. E.↗
NASA NTRS1971

Progress report on the NASA V-G/VGH general aviation program

An analysis is presented of 79 000 hours of data obtained from NASA V -G and VGH flight recorders installed on 134 general aviation aircraft engaged in eight types of operations. Information is presented on typical mission characteristics, on airspeed practices, on gust accelerations and derived gust velocities encountered, on maneuver -acceleration experience, and on the initial positive landing-impact accelerations. Comparisons are also made of the actual gust and maneuver loads experienced with the design gust and maneuver loads.

Joseph W. Jewel, Jr.↗
NASA NTRS1977

Airframe noise of the DC-9

Airframe noise measurements are reported for the DC-9-31 aircraft flown at several speeds and with a number of flap, landing gear, and slat extension configurations. The data are corrected for atmospheric attenuation and spherical divergence, and are presented for an overhead position normalized to a 1-meter height. The sound pressure levels are found to vary approximately as the fifth power of flight velocity. Both lift and drag dipoles exist as a significant part of the airframe noise. The data are compared with airframe noise predictions using the drag element and the data analysis methods. Although some of the predictions are very good, further work is needed to refine these methods, particularly for the gear-down and flaps-down configurations.

Bauer, A. B.↗
NASA NTRS1980

Effect of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft model at supersonic speeds

The effects of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft configuration at Mach numbers of 1.6, 1.8, and 2.0 was investigated. Five conventional store configurations and six arrangements of a square store configuration were studied. All configurations of the stores produced small, positive increments in the pitching moment throughout the angle-of-attack range, but the configuration with area ruled wing tanks also had a slight decrease on stability at the higher angles of attack. There were some small changes in lift coefficient because of the addition of the stores, causing the drag increment to vary with the lift coefficient. As a result, there were corresponding changes in the increments of the maximum lift drag ratios. The store drag coefficient based on the cross sectional area of the stores ranged from a maximum of 1.1 for the configuration with three Maverick missiles to a minimum of about .040 for the two MK-84 bombs and the arrangements with four square stores touching or two square stores in tandem. Square stores located side by side yielded about 0.50 in the aft position compared to 0.74 in the forward position.

Monta, W. J.↗
NASA NTRS1984

A review of recent developments in flight test techniques at the Ames Research Center, Dryden Flight Research Facility

New flight test techniques in use at Ames Dryden are reviewed. The use of the pilot in combination with ground and airborne computational capabilities to maximize data return is discussed, including the remotely piloted research vehicle technique for high-risk testing, the remotely augmented vehicle technique for handling qualities research, and use of ground computed flight director information to fly unique profiles such as constant Reynolds number profiles through the transonic flight regime. Techniques used for checkout and design verification of systems-oriented aircraft are discussed, including descriptions of the various simulations, iron bird setups, and vehicle tests. Some newly developed techniques to support the aeronautical research disciplines are discussed, including a new approach to position-error determination, and the use of a large skin friction balance for the measurement of drag caused by various excrescencies.

Layton, G. P.↗
NASA NTRS1984

An Automated Stall-Speed Warning System

The NASA Dryden Flight Research Facility embarked upon a project with the United States Army Aviation Engineering Flight Activity (USAAEFA) to develop and test a stall-speed warning system. NASA designed and built an automated stall-speed warning system which presents both airspeed and stall speed to the pilot. The airspeed and stall speed are computed in real time by monitoring the basic aerodynamic parameters {dynamic pressure, horizontal and vertical accelerations, and pressure altitude) and other parameters (elevator and flap positions, engine torques, and fuel flow). In addition, an aural warning at predetermined stall margins is presented to the pilot through a voice synthesizer. Once the system was designed and installed in the aircraft, a flight-test program of less than 20 hr was anticipated to determine the stall-speed software coefficients. These coefficients would then be inserted in the system's software and then test flown over a period of about 10 hr for the purposes of evaluation.

Pilot↗
NASA NTRS1983

An Automated Stall-Speed Warning System

The NASA Dryden Flight Research Facility embarked upon a project with the United States Army Aviation Engineering Flight Activity (USAAEFA) to develop and test a stall-speed warning system. NASA designed and built an automated stall-speed warning system which presents both airspeed and stall speed to the pilot. The airspeed and stall speed are computed in real time by monitoring the basic aerodynamic parameters (dynamic pressure, horizontal and vertical accelerations, and pressure altitude) and other parameters (elevator and flap positions, engine torques, and fuel flow). In addition, an aural warning at predetermined stall margins is presented to the pilot through a voice synthesizer. Once the system was designed and installed in the aircraft, a flight-test program of less than 20 hr was anticipated to determine the stall-speed software coefficients. These coefficients would then be inserted in the system's software and then test flown over a period of about 10 hr for the purposes of evaluation.

Dynamic Pressure↗
NASA NTRS2001

Spinoff 2001: Special Millennium Feature

For the past 43 years, NASA has devoted its facilities, labor force, and expertise to sharing the abundance of technology developments used for its missions with the nation's industries. These countless technologies have not only successfully contributed to the growth of the U.S. economy, but also to the quality of life on Earth. For the past 25 years, NASA's Spinoff publication has brought attention to thousands of technologies, products, and services that were developed as a direct result of commercial partnerships between NASA and the private business sector. Many of these exciting technologies included advances in ceramics, computer technology, fiber optics, and remote sensing. New and ongoing research at the NASA field centers covers a full spectrum of technologies that will provide numerous advantages for the future, many of which have made significant strides in the commercial market. The NASA Commercial Technology Network plays a large role in transferring this progress. By applying NASA technologies such as data communication, aircraft de-icing technologies, and innovative materials to everyday functions, American consumers and the national economy benefit. Moving forward into the new millennium, these new technologies will further advance our country's position as the world leader in scientific and technical innovation. These cutting-edge innovations represent the investment of the U.S. citizen in the Space Program. Some of these technologies are highlighted in Spinoff 2001, an example of NASA's commitment to technology transfer and commercialization assistance. This year's issue spotlights the commercial technology efforts of NASA's John F. Kennedy Space Center. Kennedy's extensive network of commercial technology opportunities has enabled them to become a leader in technology transfer outreach. This kind of leadership is exemplified through Kennedy's recent partnership with the State of Florida, working toward the development of the Space Experiment Research and Processing Laboratory. The new laboratory is the first step toward the development of a proposed 400-acre Space Commerce Park, located at Kennedy Space Center. Spinoff, once again, successfully showcases the variety of commercial successes and benefits resulting from the transfer of NASA technology to private industry. It is with great pride and pleasure that we present Spinoff 2001 with a Special Millennium Feature. With help from U.S. industry and commercial technology programs, NASA will continue to assist in the presentation of innovative new products to our nation.

Source record↗
NASA NTRS2002

Predicting motion sickness during parabolic flight

BACKGROUND: There are large individual differences in susceptibility to motion sickness. Attempts to predict who will become motion sick have had limited success. In the present study, we examined gender differences in resting levels of salivary amylase and total protein, cardiac interbeat intervals (R-R intervals), and a sympathovagal index and evaluated their potential to correctly classify individuals into two motion sickness severity groups. METHODS: Sixteen subjects (10 men and 6 women) flew four sets of 10 parabolas aboard NASA's KC-135 aircraft. Saliva samples for amylase and total protein were collected preflight on the day of the flight and motion sickness symptoms were recorded during each parabola. Cardiovascular parameters were collected in the supine position 1-5 days before the flight. RESULTS: There were no significant gender differences in sickness severity or any of the other variables mentioned above. Discriminant analysis using salivary amylase, R-R intervals and the sympathovagal index produced a significant Wilks' lambda coefficient of 0.36, p=0.006. The analysis correctly classified 87% of the subjects into the none-mild sickness or the moderate-severe sickness group. CONCLUSIONS: The linear combination of resting levels of salivary amylase, high-frequency R-R interval levels, and a sympathovagal index may be useful in predicting motion sickness severity.

manned↗
NASA NTRS2002

Parametric Powered-Lift Navier-Stokes Computations

The goal of this work is to enable the computation of large numbers of unsteady high-fidelity flow simulations for a YAV-8B Harrier aircraft in ground effect by improving the solution process and taking advantage of NASA parallel supercomputers. The YAV-8B Harrier aircraft can take off and land vertically, or utilize short runways by directing its four exhaust nozzles toward the ground. Transition to forward flight is achieved by rotating these nozzles into a horizontal position.

Chaderjian, Neal M.↗
NASA NTRS2008

Aspects of Synthetic Vision Display Systems and the Best Practices of the NASA's SVS Project

NASA s Synthetic Vision Systems (SVS) Project conducted research aimed at eliminating visibility-induced errors and low visibility conditions as causal factors in civil aircraft accidents while enabling the operational benefits of clear day flight operations regardless of actual outside visibility. SVS takes advantage of many enabling technologies to achieve this capability including, for example, the Global Positioning System (GPS), data links, radar, imaging sensors, geospatial databases, advanced display media and three dimensional video graphics processors. Integration of these technologies to achieve the SVS concept provides pilots with high-integrity information that improves situational awareness with respect to terrain, obstacles, traffic, and flight path. This paper attempts to emphasize the system aspects of SVS - true systems, rather than just terrain on a flight display - and to document from an historical viewpoint many of the best practices that evolved during the SVS Project from the perspective of some of the NASA researchers most heavily involved in its execution. The Integrated SVS Concepts are envisagements of what production-grade Synthetic Vision systems might, or perhaps should, be in order to provide the desired functional capabilities that eliminate low visibility as a causal factor to accidents and enable clear-day operational benefits regardless of visibility conditions.

Bailey, Randall E.↗
NASA NTRS2002

Predicting Motion Sickness During Parabolic Flight

Background: There are large individual differences in susceptibility to motion sickness. Attempts to predict who will become motion sick have had limited success. In the present study we examined gender differences in resting levels of salivary amylase and total protein, cardiac interbeat intervals (R-R intervals), and a sympathovagal index and evaluated their potential to correctly classify individuals into two motion sickness severity groups. Methods: Sixteen subjects (10 men and 6 women) flew 4 sets of 10 parabolas aboard NASA's KC-135 aircraft. Saliva samples for amylase and total protein were collected preflight on the day of the flight and motion sickness symptoms were recorded during each parabola. Cardiovascular parameters were collected in the supine position 1-5 days prior to the flight. Results: There were no significant gender differences in sickness severity or any of the other variables mentioned above. Discriminant analysis using salivary amylase, R-R intervals and the sympathovagal index produced a significant Wilks' lambda coefficient of 0.36, p= 0.006. The analysis correctly classified 87% of the subjects into the none-mild sickness or the moderate-severe sickness group. Conclusions: The linear combination of resting levels of salivary amylase, high frequency R-R interval levels, and a sympathovagal index may be useful in predicting motion sickness severity.

Harm, Deborah L.↗
NASA NTRS2017

Map Projection Induced Variations in Locations of Polygon Geofence Edges

This Paper under-estimates answers to the following question under various constraints: If a geofencing algorithm uses a map projection to determine whether a position is inside/outside a polygon region, how far outside/inside the polygon can the point be and the algorithm determine that it is inside/outside (the opposite and therefore incorrect answer)? Geofencing systems for unmanned aircraft systems (UAS) often model stay-in and stay-out regions using 2D polygons with minimum and maximum altitudes. The vertices of the polygons are typically input as latitude-longitude pairs, and the edges as paths between adjacent vertices. There are numerous ways to generate these paths, resulting in numerous potential locations for the edges of stay-in and stay-out regions. These paths may be geodesics on a spherical model of the earth or geodesics on the WGS84 reference ellipsoid. In geofencing applications that use map projections, these paths are inverse images of straight lines in the projected plane. This projected plane may be a projection of a spherical earth model onto a tangent plane, called an orthographic projection. Alternatively, it may be a projection where the straight lines in the projected plane correspond to straight lines in the latitudelongitude coordinate system, also called a Plate Carr´ee projection. This paper estimates distances between different edge paths and an oracle path, which is a geodesic on either the spherical earth or the WGS84 ellipsoidal earth. This paper therefore estimates how far apart different edge paths can be rather than comparing their path lengths, which are not considered. Rather, the comparision is between the actual locations of the edges between vertices. For edges drawn using orthographic projections, this maximum distance increases as the distance from the polygon vertices to the projection point increases. For edges drawn using Plate Carr´ee projections, this maximum distance increases as the vertices become further from the equator. Distances between geodesics on a spherical earth and a WGS84 ellipsoidal earth are also analyzed, using the WGS84 ellipsoid as the oracle. Bounds on the 2D distance between a straight line and a great circle path, in an orthographically projected plane rather than on the surface of the earth, have been formally verified in the PVS theorem prover, meaning that they are mathematically correct in the absence of floating point errors.

Neeley, Paula↗