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Metal-oxide/semiconductor-controlled thyristor (MCT) and metal-oxide/semiconductor field-effect transistor (MOSFET) connected in switching circuit to obtain better performance. Offers high utilization of silicon, low forward voltage drop during "on" period of operating cycle, fast turnon and turnoff, and large turnoff safe operating area. Includes ability to operate at high temperatures, high static blocking voltage, and ease of drive.
An advanced implementation of the direct boundary element method (BEM) applicable to free-vibration, periodic (steady-state) vibration and linear and nonlinear transient dynamic problems involving two and three-dimensional isotropic solids of arbitrary shape is presented. Interior, exterior, and half-space problems can all be solved by the present formulation. For the free-vibration analysis, a new real variable BEM formulation is presented which solves the free-vibration problem in the form of algebraic equations (formed from the static kernels) and needs only surface discretization. In the area of time-domain transient analysis, the BEM is well suited because it gives an implicit formulation. Although the integral formulations are elegant, because of the complexity of the formulation it has never been implemented in exact form. In the present work, linear and nonlinear time domain transient analysis for three-dimensional solids has been implemented in a general and complete manner. The formulation and implementation of the nonlinear, transient, dynamic analysis presented here is the first ever in the field of boundary element analysis. Almost all the existing formulation of BEM in dynamics use the constant variation of the variables in space and time which is very unrealistic for engineering problems and, in some cases, it leads to unacceptably inaccurate results. In the present work, linear and quadratic isoparametric boundary elements are used for discretization of geometry and functional variations in space. In addition, higher order variations in time are used. These methods of analysis are applicable to piecewise-homogeneous materials, such that not only problems of the layered media and the soil-structure interaction can be analyzed but also a large problem can be solved by the usual sub-structuring technique. The analyses have been incorporated in a versatile, general-purpose computer program. Some numerical problems are solved and, through comparisons with available analytical and numerical results, the stability and high accuracy of these dynamic analysis techniques are established.
Satellite Laser Ranging (SLR) has a rich history of development which began in the 1960s with 10 meter-level first generation systems. These systems evolved with order of magnitude improvements to the systems that now produce several millimeter single shot range precisions. What began, in part, as an interesting application of the new laser technology has become an essential component of modern, precision space geodesy, which in turn enables contributions to a variety of science areas. Modern space geodesy is the beneficiary of technological developments which have enabled precision geodetic measurements. Aside from SLR and its closely related technique, Lunar Laser Ranging (LLR), Very Long Baseline Interferometry (VLBI) has made prominent science contributions also. In recent years, the Global Positioning System (GPS) has demonstrated a rapidly growing popularity as the result of demonstrated low cost with high precision instrumentation. Other modern techniques such as DORIS have demonstrated the ability to make significant science contributions; furthermore, PRARE can be expected to contribute in its own right. An appropriate question is 'why should several techniques be financially supported'? While there are several answers, I offer the opinion that, in consideration of the broad science areas that are the benefactors of space geodesy, no single technique can meet all the requirements and/or expectations of the science areas in which space geodesy contributes or has the potential for contributing. The more well-known science areas include plate tectonics, earthquake processes, Earth rotation/orientation, gravity (static and temporal), ocean circulation, land, and ice topography, to name a few applications. It is unfortunate that the modern space geodesy techniques are often viewed as competitive, but this view is usually encouraged by funding competition, especially in an era of growing needs but diminishing budgets. The techniques are, for the most part, complementary and the ability to reduce the data to geodetic parameters from several techniques promotes confidence in the geophysical interpretations. In the following sections, the current SLR applications are reviewed in the context of the other techniques. The strengths and limitations of SLR are reviewed and speculation about the future prospects are offered.
Pressure distributions on three inlets having different cowl lengths were obtained in the Langley 16-Foot Transonic Tunnel. The cowl diameter ratio (highlight diameter to maximum diameter) was 0.85 and the cowl length ratios (cowl length to maximum diameter) were 0.337, 0.439, and 0.547. The cowls had identical nondimensionalized (with respect to cowl length) external geometry and identical internal geometry. The internal contraction ratio (highlight area to throat area) was 1.250. The inlets had longitudinal rows of static pressure orifices on the top and bottom (external) surfaces and on the contraction (internal) and diffuser surfaces. The afterbody was cylindrical in shape, and its diameter was equal to the maximum diameter of the cowl. Depending on the cowl configuration and free-stream Mach number, the mass-flow ratio varied between 0.27 and 0.87 during the tests. Angle of attack varied from 0 to 4.1 deg at selected Mach numbers and mass-flow ratios, and the Reynolds number varied with the Mach number from 3.2x10(exp 6) to 4.2x10(exp 6) per foot.
During the design of the C & P Aerospace Triton, a few problems were encountered that necessitated changes in the configuration. After the initial concept phase, the aspect ratio was increased from 7 to 7.6 to produce a greater lift to drag ratio (L/D = 13) which satisfied the horsepower requirements (118 hp using the Lycoming O-235 engine). The initial concept had a wing planform area of 134 sq. ft. Detailed wing sizing analysis enlarged the planform area to 150 sq. ft., without changing its layout or location. The most significant changes, however, were made just prior to inboard profile design. The fuselage external diameter was reduced from 54 to 50 inches to reduce drag to meet the desired cruise speed of 120 knots. Also, the nose was extended 6 inches to accommodate landing gear placement. Without the extension, the nosewheel received an unacceptable percentage (25 percent) of the landing weight. The final change in the configuration was made in accordance with the stability and control analysis. In order to reduce the static margin from 20 to 13 percent, the horizontal tail area was reduced from 32.02 to 25.0 sq. ft. The Triton meets all the specifications set forth in the design criteria. If time permitted another iteration of the calculations, two significant changes would be made. The vertical stabilizer area would be reduced to decrease the aircraft lateral stability slope since the current value was too high in relation to the directional stability slope. Also, the aileron size would be decreased to reduce the roll rate below the current 106 deg/second. Doing so would allow greater flap area (increasing CL(sub max)) and thus reduce the overall wing area. C & P would also recalculate the horsepower and drag values to further validate the 120 knot cruising speed.
The delineation of flood-prone areas is an important activity in several parts of the world. Conventional methods map the topography surrounding the river via ground surveys and supplementary aerophotography. The conventional method costs approximately $2,000 per river-kilometer, is laborious and time-consuming. ERTS information can supplement this method by two complementary techniques: (1) the dynamic method images the floods as they occur, exploiting the fact that visible evidence of inundation remains for a substantial period after the high waters have receded; (2) the static method utilizes the fact that several flood plains have been found recognizable on ERTS imagery from distinctive, permanent indicators left by previous floods. For areas whose full development is still in the future, the dynamic method allows the gradual buildup with time of a flood plain map, by simply correlating existing ERTS imagery. The static method allows in several areas, a first-cut indication, of proneness to floods.
Hydrological change in peatlands due to anthropogenic disturbance and global warming can release enormous amounts of greenhouse gas emissions. Passive microwave satellite observations are an opportunity to globally monitor these changes. Abundant static and dynamic open water surfaces in peatlands strongly affect observed brightness temperatures (Tb). Here, we account for these contributions in radiative transfer modeling using NASA's Goddard Earth Observing System Model version 5 (GEOS-5) static open water mask and, for the dynamic open water fraction, the simulated inundated area using a version of the GEOS-5 Catchment land surface model that has been modified for peatland areas (PEAT-CLSM). Modeled Tb is compared against two years of SMAP L-band Tb. Preliminary results indicate: (i) a bias reduction when including the static open water fraction in a simple RTM mixing model, and ii) significantly improved correlation between modeled and observed Tb when using land surface output from PEAT-CLSM instead of the operational CLSM.
The Honeywell Uncertified Research Engine (HURE), a research version of a turbofan engine that never entered production, was tested in the NASA Propulsion System Laboratory (PSL), an altitude test facility at the NASA Glenn Research Center. The PSL is a facility that is equipped with water spray bars capable of producing an ice cloud consisting of ice particles, having a controlled particle diameter and concentration in the air flow. To develop the test matrix of the HURE, numerical analysis of flow and ice particle thermodynamics was performed on the compression system of the turbofan engine to predict operating conditions that could potentially result in a risk of ice accretion due to ice crystal ingestion. The goal of the test matrix was to have ice accrete in two regions of the compression system: region one, which consists of the fan-stator through the inlet guide vane (IGV), and region two which is the first stator within the high pressure compressor. The predictive analyses were performed with the mean line compressor flow modeling code (COMDES-MELT) which includes an ice particle model. The HURE engine was tested in PSL with the ice cloud over the range of operating conditions of altitude, ambient temperature, simulated flight Mach number, and fan speed with guidance from the analytical predictions. The engine was fitted with video cameras at strategic locations within the engine compression system flow path where ice was predicted to accrete, in order to visually confirm ice accretion when it occurred. In addition, traditional compressor instrumentation such as total pressure and temperature probes, static pressure taps, and metal temperature thermocouples were installed in targeted areas where the risk of ice accretion was expected. The current research focuses on the analysis of the data that was obtained after testing the HURE engine in PSL with ice crystal ingestion. The computational method (COMDES-MELT) was enhanced by computing key parameters through the fan- stator at multiple span wise locations, in order to increase the fidelity with the current mean-line method. The Icing Wedge static wet bulb temperature thresholds were applicable for determining the risk of ice accretion in the fan-stator, which is thought to be an adiabatic region. At some operating conditions near the splitter-lip region, other sources of heat (non-adiabatic walls) were suspected to be the cause of accretion, and the Icing Wedge was not applicable to predict accretion at that location. A simple order-of-magnitude heat transfer model was implemented into the COMDES-MELT code to estimate the wall temperature minimum and maximum thresholds that support ice accretion, as observed by video confirmation. The results from this model spanned the range of wall temperatures measured on a previous engine that experienced ice accretion at certain operating conditions.
The Honeywell Uncertified Research Engine (HURE), a research version of a turbofan engine that never entered production, was tested in the NASA Propulsion System Laboratory (PSL), an altitude test facility at the NASA Glenn Research Center. The PSL is a facility that is equipped with water spray bars capable of producing an ice cloud consisting of ice particles, having a controlled particle diameter and concentration in the air flow. To develop the test matrix of the HURE, numerical analysis of flow and ice particle thermodynamics was performed on the compression system of the turbofan engine to predict operating conditions that could potentially result in a risk of ice accretion due to ice crystal ingestion. The goal of the test matrix was to have ice accrete in two regions of the compression system: region one, which consists of the fan-stator through the inlet guide vane (IGV), and region two which is the first stator within the high pressure compressor. The predictive analyses were performed with the mean line compressor flow modeling code (COMDES-MELT) which includes an ice particle model. The HURE engine was tested in PSL with the ice cloud over the range of operating conditions of altitude, ambient temperature, simulated flight Mach number, and fan speed with guidance from the analytical predictions. The engine was fitted with video cameras at strategic locations within the engine compression system flow path where ice was predicted to accrete, in order to visually confirm ice accretion when it occurred. In addition, traditional compressor instrumentation such as total pressure and temperature probes, static pressure taps, and metal temperature thermocouples were installed in targeted areas where the risk of ice accretion was expected. The current research focuses on the analysis of the data that was obtained after testing the HURE engine in PSL with ice crystal ingestion. The computational method (COMDES-MELT) was enhanced by computing key parameters through the fan-stator at multiple span wise locations, in order to increase the fidelity with the current mean-line method. The Icing Wedge static wet bulb temperature thresholds were applicable for determining the risk of ice accretion in the fan-stator, which is thought to be an adiabatic region. At some operating conditions near the splitter-lip region, other sources of heat (non-adiabatic walls) were suspected to be the cause of accretion, and the Icing Wedge was not applicable to predict accretion at that location. A simple order-of-magnitude heat transfer model was implemented into the COMDES-MELT code to estimate the wall temperature minimum and maximum thresholds that support ice accretion, as observed by video confirmation. The results from this model spanned the range of wall temperatures measured on a previous engine that experienced ice accretion at certain operating conditions.
The Honeywell Uncertified Research Engine (HURE), a research version of a turbofan engine that never entered production, was tested in the NASA Propulsion System Laboratory (PSL), an altitude test facility at the NASA Glenn Research Center. The PSL is a facility that is equipped with water spray bars capable of producing an ice cloud consisting of ice particles, having a controlled particle diameter and concentration in the air flow. To develop the test matrix of the HURE, numerical analysis of flow and ice particle thermodynamics was performed on the compression system of the turbofan engine to predict operating conditions that could potentially result in a risk of ice accretion due to ice crystal ingestion. The goal of the test matrix was to provide operating conditions such that ice would accrete in either the fan-stator through the inlet guide vane region of the compression system or within the first stator of the high pressure compressor. The predictive analyses were performed with the mean line compressor flow modeling code (COMDESMELT) which includes an ice particle model. The HURE engine was tested in PSL with the ice cloud over the range of operating conditions of altitude, ambient temperature, simulated flight Mach number, and fan speed with guidance from the analytical predictions. The engine was fitted with video cameras at strategic locations within the engine compression system flow path where ice was predicted to accrete, in order to visually confirm ice accretion when it occurred. In addition, traditional compressor instrumentation such as total pressure and temperature probes, static pressure taps, and metal temperature thermocouples were installed in targeted areas where the risk of ice accretion was expected. The current research focuses on the analysis of the data that was obtained after testing the HURE engine in PSL with ice crystal ingestion. The computational method (COMDES-MELT) was enhanced by computing key parameters through the fan-stator at multiple span wise locations, in order to increase the fidelity with the current mean-line method. The Icing Wedge static wet-bulb temperature thresholds were applied for determining the risk of ice accretion in the fan-stator, which is thought to be an adiabatic region. At some operating conditions near the splitter-lip region, other sources of heat (non-adiabatic walls) were suspected to be the cause of accretion, and the Icing Wedge was not applied to predict accretion at that location. A simple order-of-magnitude heat transfer model was implemented into the COMDES-MELT code to estimate the wall temperature minimum and maximum thresholds that support ice accretion, as observed by video confirmation. The results from this model spanned the range of wall temperatures measured on a previous engine that experienced ice accretion at certain operating conditions. The goal of this study is to show that the computational process developed on earlier engine icing tests can be used to provide an icing risk assessment in adiabatic regions for other engines.
Two tests of undensified Space Shuttle thermal protection tiles under combined static and dynamic loads were conducted. The tiles had a density of approximately 144 Kg/cum (LI900 tiles) and were mounted on a strain isolation pad which was 0.41 cm (.160 inch) thick. A combined static and dynamic mission stress histogram representative of the W-3 area of the wing of the orbiter vehicle was applied. The stress histogram was provided by the space shuttle project. Results presented include: tabulation of measured peak and root-mean-square (RMS) accelerations in both compression and tension; peak SIP stress in compression and tension, peak and RMS amplitude response ratios; lateral to vertical response ratios; response time histories; peak stress distributions (histograms), and SIP extension measured both with and without static tension at various mission times.
We have surveyed 107 monuments in a 30x45 km area around Parkfield California in June 1992 and again in May 1993. We are analyzing the data from these observations and will present the details of the method and the displacements measured from 1992 to 1993.
In this study, we tested the impact of a revised set of soil, vegetation and land cover parameters on the performance of three different state-of-the-art land surface models (LSMs) within the NASA Land Information System (LIS). The impact of this revision was tested over the South American Dry Chaco, an ecoregion characterized by deforestation and forest degradation since the 1980s. Most large-scale LSMs may lack the ability to correctly represent the ongoing deforestation processes in this region, because most LSMs use climatological vegetation indices and static land cover information. The default LIS parameters were revised with improved soil parameters, satellite-based interannually varying vegetation indices (leaf area index and green vegetation fraction) instead of climatological vegetation indices, and yearly land cover information instead of static land cover. A relative comparison in terms of water budget components and “efficiency space” for various baseline and revised experiments showed that large regional and long-term differences in the simulated water budget partitioning relate to different LSM structures, whereas smaller local differences resulted from updated soil, vegetation and land cover parameters. Furthermore, the different LSM structures redistributed water differently in response to these parameter updates. A time-series comparison of the simulations to independent satellite-based estimates of evapotranspiration and brightness temperature (Tb) showed that no LSM setup significantly outperformed another for the entire region and that not all LSM simulations improved with updated parameter values. However, the revised soil parameters generally reduced the bias between simulated surface soil moisture and pixel-scale in situ observations and the bias between simulated Tb and regional Soil Moisture Ocean Salinity (SMOS) observations. Our results suggest that the different hydrological responses of various LSMs to vegetation changes may need further attention to gain benefits from vegetation data assimilation.
During static testing of multi-million pound thrust rocket engines areas adjacent to the test site have been subjected to the noise generated by rocket engines. Structural damage claims and subjective complaints were filed by those who alleged that the noise levels were excessive. The statistical analysis of these claims and complaints which were filed during these rocket engine development programs led to the determination of a relationship between claims and overall sound pressure level. Community exposure criteria are then assessed based on what can be considered allowable acoustic environments from large rocket engines.
Areas where selective reinforcement of conventional metallic structure can improve static strength/fatigue endurance at lower weight than would be possible if metal reinforcement were used are discussed. These advantages are now being demonstrated by design, fabrication, and tests of three boron-epoxy reinforced C-130E center wing boxes. This structural component was previously redesigned using an aluminum build-up to meet increased severity of fatigue loadings. Direct comparisons of relative structural weights, manufacturing costs, and producibility can therefore be obtained, and the long-time flight service performance of the composite reinforced structure can be evaluated against the wide background of metal reinforced structure.
A program to apply holography for nondestructive testing of the X-248 rocket motor was undertaken. The objective was to establish the capability of holography in detecting known unbonding between liner and propellant. Holography was performed employing stressing techniques: (1) acoustical, (2) thermal, (3) radiative, and (4) static loading. Radiative stressing was successful in locating a large area of liner/propellant unbond. The results were correlated with destructive testing. Theoretical analysis provided an understanding of motor case holography in conjunction with radiative stressing.
The performance of three types of normal shock position sensors for supersonic inlets is described. All three sensors determined the shock position from the presence of the large pressure gradient at the normal shock location. The logic means for the three sensors were: (1) electronic, using pressure transducers, (2) fluidic, and (3) direct-coupled pressure switches. The sensors were evaluated in a two-dimensional, Mach 2.7, supersonic inlet having 30-percent internal supersonic area contraction. Both dynamic (from 1 to 80 Hz) and static tests were conducted.
Results of experimental tests conducted on a supersonic, mixed compression, axisymmetric inlet are presented. The inlet is designed for operation at Mach 2.5 with a turbofan engine (TF-30). The inlet was terminated with either a choked-orifice plate or a long pipe with variable area choked exit plug. Frequency responses were obtained for selected static pressures in the diffuser. These pressures were selected as potential control signals for terminal shock control. Frequency responses were obtained for the Mach 2 and 2.5 conditions for different terminations. Responses also were obtained with and without cowl bleed. Internal disturbances were produced by sinusoidally varying the inlet overboard bypass doors at frequencies out to 100 hertz.