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Selected research and technology activities at Ames-Moffett and Ames-Dryden are summarized. These accomplishments exemplify the Center's varied and highly productive research efforts for 1988.
A study was conducted to determine the effectiveness of using a low-order panel code to estimate wind tunnel wall corrections. The corrections were found by two computations. The first computation included the test model and the surrounding wind tunnel walls, while in the second computation the wind tunnel walls were removed. The difference between the force and moment coefficients obtained by comparing these two cases allowed the determination of the wall corrections. The technique was verified by matching the test-section, wall-pressure signature from a wind tunnel test with the signature predicted by the panel code. To prove the viability of the technique, two cases were considered. The first was a two-dimensional high-lift wing with a flap that was tested in the 7- by 10-foot wind tunnel at NASA Ames Research Center. The second was a 1/32-scale model of the F/A-18 aircraft which was tested in the low-speed wind tunnel at San Diego State University. The panel code used was PMARC (Panel Method Ames Research Center). Results of this study indicate that the proposed wind tunnel wall correction method is comparable to other methods and that it also inherently includes the corrections due to model blockage and wing lift.
The purpose is to describe the tools and techniques in use at the NASA Ames Research Center for performing visualization of computational aerodynamics, for example visualization of flow fields from computer simulations of fluid dynamics about vehicles such as the Space Shuttle. The hardware used for visualization is a high-performance graphics workstation connected to a super computer with a high speed channel. At present, the workstation is a Silicon Graphics IRIS 3130, the supercomputer is a CRAY2, and the high speed channel is a hyperchannel. The three techniques used for visualization are post-processing, tracking, and steering. Post-processing analysis is done after the simulation. Tracking analysis is done during a simulation but is not interactive, whereas steering analysis involves modifying the simulation interactively during the simulation. Using post-processing methods, a flow simulation is executed on a supercomputer and, after the simulation is complete, the results of the simulation are processed for viewing. The software in use and under development at NASA Ames Research Center for performing these types of tasks in computational aerodynamics is described. Workstation performance issues, benchmarking, and high-performance networks for this purpose are also discussed as well as descriptions of other hardware for digital video and film recording.
Highlights of recent results obtained at Ames Research Center in performance evaluations of infrared detector arrays are presented. Antimony- and gallium-doped silicon direct readout 58x62 element hybrid devices from Ames' ongoing detector technology development program are described. The observed characteristics meet most of the performance goals specified by the Space Infrared Telescope Facility (SIRTF) instrument teams and compare favorably with the best performance reported for discrete non-integrating extrinsic silicon detectors. Initial results of radiation environment testing are reported, and non-ideal behavior demonstrated by these test devices is discussed.
NASA's Dryden Flight Research Facility (Ames-Dryden), operates a diverse fleet of research aircraft which are heavily instrumented to provide both real time data for in-flight monitoring and recorded data for postflight analysis. Ames-Dryden's existing automated calibration (AUTOCAL) laboratory is a computerized facility which tests aircraft sensors to certify accuracy for anticipated harsh flight environments. Recently, a major AUTOCAL lab upgrade was initiated; the goal of this modernization is to enhance productivity and improve configuration management for both software and test data. The new system will have multiple testing stations employing distributed processing linked by a local area network to a centralized database. The baseline requirements for the new AUTOCAL lab and the design approach being taken for its mechanization are described.
The system concept for the Stratospheric Observatory for Infrared Astronomy (SOFIA), as developed by NASA Ames Research Center is described. The SOFIA facility is a 3-meter class optical/infrared/submillimeter telescope mounted in an open cavity in the forebody of a Boeing 747 aircraft, to be operational in 1992. It represents the next generation of Ames' existing airborne IR facilities, and is about ten times more sensitive than the Kuiper Airborne Observatory (KAO) with 3 times better angular resolution, and able to detect all the far-infrared point sources discovered by IRAS (Infrared Astronomical Satellite) survey in 1983. Major requirements and design attributes of the SOFIA telescope are presented, along with a brief description of the Ground Support/Operations System.
A workshop entitled 'Visually Guided Control of Movement' was held at NASA Ames Research Center on June 26 - July 14, 1989. The workshop brought together individuals with diverse backgrounds related to the areas of the visual perception and control of motion. During the workshop, participants designed and conducted experiments using NASA Ames flight simulation research facilities. These studies contrasted participants' alternative theoretical approaches to the visual control of self motion. Panel members, drawn from the workshop's participants, will discuss their approaches to the study of the control of self motion and will present interpretations of the outcomes of the workshop.
Surface Shading computer program, SURF, developed in support of work of Computational Fluid Dynamics (CFD). Part of CFD graphics software. Accepts input in form of grid and solution files otherwise normally fed to Ames Research Center's version of PLOT3D software from "flow solver" programs. Interactively creates wire-frame, shaded, and function-map parts viewed and then transferred to Ames Research Graphic (ARCGRAPH) standard files, animated with GAS (COSMIC Program ARC-12379). Written in C programming language and requires Silicon Graphics "include" files (e.g., stdio.h, gl.h).
Analyzed here are the 1.6 and 2.2 micron images of a sample of galaxies that are classified as unbarred by the Revised Shapley-Ames Catalog. These galaxies have characteristic properties of nuclear starbursts and are examined through near infrared imaging in a search for hidden bars. Researchers selected a sample of 36 galaxies from the Revised Shapley-Ames Catalog that have far infrared luminosities greater than 10(exp 10) solar luminosity and hot Infrared Astronomy Satellite (IRAS) colors between 60 and 100 microns, indicative of nuclear starbursts, but are not classified as Seyfert 1 or 2. Their determination of the presence of a bar relies primarily on an analysis of the 2 micron image using the Galaxy Surface Photometry (GASP) package (Cawson, 1983). The GASP analysis programs determine the galaxy surface brightness and ellipticity profiles as well as the position angle and the center coordinates of the ellipses. To test the way that GASP will characterize the surface brightness of barred galaxies, two galaxies with known bars, NGC 1068 and NGC 2523, were imaged with the 2 micron camera and analyzed with GASP. Fifteen of the sample that are not clearly barred from optical data and are isolated were imaged at 1.6 and 2.2 microns; 9 of these do not appear to have bars. Strong bars therefore do not appear to be an absolute requirement for high infrared luminosity in isolated galaxies.
The requirement for ultradependability of computer systems in future avionics and space applications necessitates a top-down, integrated systems engineering approach for design, implementation, testing, and operation. The functional analyses of hardware and software systems must be combined by models that are flexible enough to represent their interactions and behavior. The information contained in these models must be accessible throughout all phases of the system life cycle in order to maintain consistency and accuracy in design and operational decisions. One approach being taken by researchers at Ames Research Center is the creation of an object-oriented environment that integrates information about system components required in the reliability evaluation with behavioral information useful for diagnostic algorithms. Procedures have been developed at Ames that perform reliability evaluations during design and failure diagnoses during system operation. These procedures utilize information from a central source, structured as object-oriented fault trees. Fault trees were selected because they are a flexible model widely used in aerospace applications and because they give a concise, structured representation of system behavior. The utility of this integrated environment for aerospace applications in light of our experiences during its development and use is described. The techniques for reliability evaluation and failure diagnosis are discussed, and current extensions of the environment and areas requiring further development are summarized.
Hot structures testing have been going on since the early 1960's beginning with the Mach 6, X-15 airplane. Early hot structures test programs at NASA-Ames-Dryden focused on operational testing required to support the X-15 flight test program, and early hot structures research projects focused on developing lab test techniques to simulate flight thermal profiles. More recent efforts involved numerous large and small hot structures test programs that served to develop test methods and measurement techniques to provide data that promoted the correlation of test data with results from analytical codes. In Nov. 1988 a workshop was sponsored that focused on the correlation of hot structures test data with analysis. Limited material is drawn from the workshop and a more formal documentation is provided of topics that focus on hot structures test techniques used at NASA-Ames-Dryden. Topics covered include the data acquisition and control of testing, the quartz lamp heater systems, current strain and temperature sensors, and hot structures test techniques used to simulate the flight thermal environment in the lab.
NASA Ames is conducting a program to develop improved methods for predicting suckdown and hot-gas ingestion on jet V/STOL aircraft when they are in ground effect. As part of that program a data base is being created that provides a systematic variation of parameters so that current empirical prediction procedures can be modified. The first series of tests in this program is complete. This report is one of three that presents the data obtained from tests conducted at Lockheed Aeronautical Systems - Rye Canyon Facility and the High Bay area of the 40 by 80 foot Wind Tunnel at Ames Research Center. Suckdown on two circular plates is examined.
Wind tunnel tests were carried out on a 1/9th scale model of the F/A-18 at high angles of attack to investigate the characteristics of tail buffet due to bursting of the wing leading edge extension (LEX) vortices. The tests were carried out at the Aeronautical Research Laboratory low-speed wind tunnel facility and form part of a collaborative activity with NASA Ames Research Center, organized by The Technical Cooperative Program (TTCP). Information from the program will be used in the planning of similar collaborative tests, to be carried out at NASA Ames, on a full-scale aircraft. The program covered the measurement of unsteady pressures and fin vibration for cases with and without the wing LEX fences fitted. Fourier transform methods were used to analyze the unsteady data, and information on the spatial and temporal content of the vortex burst pressure field was obtained. Flow visualization of the vortex behavior was carried out using smoke and a laser light sheet technique.
An overview is presented of the effects of the wildfires that occurred in the Yellowstone National Park during 1988 and the techniques employed to combat these fires with the use of remote sensing. The fire management team utilized King-Air and Merlin aircraft flying night missions with a thermal IR line-scanning system. NASA-Ames Research Center assisted with an ER-2 high altitude aircraft with the ability to down-link active data from the aircraft via a teledetection system. The ER-2 was equipped with a multispectral Thematic Mapper Simulator scanner and the resultant map data and video imagery was provided to the fire command personnel for field evaluation and fire suppression activities. This type of information proved very valuable to the fire control management personnel and to the continuing ecological research goals of NASA-Ames scientists analyzing the effects of burn type and severity on ecosystem recovery and development.
NASA's Dryden Flight Research Facility (Ames-Dryden), operates a diverse fleet of research aircraft which are heavily instrumented to provide both real time data for in-flight monitoring and recorded data for postflight analysis. Ames-Dryden's existing automated calibration (AUTOCAL) laboratory is a computerized facility which tests aircraft sensors to certify accuracy for anticipated harsh flight environments. Recently, a major AUTOCAL lab upgrade was initiated; the goal of this modernization is to enhance productivity and improve configuration management for both software and test data. The new system will have multiple testing stations employing distributed processing linked by a local area network to a centralized database. The baseline requirements for the new AUTOCAL lab and the design approach being taken for its mechanization are described.
The research provided in-situ ozone measurements onboard the NASA Ames DC-8 research aircraft during the 1989 Airborne Arctic Stratospheric Experiment. The Ames DC-8 and ER-2 aircraft performed extensive sampling of the Arctic stratosphere and troposphere in a program designed to study those factors important in ozone depletion in the Arctic during times when the polar vortex and meteorology are conducive to the formation of polar stratospheric clouds and/or an Arctic ozone hole. The DC-8 ozone instrument complement included in-situ measurements for H2O, NO, NO2, NO(y) gas, NO(y) particulate, as well as remote sensors for measuring the vertical distribution and column density of ozone above the aircraft altitude. The in-situ data (ozone, water vapor, and nitrogen species) at the aircraft altitude provide a definition of tropospheric conditions in the vicinity of the polar vortex and polar stratospheric clouds. Defining tropospheric conditions will assist in the understanding of the chemistry of both stratosphere and troposphere and the extent to which polar stratospheric clouds affect the chemistry of transported air.
At the equator, the ozone layer ranges from 65,000 to 130,000+ feet. This is beyond the capabilities of the ER-2, which is NASA's current high altitude reconnaissance aircraft. The Universities Space Research Association, in cooperation with NASA, is sponsoring an undergraduate program which is geared to designing an aircraft that can study the ozoned layer at the equator. This aircraft must be able to satisfy four mission profiles. Mission one is a polar mission which ranges from Chile to the South Pole and back to Chile, a total range of 6000 n. mi. at 100,000 feet with a 2500 lb. payload. The second mission is also a polar mission with a decreased altitude of 70,000 feet and an increased payload of 4000 lb. For the third mission, the aircraft will take-off at NASA Ames, cruise at 100,000 feet carrying a 2500 lb. payload, and land in Puerto Montt, Chile. The final mission requires the aircraft to take-off at NASA Ames, cruise at 100,000 feet with a 1000 lb. payload, make an excursion to 120,000 feet, and land at Howard AFB, Panama. All three missions require that a subsonic Mach number be maintained due to constraints imposed by the air sampling equipment. The aircraft need not be manned for all four missions. Three aircraft configurations were determined to be the most suitable for meeting the above requirements. The performance of each configuration is analyzed to investigate the feasibility of the project requirements. In the event that a requirement can not be obtained within the given constraints, recommendations for proposal modifications are given.
At the equator, the ozone layer ranges from 65,000 to 130,000+ feet which is beyond the capabilities of the ER-2, NASA's current high altitude reconnaissance aircraft. The Universities Space Research Association, in cooperation with NASA, is sponsoring an undergraduate program which is geared to designing an aircraft that can study the ozone layer at the equator. This aircraft must be able to satisfy four mission profiles. Mission one is a polar mission which ranges from Chile to the South Pole and back to Chile, a total range of 6000 n. mi. at 100,000 feet with a 2500 lb. payload. The second mission is also a polar mission with a decreased altitude of 70,000 feet and an increased payload of 4000 lb. For the third mission, the aircraft will take-off at NASA Ames, cruise at 100,000 feet carrying a 2500 lb. payload, and land in Puerto Montt, Chile. The final mission requires the aircraft to take-off at NASA Ames, cruise at 100,000 feet with a 1000 lb. payload, make an excursion to 120,000 feet, and land at Howard AFB, Panama. All three missions require that a subsonic Mach number is maintained due to constraints imposed by the air sampling equipment. The aircraft need not be manned for all four missions. Three aircraft configurations were determined to be the most suitable for meeting the above requirements. The performance of each configuration is analyzed to investigate the feasibility of the project requirements. In the event that a requirement can not be obtained within the given constraints, recommendations for proposal modifications are given.