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At least 1,189 records · Page 66
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

System and method for large-scale PCB production including continuous selective adhesion

A method for the large-scale production of PCBs including a continuous selective adhesion process for creating printed circuit traces providing input to a production line. A roll of printed circuit traces is produced using rolls of flexible substrate, conductive layer, and conductive layer support by applying adhesive between the rolls of flexible substrate and conductive layer, bringing the rolls together, transferring a circuit pattern onto the flexible substrate, curing the adhesive through non-opaque areas of the circuit pattern, and separating the non-bonded areas. The resulting printed circuit traces are applied from the roll to mounts, and circuit components are applied from a roll to the traces as the mounts move along the line. Additional rolls of printed circuit traces and circuit components may be incorporated, and multi-layer PCBs may be produced. As part of the production line, the finished PCBs may be applied to flat or contoured products.

Hatch, Jonathan Douglas↗
DOE OSTI2024

In-line, High-Throughput Quality Monitoring for Fuel Cell and Electrolyzer Components Based on Transmission and Reflection Imaging

During the manufacturing of fuel cell and electrolyzer membranes and membrane electrode assemblies (MEAs), real-time, in-line, high-throughput optical-based quality monitoring methods are essential for detecting defects and monitoring thickness variations, thus improving the performance and increasing the durability of fuel cell and electrolyzer in the hydrogen industry. For the MEAs with very opaque coatings, optical transmission-based imaging has been developed and applied in the Roll-to-Roll system using a flashlight and a high-sensitivity CCD camera. We observed high signal-to-noise ratio images while the Roll-to-Roll system ran at 5 ft/min. The entire sample image could quickly be recovered from the discrete frames using customized Python codes for automatic frame cropping and stitching. We detected significant non-uniformities in our experimental MEAs specimen. For fuel cell and low-temperature electrolysis (LTE) transparent membranes, we used optical reflectance hyperspectral imaging with interference fringe-based thickness mapping. We set up a hyperspectral camera to measure various rolls of commercial membranes. The measurement results are analyzed to find the thickness distribution of each roll and to check for defects. Transmission and reflection imaging-based quality monitoring techniques demonstrated in this project can be widely used in the mass production environment to improve the production yield and performance of hydrogen devices.

DIRECT ENERGY CONVERSION,ENGINEERING↗
DOE OSTI2020

Relating Texture and Thermomechanical Processing Variables in Mg–Zn–Ca Alloys

It is well known that the strong basal texture commonly produced in magnesium alloy sheets leads to poor formability at room temperature. A sizable body of work has explored how changing the alloy composition and rolling conditions can yield more desirable textures; however important thermomechanical variables, such as the feed rate during rolling, are often not included in the literature, making it difficult to correlate how changes in processing affect the final crystallographic texture. This work explores the texture evolution and grain refinement in Mg-Zn-Ca alloys during plane strain compression (PSC) using a Gleeble thermomechanical simulator. This instrument allows for precise control and capture of the thermomechanical history of the sample. The texture and grain morphology of the compressed samples were characterized using Electron Backscatter Diffraction (EBSD). The texture results will be used to identify which alloys and processing conditions should be scaled up for future rolling studies.

36 MATERIALS SCIENCE↗
DOE OSTI2022

A boundary-based approach to the multiscale microstructural characterization of a W-Ni-Fe tungsten heavy alloy

Here, a combination electron backscattered diffraction and transmission electron microscopy based approach has been implemented to study the effects of purposefully introduced anisotropy in a tungsten heavy alloy (WHA) through hot-rolling. Particular attention has been paid to changes in number and proportion of various boundary types from a quantitative standpoint; incorporating qualitative behavioral observations from prior analyses to generate experimentally-validated bases for the examination and application of a microstructure which exhibits an optimal balance of strength and ductility. It is asserted that a combination of increased temperatures during rolling and additional isothermal hold time for the post-rolling annealing steps may lead to a reduction in unfavorable textural components due to rolling in the W-phase and a decrease in premature fracture due to W-W microcracking respectively. This is expected to further increase the proportion of interphase boundaries and improve the ductility of these rolled structures, producing a superior rolled WHA microstructure.

36 MATERIALS SCIENCE↗
DOE OSTI2026

Aggregation Methods for Quantifying PTM and Structural Changes in Bottom-Up Proteomics

Bottom-up proteomic workflows rely on sequential preprocessing steps, commonly including peptide-to-protein aggregation (“roll-up”), to enhance data reliability and interpretability. While roll-up is effective for protein-centered analyses, it may be suboptimal for applications focused on post-translational modifications (PTMs) or protein structural changes, such as limited proteolysis–mass spectrometry (LiP-MS). Here, we investigate how different roll-up strategies influence site-level quantification in PTM differential analysis. Moreover, we introduce a novel site-centric roll-up approach tailored for LiP-MS, which quantifies proteolytic fragments rather than solely tryptic peptides. We benchmark these methods through simulation studies, comparing their sensitivity and specificity in detecting structural and PTM-driven changes. We found that the median and mean roll-up methods outperform the sum method in both PTM and LiP proteomics, and site-level quantification in LiP outperforms peptide-level quantification. Our findings offer the first systematic, data-driven guidance for selecting roll-up techniques in site-level proteomic analyses, with implications for both PTM-focused and structural proteomics studies.

aggregation↗
DOE OSTI2021

Scalable synthesis of nanoporous atomically thin graphene membranes for dialysis and molecular separations via facile isopropanol-assisted hot lamination

Scalable graphene synthesis and facile large-area membrane fabrication are imperative to advance nanoporous atomically thin membranes (NATMs) for molecular separations. Although chemical vapor deposition (CVD) allows for roll-to-roll high-quality monolayer graphene synthesis, facile transfer with atomically clean interfaces to porous supports for large-area NATM fabrication remains extremely challenging. Sacrificial polymer scaffolds commonly used for graphene transfer typically leave polymer residues detrimental to membrane performance and transfers without polymer scaffolds suffer from low yield resulting in high non-selective leakage through NATMs. In this study, we systematically study the factors influencing graphene NATM fabrication and report on a novel roll-to-roll manufacturing compatible isopropanol-assisted hot lamination (IHL) process that enables scalable, facile and clean transfer of CVD graphene on to polycarbonate track etched (PCTE) supports with coverage ≥99.2%, while preserving support integrity/porosity. We demonstrate fully functional centimeter-scale graphene NATMs that show record high permeances (~2–3 orders of magnitude higher) and better selectivity than commercially available state-of-the-art polymeric dialysis membranes, specifically in the 0–1000 Da range. Our work highlights a scalable approach to fabricate graphene NATMs for practical applications and is fully compatible with roll-to-roll manufacturing processes.

77 NANOSCIENCE AND NANOTECHNOLOGY↗
DOE OSTI2022

PNNL's Characterization Summary for MP-2 Experiment

Characterization of as-fabricated fuel was performed at Pacific Northwest National Laboratory (PNNL) in accordance with the characterization plan for the fabrication of U 10Mo plate fuel for the U.S. High Performance Research Reactor conversion program’s Fuel Fabrication Pillar (INL 2021). Similar characterization work is also being performed at Idaho National Laboratory to provide a detailed understanding of the as-fabricated foils that would be irradiated in the Mini-Plate 2 (MP 2) experiment. Under the MP 2 characterization plan, foils are studied that have different fabrication parameters (such as rolling condition, rolling thickness reduction, co-rolling with Zr layers). Similar samples from master foils were sent to both the organizations, so that the testing and analysis can be done independently using similar equipment and standardized measurement and analysis procedures. A final, consolidated report will be prepared based on this work and will summarize all the information obtained from the two laboratories. The MP 2 experiment will provide an opportunity to understand the effects of processing conditions on the final fuel microstructure, to compare results obtained independently, and achieve a two-way validation. In Fiscal Year 2022, PNNL received five MP 2 cast (PD STD2) samples to examine the foils’ chemistry and microstructure. For each cast sample, PNNL received samples from three different locations. PNNL also received and characterized 24 U 10Mo foil samples, by sectioning four pieces/specimens from each foil, in accordance with the MP 2 Characterization Plan (INL 2021). These 24 samples consist of four types of foils from BWX Technologies: 0.047 in. thick hot-rolled and annealed samples with Zr layers; 0.025 in. thick cold-rolled and annealed samples with Zr layers; 0.0105 in. thick cold-rolled and annealed samples with Zr layers. Along with these, PNNL also received four plates with Zr layers that were 0.025 in. and 0.0105 in. thick. This report describes the results of PNNL’s MP 2 foil characterization. Microstructure, Mo homogeneity, carbide fraction and morphology, U 10Mo foil thickness, and Zr thickness were evaluated in both the longitudinal and transverse directions for all the foils of the three different thicknesses.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Alternate Methods for Cleaning Zirconium Plate

The United States High Performance Research Reactor Conversion Program identified the need to transition from highly enriched uranium fuel to lowly enriched uranium fuel for high power research and civil reactors. One of the fuel configurations selected for these reactors was a uranium (U) foil alloyed with 10% molybdenum (Mo). The U-10Mo fuel foil was then covered with a zirconium (Zr) interlayer and pressed into an aluminum cladding. Idaho National Laboratory prescribed a need to remove surface oxidation on the Zr prior to bonding it with U-10Mo fuel foil. To determine the best method of oxidation removal, a variety of polishing methods, including hand polishing with a diamond paste or Scotch-Brite™ pads, mechanically wet-polishing with abrasive belts, and chemical etching with hydrofluoric/nitric acid mixtures, were investigated on pre-polished Zircaloy 702 sheets purchased directly from the manufacturer. No change in surface roughness was detected using any of these methods relative to the as-received material. In fact, scanning electron microscopy detected grit from hand polishing with Amplex Grade 30 waste soluble diamond paste and Scotch-Brite™ pads. Visible staining was found, and fluorine detected via X-ray photoelectron spectroscopy on the flash etching samples. These contaminants were not seen on the as-received material. In addition to the need to remove the oxide layer on the Zr prior to co-rolling, there are concerns that the Neolube debonding agent on the co-rolling can may contaminate the Zr surface after co-rolling. The experimental results found that zirconium in contact with Neolube coated steel plates was easily cleaning with ethanol wiping after heat treated and no carbide inclusions remained on the surface. Overall, all cleaning methods tested did not significantly change the surface roughness of the plates or reduce the oxide layer present on the zirconium. Carbon was found on all the samples, before and after cleaning, except for the flash etch samples which detected fluorine instead. The insignificant changes seen in the cleaned plates relative to the as received plates question the need for cleaning prior to rolling. Further investigation in the requirements for cleaning at this step is recommended. Current methods for cleaning the surface after hot rolling with alcohol appear sufficient. After hot rolling, if Neolube does peel off the can and onto the zirconium coated foil surface, a dry abrasive or diamond paste polish is not recommended due to the chance of abrasive being embedded into the surface. However, the ability of an etchant to lift the lubricant off the zirconium surface indicates that a spot etch method could work to clean specific spots where Neolube is present, if the need arises.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Hot Forging Options for Thick Castings

Uranium alloyed with 10 wt% molybdenum (U-10Mo) is a monolithic nuclear fuel relevant to the National Nuclear Security Administration’s nonproliferation efforts. Research has been underway to optimize processing techniques for the U-10Mo fuel. This study investigated the use of hot compression or “hot forging” on a thick (~1") cast and homogenized U-10Mo plate before standard hot and cold rolling procedures. After plates were cast and homogenized, six samples were cut and forged at 700°C at a strain rate of either 0.10 s –1 or 0.01 s –1 at six levels of reduction. After forging, all samples underwent hot and cold rolling followed by annealing to achieve a final foil thickness of about 0.0085". Samples were taken at each stage of the casting and thermomechanical processing to assess the microstructural evolution. Chemical composition, microstructure, and uranium carbide morphology are presented and assessed in this study. Upon hot forging, dislocations accumulate along the grain boundaries, which serve as nucleation sites for randomly oriented, strain-free grains during subsequent annealing steps. Hot forging and subsequent annealing produced very heterogeneous grain sizes. However, no molybdenum segregation was observed after forging. No obvious trend was observed between forging conditions (strain rate and reduction percentage) and the microstructure after final thermomechanical processing. Upon hot rolling to 0.04" and annealing (700°C for 45 min), the average grain diameters from OM was 17 ± 2 µm across the six different forged samples. The subsequent cold rolling to 0.0085" and then annealing (700°C for 45 min) resulted in an average of 13 ± 2 µm between the six samples. Thus, the starting, as-forged microstructure did not appear to significantly influence the final microstructure of the cold-rolled foil. These results will help with understanding and expanding hot working capabilities for thicker U-10Mo castings. They also provide useful information on the effects of hot forging and its potential use to minimize defects that can arise during subsequent hot and cold rolling procedures.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1954

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing-tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift-interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing-tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing-tail interference over the angle-of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg. The wing-tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the crossflow drag coefficient along the body and the effect of the wing downwash field on the afterbody loading.

Spahr, J. R.↗
NASA NTRS1974

Air-to-ground Voice Transcriptions and on Board Voice Transcriptions for Skylab 2, Skylab 3 and Skylab 4

Microfilm records of the Skylab 2, 3, and 4 voice transcriptions are presented. The data are contained on ten 16 millimeter reels. The transcriptions are identified as air-to-ground communication and onboard communication. The Skylab 2 data are contained on one roll for air-to-ground and one roll for onboard communication. Skylab 3 data consist of two rolls for air-to-ground and two rolls for on board communication. Skylab 4 data consists of three rolls for air-to-ground and two rolls for onboard communication.

Source record↗
NASA NTRS1975

An investigation of supersonic aeroelastic characteristics of oblique winged aircraft

Two formulations of the oblique wing flutter problem are presented: one formulation allows wing bending deformations and the rigid body roll degree of freedom while the second formulation includes bending-torsional deformation and roll degrees of freedom. Flutter is found to occur in two basic modes. The first mode is associated with bending-roll coupling and occurs at low reduced frequency values. The other instability mode is primarily one of classical bending-torsion with negligible roll coupling; this mode occurs at much higher reduced frequencies. The occurrence of bending-roll coupling mode leads to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertial in roll to the fuselage moment of inertia evidently plays a major role in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1976

Flutter of asymmetrically swept wings

Two formulations of the oblique wing flutter problem are presented; one formulation allows only simple wing bending deformations and rigid body roll as degrees of freedom, while the second formulation includes a more complex bending-torsional deformation together with the roll freedom. Flutter is found to occur in two basic modes. The first mode is associated with wing bending-aircraft roll coupling and occurs at low values of reduced frequency. The second instability mode closely resembles a classical bending-torsion wing flutter event. This latter mode occurs at much higher reduced frequencies than the first. The occurrence of the bending-roll coupling mode is shown to lead to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertia in roll to the fuselage roll moment of inertia is found to be a major factor in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1981

History of ball bearings

The familiar precision rolling-element bearings of the twentieth century are products of exacting technology and sophisticated science. Their very effectiveness and basic simplicity of form may discourage further interest in their history and development. Yet the full story covers a large portion of recorded history and surprising evidence of an early recognition of the advantages of rolling motion over sliding action and progress toward the development of rolling-element bearings. The development of rolling-element bearings is followed from the earliest civilizations to the end of the eighteenth century. The influence of general technological developments, particularly those concerned with the movement of large building blocks, road transportation, instruments, water-raising equipment, and windmills are discussed, together with the emergence of studies of the nature of rolling friction and the impact of economic factors. By 1800 the essential features of ball and rolling-element bearings had emerged and it only remained for precision manufacture and mass production to confirm the value of these fascinating machine elements.

Dowson, D.↗
NASA NTRS1947

Investigation of a Spoiler-Type Lateral Control System on a Wing with Full-Span Flaps in the Langley 19-Foot Pressure Tunnel

Tests of a partial-span model of a large bomber-type air1ane were conducted to determine the. aerodynamic characteristics of the wing equipped with full-span flaps and a retractable spoiler end aileron lateral control system. The arrangement consisted of (1) a double slotted flap extending over aproximate1y 86 percent of the wing semispan, (2) a 20-percent constant-percentage-chord aileron extending from the outboard end of the flap to the wing tip, and (3) a retractable spoiler, located at the 65-percent wing-chord station and extending from approximately 63 percent of the wing semispan to the wing tip. In addition, tests were made of a wing vent (of 1 and 2 percent of the wing chord located directly behind the spoiler), perforations in the spoiler, a blot or cut-out along the lower edge of the spoiler and spoilers of various spans. With full-span flaps deflected and with the 2-percent vent open or closed the initial stalling of the wing occurred at the tips, but with the vents closed there probably would be no appreciable loss in lateral control until maximum lift was reached. The l-percent vent increased the rolling effectiveness of the spoiler at small spoi1er deflections, particularly at high angles of attack with flaps deflected. With flaps deflected the 2-percent vent caused a large reduction in both the wing lift and rolling effectiveness of the spoiler at large angles of attack. However, at small angle of attack the 2-percent vent increased the rolling effectiveness of the spoiler at small spoiler deflections. The simultaneous operation of the spoiler and vent (in contrast to a vent fixed in the wing) would result in a large increase in the effectiveness of the spoiler and would avoid any loss in wing lift as in a fixed vent arrangement. The tests of the spoiler modifications revealed that (1) the spoiler perforations reduced the rolling-moment and yawing-moment coefficients but caused the spoiler hinge-moment coefficients to become more positive; (2) the spoiler slot had no notable effect on the rolling-moment and yawing-moment characteristics but produced a positive increase in the spoiler hinge-moment coefficients at large spoiler deflections; (3) the effects produced by the individual modifications were additive when the various modifications were combined. In general, progressively decreasing the spoiler span by removing the segments from the inboard end of the spoiler caused a decrease in rolling effectiveness approximately proportional to the span of the segment.

WING FLAPS, SLOTTED & AILERONS↗
NASA NTRS1954

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing- tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift - interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing- tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing- tail interference over the angle - of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg center dot The wing- tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the cross flow drag coefficient along the body and the effect of the wing downwash field on the after body loading.

Spahr, J Richard↗
NASA NTRS1961

Stability and Control Characteristics of a Small-Scale Model of an Aerial Vehicle Supported by Two Ducted Fans

An investigation has been made to determine the stability and control characteristics in hovering and in forward flight of a free-flight model representing a type of vertical-take-off-and-landing aircraft which utilizes two fixed ducted fans as its sole source of lift and propulsion. The model, having fans 28 inches in diameter, was considered to be approximately one-third the size of a full-scale aircraft. Control moments for most of the hovering tests and all the forward-flight tests were provided by remotely controlled compressed-air jets at the sides and ends of the model. For one brief phase of the hovering investigation a system of vanes in the duct slipstreams was substituted for the jets as a means of roll control. During the forward-flight tests, the model was flown with both the tandem and side-by-side duct arrangements. In hovering the model exhibited strongly divergent oscillations about the pitch and roll axes. The pitching oscillation of the tandem configuration was of a fairly long period and was not particularly difficult to control; the rolling oscillation, however, was of a relatively short period and was extremely difficult to control. Both oscillations could be completely eliminated by the addition of a sufficient amount of artificial damping. The control moments produced by the vane-type roll control system were weak and were accompanied by a side force of appreciable magnitude and undesirable direction. In forward flight the model required an undesirably large nose-down tilt angle for equilibrium at any appreciable speed. A vane was placed transversely in the slipstream of the forward duct of the tandem configuration in an attempt to reduce this tilt angle. The vane was effective in reducing the tilt angle but apparently caused an increase in the power requirements and in the angle-of-attack instability. Without the vane, a forward speed of 30 knots (full scale) required a nose-down tilt angle of about 300. A powerful pitch control moment was required not only to maintain the trim attitude but also to 2 overcome the effects of instability with angle of attack. Less pitch control moment was required for the tandem configuration than for the side-by-side configuration at any given forward speed. The instability in roll increased with forward speed. No forward speeds in excess of about 20 knots (full scale) were achieved until the artificial damping in roll and the yaw control moment were increased appreciably above values which had proved satisfactory for hovering flight.

Parlett, Lysle P.↗
NASA NTRS2003

Cross-axis adaptation of torsional components in the yaw-axis vestibulo-ocular reflex

The three pairs of semicircular canals within the labyrinth are not perfectly aligned with the pulling directions of the six extraocular muscles. Therefore, for a given head movement, the vestibulo-ocular reflex (VOR) depends upon central neural mechanisms that couple the canals to the muscles with the appropriate functional gains in order to generate a response that rotates the eye the correct amount and around the correct axis. A consequence of these neural connections is a cross-axis adaptive capability, which can be stimulated experimentally when head rotation is around one axis and visual motion about another. From this visual-vestibular conflict the brain infers that the slow-phase eye movement is rotating around the wrong axis. We explored the capability of human cross-axis adaptation, using a short-term training paradigm, to determine if torsional eye movements could be elicited by yaw (horizontal) head rotation (where torsion is normally inappropriate). We applied yaw sinusoidal head rotation (+/-10 degrees, 0.33 Hz) and measured eye movement responses in the dark, and before and after adaptation. The adaptation paradigm lasted 45-60 min, and consisted of the identical head motion, coupled with a moving visual scene that required one of several types of eye movements: (1) torsion alone (-Roll); (2) horizontal/torsional, head right/CW torsion (Yaw-Roll); (3) horizontal/torsional, head right/CCW torsion (Yaw+Roll); (4) horizontal, vertical, torsional combined (Yaw+Pitch-Roll); and (5) horizontal and vertical together (Yaw+Pitch). The largest and most significant changes in torsional amplitude occurred in the Yaw-Roll and Yaw+Roll conditions. We conclude that short-term, cross-axis adaptation of torsion is possible but constrained by the complexity of the adaptation task: smaller torsional components are produced if more than one cross-coupling component is required. In contrast, vertical cross-axis components can be easily trained to occur with yaw head movements.

Non-NASA Center↗