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At least 1,243 records · Page 69

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NASA NTRS2018

Tri-Rotor Aircraft Capable of Vertical Takeoff and Landing and Transitioning to Forward Flight

Systems, methods, and devices provide a vehicle, such as an aircraft, with rotors configured to function as a tri-copter for vertical takeoff and landing ("VTOL") and a fixed-wing vehicle for forward flight. One rotor may be mounted at a front of the vehicle fuselage on a hinged structure controlled by an actuator to tilt from horizontal to vertical positions. Two additional rotors may be mounted on the horizontal surface of the vehicle tail structure with rotor axes oriented vertically to the fuselage. For forward flight of the vehicle, the front rotor may be rotated down such that the front rotor axis may be oriented horizontally along the fuselage and the front rotor may act as a propeller. For vertical flight, the front rotor may be rotated up such that the front rotor axis may be oriented vertically to the fuselage, while the tail rotors may be activated.

North, David D.↗

DOE OSTI2023

Constraints on simulated past Arctic amplification and lapse rate feedback from observations

The Arctic has warmed more rapidly than the global mean during the past few decades. The lapse rate feedback (LRF) has been identified as being a large contributor to the Arctic amplification (AA) of climate change. This particular feedback arises from the vertically non-uniform warming of the troposphere, which in the Arctic emerges as strong near-surface and muted free-tropospheric warming. Stable stratification and meridional energy transport are two characteristic processes that are evoked as causes for this vertical warming structure. Our aim is to constrain these governing processes by making use of detailed observations in combination with the large climate model ensemble of the sixth Coupled Model Intercomparison Project (CMIP6). We build on the result that CMIP6 models show a large spread in AA and Arctic LRF, which are positively correlated for the historical period of 1951–2014. Thus, we present process-oriented constraints by linking characteristics of the current climate to historical climate simulations. In particular, we compare a large consortium of present-day observations to co-located model data from subsets that show a weak and strong simulated AA and Arctic LRF in the past. Our analyses suggest that the vertical temperature structure of the Arctic boundary layer is more realistically depicted in climate models with weak (w) AA and Arctic LRF (CMIP6/w) in the past. In particular, CMIP6/w models show stronger inversions in the present climate for boreal autumn and winter and over sea ice, which is more consistent with the observations. These results are based on observations from the year-long Multidisciplinary Drifting Observatory for the Study of Arctic Climate (MOSAiC) expedition in the central Arctic, long-term measurements at the Utqiagvik site in Alaska, USA, and dropsonde temperature profiling from aircraft campaigns in the Fram Strait. In addition, the atmospheric energy transport from lower latitudes that can further mediate the warming structure in the free troposphere is more realistically represented by CMIP6/w models. In particular, CMIP6/w models systemically simulate a weaker Arctic atmospheric energy transport convergence in the present climate for boreal autumn and winter, which is more consistent with fifth generation reanalysis of the European Centre for Medium-Range Weather Forecasts (ERA5). We further show a positive relationship between the magnitude of the present-day transport convergence and the strength of past AA. With respect to the Arctic LRF, we find links between the changes in transport pathways that drive vertical warming structures and local differences in the LRF. This highlights the mediating influence of advection on the Arctic LRF and motivates deeper studies to explicitly link spatial patterns of Arctic feedbacks to changes in the large-scale circulation.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS2017

UAV Inspection of Electrical Transmission Infrastructure with Path Conformance Autonomy and Lidar-Based Geofences NASA Report on UTM Reference Mission Flights at Southern Company Flights November 2016

Flights at low altitudes in close proximity to electrical transmission infrastructure present serious navigational challenges: GPS and radio communication quality is variable and yet tight position control is needed to measure defects while avoiding collisions with ground structures. To advance unmanned aerial vehicle (UAV) navigation technology while accomplishing a task with economic and societal benefit, a high voltage electrical infrastructure inspection reference mission was designed. An integrated air-ground platform was developed for this mission and tested in two days of experimental flights to determine whether navigational augmentation was needed to successfully conduct a controlled inspection experiment. The airborne component of the platform was a multirotor UAV built from commercial off-the-shelf hardware and software, and the ground component was a commercial laptop running open source software. A compact ultraviolet sensor mounted on the UAV can locate 'hot spots' (potential failure points in the electric grid), so long as the UAV flight path adequately samples the airspace near the power grid structures. To improve navigation, the platform was supplemented with two navigation technologies: lidar-to-polyhedron preflight processing for obstacle demarcation and inspection distance planning, and trajectory management software to enforce inspection standoff distance. Both navigation technologies were essential to obtaining useful results from the hot spot sensor in this obstacle-rich, low-altitude airspace. Because the electrical grid extends into crowded airspaces, the UAV position was tracked with NASA unmanned aerial system traffic management (UTM) technology. The following results were obtained: (1) Inspection of high-voltage electrical transmission infrastructure to locate 'hot spots' of ultraviolet emission requires navigation methods that are not broadly available and are not needed at higher altitude flights above ground structures. (2) The sensing capability of a novel airborne UV detector was verified with a standard ground-based instrument. Flights with this sensor showed that UAV measurement operations and recording methods are viable. With improved sensor range, UAVs equipped with compact UV sensors could serve as the detection elements in a self-diagnosing power grid. (3) Simplification of rich lidar maps to polyhedral obstacle maps reduces data volume by orders of magnitude, so that computation with the resultant maps in real time is possible. This enables real-time obstacle avoidance autonomy. Stable navigation may be feasible in the GPS-deprived environment near transmission lines by a UAV that senses ground structures and compares them to these simplified maps. (4) A new, formally verified path conformance software system that runs onboard a UAV was demonstrated in flight for the first time. It successfully maneuvered the aircraft after a sudden lateral perturbation that models a gust of wind, and processed lidar-derived polyhedral obstacle maps in real time. (5) Tracking of the UAV in the national airspace using the NASA UTM technology was a key safety component of this reference mission, since the flights were conducted beneath the landing approach to a heavily used runway. Comparison to autopilot tracking showed that UTM tracking accurately records the UAV position throughout the flight path.

Moore, Andrew J.↗

NASA NTRS2006

Advanced Air Data Systems for Commercial Aircraft

It is possible to get a crude estimate of wind speed and direction while driving a car at night in the rain, with the motion of the raindrop reflections in the headlights providing clues about the wind. The clues are difficult to interpret, though, because of the relative motions of ground, car, air, and raindrops. More subtle interpretation is possible if the rain is replaced by fog, because the tiny droplets would follow the swirling currents of air around an illuminated object, like, for example, a walking pedestrian. Microscopic particles in the air (aerosols) are better for helping make assessments of the wind, and reflective air molecules are best of all, providing the most refined measurements. It takes a bright light to penetrate fog, so it is easy to understand how other factors, like replacing the headlights with the intensity of a searchlight, can be advantageous. This is the basic principle behind a lidar system. While a radar system transmits a pulse of radiofrequency energy and interprets the received reflections, a lidar system works in a similar fashion, substituting a near-optical laser pulse. The technique allows the measurement of relative positions and velocities between the transmitter and the air, which allows measurements of relative wind and of air temperature (because temperature is associated with high-frequency random motions on a molecular level). NASA, as well as the National Oceanic and Atmospheric Administration (NOAA), have interests in this advanced lidar technology, as much of their explorative research requires the ability to measure winds and turbulent regions within the atmosphere. Lidar also shows promise for providing warning of turbulent regions within the National Airspace System to allow commercial aircraft to avoid encounters with turbulence and thereby increase the safety of the traveling public. Both agencies currently employ lidar and optical sensing for a variety of weather-related research projects, such as analyzing the water content of snow and forecasting lightning.

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NASA NTRS1977

Heuristic approach to the development of ratings and tactics applicable to the one-on-one aerial combat (dogfight) encounter

Computer simulations of the one-on-one aerial combat encounter are generated under the control of specified guidance laws. Given an initial state, the vehicle and atmospheric characteristics, and the guidance laws, the aerial combat encounter is simulated by forward integration of the two vehicles' motions. The development of a combat guidance law which converts positional advantage into an improved firing opportunity is reported. A combination of lag, line of sight, and lead pursuit steering paths are followed in the guidance law. The law is based on steering error, target angle-off and the relative velocities. It readily is automated either as an onboard aid to manned aircraft pilots or as a combat guidance law for unmanned vehicles.

Hague, D. S.↗

NASA NTRS1981

A head-up display for low-visibility approach and landing

An electronic flight-guidance display format was designed for use in evaluations of the collimated head-up display concept in low-visibility landings of transport aircraft. In the design process of iterative evaluation and modification, some general principles, or guidelines, applicable to such flight displays were suggested. The usefulness of an indication of instantaneous inertial flightpath was clearly demonstrated, particularly in low-altitude transition to visual references. Evaluator pilot acceptance of the unfamiliar display concepts was very positive when careful attention was given to indoctrination and training.

Bray, R. S.↗

NASA NTRS1981

Algorithm for fuel conservative horizontal capture trajectories

A real time algorithm for computing constant altitude fuel-conservative approach trajectories for aircraft is described. The characteristics of the trajectory computed were chosen to approximate the extremal trajectories obtained from the optimal control solution to the problem and showed a fuel difference of only 0.5 to 2 percent for the real time algorithm in favor of the extremals. The trajectories may start at any initial position, heading, and speed and end at any other final position, heading, and speed. They consist of straight lines and a series of circular arcs of varying radius to approximate constant bank-angle decelerating turns. Throttle control is maximum thrust, nominal thrust, or zero thrust. Bank-angle control is either zero or aproximately 30 deg.

Neuman, F.↗

NASA NTRS1984

An analysis of shock coalescence including three-dimensional effects with application to sonic boom extrapolation

A method for analyzing shock coalescence which includes three dimensional effects was developed. The method is based on an extension of the axisymmetric solution, with asymmetric effects introduced through an additional set of governing equations, derived by taking the second circumferential derivative of the standard shock equations in the plane of symmetry. The coalescence method is consistent with and has been combined with a nonlinear sonic boom extrapolation program which is based on the method of characteristics. The extrapolation program, is able to extrapolate pressure signatures which include embedded shocks from an initial data line in the plane of symmetry at approximately one body length from the axis of the aircraft to the ground. The axisymmetric shock coalescence solution, the asymmetric shock coalescence solution, the method of incorporating these solutions into the extrapolation program, and the methods used to determine spatial derivatives needed in the coalescence solution are described. Results of the method are shown for a body of revolution at a small, positive angle of attack.

Darden, C. M.↗

NASA NTRS1986

A study of a collision avoidance system mounted on a curved ground plane

Research conducted on a traffic advisory and collision avoidance system (TCAS 2) mounted on a curved ground plane is described. It is found that a curved finite ground plane can be used as a good simulation model for the fuselage of an aircraft but may not be good enough to model a whole aircraft due to the shadowing of the vertical stabilizer, wings, etc. The surface curvature of this curved disc significantly affects the monopulse characteristics in the azimuth plane but not as much in the elevation plane. These variations of the monopulse characteristics verify the need of a lookup table for the 64 azimuth beam positions. The best location of a TCAS 2 array on a Boeing 737 is to move it as far from the vertical stabilizer as possible.

Law, P. H.↗

NASA NTRS2006

Passenger Transmitters as A Possible Cause of Aircraft Fuel Ignition

An investigation was performed to study the potential for radio frequency (RF) power radiated from transmitting Portable Electronic Devices (PEDs) to create an arcing/sparking event within the fuel tank of a large transport aircraft. A survey of RF emissions from typical intentional transmitting PEDs was first performed. Aircraft measurements of RF coupling to the fuel tank and its wiring were also performed to determine the PEDs induced power on the wiring, and the re-radiated power within the fuel tank. Laboratory simulations were conducted to determine the required RF power level for an arcing/sparking event. Data analysis shows large positive safety margins, even with simulated faults on the wiring.

Nguyen, Truong X.↗

NASA NTRS1995

Mode Transitions in Glass Cockpit Aircraft: Results of a Field Study

One consequence of increased levels of automation in complex control systems is the presence of modes. A mode is a particular configuration of a control system that defines how human command inputs are interpreted. In complex systems, modes also often determine a specific allocation of control authority between the human and automated systems. Even in simple static devices (e.g., electronic watches, word processors), the presence of modes has been found to cause problems in either-the acquisition or production of skilled performance. Many of these problems arise due to the fact that the selection of a mode causes device behavior to be mediated by hidden internal state information. For these simple systems, many of these interaction problems can be solved by the design of appropriate feedback to communicate internal state information to the human operator. In complex dynamic systems, however, the design issues associated with modes seem to trancend the problem of merely communicating internal state information via displayed feedback. In complex supervisory control systems (e.g., aircraft, spacecraft, military command and control), a key function of modes is the selection of a particular configuration of control authority between the human operator and automated control systems. One mode may result in full manual control, another may result in a mix of manual and automatic control, while a third may result in full automatic control over the entire system. The human operator selects an appropriate mode as a function of current goals, operating conditions, and operating procedures. Thus, the operator is put in a position of essentially trying to control two coupled dynamic systems: the target system itself, and also a highly complex suite of automation controlling the target system. From a historical perspective, it should probably not come as a surprise that very little information is available to guide the design of mode-oriented control systems. The topic of function allocation (i.e., the proper division of control authority among human and computer) has a long history in human-machine systems research. Although this research has produced some relevant guidelines, a design approach capable of defining appropriate allocations of control function between the human and automation is not yet available. As a result, the function allocation decision itself has been allocated to the operator, to be performed in real-time, in the operation of mode-oriented control systems. A variety of documented aircraft accidents and incidents suggest that the real-time selection and monitoring of control modes is a weak link in the effective operation of complex supervisory control systems. Research in human-machine systems and human-computer interaction has barely scraped the surface of the problem of understanding how operators manage this task.The purpose of this paper is to present the results of a field study which examined how operators manage mode selection in a complex supervisory control system. Data on mode engagements using the Boeing B757/767 auto-flight system were collected during approach and descent into four major airports in the East Coast of the United States. Protocols documenting mode selection, automatic mode changes, pilot actions, quantitative records of flight-path variables, and verbal reports during and after mode engagements were collected by an observer from the jumpseat. Observations were conducted on two typical trips between three airports. Each trip was be replicated 11 times, which yielded a total of 22 trips and 66 legs on which data were collected. All data collected concerned the same flight numbers, and therefore, the same time of day, same type of aircraft, and identical operational environments (e.g., ATC facilities, weather patterns, traffic flow etc.)

Degani, Asaf↗

NASA NTRS1984

Laboratory tests on an aircraft fuselage to determine the insertion loss of various acoustic add-on treatments

This paper describes a laboratory study of add-on acoustic treatments for a propeller-driven light aircraft fuselage. The treatments included: no treatment (i.e., baseline fuselage); a production-type double-wall interior; and various amounts of high density fiberglass added to the baseline fuselage. The sound source was a pneumatic-driver with attached exponential horn, supplied with a broadband signal. Data were acquired at the approximate head positions of the six passenger seats. The results were analyzed on space-averaged narrowband, one-third octave band and overall insertion loss basis. In addition, insertion loss results for the different configurations at specific frequencies representing propeller tone spectra are presented. The propeller tone data includes not only the space-averaged insertion loss, but also the variation of insertion loss at these particular frequencies across the six microphone positions.

Heitman, K. E.↗

NASA NTRS1985

Analysis of low-altitude wind speed and direction shears

Horizontal wind profile measurements recorded at the NASA 150-Meter Ground Winds Tower Facility at the Kennedy Space Center, Fla., are analyzed to evaluate wind shears known to be hazardous to the ascent and descent of conventional aircraft and the Space Shuttle. Twenty 5-s intervals of high (between 10 and 18 m/s) and gale force (18 to 33 m/s) surface winds provided instantaneous recordings every 0.1 s per speed, direction, and tower level from 3-150 m. Mathematical (maximum, mean, standard deviation) and graphical (percentage frequency distribution) descriptions of absolute, positive, and negative speed and direction shears with altitude (six vertical layers) and along flight path (one horizontal distance) are presented as functions of the intensity categories and significant values.

Alexander, M. B.↗

NASA NTRS2003

Living with a Star: New Opportunities in Sun-Climate Research

Living With a Star is a NASA initiative employing the combination of dedicated spacecraft with targeted research and modeling efforts to improve what we know of solar effects of all kinds on the Earth and its surrounding space environment, with particular emphasis on those that have significant practical impacts on life and society. The highest priority among these concerns is the subject of this report: the potential effects of solar variability on regional and global climate, including the extent to which solar variability has contributed to the well-documented warming of the Earth in the last 100 years. Understanding how the climate system reacts to external forcing from the Sun will also greatly improve our knowledge of how climate will respond to other climate drivers, including those of anthropogenic origin. A parallel element of the LWS program addresses solar effects on space weather : the impulsive emissions of charged particles, short-wave electromagnetic radiation and magnetic disturbances in the upper atmosphere and near-Earth environment that also affect life and society. These include a wide variety of solar impacts on aeronautics, astronautics, electric power transmission, and national defense. Specific examples are (1) the impacts of potentially- damaging high energy radiation and atomic particles of solar origin on satellites and satellite operations, spacecraft electronics systems and components, electronic communications, electric power distribution grids, navigational and GPS systems, and high altitude aircraft; and (2) the threat of sporadic, high-energy solar radiation to astronauts and high altitude aircraft passengers and crews. Elements of the LWS program include an array of dedicated spacecraft in near- Earth and near-Sun orbits that will closely study and observe both the Sun itself and the impacts of its variations on the Earth's radiation belts and magnetosphere, the upper atmosphere, and ionosphere. These spacecraft, positioned to study and monitor changing conditions in the Sun-Earth neighborhood, will also serve as sentinels of solar storms and impulsive events.

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NASA NTRS2026

Experimental Study of Aeropropulsive Interactions for Electric Ducted Fans on a Wing

The Adaptable Distributed Electric Propulsion Testbed (ADEPT)Wing was tested in the NASA Langley 12-Foot Low-Speed Tunnel to investigate electric propulsion technologies for commercial transport aircraft. The purpose of the test was to study the aeropropulsive effects across angle of attack and fan speed variations for several propulsor placements and array sizes, and to investigate how distributed electric propulsion (DEP) can be leveraged for augmented lift and vehicle control. Six electric ducted fan (EDF) array placements were tested by positioning the fans along the leading and trailing edges on the top and bottom surfaces, as well as centered on the chord line in front of and behind the wing. Each fan placement configuration was tested with an array of one, three, and five EDFs to characterize an aeropropulsive extrapolation effect, and the bare wing was tested separately to provide baseline aerodynamic measurements. The results compare the longitudinal forces and moments for each configuration by analyzing the combined aeropropulsive interaction effects, and offer valuable insight into considerations for fan placement along a wing to enable the benefits of DEP integration.

Rose Weinstein↗

NASA NTRS1999

Flight Test Results: CTAS Cruise/Descent Trajectory Prediction Accuracy for En route ATC Advisories

The Center/TRACON Automation System (CTAS), under development at NASA Ames Research Center, is designed to assist controllers with the management and control of air traffic transitioning to/from congested airspace. This paper focuses on the transition from the en route environment, to high-density terminal airspace, under a time-based arrival-metering constraint. Two flight tests were conducted at the Denver Air Route Traffic Control Center (ARTCC) to study trajectory-prediction accuracy, the key to accurate Decision Support Tool advisories such as conflict detection/resolution and fuel-efficient metering conformance. In collaboration with NASA Langley Research Center, these test were part of an overall effort to research systems and procedures for the integration of CTAS and flight management systems (FMS). The Langley Transport Systems Research Vehicle Boeing 737 airplane flew a combined total of 58 cruise-arrival trajectory runs while following CTAS clearance advisories. Actual trajectories of the airplane were compared to CTAS and FMS predictions to measure trajectory-prediction accuracy and identify the primary sources of error for both. The research airplane was used to evaluate several levels of cockpit automation ranging from conventional avionics to a performance-based vertical navigation (VNAV) FMS. Trajectory prediction accuracy was analyzed with respect to both ARTCC radar tracking and GPS-based aircraft measurements. This paper presents detailed results describing the trajectory accuracy and error sources. Although differences were found in both accuracy and error sources, CTAS accuracy was comparable to the FMS in terms of both meter-fix arrival-time performance (in support of metering) and 4D-trajectory prediction (key to conflict prediction). Overall arrival time errors (mean plus standard deviation) were measured to be approximately 24 seconds during the first flight test (23 runs) and 15 seconds during the second flight test (25 runs). The major source of error during these tests was found to be the predicted winds aloft used by CTAS. Position and velocity estimates of the airplane provided to CTAS by the ATC Host radar tracker were found to be a relatively insignificant error source for the trajectory conditions evaluated. Airplane performance modeling errors within CTAS were found to not significantly affect arrival time errors when the constrained descent procedures were used. The most significant effect related to the flight guidance was observed to be the cross-track and turn-overshoot errors associated with conventional VOR guidance. Lateral navigation (LNAV) guidance significantly reduced both the cross-track and turn-overshoot error. Pilot procedures and VNAV guidance were found to significantly reduce the vertical profile errors associated with atmospheric and aircraft performance model errors.

Green, S.↗

NASA NTRS1976

Curvature of the wind profile in the troposphere versus regions of CAT and non-CAT in the stratosphere

A discussion of the theoretical importance of the curvature of the wind profile to the amplitude of mountain waves is presented. Mechanisms favorable for clear air turbulence (CAT) are discussed in relation to such wave motions. It is shown that CAT encountered by the XB-70 aircraft in the stratosphere during expected mountain-wave conditions is related to the vertical gradient of curvature of the wind profile in the troposphere. Results indicate that 89% of the turbulent regions in the stratosphere occurred in expected mountain-wave areas and that 79% were located where the vertical gradient of curvature was positive in the 10-30,000 ft layer below. For the nonturbulent regions, 74% were outside expected mountain-wave areas and 98% of these occurred where the vertical gradient of curvature was negative. All the nonturbulent regions within expected mountain-wave areas occurred where the vertical gradient of curvature was negative.

Possiel, N.↗

NASA NTRS1990

Performance characteristics of a one-third-scale, vectorable ventral nozzle for SSTOVL aircraft

Several proposed configurations for supersonic short takeoff, vertical landing aircraft will require one or more ventral nozzles for lift and pitch control. The swivel nozzle is one possible ventral nozzle configuration. A swivel nozzle (approximately one-third scale) was built and tested on a generic model tailpipe. This nozzle was capable of vectoring the flow up to + or - 23 deg from the vertical position. Steady-state performance data were obtained at pressure ratios to 4.5, and pitot-pressure surveys of the nozzle exit plane were made. Two configurations were tested: the swivel nozzle with a square contour of the leading edge of the ventral duct inlet, and the same nozzle with a round leading edge contour. The swivel nozzle showed good performance overall, and the round-leading edge configuration showed an improvement in performance over the square-leading edge configuration.

Esker, Barbara S.↗