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At least 1,333 records · Page 74
All sourcesNASA NTRSDOE OSTI
NASA NTRS1985

Development of the sonic pump levitator

The process and mechanism involved in producing glass microballoons (GMBs) of acceptable quality for laser triggered inertial fusion through use of glass jet levitation and manipulation are considered. The gas jet levitation device, called sonic pumps, provides positioning by timely and appropriate application of gas mementum from one or more of six sonic pumps which are arranged orthogonally in opposed pairs about the levitation region and are activated by an electrooptical, computer controlled, feedback system. The levitation device was fabricated and its associated control systems were assembled into a package and tested in reduced gravity flight regime of the NASA KC-135 aircraft.

Dunn, S. A.↗
NASA NTRS1988

The helmet-mounted visual system in flight simulation

An account is given of the application of fiber-optic helmet-mounted display systems to flight simulation tasks for complex combat mission scenarios involving numerous external aircraft, audible communications, and various types of threats. Such helmets, which although custom-made for each pilot are far less expensive than image-projection systems, consist of two 3-in. diameter 'optical pancake windows' mounted in front of the pilot's eyes to which images are transferred through fiber-optic cables from four high-brightness light-valve projectors. Head-position information is provided by an optical tracking system. The pancake window displays are semitransparent and allow cockpit controls and displays to be viewed normally.

Cook, Anthony M.↗
NASA NTRS1997

System and Method for Modeling the Flow Performance Features of an Object

The method and apparatus includes a neural network for generating a model of an object in a wind tunnel from performance data on the object. The network is trained from test input signals (e.g., leading edge flap position, trailing edge flap position, angle of attack, and other geometric configurations, and power settings) and test output signals (e.g., lift, drag, pitching moment, or other performance features). In one embodiment, the neural network training method employs a modified Levenberg-Marquardt optimization technique. The model can be generated 'real time' as wind tunnel testing proceeds. Once trained, the model is used to estimate performance features associated with the aircraft given geometric configuration and/or power setting input. The invention can also be applied in other similar static flow modeling applications in aerodynamics, hydrodynamics, fluid dynamics, and other such disciplines. For example, the static testing of cars, sails, and foils, propellers, keels, rudders, turbines, fins, and the like, in a wind tunnel, water trough, or other flowing medium.

Jorgensen, Charles↗
NASA NTRS1995

Wake-Vortex Separation Distances when Flight-Path Corridors are Constrained

Since the vortex wakes of large transport aircraft can pose a hazard to smaller following aircraft during landing and takeoff operations, certain separation guidelines are followed while aircraft are in the approach and departure corridors at airports. These guidelines reduce the capacity of airports because the separation distances are larger than other airport factors require. This paper studies the effect that a decrease in the size of the cross-section of the flight corridors for air traffic control would have on the wake-vortex separation guidelines; e.g., when the Global Positioning System (GPS) is implemented for air traffic control. It is first shown why smaller flight corridors permit reduced spacings at airports. Several arrangements of smaller flight corridors are then presented to illustrate how differing atmospheric and airport conditions can be accommodated. These considerations indicate that a reduction is then permissible in the wake-vortex spacings while still retaining the same or an improved degree of safety.

Rossow, Vernon J.↗
NASA NTRS2017

Computational Modeling of Meteor-Generated Ground Pressure Signatures

We present a thorough validation of a computational approach to predict infrasonic signatures of centimeter-sized meteoroids. We assume that the energy deposition along the meteor trail is dominated by atmospheric drag and simulate the steady, inviscid flow of air in thermochemical equilibrium to compute the meteoroid's near-body pressure signature. This signature is then propagated through a stratified and windy atmosphere to the ground using a methodology adapted from aircraft sonic-boom analysis. An assessment of the numerical accuracy of the near field and the far field solver is presented. The results show that when the source of the signature is the cylindrical Mach-cone, the simulations closely match the observations. The prediction of the shock rise-time, the zero-peak amplitude of the waveform, and the duration of the positive pressure phase are consistently within 10% of the measurements. Uncertainty in the shape of the meteoroid results in a poorer prediction of the trailing part of the waveform. Overall, our results independently verify energy deposition estimates deduced from optical observations.

Computational↗
NASA NTRSDate not supplied

A Ground-Based Network for Improved Validation of Satellite Carbon Dioxide and Methane Observations Over the Eastern United States

Satellite observations of greenhouse gases (GHGs), notably carbon dioxide and methane, over the Eastern United States, are currently only validated indirectly and/or sporadically. There are only four existing routine, ground-based remote sensing locations in the United States suitable for validation of satellite GHG observations: Edwards and Pasadena, CA, Lamont, OK, and Park Falls, WI as part of the Total Carbon Column Observing Network (TCCON). Among other efforts, e.g. the Network for the Detection of Atmospheric Composition Change (NDACC) and EM27/SUN deployments led by the University of Toronto, the only sites west of the Mississippi River are Park Falls, WI and Toronto, ON. The only remaining validation tools, vicarious calibration and airborne campaigns, are sporadic in space and/or time and thus coincide with only a small subsample of available soundings and conditions. As a result, satellite GHG observations over the east coast of the United States, home to more than half of its population, lack a consistent, widespread means of validation. We describe an ongoing effort to position 8 EM27/SUN spectrometers along the Eastern Seaboard over the next two years. The goals of this effort are to improve both satellite validation and our understanding of human and natural influences on the carbon cycle of the Eastern US, the former enabling the latter. This work is intended to augment past, ongoing, and future inter-agency programs, e.g., the NIST Urban Testbed, routine aircraft and aircore sampling by NOAA, and NASA’s Atmospheric Carbon and Transport (ACT)-America sub-orbital campaign, in particular by offering information on broader time and spatial scales than what is already available while maintaining the high-accuracy constraints of in situ data. We will present early analysis including siting considerations to capture local and/or background conditions and comparison to NASA’s Goddard Earth Observing System (GEOS) modeling and assimilation systems. This includes a 40-day, 3-km horizontal resolution global simulation of early 2020 and a 50-km retrospective analysis of Orbiting Carbon Observatory 2 (OCO-2) observations over 2015-present. Both are valuable tools for analyzing expected and observed signals and are useful boundary conditions for yet higher-resolution studies.

Brad Weir↗
NASA NTRS1987

Review of vortex flow flight projects on the F-106B

NASA-Langley's F-106B research aircraft is being used in vortex flow-research flight experiments in order to determine the effects of Re number and Mach number on the lee-side vortex system generated at angles-of-attack up to maneuver condition, as well as to evaluate the aerodynamic characteristics of a sharp leading-edge vortex flap system. The wing vortex system is visualized at a fixed position by means of the vapor-screen technique. Comparisons are made between a measured value and two theoretical estimates of a pertinent vortex system property, core location.

Lamar, J. E.↗
NASA NTRS1961

A Flight Examination of Operating Problems of V/STOL Aircraft in STOL-Type Landing and Approach

A flight investigation has been conducted using a large twin-engine cargo aircraft to isolate the problems associated with operating propeller-driven aircraft in the STOL speed range where appreciable engine power is used to augment aerodynamic lift. The problems considered would also be representative of those of a large overloaded VTOL aircraft operating in an STOL manner with comparable thrust-to-weight ratios. The study showed that operation at low approach speeds was compromised by the necessity of maintaining high thrust to generate high lift and yet achieving the low lift-drag ratios needed for steep descents. The useable range of airspeed and flight path angle was limited by the pilot's demand for a positive climb margin at the approach speed, a suitable stall margin, and a control and/or performance margin for one engine inoperative. The optimum approach angle over an obstacle was found to be a compromise between obtaining the shortest air distance and the lowest touchdown velocity. In order to realize the greatest low-speed potential from STOL designs, the stability and control characteristics must be satisfactory.

Innis, Robert C.↗
NASA NTRS1984

Twin tilt nacelle V/STOL aircraft

This paper describes the second government-conducted, piloted flight simulation of the Grumman Design 698 V/STOL (vertical and short takeoff and landing) aircraft. Emphasis is on the aircraft's handling qualities as rated by various NASA, Navy, and GAC pilots with flight experience ranging from CTOL (conventional take-off and landing) to V/STOL aircraft. The Design 698 had been modified to resolve the flight problems that were of most concern to the pilots in the first investigation (Phase I). Those problems included an adverse nonminimum phase (NMP) acceleration response in both the longitudinal and lateral axes, a large thrust-response lag, and adverse ground effects. The adverse NMP acceleration is an attribute of the vertical vanes (a Grumman patent) positioned in the fan exhaust flow. The primary modifications included using the vertical-vane deflection as a thrust spoiling method, the addition of the cross-shafted propulsion system, and the implementation of two velocity and attitude control modes (standard and precision) for speeds below 50 knots.

Eskey, M. A.↗
NASA NTRS1985

Design and Fabrication of the NASA Decoupler Pylon for the F-16 Aircraft

The NASA Decoupler Pylon is a passive means of suppressing wing-store flutter. The feasibility of demonstrating this concept on the F-16 aircraft was established through model wind tunnel tests and analyses. As a result of these tests and studies a ship set of Decoupler Pylons was designed and fabricated for a flight test demonstration on the F-16 aircraft. Basic design criteria were developed during the analysis study pertaining to pylon pitch stiffness, alignment system requirements, and damping requirements. A design was developed which utilized an electrical motor for the pylon alignment system. The design uses a four pin, two link pivot design which results in a remote pivot located at the center of gravity of the store when the store is in the aligned position. The pitch spring was fabricated from a tapered constant stress cantilevered beam. The pylon has the same external lines as the existing production pylon and is designed to use a MAU-12 ejection rack which is the same as the one used with the production pylon. The detailed design and fabrication was supported with a complete ground test of the pylon prior to shipment to NASA.

Clayton, J. D.↗
NASA NTRS1993

Reflection type skin friction meter

A housing block is provided having an upper surface conforming to the test surface of a model or aircraft. An oil film is supplied upstream of a transparent wedge window located in this upper surface by an oil pump system located external to the housing block. A light source located within the housing block supplies a light beam which passes through this transparent window and is reflected back through the transparent window by the upper surface of the oil film to a photo-sensitive position sensor located within the housing. This position sensor allows the slope history of the oil film caused by and aerodynamic flow to be determined. The skin friction is determined from this slope history. Internally located mirrors augment and sensitize the reflected beam as necessary before reaching the position sensor. In addition, a filter may be provided before this sensor to filter the beam.

Bandyopadhyay, Promode R.↗
NASA NTRS2001

The Role of Convection and Growth Competition in Phase Selection in Microgravity: Controlled Convection in the Containerless Processing of Steel Alloys

Containerless processing using electromagnetic levitation (EML) is a powerful technique in the investigation of reactive molten metal systems. On ground, the power required to overcome the weight of the sample is sufficient to cause significant heating and induce substantial melt convection. In microgravity, the heating and positioning fields may be decoupled and the field strength may be varied to achieve the desired level of convection within the limits set by the geometry of the levitation coil and the sample size. From high-speed digital images of the double recalescence behavior of Fe-Cr-Ni alloys in ground-based testing and in reduced-gravity aboard the NASA KC-135 parabolic aircraft, we have shown that phase selection can be predicted based on a growth competition model. An important parameter in this model is the delay time between primary nucleation and subsequent nucleation of the stable solid within the liquid/metastable solid array. This delay time is a strong function of composition and a weak function of the undercooling of the melt below the metastable liquidus. From the results obtained during the first Microgravity Sciences Laboratory (MSL-1) mission, we also know that convection may significantly influence the delay time, especially at low undercoolings. Currently, it is unclear what mechanism controls the formation of a heterogeneous site that allows nucleation of the austenitic phase on the pre-existing ferrite skeleton. By examining the behavior of the delay time under different convective conditions, we hypothesize that we can differentiate between several of these mechanisms to gain an understanding of how to control microstructural. evolution. We will anchor these predictions by examining samples quenched at different times following primary recalescence in microgravity. A second important parameter in the growth competition model is the identification of the growth rate of the stable phase into the semi-solid array that formed during primary recalescence. Current dendritic growth theory is inadequate in predicting solidification behavior under these conditions as metallographic analyses show that stable phase growth proceeds along the interface between the metastable solid and residual liquid. Since growth velocity is independent of the initial undercooling relative to the metastable liquidus, we hypothesize that purely thermal effects can be separated from other important growth model parameters by careful selection of the liquid composition in a ternary system.

Matson, D. M.↗
NASA NTRS2004

Flight control actuation system

A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

Wingett, Paul T.↗
NASA NTRS2006

Flight control actuation system

A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

Wingett, Paul T.↗
NASA NTRS2009

Protocol for Communication Networking for Formation Flying

An application-layer protocol and a network architecture have been proposed for data communications among multiple autonomous spacecraft that are required to fly in a precise formation in order to perform scientific observations. The protocol could also be applied to other autonomous vehicles operating in formation, including robotic aircraft, robotic land vehicles, and robotic underwater vehicles. A group of spacecraft or other vehicles to which the protocol applies could be characterized as a precision-formation- flying (PFF) network, and each vehicle could be characterized as a node in the PFF network. In order to support precise formation flying, it would be necessary to establish a corresponding communication network, through which the vehicles could exchange position and orientation data and formation-control commands. The communication network must enable communication during early phases of a mission, when little positional knowledge is available. Particularly during early mission phases, the distances among vehicles may be so large that communication could be achieved only by relaying across multiple links. The large distances and need for omnidirectional coverage would limit communication links to operation at low bandwidth during these mission phases. Once the vehicles were in formation and distances were shorter, the communication network would be required to provide high-bandwidth, low-jitter service to support tight formation-control loops. The proposed protocol and architecture, intended to satisfy the aforementioned and other requirements, are based on a standard layered-reference-model concept. The proposed application protocol would be used in conjunction with conventional network, data-link, and physical-layer protocols. The proposed protocol includes the ubiquitous Institute of Electrical and Electronics Engineers (IEEE) 802.11 medium access control (MAC) protocol to be used in the datalink layer. In addition to its widespread and proven use in diverse local-area networks, this protocol offers both (1) a random- access mode needed for the early PFF deployment phase and (2) a time-bounded-services mode needed during PFF-maintenance operations. Switching between these two modes could be controlled by upper-layer entities using standard link-management mechanisms. Because the early deployment phase of a PFF mission can be expected to involve multihop relaying to achieve network connectivity (see figure), the proposed protocol includes the open shortest path first (OSPF) network protocol that is commonly used in the Internet. Each spacecraft in a PFF network would be in one of seven distinct states as the mission evolved from initial deployment, through coarse formation, and into precise formation. Reconfiguration of the formation to perform different scientific observations would also cause state changes among the network nodes. The application protocol provides for recognition and tracking of the seven states for each node and for protocol changes under specified conditions to adapt the network and satisfy communication requirements associated with the current PFF mission phase. Except during early deployment, when peer-to-peer random access discovery methods would be used, the application protocol provides for operation in a centralized manner.

Jennings, Esther↗
NASA NTRS2013

Background Oriented Schlieren Implementation in a Jet-Surface Interaction Test

Many current and future aircraft designs rely on the wing or other aircraft surfaces to shield the engine noise from observers on the ground. However the available data regarding how a planar surface interacts with a jet to shield and/or enhance the jet noise are currently limited. Therefore, the Jet-Surface Interaction Tests supported by NASA's Fundamental Aeronautics Program's Fixed Wing Project were undertaken to supply experimental data covering a wide range of surface geometries and positions interacting with high-speed jet flows in order to support the development of noise prediction methods. Phase 1 of the Test was conducted in the Aero-Acoustic Propulsion Laboratory at NASA Glenn Research Center and consisted of validating noise prediction schemes for a round nozzle interacting with a planar surface. Phased array data and far-field acoustic data were collected for both the shielded and reflected sides of the surface. Phase 1 results showed that the broadband shock noise was greatly reduced by the surface when the jet was operated at the over-expanded condition, however, it was unclear whether this reduction was due a change in the shock cell structure by the surface. In the present study, Background Oriented Schlieren is implemented in Phase 2 of the Jet-Surface Interaction Tests to investigate whether the planar surface interacts with the high-speed jet ow to change the shock cell structure. Background Oriented Schlieren data are acquired for under-expanded, ideally-expanded, and over-expanded ow regimes for multiple axial and radial positions of the surface at three different plate lengths. These data are analyzed with far-field noise measurements to relate the shock cell structure to the broadband shock noise produced by a jet near a surface.

Clem, Michelle M.↗
NASA NTRS1966

Aerodynamic characteristics of a V/STOL TRANSPORT model with lift and lift-cruise fan power plants

The aerodynamic characteristics of lift fans mounted ahead of the wing, rotating cruise fans, and tandem mounted lift fans faired into the wing have been studied. The tests results indicated that the complete configurations, that is, the lift-cruise fan and tandem lift fan configurations, had generally acceptable aerodynamic characteristics. The positive induced lift due to fan flow interference with the airplane flow field was a small percentage of the installed thrust but was adequate to provide significant increases in payload with STOL operation.

JET TRANSPORT↗
NASA NTRS1980

Selected winglet and mixed flow long duct nacelle development for DC-10 derivative aircraft

The high speed cruise drag effects of the installation of winglets and a wing tip extension and a mixed flow long duct nacelle are investigated. The winglet program utilized a 4.7 percent semispan model in an eight foot transonic wind tunnel. Winglets provided approximately twice the cruise drag reduction of wing tip extensions for about the same increase in bending moment at the wing-fuselage juncture. The long duct nacelle interference drag program utilized the same model, without the winglets, in the 11 foot transonic wind tunnel. The long duct nacelle, installed in the same position as the current short duct nacelle and with the current production symmetric pylon, was a relatively low risk installation. A pylon with an addition small rearward fairing was also tested and showed some drag reduction potential over the current pylon.

Taylor, A. B.↗