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At least 1,351 records · Page 75

Oceanic Situational Awareness Over the Pacific Corridor

Air traffic control (ATC) mandated, aircraft separations over the oceans impose a limitation on traffic capacity for a given corridor, given the projected traffic growth over the Pacific Ocean. The separations result from a lack of acceptable situational awareness over oceans where radar position updates are not available. This study considers the use of Automatic Dependent Surveillance (ADS) data transmitted over a commercial satellite communications system as an approach to provide ATC with the needed situational awareness and thusly allow for reduced aircraft separations. This study uses Federal Aviation Administration data from a single day for the Pacific Corridor to analyze traffic loading to be used as a benchmark against which to compare several approaches for coordinating data transmissions from the aircraft to the satellites.

Welch, Bryan↗

Oceanic Situational Awareness Over the Western Atlantic Track Routing System

Air traffic control (ATC) mandated, aircraft separations over the oceans impose a limitation on traffic capacity for a given corridor, given the projected traffic growth over the Western Atlantic Track Routing System (WATRS). The separations result from a lack of acceptable situational awareness over oceans where radar position updates are not available. This study considers the use of Automatic Dependent Surveillance (ADS) data transmitted over a commercial satellite communications system as an approach to provide ATC with the needed situational awareness and thusly allow for reduced aircraft separations. This study uses Federal Aviation Administration data from a single day for the WATRS corridor to analyze traffic loading to be used as a benchmark against which to compare several approaches for coordinating data transmissions from the aircraft to the satellites.

Welch, Bryan↗

Correlation of Canopy Distortion with Asymmetric Loading in Large Diameter Ringsail Parachutes

The second generation of the main parachutes for the Orion Capsule Parachute Assembly System (CPAS) were subjected to multiple flight tests. Three of the tests included were instrumented with the Tension Measuring System (TMS) to record main dispersion bridle loads. While these units were not able to resolve the individual suspension line loads, they were able to record a course representation of the asymmetric loading of the main parachutes during inflation. These tests were also equipped with upward looking cameras mounted on the test vehicles to collect detailed imagery of main deployment and inflation. When analyzed independently, both data sources exhibit similar features. These similarities provide evidence that the suspension line loads and the distortions in the canopy geometry are not independent. This paper will examine both data sources simultaneously to establish a correlation between asymmetric loading at the canopy skirt and the deformations of the canopy. This correlation will be used to build a model which can estimate individual suspension line loads from a measured riser load and detailed imagery.

Parachutes↗

The measurement of boundary layers on a compressor blade in cascade. Volume 2: Data tables

Measurements were made of the boundary layers and wakes about a highly loaded, double-circular-arc compressor blade in cascade. These laser Doppler velocimetry measurements have yielded a very detailed and precise data base with which to test the application of viscous computational codes to turbomachinery. In order to test the computational codes at off-design conditions, the data have been acquired at a chord Reynolds number of 500,000 and at three incidence angles. Average values and 95 percent confidence bands were tabularized for the velocity, local turbulence intensity, skewness, kurtosis, and percent backflow. Tables also exist for the blade static-pressure distributions and boundary layer velocity profiles reconstructed to account for the normal pressure gradient.

Zierke, William C.↗

Nondestructive shell-stability estimation by a combined-loading technique.

The variation of specimen lateral stiffness with compressive axial loading is studied experimentally, and it is demonstrated that buckling loads can be predicted for monocoque shells from such data. A study of the initial specimen geometry is presented, and an evaluation is made of its effect on the distribution of stiffness at zero axial load. When the lateral test force used to determine the stiffness is considered as a destabilizing load in combination with the axial compression, it is shown that critical values of the force can be estimated by the 'Southwell plot' procedure. These critical forces can be correlated with axial load and extrapolated to yield an accurate estimate of the buckling load.

Craig, J. I.↗

Calculation of Rotor Performance and Loads Under Stalled Conditions

Rotor behavior in stalled conditions is investigated using wind tunnel test data of a l/l0-scale CH-47B/C type rotor, which provides a set of test conditions extending from unstalled to light stall to some deep stall conditions over a wide range of advance ratios. The rotor performance measured in the wind tunnel is similar to the main rotor performance measured during the NASA/Army UH-60A Airloads Program, although the two rotors are quite different. The analysis CAMRAD II has been used to predict the rotor performance and loads. Full-scale airfoil test data are corrected for Reynolds number effects for comparison with the model-scale rotor test. The calculated power coefficient shows good correlation with the measurements below stall with the Reynolds number-corrected airfoil table. Various dynamic stall models are used in the calculations. The Boeing model shows the lift augmentation at low advance ratios and the Leishman-Beddoes model shows better correlation of torsion moment than the other models at mu = 0.2. However, the dynamic stall models, in general, show only a small influence on the rotor power and torsion moment predictions especially at higher advance ratios.

Yeo, Hyeonsoo↗

Aerodynamic Stability and Performance of Next-Generation Parachutes for Mars Descent

The Low Density Supersonic Decelerator Project is developing a next-generation supersonic parachute for use on future Mars missions. In order to determine the new parachute configuration, a wind tunnel test was conducted at the National Full-scale Aerodynamics Complex 80- by 120-foot Wind Tunnel at the NASA Ames Research Center. The goal of the wind tunnel test was to quantitatively determine the aerodynamic stability and performance of various canopy configurations in order to help select the design to be flown on the Supersonic Flight Dynamics tests. Parachute configurations included the diskgap- band, ringsail, and ringsail-variant designs referred to as a disksail and starsail. During the wind tunnel test, digital cameras captured synchronized image streams of the parachute from three directions. Stereo hotogrammetric processing was performed on the image data to track the position of the vent of the canopy throughout each run. The position data were processed to determine the geometric angular history of the parachute, which were then used to calculate the total angle of attack and its derivatives at each instant in time. Static and dynamic moment coefficients were extracted from these data using a parameter estimation method involving the one-dimensional equation of motion for a rotation of parachute. The coefficients were calculated over all of the available canopy states to reconstruct moment coefficient curves as a function of total angle of attack. From the stability curves, useful metrics such as the trim total angle of attack and pitch stiffness at the trim angle could be determined. These stability metrics were assessed in the context of the parachute's drag load and geometric porosity. While there was generally an inverse relationship between the drag load and the stability of the canopy, the data showed that it was possible to obtain similar stability properties as the disk-gap-band with slightly higher drag loads by appropriately tailoring the geometric porosity distribution.

Low Density Supersonic Decelerator (LDSD)↗

Toward a Combined SAGE II-HALOE Aerosol Climatology: An Evaluation of HALOE Version 19 Stratospheric Aerosol Extinction Coefficient Observations

Herein, the Halogen Occultation Experiment (HALOE) aerosol extinction coefficient data is evaluated in the low aerosol loading period after 1996 as the first necessary step in a process that will eventually allow the production of a combined HALOE/SAGE II (Stratospheric Aerosol and Gas Experiment) aerosol climatology of derived aerosol products including surface area density. Based on these analyses, it is demonstrated that HALOE's 3.46 microns is of good quality above 19 km and suitable for scientific applications above that altitude. However, it is increasingly suspect at lower altitudes and should not be used below 17 km under any circumstances after 1996. The 3.40 microns is biased by about 10% throughout the lower stratosphere due to the failure to clear NO2 but otherwise appears to be a high quality product down to 15 km. The 2.45 and 5.26 micron aerosol extinction coefficient measurements are clearly biased and should not be used for scientific applications after the most intense parts of the Pinatubo period. Many of the issues in the aerosol data appear to be related to either the failure to clear some interfering gas species or doing so poorly. For instance, it is clear that the 3.40micronaerosol extinction coefficient measurements can be improved through the inclusion of an NO2 correction and could, in fact, end up as the highest quality overall HALOE aerosol extinction coefficient measurement. It also appears that the 2.45 and 5.26 micron channels may be improved by updating the Upper Atmosphere Pilot Database which is used as a resource for the removal of gas species otherwise not available from direct HALOE measurements. Finally, a simple model to demonstrate the promise of mixed visible/infrared aerosol extinction coefficient ensembles for the retrieval of bulk aerosol properties demonstrates that a combined HALOE/SAGE II aerosol climatology is feasible and may represent a substantial improvement over independently derived data sets.

Thomason, L. W.↗

Wing Shape Sensing from Measured Strain

A new two-step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least-squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to interpolate and extrapolate the deflection and slope of the entire structure through the use of the System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular plate wing. The theory is then applied to test data from a cantilevered swept-plate wing model. Computed results are compared with finite element results, results using another strainbased method, and photogrammetry data. For the computational model under an aeroelastic load, maximum deflection errors in the fore and aft, lateral, and vertical directions are -3.2%, 0.28%, and 0.09%, respectively; and maximum slope errors in roll and pitch directions are 0.28% and -3.2%, respectively. For the experimental model, deflection results at the tip are shown to be accurate to within 3.8% of the photogrammetry data and are accurate to within 2.2% in most cases. In general, excellent matching between target and computed values are accomplished in this study. Future refinement of this theory will allow it to monitor the deflection and health of an entire aircraft in real time, allowing for aerodynamic load computation, active flexible motion control, and active induced drag reduction.

shape sensing↗

A Modern Load Relief Guidance Scheme for Space Launch Vehicles

Launch vehicle load relief algorithms are concerned with realizing a reduction of transient bending moments near maximum dynamic pressure. Traditional approaches to load relief typically use inner-loop acceleration feedback to reduce the wind-induced angle of attack. When implemented in the inner loop, load relief bandwidth is necessarily limited by the achievable stability margins, and when acceleration feedback is employed, by the uncertainty associated with structural modes that couple with the body-mounted accelerometer. The structure of inner loop load relief increases the dimensionality of the flight control gain and filter optimization problem. Most importantly, classical load relief laws do not take advantage of high-rate and high-accuracy GPS-aided inertial velocity data that is readily available from modern strap down IMUs. In this paper, a novel load relief guidance scheme is described that uses direct angle-of-attack feedback in a clever mechanization. The steering commands are determined by examining the wind-perturbed dynamics of a launch vehicle with respect to a gravity turn ascent trajectory. An angle of attack estimate is derived from GPS-aided inertial data and pre-launch range wind measurements, and it is shown that a reduction worst-case rigid-body loads can be realized without requiring air data. The algorithm also includes a high-rate navigation data preprocessing scheme that operates directly on the IMU delta-theta and delta-velocity measurements in order to produce a filtered acceleration estimate at the vehicle center of mass. The outer-loop guidance scheme simplifies the design process for the classical inner-loop autopilot. Algorithm performance is demonstrated using Monte Carlo analysis of a representative liquid booster in a production high fidelity launch vehicle simulation.

NESC↗

Instability-related delamination growth in thermoset and thermoplastic composites

Mixed-mode crack propagation in compressively loaded thermoset and thermoplastic composite columns with an imbedded through-width delamination is investigated. Beam theory is used to analyze the geometrically nonlinear load-deformation relationship of the delaminated subregion. The elastic restraint model (ERM), combined with existing FSM modeling of the crack-tip region, yields expressions for the Mode I and Mode II components of the strain energy release rate G(I) and G(II) to predict the critical load at the onset of delamination growth. Experimental data were generated for geometries yielding a wide range of G(I)/G(II) ratios at the onset of crack growth. A linear mixed-mode crack growth criterion in conjunctuion with the ERM provides good agreement between predicted and measured critical loads for both materials studied.

Gillespie, John W., Jr.↗

Prediction of fatigue-crack growth in a high-strength aluminum alloy under variable-amplitude loading

The present paper is concerned with the application of an analytical crack-closure model to study crack growth under various load histories. The model was based on a crack-tip plasticity concept like the Dugdale model, but modified to leave plastically deformed material in the wake of the advancing crack tip. The effect of material thickness on plasticity was accounted for by using a constraint factor on tensile yielding at the crack tip. The model was used to correlate crack-growth rates under constant-amplitude loading, and to predict crack growth under variable-amplitude loading on a high-strength aluminum alloy (7475-T7351) sheet material. The experimental data were obtained from Zhang et al. Predicted crack-growth lives agreed well with experimental data. For ten crack-growth tests subjected to various variable-amplitude load histories, the ratio of predicted-to-experimental lives ranged from 0.54 to 1.19. The mean value of the ratio of predicted-to-experimental lives was 0.95 and the standard error was 0.2 using a constraint factor of 1.9 in the model. Crack-opening stresses calculated from the model were significantly different from those determined by Zhang et al. using a striation-based experimental method.

Newman, J. C., Jr.↗

Prediction of fatigue-crack growth in a high-strength aluminum alloy under variable-amplitude loading

The present paper is concerned with the application of an analytical crack-closure model to study crack growth under various load histories. The model was based on a concept like the Dugdale model, but modified to leave plastically deformed material in the wake of the advancing crack tip. The thickness effect was accounted for by using a 'constraint' factor on tensile yielding at the crack tip. The model was used to correlate crack-growth rates under constant-amplitude loading, and to predict crack growth under variable-amplitude loading on a high-strength aluminum alloy (7475-T7351) sheet material. The experimental data was obtained from Zhang et al. Predicted crack-growth lives agreed well with experimental data. For ten crack-growth tests subjected to various variable-amplitude load histories, the ratio of predicted-to-experimental lives ranged from 0.54 to 1.19. The mean value of predicted-to-experimental lives was 0.95 with a standard error of 0.2 for a constraint factor of 1.9.

Newman, J. C., Jr.↗

Microcracking, microcrack-induced delamination, and longitudinal splitting of advanced composite structures

A combined analytical and experimental study was conducted to analyze microcracking, microcrack-induced delamination, and longitudinal splitting in polymer matrix composites. Strain energy release rates, calculated by a variational analysis, were used in a failure criterion to predict microcracking. Predictions and test results were compared for static, fatigue, and cyclic thermal loading. The longitudinal splitting analysis accounted for the effects of fiber bridging. Test data are analyzed and compared for longitudinal splitting and delamination under mixed-mode loading. This study emphasizes the importance of using fracture mechanics analyses to understand the complex failure processes that govern composite strength and life.

Nairn, John A.↗

Controlled impact demonstration airframe bending bridges

The calibration of the KRASH and DYCAST models for transport aircraft is discussed. The FAA uses computer analysis techniques to predict the response of controlled impact demonstration (CID) during impact. The moment bridges can provide a direct correlation between the predictive loads or moments that the models will predict and what was experienced during the actual impact. Another goal is to examine structural failure mechanisms and correlate with analytical predictions. The bending bridges did achieve their goals and objectives. The data traces do provide some insight with respect to airframe loads and structural response. They demonstrate quite clearly what's happening to the airframe. A direct quantification of metal airframe loads was measured by the moment bridges. The measured moments can be correlated with the KRASH and DYCAST computer models. The bending bridge data support airframe failure mechanisms analysis and provide residual airframe strength estimation. It did not appear as if any of the bending bridges on the airframe exceeded limit loads. (The observed airframe fracture was due to the fuselage encounter with the tomahawk which tore out the keel beam.) The airframe bridges can be used to estimate the impact conditions and those estimates are correlating with some of the other data measurements. Structural response, frequency and structural damping are readily measured by the moment bridges.

Soltis, S. J.↗

Aerodynamic Loads at Mach Numbers from 0.70 to 2.22 on an Airplane Model Having a Wing and Canard of Triangular Plan Form and Either Single or Twin Vertical Tails Supplement I-Tabulated Data for the Model with Single Vertical Tails: Tabulated Data for the Model with Single Vertical Tail - Supplement 1

Tabulated results of a wind-tunnel investigation of the aerodynamic loads on a canard airplane model with a single vertical tail are presented for Mach numbers from 0.70 to 2.22. The Reynolds number for the measurements was 2.9 x 10(exp 6) based on the wing mean aerodynamic chord. The results include local static pressure coefficients measured on the wing, body, and vertical tail for angles of attack from -4 deg to + 16 deg, angles of sideslip of 0 deg and 5.3 deg, vertical-tail settings of 0 deg and 5 deg, and nominal canard deflections of 0 deg and 10 deg. Also included are section force and moment coefficients obtained from integrations of the local pressures and model-component force and moment coefficients obtained from integrations of the section coefficients. Geometric details of the model and the locations of the pressure orifices are shown. An index to the data contained herein is presented and definitions of nomenclature are given.

Peterson, Victor L.↗

Interactive Management and Updating of Spatial Data Bases

The decision making process, whether for power plant siting, load forecasting or energy resource planning, invariably involves a blend of analytical methods and judgement. Management decisions can be improved by the implementation of techniques which permit an increased comprehension of results from analytical models. Even where analytical procedures are not required, decisions can be aided by improving the methods used to examine spatially and temporally variant data. How the use of computer aided planning (CAP) programs and the selection of a predominant data structure, can improve the decision making process is discussed.

French, P.↗

Parametric studies of stitching effectiveness for preventing substructure disbond

A methodology is desired that will allow a designer to select appropriate amounts of through-thickness reinforcement needed to meet design requirements. The goal is to use a relatively simple analysis to minimize the amount of testing that needs to be performed, and to make test results from simple configurations applicable to more general structures. Using this methodology one should be able to optimize the selection of stitching materials, the weight of the yarn, and the stitching density. The analysis approach is to treat substructure disbond as a crack propagation problem. In this approach, the stitches have little influence until a delamination begins to grow. Once the delamination reaches, or extends beyond a stitch, the stitch serves to reduce the strain-energy-release-rate (G) at the crack tip for a given applied load. The reduced G can then be compared to the unstitched materials toughness to predict the load required to further extend the crack. The current model treats the stitch as a simple spring which responds to displacements in the vertical (through-thickness) direction. In concept, this approach is similar to that proposed by other authors. Test results indicate that the model should be refined to include the shearing stiffness of the stitch. The strain-energy-release-rate calculations are performed using a code which uses interconnected higher-order plates to model built-up composite cross-sections. When plates are stacked vertically, the interfacial tractions between the plates can be computed. The plate differential equations are solved in closed-form. The code, called SUBLAM, was developed as part of this section in one dimension. Because of this limitation, rows of stitches are treated as a two-dimensional sheet. The spring stiffness of a row of stitches can be estimated from the stitch material, weight, and density. As a practical and conservative approach, we can assume that the stitch is bonded until a crack passes the stitch location. After the crack passes, it is fully bonded. A series of tests were performed to exercise this methodology and incorporated an attached flange such that the sudden change in thickness initiated a delamination. The analysis was used to estimate the materials' critical G from that of the unstitched specimens. With this data, a prediction was made for the load required to delaminate the stitched specimens. Using the methodology, design charts have been created for simplified geometries. These charts give stitch force, along with G(sub 1) and G(sub 2) as as function of the stitch spring stiffness. Using the charts, it should be possible to determine the stitch spring stiffness and strength required to reduce the G to a desired level. From these parameters, the actual stitching material, weight, and density can be computed.

Flanagan, Gerry↗