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At least 1,369 records · Page 76
All sourcesNASA NTRSDOE OSTI
NASA NTRS1977

Thrust-augmented vortex attenuation

An experimental investigation was conducted to determine the vortex attenuating effect of engine thrust. Tests were made using a 0.03-scale model of the Boeing 747 transport aircraft as a vortex generating model. A Learjet-class probe model was used to measure the vortex induced rolling moment at a scale separation distance of 1.63 km. These tests were conducted at a lift coefficient of 1.4 at a model velocity of 30.48 m/s. The data presented indicate that engine thrust is effective as a vortex attenuating device when the engines are operated at high thrust levels and are positioned to direct the high energy engine wake into the core of the vortex. The greatest thrust vortex attenuation was obtained by operating the inboard engine thrust reversers at one-quarter thrust and the outboard engines at maximum forward thrust.

Patterson, J. C., Jr.↗
NASA NTRS1986

Chlorophyll pigment concentration using spectral curvature algorithms - An evaluation of present and proposed satellite ocean color sensor bands

During the past several years symmetric three-band (460-, 490-, 520-nm) spectral curvature algorithm (SCA) has demonstrated rather accurate determination of chlorophyll pigment concentration using low-altitude airborne ocean color data. It is shown herein that the in-water asymmetric SCA, when applied to certain recently proposed OCI (NOAA-K and SPOT-3) and OCM (ERS-1) satellite ocean color bands, can adequately recover chlorophyll-like pigments. These airborne findings suggest that the proposed new ocean color sensor bands are in general satisfactorily, but not necessarily optimally, positioned to allow space evaluation of the SCA using high-precision atmospherically corrected satellite radiances. The pigment concentration recovery is not as good when existing Coastal Zone Color Scanner bands are used in the SCA. The in-water asymmetric SCA chlorophyll pigment recovery evaluations were performed using (1) airborne laser-induced chlorophyll fluorescence and (2) concurrent passive upwelled radiances. Data from a separate ocean color sensor aboard the aircraft were further used to validate the findings.

Hoge, Frank E.↗
NASA NTRS1989

In situ ozone measurements within the 1987 Antarctic ozone hole from a high-altitude ER-2 aircraft

In situ ozone measurements were made from the ER-2 aircraft during the 1987 Airborne Antarctic Ozone Experiment both inside and outside the ozone hole. Midday measurements from late August until late September during aircraft ascent near 53 deg S latitude indicate no clear temporal trend in ozone mixing ratio but instead reflect the distance of the measurement from the chemically perturbed region. The measurements made within the ozone hole at 72 deg S show altitude-dependent decreases in ozone of 61 percent at a potential temperature of 425 K down to 39 percent at 365 K. Temporal trends are also calculated at various positions relative to the boundary of the chemically perturbed region to locate the region of large ozone decreases and thereby accurately locate the boundary of the ozone hole.

Proffitt, M. H.↗
NASA NTRS1994

Numerical simulation of the flow about the F-18 HARV at high angle of attack

This report summarizes research done over the past two years as part of NASA Grant NCC 2-729. This research has been aimed at validating numerical methods for computing the flow about the complete F-18 HARV at alpha = 30 deg and alpha = 45 deg. At 30 deg angle of attack, the flow about the F-18 is dominated by the formation, and subsequent breakdown, of strong vortices over the wing leading-edge extensions (LEX). As the angle of attack is increased to alpha = 45 deg, the fuselage forebody of the F-18 contains significant laminar and transitional regions which are not present at alpha = 30 deg. Further, the flow over the LEX at alpha = 45 deg is dominated by an unsteady shedding in time, rather than strong coherent vortices. This complex physics, combined with the complex geometry of a full aircraft configuration, provides a challenge for current computational fluid dynamics (CFD) techniques. The following sections present the numerical method and grid generation scheme that was used, a review of prior research done to numerically model the F-18 HARV, and a discussion of the current research. The current research is broken into two main topics: the effect of engine-inlet mass-flow rate on the F-18 vortex breakdown position, and the results using a refined F-18 computational model to compute the flow at alpha = 30 deg and alpha = 45 deg.

Murman, Scott M.↗
NASA NTRS1995

Numerical simulation of the flow about the F-18 HARV at high angle of attack

This research has been aimed at validating numerical methods for computing the flow about the complete F-18 HARV at alpha = 30 deg and alpha = 45 deg. At 30 deg angle of attack, the flow about the F-18 is dominated by the formation, and subsequent breakdown, of strong vortices over the wing leading-edge extensions (LEX). As the angle of attack is increased to alpha = 45 deg, the fuselage forebody of the F-18 contains significant laminar and transitional regions which are not present at alpha = 30 deg. Further, the flow over the LEX at alpha = 45 deg is dominated by an unsteady shedding in time, rather than strong coherent vortices. This complex physics, combined with the complex geometry of a full-aircraft configuration, provides a challenge for current computational fluid dynamics (CFD) techniques. The following sections present the numerical method and grid generation scheme that was used, a review of prior research done to numerically model the F-18 HARV, and a discussion of the current research. The current research is broken into three main topics; the effect of engine-inlet mass-flow rate on the F-18 vortex breakdown position, the results using a refined F-18 computational model to compute the flow at alpha = 30 deg and alpha = 45 deg, and research done using the simplified geometry of an ogive-cylinder configuration to investigate the physics of unsteady shear-layer shedding. The last section briefly summarizes the discussion.

Murman, Scott M.↗
NASA NTRS1946

Longitudinal Stability and Stalling Characteristics of a 1/8.33-Scale Model of the Republic XF-12 Airplane

The XF-12 airplane is a high performance, photo-reconnaissance aircraft designed by the Republic Aviation Corporation for Army Air Forces. A series of tests of a 1/8.33-scale powered model was conducted in the Langley 9-foot pressure tunnel to obtain information relative to the aerodynamic design of the airplane. This report presents the results of tests to determine the static longitudinal stability and stalling characteristics of the model. From this investigation it was indicated that the airplane will possess a positive static margin for all probable flight conditions. The stalling characteristics are considered satisfactory in that the stall initiates near the root section and progresses toward the tips. Early root section stalling occurs, with the flaps retracted and may cause undesirable tail buffeting and erratic elevator control in the normal flight range. From considerations of sinking speed landing flap deflections of 40 degrees may be preferable to 55 degrees of 65 degrees.

Pepper, Edward↗
NASA NTRS2005

Benchmark Data for Evaluation of Aeroacoustic Propagation Codes With Grazing Flow

Increased understanding of the effects of acoustic treatment on the propagation of sound through commercial aircraft engine nacelles is a requirement for more efficient liner design. To this end, one of NASA s goals is to further the development of duct propagation and impedance reduction codes. A number of these codes have been developed over the last three decades. These codes are typically divided into two categories: (1) codes that use the measured complex acoustic pressure field to reduce the acoustic impedance of treatment that is positioned along the wall of the duct, and (2) codes that use the acoustic impedance of the treatment as input and compute the sound field throughout the duct. Clearly, the value of these codes is dependent upon the quality of the data used for their validation. Over the past two decades, data acquired in the NASA Langley Research Center Grazing Incidence Tube have been used by a number of researchers for comparison with their propagation codes. Many of these comparisons have been based upon Grazing Incidence Tube tests that were conducted to study specific liner technology components, and were incomplete for general propagation code validation. Thus, the objective of the current investigation is to provide a quality data set that can be used as a benchmark for evaluation of duct propagation and impedance reduction codes. In order to achieve this objective, two parallel efforts have been undertaken. The first of these is the development of an enhanced impedance eduction code that uses data acquired in the Grazing Incidence Tube. This enhancement is intended to place the benchmark data on as firm a foundation as possible. The second key effort is the acquisition of a comprehensive set of data selected to allow propagation code evaluations over a range of test conditions.

Jones, Michael G.↗
NASA NTRS2018

Performing a Comprehensive Unmanned Aircraft System Full Integration Analysis for NASA ARMD

For many years, the concept of routinely flying unmanned aircraft systems (UAS) within the national airspace system (NAS) has been a long-term goal with numerous known and unknown technology and policy obstacles. Just within the last few years, the efforts and advancements from government, industry, and academia-sponsored research and development have greatly shortened the distance to the goal. The National Aeronautics and Space Administration (NASA) Aeronautics Research Mission Directorate (ARMD) has recognized that it is uniquely positioned to play a lead role in addressing the remaining UAS airspace integration (AI) challenges. To fully understand the magnitude and scope of these challenges, NASA ARMD initiated a study in 2015 to identify what would be needed to enable full integration of UAS for civil/commercial operations within the NAS by 2025. The desired outcome was a comprehensive analysis framework that ARMD could use to develop a research portfolio focused on retiring the remaining gaps and challenges standing in the way of full UAS integration. This document is a comprehensive assessment of UAS integration research to date.

UAS in the NAS↗
NASA NTRS1997

Real-Time X-Ray Transmission Microscopy of Solidifying Al-In Alloys

Real-time observations of transparent analog materials have provided insight, yet the results of these observations are not necessarily representative of opaque metallic systems. In order to study the detailed dynamics of the solidification process, we develop the technologies needed for real-time X ray microscopy of solidifying metallic systems, which has not previously been feasible with the necessary resolution, speed, and contrast. In initial studies of Al-In monotectic alloys unidirectionally solidified in an X-ray transparent furnace, in situ records of the evolution of interface morphologies, interfacial solute accumulation, and formation of the monotectic droplets were obtained for the first time: A radiomicrograph of Al-30In grown during aircraft parabolic maneuvers is presented, showing the volumetric phase distribution in this specimen. The benefits of using X-ray microscopy for postsolidification metallography include ease of specimen preparation, increased sensitivity, and three-dimensional analysis of phase distribution. Imaging of the solute boundary layer revealed that the isoconcentration lines are not parallel (as is often assumed) to the growth interface. Striations in the solidified crystal did not accurately decorate the interface position and shape. The monotectic composition alloy under some conditions grew in an uncoupled manner.

Curreri, Peter A.↗
NASA NTRS1998

Atmos/Atlas 3 Infrared Profile Measurements of Trace Gases in The November 1994 Tropical and Subtropical Upper Troposphere

Vertical mixing ratio profiles of four relatively long-lives gases, HCN, C2H2, CO, and C2H6, have been retrieved from 0.01/cm resolution infrared solar occultation spectra recorded between latitudes of 5.3degN and 31.4degN. The observations were obtained by the Atmospheric Trace Molecule Spectroscopy (ATMOS) Fourier transform spectrometer during the Atmospheric Laboratory for Applications and Science (ATLAS) 3 shuttle flight, 3-12 November 1994. Elevated mixing ratios below the tropopause were measured for these gases during several of the occultations. The positive correlations obtained between the simultaneously measured mixing ratios suggest that the enhancements are likely the result of surface emissions, most likely biomass burning and/or urban industrial activities, followed by common injection via deep convective transport of the gases to the upper troposphere. The elevated levels of HCN may account for at least part of the "missing NO," in the upper troposphere. Comparisons of the observations with values measured during a recent aircraft campaign are presented.

Rinsland, C. P.↗
NASA NTRS1994

Airborne Trailblazer: Two decades with NASA Langley's 737 flying laboratory

This book is the story of a very unique aircraft and the contributions it has made to the air transportation industry. NASA's Boeing 737-100 Transport Systems Research Vehicle started life as the prototype for Boeing's 737 series of aircraft. The airplane was acquired by LaRC in 1974 to conduct research into advanced transport aircraft technologies. In the twenty years that followed, the airplane participated in more than twenty different research projects, evolving from a research tool for a specific NASA program into a national airborne research facility. It played a critical role in developing and gaining acceptance for numerous significant transport technologies including 'glass cockpits,' airborne windshear detection systems, data links for air traffic control communications, the microwave landing system, and the satellite-based global positioning system (GPS).

Wallace, Lane E.↗
NASA NTRS2011

Measurement of CPAS Main Parachute Rate of Descent

The Crew Exploration Vehicle Parachute Assembly System (CPAS) is being designed to land the Orion Crew Module (CM) at a safe rate of descent at splashdown. Flight test performance must be measured to a high degree of accuracy to ensure this requirement is met with the most efficient design possible. Although the design includes three CPAS Main parachutes, the requirement is that the system must not exceed 33 ft/s under two Main parachutes, should one of the Main parachutes fail. Therefore, several tests were conducted with clusters of two Mains. All of the steady-state rate of descent data are normalized to standard sea level conditions and checked against the limit. As the Orion design gains weight, the system is approaching this limit to within measurement precision. Parachute "breathing," cluster interactions, and atmospheric anomalies can cause the rate of descent to vary widely and lead to challenges in characterizing parachute terminal performance. An early test had contradictory rate of descent results from optical trajectory and Differential Global Positioning Systems (DGPS). A thorough analysis of the data sources and error propagation was conducted to determine the uncertainty in the trajectory. It was discovered that the Time Space Position Information (TSPI) from the optical tracking provided accurate position data. However, the velocity from TPSI must be computed via numerical differentiation, which is prone to large error. DGPS obtains position through pseudo-range calculations from multiple satellites and velocity through Doppler shift of the carrier frequency. Because the velocity from DGPS is a direct measurement, it is more accurate than TSPI velocity. To remedy the situation, a commercial off-the-shelf product that combines GPS and an Inertial Measurement Unit (IMU) was purchased to significantly improve rate of descent measurements. This had the added benefit of solving GPS dropouts during aircraft extraction. Statistical probability distributions for CPAS Main parachute rate of descent and drag coefficient were computed and plotted. Using test data, a terminal rate of descent at splashdown can be estimated as a function of canopy loading.

Ray, Eric S.↗
NASA NTRS1973

Hypersonic aerodynamic characteristics of an all-body research aircraft configuration

An experimental investigation was conducted at Mach 6 to determine the hypersonic aerodynamic characteristics of an all-body, delta-planform, hypersonic research aircraft (HYFAC configuration). The aerodynamic characteristics were obtained at Reynolds numbers based on model length of 2.84 million and 10.5 million and over an angle-of-attack range from minus 4 deg to 20 deg. The experimental results show that the HYFAC configuration is longitudinally stable and can be trimmed over the range of test conditions. The configuration had a small degree of directional stability over the angle-of-attack range and positive effective dihedral at angles of attack greater than 2 deg. Addition of canards caused a decrease in longitudinal stability and an increase in directional stability. Oil-flow studies revealed extensive areas of separated and vortex flow on the fuselage lee surface. A limited comparison of wind-tunnel data with several hypersonic approximations indicated that, except for the directional stability, the tangent-cone method gave adequate agreement at control settings between 5 deg and minus 5 deg and positive lift coefficient. A limited comparison indicated that the HYFAC configuration had greater longitudinal stability than an elliptical-cross-section configuration, but a lower maximum lift-drag ratio.

Clark, L. E.↗
NASA NTRS1975

A New Current Drogue System for Remotely Monitoring Shelf Current Circulation

The author has identified the following significant results. An ocean current drogue system was developed for use in the coastal zone and continental shelf region. The method features an extremely simple radiosonde device whose position is determined from a pair of cooperative shore stations. These ocean sondes follow the tradition of the atmospheric radiosonde in that they are economically disposable at the end of their mission. The system was successfully tested in a number of environments, including the North Atlantic in two winter coastal storms. Tracking to the edge of the Baltimore and Wilmington trenches was achieved. The drogue system is being used in conjunction with remote sensing aircraft and satellites to chart current circulation at ocean waste disposal sites 40 miles off Delaware's coast.

Klemas, V.↗
NASA NTRS1984

Cockpit Window Edge Proximity Effects on Judgements of Horizon Vertical Displacement

To quantify the influence of a spatially fixed edge on vertical displacement threshold, twenty-four males (12 pilots, 12 non-pilots) were presented a series of forced choice, paired comparison trials in which a 32 deg arc wide, thin, luminous horizontal stimulus line moved smoothly downward through five angles from a common starting position within a three second-long period. The five angles were 1.4, 1.7, 2, 2.3, and 2.6 deg. Each angle was presented paired with itself and the other four angles in all combinations in random order. For each pair of trials the observer had to choose which trial possessed the largest displacement. A confidence response also was made. The independent variable was the angular separation between the lower edge of a stable 'window' aperture through which the stimulus was seen to move and the lowest position attained by the stimulus. It was found that vertical displacement accuracy is inversely related to the angle separating the stimulus and the fixed window edge (p = .05). In addition, there is a strong tendency for pilot confidence to be lower than that of non-pilots for each of the three angular separations. These results are discussed in erms of selected cockpit features and as they relate to how pilots judge changes in aircraft pitch attitude.

Haines, R. F.↗
NASA NTRS1989

Flight-test evaluation of civil helicopter terminal approach operations using differential GPS

A civil code differential Global Positioning System (DGPS) has been developed and flight-tested by the NASA Ames Research Center. The system was used to evaluate the performance of the DGPS for support of helicopter terminal approach operations. The airborne component of the DGPS was installed in a NASA helicopter. The ground-reference component was installed in a mobile van and equipped with a real-time VHF telemetry data link to transmit correction information to the aircraft system. An extensive series of tests was conducted to evaluate the performance of the system for several different configurations of the airborne navigation filter. This paper will describe the systems, the results of the flight tests, and the results of the posttest analysis.

Edwards, F. G.↗
NASA NTRS1997

Detection of Ocean Reflected GPS Signals: Theory and Experiment

A number of advanced applications of the Global Positioning System (GPS) have been proposed which use the signal reflected from a smooth ocean surface. The viability of these concepts hinges upon the ability to acquire and code track the reflected signal for an extended period of time over a variety of sea states. The analytical theory of specularly and diffusely reflected radio frequency radiation from a rough surface is reviewed. Experiments to demonstrate tracking of a reflected signal were performed on three aircraft flights over the Chesapeake Bay and the Eastern Shore of Virginia. The experimental hardware consisted of two of-the-shelf receivers configured so that one received the GPS signal in the conventional manner using a right hand circularly polarized (RHCP) antenna on top of the fuselage and the other could receive the reflected signal using a left hand circularly polarized (LHCP) antenna on the bottom of the fuselage. Three tests were performed on the data to verify that the signals received in the bottom antenna were viewed as sea surface reflections; Pseudorange double differences were compared against predicted geometric range double differences; Characteristics of a signal reflected from a random surface were observed in the carrier to noise ratio; Predicted specular points were plotted which demonstrate reflection only from wet areas. These tests indicated tracking of reflected signals for extended periods of time at altitudes of up to 5500 m and sporadic signal acquisition at higher altitudes. The duration of the continuous signal tracking was limited by the receiver's need to maintain carrier tracking.

Garrison, James L.↗
NASA NTRSDate not supplied

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the IKP2 isokinetic evaporator probe, which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window ice crystal detector to the measurements made with the underwing and nose Ice Crystal Detectors The key findings were: 1) the Ice Crystal Detector total water content sensor ice water content efficiency factor was similar to previous estimates, but reduced with increased ice crystal median mass diameter; 2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values – although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and 3) the ice water content at the 17” standoff from the port window varied from about 50% to 3 times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

Aircraft Icing↗