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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.

o Aircraft Icing↗

NASA NTRS1978

A distribution model for the aerial application of granular agricultural particles

A model is developed to predict the shape of the distribution of granular agricultural particles applied by aircraft. The particle is assumed to have a random size and shape and the model includes the effect of air resistance, distributor geometry and aircraft wake. General requirements for the maintenance of similarity of the distribution for scale model tests are derived and are addressed to the problem of a nongeneral drag law. It is shown that if the mean and variance of the particle diameter and density are scaled according to the scaling laws governing the system, the shape of the distribution will be preserved. Distributions are calculated numerically and show the effect of a random initial lateral position, particle size and drag coefficient. A listing of the computer code is included.

Fernandes, S. T.↗

NASA NTRS1991

Final design proposal: Theta Group-The Hotbox. A proposal in response to a commercial air transportation study

The Hotbox is a 40 passenger commercial aircraft designed to have a minimum range of 5500 ft and cruise at a velocity of 30 ft/sec. The aircraft is designed to serve the longer range overseas market in Aeroworld. In order to serve all the airports in the overseas market, the Hotbox was required to be able to use a five foot gate. A weight requirement was set a 4.5 lbs in order to maximize aircraft efficiency. Finally, a single engine system was chosen because it minimized system weight, complexity and cost. The Hotbox is estimated to cost $152,000 Aeroworld dollars and will sell for $200.000. The propulsion system for the Hotbox consists of a nose mounted Astro 15 electric powered motor and a Top Flight 12-6 propeller. A Spica airfoil was selected for the Hotbox based on the ease of construction of its flat bottom and its positive lift and drag characteristics. A fuselage of rectangular cross section will internally contain the propulsion system, control system, and a passenger bay with 2x20 seating. A combination of directional and longitudinal control will enable the Hotbox to maneuver. The final design of the Hotbox provides for takeoff distance in 26.5 ft and normal cruise range of 17,000 ft.

Source record↗

NASA NTRS2003

Materials Science

The Materials Science Program is structured so that NASA s headquarters is responsible for the program content and selection, through the Enterprise Scientist, and MSFC provides for implementation of ground and flight programs with a Discipline Scientist and Discipline Manager. The Discipline Working Group of eminent scientists from outside of NASA acts in an advisory capacity and writes the Discipline Document from which the NRA content is derived. The program is reviewed approximately every three years by groups such as the Committee on Microgravity Research, the National Materials Advisory Board, and the OBPR Maximization and Prioritization (ReMaP) Task Force. The flight program has had as many as twenty-six principal investigators (PIs) in flight or flight definition stage, with the numbers of PIs in the future dependent on the results of the ReMaP Task Force and internal reviews. Each project has a NASA-appointed Project Scientist, considered a half-time job, who assists the PI in understanding and preparing for internal reviews such as the Science Concept Review and Requirements Definition Review. The Project Scientist also insures that the PI gets the maximum science support from MSFC, represents the PI to the MSFC community, and collaborates with the Project Manager to insure the project is well-supported and remains vital. Currently available flight equipment includes the Materials Science Research Rack (MSRR-1) and Microgravity Science Glovebox. Ground based projects fall into one or more of several categories. Intellectual Underpinning of Flight Program projects include theoretical studies backed by modeling and computer simulations; bring to maturity new research, often by young researchers, and may include preliminary short duration low gravity experiments in the KC-135 aircraft or drop tube; enable characterization of data sets from previous flights; and provide thermophysical property determinations to aid PIs. Radiation Shielding and preliminary In Situ Resource Utilization (ISRU) studies work towards future long duration missions. Biomaterials support materials issues affecting crew health. Nanostructured Materials are currently considered to be maturing new research, and Advanced Materials for Space Transportation has as yet no PIs. PIs are assigned a NASA Technical Monitor to maintain contact, a position considered to be a 5 percent per PI effort. Currently 33 PIs are supported on the 1996 NRA, which is about to expire, and 59 on the 1998 NRA. Two new NRAs, one for Radiation Shielding and one for Materials Science for Advanced Space Propulsion are due to be announced by the 2003 fiscal year. MSFC has a number of facilities supporting materials science. These include the Microgravity Development Laboratory/SD43; Electrostatic Levitator Facility; SCN Purification Facility; Electron Microscope/Microprobe Facility; Static and Rotating Magnetic Field Facility; X-Ray Diffraction Facility; and the Furnace Development Laboratory.

Source record↗

NASA NTRS2000

Surge Flow in a Centrifugal Compressor Measured by Digital Particle Image Velocimetry

A planar optical velocity measurement technique known as Particle Image Velocimetry (PIV) is being used to study transient events in compressors. In PIV, a pulsed laser light sheet is used to record the positions of particles entrained in a fluid at two instances in time across a planar region of the flow. Determining the recorded particle displacement between exposures yields an instantaneous velocity vector map across the illuminated plane. Detailed flow mappings obtained using PIV in high-speed rotating turbomachinery components are used to improve the accuracy of computational fluid dynamics (CFD) simulations, which in turn, are used to guide advances in state-of-the-art aircraft engine hardware designs.

Wernet, Mark P.↗

NASA NTRS2018

A Component-Level Model of Automatic Dependent Surveillance - Broadcast (ADS-B)

Automatic Dependent Surveillance – Broadcast (ADS-B) is being employed in numerous peer-to-peer initiatives attempting to expand the capacity of the National Airspace System (NAS) or enable mixed operations of manned and unmanned vehicles. Safety assessments of these initiatives rely, in part, on modeling the accuracy of ADS-B in reporting the position and direction of an ownship and surrounding traffic. Frequently, these initiatives utilize a position uncertainty model that applies a reported ADS-B estimation position uncertainty (EPU) value to a Rayleigh distribution and uses a Gauss-Markov random walk to add error to the ADS-B output of a vehicle. This model of ADS-B state error is easy to implement and apply to numerous problems. However, it has a couple of draw-backs. First, the ADS-B state errors are equally probable in all directions. This is a good assumption in situations where aircraft maneuvering is not constrained. However, in situations where the aircraft maneuvering is constrained such as landing, the error distribution is likely to exhibit directionality and the non-directional model may skew results especially when assessing very low probabilities (e.g., 10(exp -9)) of catastrophic encounters. Second, the model does not account for processing latency in the receiving aircraft. NASA Langley Research Center (LaRC) recently examined the feasibility of decreasing the spacing of aircraft on parallel approaches to runways separated by as little as 700 feet. For Monte-Carlo analysis using a high-fidelity simulation of a large transport, LaRC started with a Gauss-Markov model of ADS-B error but then developed a component level model of ADS-B error to increase the fidelity of results.

Madden, Michael M.↗

NASA NTRS2021

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 concave 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 Isokinetic Probe version 2 (IKP2), 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 probes to the measurements made with the underwing and nose probes. The key findings were: (1) the Ice Crystal Detector concave water content sensor efficiency factor to glaciated conditions 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 in. standoff from the port window varied from about 50 percent to nearly three 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↗

NASA NTRS1975

An investigation of airflow over the aft portions of a variable sweep fighter configuration

An investigation of air flow over the aft portions of a variable sweep fighter aircraft configuration was made. Tests conducted in the unitary plan wind tunnel at Mach number 2.16 included measurements of forces, moments, and local static pressures as well as visual recordings of the air flow. An aerodynamic analytical prediction method was evaluated when used in data comparison at angles of attack of 0, 5, and 15 degrees. The results indicate that in supersonic flow the typical outboard located twin vertical tail arrangement tends to provide a more positive increment in normal-force on the afterbody fuselage and the horizontal tail than a single center-mounted vertical tail of similar planform shape. In addition, the results indicate that a method for aerodynamic analysis of wing-body-tail configurations currently available can provide reasonable estimates of pressure coefficient distributions on configurations in regions of complex supersonic flow. At this time, however, the available analytical method cannot adequately replace experimental wind tunnel tests for determining the supersonic flow environment of a given configuration.

Graves, E. B.↗

NASA NTRS1984

Tubing and cable cutting tool

A hand held hydraulic cutting tool was developed which is particularly useful in deactivating ejection seats in military aircraft rescue operations. The tool consists primarily of a hydraulic system composed of a fluid reservoir, a pumping piston, and an actuator piston. Mechanical cutting jaws are attached to the actuator piston rod. The hydraulic system is controlled by a pump handle. As the pump handle is operated the actuator piston rod is forced outward and thus the cutting jaws are forced together. The frame of the device is a flexible metal tubing which permits easy positioning of the tool cutting jaws in remote and normally inaccessible locations. Bifurcated cutting edges ensure removal of a section of the tubing or cable to thereby reduce the possibility of accidental reactivation of the tubing or cable being severed.

Mcsmith, D. D.↗

NASA NTRS1987

NAVSIM 2: A computer program for simulating aided-inertial navigation for aircraft

NAVSIM II, a computer program for analytical simulation of aided-inertial navigation for aircraft, is described. The description is supported by a discussion of the program's application to the design and analysis of aided-inertial navigation systems as well as instructions for utilizing the program and for modifying it to accommodate new models, constraints, algorithms and scenarios. NAVSIM II simulates an airborne inertial navigation system built around a strapped-down inertial measurement unit and aided in its function by GPS, Doppler radar, altimeter, airspeed, and position-fix measurements. The measurements are incorporated into the navigation estimate via a UD-form Kalman filter. The simulation was designed and implemented using structured programming techniques and with particular attention to user-friendly operation.

Bjorkman, William S.↗

NASA NTRS1991

Acute hemodynamic response to weightlessness during parabolic flight

The effect of a short exposure to weightlessness on hemodynamic parameters of humans was investigated in seven subjects flown aboard the KC-135 aircraft. Particular attention is given to the relationships among various hemodynamic responses to hypergravic and hypogravic states, observed for four different postures: semisupine, supine, standing, and sitting. Results are presented on changes in the thoracic fluid index, heart rate, cardiac index, and the coefficient of variation of the R-R intervals. High values of the coefficient of variation were found at the onset of 0-G, suggesting that vagal cardiac neural activity increases in all positions except supine (where a small decrease was registered).

Mukai, Chiaki N.↗

NASA NTRS2008

Initial Results from the Variable Intensity Sonic Boom Propagation Database

An extensive sonic boom propagation database with low- to normal-intensity booms (overpressures of 0.08 lbf/sq ft to 2.20 lbf/sq ft) was collected for propagation code validation, and initial results and flight research techniques are presented. Several arrays of microphones were used, including a 10 m tall tower to measure shock wave directionality and the effect of height above ground on acoustic level. A sailplane was employed to measure sonic booms above and within the atmospheric turbulent boundary layer, and the sailplane was positioned to intercept the shock waves between the supersonic airplane and the ground sensors. Sailplane and ground-level sonic boom recordings were used to generate atmospheric turbulence filter functions showing excellent agreement with ground measurements. The sonic boom prediction software PCBoom4 was employed as a preflight planning tool using preflight weather data. The measured data of shock wave directionality, arrival time, and overpressure gave excellent agreement with the PCBoom4-calculated results using the measured aircraft and atmospheric data as inputs. C-weighted acoustic levels generally decreased with increasing height above the ground. A-weighted and perceived levels usually were at a minimum for a height where the elevated microphone pressure rise time history was the straightest, which is a result of incident and ground-reflected shock waves interacting.

Haering, Edward A., Jr.↗

NASA NTRS2016

Human-In-The-Loop Investigation of Interoperability Between Terminal Sequencing and Spacing, Automated Terminal Proximity Alert, and Wake-Separation Recategorization

A human-in-the-loop simulation study addressed terminal-area controller-workstation interface variations for interoperability between three new capabilities being introduced by the FAA. The capabilities are Terminal Sequencing and Spacing (TSAS), Automated Terminal Proximity Alert (ATPA), and wake-separation recategorization, or 'RECAT.' TSAS provides controllers with Controller-Managed Spacing (CMS) tools, including slot markers, speed advisories, and early/late indications, together with runway assignments and sequence numbers. ATPA provides automatic monitor, warning, and alert cones to inform controllers about spacing between aircraft on approach. ATPA cones are sized according to RECAT, an improved method of specifying wake-separation standards. The objective of the study was to identify potential issues and provide recommendations for integrating TSAS with ATPA and RECAT. Participants controlled arrival traffic under seven different display configurations, then tested an 'exploratory' configuration developed with participant input. All the display conditions were workable and acceptable, but controllers strongly preferred having the CMS tools available on Feeder positions, and both CMS tools and ATPA available on Final positions. Controllers found the integrated systems favorable and liked being able to tailor configurations to individual preferences.

ATD-1↗

NASA NTRS2004

Neural network tracking and extension of positive tracking periods

Feature detectors have been considered for the role of supplying additional information to a neural network tracker. The feature detector focuses on areas of the image with significant information. Basically, if a picture says a thousand words, the feature detectors are looking for the key phrases (keypoints). These keypoints are rotationally invariant and may be matched across frames. Application of these advanced feature detectors to the neural network tracking system at JPL has promising potential. As part of an ongoing program, an advanced feature detector was tested for augmentation of a neural network based tracker. The advance feature detector extended tracking periods in test sequences including aircraft tracking, rover tracking, and simulated Martian landing. Future directions of research are also discussed.

feature extraction↗

NASA NTRS1996

Aspirating Seal Development: Analytical Modeling and Seal Test Rig

This effort is to develop large diameter (22 - 36 inch) Aspirating Seals for application in aircraft engines. Stein Seal Co. will be fabricating the 36-inch seal(s) for testing. GE's task is to establish a thorough understanding of the operation of Aspirating Seals through analytical modeling and full-scale testing. The two primary objectives of this project are to develop the analytical models of the aspirating seal system, to upgrade using GE's funds, GE's 50-inch seal test rig for testing the Aspirating Seal (back-to-back with a corresponding brush seal), test the aspirating seal(s) for seal closure, tracking and maneuver transients (tilt) at operating pressures and temperatures, and validate the analytical model. The objective of the analytical model development is to evaluate the transient and steady-state dynamic performance characteristics of the seal designed by Stein. The transient dynamic model uses a multi-body system approach: the Stator, Seal face and the rotor are treated as individual bodies with relative degrees of freedom. Initially, the thirty-six springs are represented as a single one trying to keep open the aspirating face. Stops (Contact elements) are provided between the stator and the seal (to compensate the preload in the fully-open position) and between the rotor face and Seal face (to detect rub). The secondary seal is considered as part of the stator. The film's load, damping and stiffness characteristics as functions of pressure and clearance are evaluated using a separate (NASA) code GFACE. Initially, a laminar flow theory is used. Special two-dimensional interpolation routines are written to establish exact film load and damping values at each integration time step. Additionally, other user-routines are written to read-in actual pressure, rpm, stator-growth and rotor growth data and, later, to transfer these as appropriate loads/motions in the system-dynamic model. The transient dynamic model evaluates the various motions, clearances and forces as the seals are subjected to different aircraft maneuvers: Windmilling restart; start-ground idle; ground idle-takeoff; takeoff-burst chop, etc. Results of this model show that the seal closes appropriately and does not ram into the rotor for all of the conditions analyzed. The rig upgrade design for testing Aspirating Seals has been completed. Long lead-time items (forgings, etc.) have been ordered.

Bharat Bagepalli↗

DOE OSTI2022

A P-61 Black Widow Inspired Palladium Biladiene Complex for Efficient Sensitization of Singlet Oxygen Using Visible Light

Photodynamic therapy (PDT) is a promising treatment option that ablates cancerous cells and tumors via photoinduced sensitization of singlet oxygen. Over the last few decades, much work has been devoted to the development of new photochemotherapeutic agents for PDT. A wide variety of macrocyclic tetrapyrrole based photosensitizers have been designed, synthesized and characterized as PDT agents. Many of these complexes have a variety of issues that pose a barrier to their use in humans, including biocompatibility, inherent toxicity, and synthetic hurdles. We have developed a non-traditional, non-cyclic, and non-aromatic tetrapyrrole ligand scaffold, called the biladiene (DMBil1), as an alternative to these traditional photosensitizer complexes. Upon insertion of a heavy atom such as Pd 2+ center, Pd[DMBil1] generates singlet oxygen in substantial yields (Φ Δ = 0.54, λ exc = 500 nm) when irradiated with visible light. To extend the absorption profile for Pd[DMBil1] deeper into the phototherapeutic window, the tetrapyrrole was conjugated with alkynyl phenyl groups at the 2- and 18-positions (Pd[DMBil2-PE]) resulting in a significant redshift while also increasing singlet oxygen generation (Φ Δ = 0.59, 600 nm). To further modify the dialkynyl-biladiene scaffold, we conjugated a 1,8-diethynylanthracene with to the Pd[DMBil1] tetrapyrrole in order to further extend the compound’s π-conjugation in a cyclic loop that spans the entire tetrapyrrole unit. This new compound (Pd[DMBil2-P61]) is structurally reminiscent of the P61 Black Widow aircraft and absorbs light into the phototherapeutic window (600–900 nm). In addition to detailing the solid-state structure and steady-state spectroscopic properties for this new biladiene, photochemical sensitization studies demonstrated that Pd[DMBil2-P61] can sensitize the formation of 1 O 2 with quantum yields of Φ Δ = 0.84 upon irradiation with light λ = 600 nm. These results distinguish the Pd[DMBil2-P61] platform as the most efficient biladiene-based singlet oxygen photosensitizer developed to date. When taken together, the improved absorption in the phototherapeutic window and high singlet oxygen sensitization efficiency of Pd[DMBil2-P61] mark this compound as a promising candidate for future study as an agent of photodynamic cancer therapy.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

NASA NTRS1989

Automatic determination of fault effects on aircraft functionality

The problem of determining the behavior of physical systems subsequent to the occurrence of malfunctions is discussed. It is established that while it was reasonable to assume that the most important fault behavior modes of primitive components and simple subsystems could be known and predicted, interactions within composite systems reached levels of complexity that precluded the use of traditional rule-based expert system techniques. Reasoning from first principles, i.e., on the basis of causal models of the physical system, was required. The first question that arises is, of course, how the causal information required for such reasoning should be represented. The bond graphs presented here occupy a position intermediate between qualitative and quantitative models, allowing the automatic derivation of Kuipers-like qualitative constraint models as well as state equations. Their most salient feature, however, is that entities corresponding to components and interactions in the physical system are explicitly represented in the bond graph model, thus permitting systematic model updates to reflect malfunctions. Researchers show how this is done, as well as presenting a number of techniques for obtaining qualitative information from the state equations derivable from bond graph models. One insight is the fact that one of the most important advantages of the bond graph ontology is the highly systematic approach to model construction it imposes on the modeler, who is forced to classify the relevant physical entities into a small number of categories, and to look for two highly specific types of interactions among them. The systematic nature of bond graph model construction facilitates the process to the point where the guidelines are sufficiently specific to be followed by modelers who are not domain experts. As a result, models of a given system constructed by different modelers will have extensive similarities. Researchers conclude by pointing out that the ease of updating bond graph models to reflect malfunctions is a manifestation of the systematic nature of bond graph construction, and the regularity of the relationship between bond graph models and physical reality.

Feyock, Stefan↗

NASA NTRS1991

Concurrent remote sensing of Arctic sea ice from submarine and aircraft

In May 1987 a concurrent remote sensing study of Arctic sea ice from above and below was carried out. A submarine equipped with sidescan and upward looking sonar collaborated with two remote sensing aircraft equipped with passive microwave, synthetic aperture radar (SAR), a laser profilometer and an infrared radiometer. By careful registration of the three tracks it has been possible to find relationships between ice type, ice morphology and thickness, SAR backscatter and microwave brightness temperatures. The key to the process has been the sidescan sonar's ability to identify ice type through differences in characteristic topography. Over a heavily ridged area of mainly multiyear ice there is a strong positive correlation between SAR backscatter and ice draft or elevation. It was also found that passive and active microwave complement each other in that SAR has a high contrast between open water and multiyear ice, while passive microwave has a high contrast between open water and first-year ice.

Wadhams, P.↗