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At least 1,531 records · Page 85
All sourcesNASA NTRSDOE OSTI
NASA NTRS1961

Some Effects of Nose Bluntness and Fineness Ratio on the Static Longitudinal Aerodynamic Characteristics of Bodies of Revolution at Subsonic Speeds

. The effects of a systematic variation of nose shape and fineness ratio on the longitudinal aerodynamic characteristics of bodies of revolution have been qualitatively determined at subsonic speeds. Six nose shapes were investigated, representing five corner radii which varied from 0 to 50 percent of the body diameter and three face radii which varied from 50 percent of the model diameter to infinity. The complete models had fineness ratios of 0.50 to 2.00. In addition, effects of boattailing the afterbody and removing or varying the transitions trips which had been attached to initiate a turbulent boundary layer were noted. Results are presented for an angle-of-attack range from -4 deg to 24 deg for Mach numbers from 0.25 to 0.80, and indicate that small variations of the model nose can produce large variations in the static longitudinal aerodynamic characteristics of the body. These variations may in turn be moderated by an increase in the model fineness ratio .

Hayes, William C., Jr.↗
NASA NTRS2002

Evaluation of Data Retention and Imprint Characteristics of FRAMs Under Environmental Stresses for NASA Applications

A major reliability issue for all advanced nonvolatile memory (NVM) technology devices including FRAMs is the data retention characteristics over extended period of time, under environmental stresses and exposure to total ionizing dose (TID) radiation effects. For this testing, 256 Kb FRAMs in 28-pin plastic DIPS, rated for industrial grade temperature range of -40 C to +85 C, were procured. These are two-transistor, two-capacitor (2T-2C) design FRAMs. In addition to data retention characteristics, the parts were also evaluated for imprint failures, which are defined as the failure of cells to change from a "preferred" state, where it has been for a significant period of time to an opposite state (e.g., from 1 to 0, or 0 to 1). These 256 K FRAMs were subjected to scanning acoustic microscopy (C-SAM); 1,000 temperature cycles from -65 C to +150 C; high temperature aging at 150 C, 175 C, and 200 C for 1,000 hours; highly accelerated stress test (HAST) for 500 hours; 1,000 hours of operational life test at 125 C; and total ionizing dose radiation testing. As a preconditioning, 10 K read/write cycles were performed on all devices. Interim electrical measurements were performed throughout this characterization, including special imprint testing and final electrical testing. Some failures were observed during high temperature aging test at 200 C, during HAST testing, and during 1,000 hours of operational life at 125 C. The parts passed 10 Krad exposure, but began showing power supply current increases during the dose increment from 10 Krad to 30 Krad, and at 40 Krad severe data retention and parametric failures were observed. Failures from various environmental group testing are currently being analyzed.

Sharma, Asbok K.↗
NASA NTRS2002

Characteristics of Transients in the Galactic Bulge

Biweekly X-ray observations of the Galactic Bulge with the Rossi X-Ray Timing Explorer Proportional Counter Array for 5 years have built up statistics for different kinds of source behavior for low-mass binaries with neutron stars. The relation between the characteristic behaviors is not known. A typical transient may rise fast and decay exponentially in brightness and repeat this cycle after short (1/2 yr) or long intervals (20 yr). But an X-ray source also may be steady for an extended period (years) before the disk can become quiescent. It fades in the same way as do the transients which immediately decay. These sources have been reported to be very cool in quiescence; either not substantially heated by outbursts, or cooled very quickly. There are 3 sources active during the last 5 years which were long lasting transients which turned off and 1 which turned on. We will compare their X-ray characteristics in outburst, and in so far as available with Chandra, in quiescence.

Swank, Jean H.↗
NASA NTRS1940

Investigation of the Characteristics of a High-Aspect-Ratio Wing in the Langley 8-Foot High-Speed Tunnel

An investigation of the characteristics of a wing with an aspect ratio of 9.0 and an NACA 65-210 airfoil section has been made at Mach number up to 0.925. The wing tested has a taper ratio of 2.5:1.0, no twist, dihedral, or sweepback, and 20-percent - chord 37.5-percent-semispan plain ailerons. The results showed that serious changes in the normal-force characteristics occurred when the Mach number was increased above 0.74 at angles of attack between 4 deg. and 10 deg. and above 0.80 at 0 deg. angle of attack.Because of small outboard shifts in the lateral center of load, the bending moment at the root for conditions corresponding to a 3g pull-out at an altitude of 35,000 feet increased by approximately 5% when the Much number was increased beyond 0.83 the negative pitching moments for the high angles of attack increased, whereas those for the low angles of attack decreased with a resulting large increase in the negative slope of the pitching-moment curves. A large increase occurred in the values of the drag coefficients for the range of lift coefficients needed for level flight at an altitude of 35,000 feet when the Mach number was increased beyond a value of 0.80. The wakes at a station 2.82 root chords behind the wing quarter-chord line extended approximately a chord above the wing chord line for the angles of attack required to recover from high-speed dives at high Mach numbers.

Whitcomb, Richard T.↗
NASA NTRS1947

Comparison of Wind-Tunnel Predictions with Flight Measurements of the Longitudinal-Stability and -Control Characteristics of a Douglas BTD-1 Airplane

Low Mach number longitudinal-stability and control characteristics as predicted by use of wind tunnel data from a powered 3/16-scale model are compared with flight test measurements of a Navy BTD-1 airplane. The accuracy of the wind tunnel data and the discrepancies involved in attempting to correlate with flight data are discussed and analyzed. The comparison showed that wind tunnel predictions were, in general, in good agreement with flight test data. The predicted values were for the most part sufficiently accurate to show the satisfactory and unsatisfactory characteristics in the preliminary design stage and to indicate possible methods of improvement. The discrepancies which did occur were attributed principally to physical dissimilarities between model and airplane and the instability to determine accurately the flight power conditions. The effect of Mach number was considered negligible since the maximum flight test value was about 0.5. In order to simulate more closely the flight conditions and hence obtain more accurate data for predictions, it appears desirable to perform large-scale tests of unorthodox control surfaces such as the sealed vaned elevators with which the airplane was equipped.

Bunnell, Mort V.↗
NASA NTRS1947

Preliminary Results of an Altitude-Wind-Tunnel Investigation of a TG-100A Gas Turbine-Propeller Engine: Compressor and Turbine Performance Characteristics - 4

As part of an investigation of the performance and operational characteristics of the TG-100A gas turbine-propeller engine, conducted in the Cleveland altitude wind tunnel, the performance characteristics of the compressor and the turbine were obtained. The data presented were obtained at a compressor-inlet ram-pressure ratio of 1.00 for altitudes from 5000 to 35,000 feet, engine speeds from 8000 to 13,000 rpm, and turbine-inlet temperatures from 1400 to 2100R. The highest compressor pressure ratio was 6.15 at a corrected air flow of 23.7 pounds per second and a corrected turbine-inlet temperature of 2475R. Peak adiabatic compressor efficiencies of about 77 percent were obtained near the value of corrected air flow corresponding to a corrected engine speed of 13,000 rpm. This maximum efficiency may be somewhat low, however, because of dirt accumulations on the compressor blades. A maximum adiabatic turbine efficiency of 81.5 percent was obtained at rated engine speed for all altitudes and turbine-inlet temperatures investigated.

Wallner, Lewis E.↗
NASA NTRS1947

Preliminary Results of an Altitude-Wind-Tunnel Investigation of a TG-100A Gas Turbine-Propeller Engine II - Windmilling Characteristics

An investigation was conducted to determine the operational and performance characteristics of the TG-100A gas turbine-propeller engine II. Windmilling characteristics were deterined for a range of altitudes from 5000 to 35,000 feet, true airspeeds from 100 to 273 miles per hour, and propeller blade angles from 4 degrees to 46 degrees.

Conrad, E. W.↗
NASA NTRS1948

Preliminary Results of an Altitude-Wind-Tunnel Investigation of an Axial-Flow Gas Turbine-Propeller Engine: Compressor and Turbine Performance Characteristics - 4

As part of an investigation of the performance and operational characteristics of the axial-flow gas turbine-propeller engine, conducted in the Cleveland altitude wind tunnel, the performance characteristics of the compressor and the turbine were obtained. The data presented were obtained at a compressor-inlet ram-pressure ratio of 1.00 for altitudes from 5000 to 35,000 feet, engine speeds from 8000 to 13,000 rpm, and turbine-inlet temperatures from 1400 to 2100 R. The highest compressor pressure ratio obtained was 6.15 at a corrected air flow of 23.7 pounds per second and a corrected turbine-inlet temperature of 2475 R. Peak adiabatic compressor efficiencies of about 77 percent were obtained near the value of corrected air flow corresponding to a corrected engine speed of 13,000 rpm. This maximum efficiency may be somewhat low, however, because of dirt accumulations on the compressor blades. A maximum adiabatic turbine efficiency of 81.5 percent was obtained at rated engine speed for all altitudes and turbine-inlet temperatures investigated.

Wallner, Lewis E.↗
NASA NTRS2003

Physical Characteristics, Geologic Setting, and Possible Formation Processes of Spring Deposits on Mars Based on Terrestrial Analogs

Spring formation is a predicted consequence of the interaction of former Martian aquifers with structures common to Mars, including basin margins, Tharsis structures, and other structural deformation characteristics. The arid environment and high abundance of water soluble compounds in the crust will have likewise encouraged spring deposit formation at spring sites. Such spring deposits may be recognized from morphological criteria if the characteristics of formation and preservation are understood. An important first step in the current Mars exploration strategy [10] is the detection of sites where there is evidence for past or present near-surface water on Mars. This study evaluates the large-scale morphology of spring deposits and the physical processes of their formation, growth, and evolution in terms that relate to (1) their identification in image data, (2) their formation, evolution, and preservation in the environment of Mars, and (3) their potential as sites of long-term or late stage shallow groundwater emergence at the surface of Mars.

L S Crumpler↗
NASA NTRS2003

Martian Buried Basins and Implications for Characteristics of the Burial Layer and Underlying Surface

Deciphering the cratering record on Mars has been challenging because it may reflect the changes in both the population of impactors and in the resurfacing processes on Mars. However, it is possible to determine the breadth of impactors captured in the cratering record. Extensive areas of resurfacing are of particular interest because they likely contain material from various ages in Martian history. By deducing the impact populations in both surface and underlying layers of terrain, it is possible to determine the age of the layers and constrain theories on the development of the Martian surface. However, to do so requires a method of seeing impact features which are no longer visible. Topographic data of Mars, taken by the Mars Orbiter Laser Altimeter (MOLA), has revealed impact features buried by resurfacing processes. These features are often indistinguishable on Viking images of the Martian surface. In this study, gridded MOLA data was analyzed in order to locate buried impact features, also called buried basins, in Syria, Solis, and Sinai Planum just south of Valles Marineris. The population statistics of buried features can be compared to those of visible features in order to determine the age of the underlying material and characteristics of the surface cover. Specifically, if the buried population in the Hesperian terrain is similar to the population of visible features in the Noachian, it would suggest that the underlying terrain is Noachian in age. The buried craters can then be compared to visible Noachian craters to reveal the amount of deterioration of the buried features. These comparisons allow us to explore the morphology of the terrain in the Hesperian region to determine if topographic variations are due to differences in the thickness of the overlying material or are a characteristic of the underlying terrain.

Sarid, A. R.↗
NASA NTRS1961

Aerodynamic Characteristics in Pitch and Sideslip of a 1/15-Scale Model of the Scout Vehicle at a Mach Number of 2.01

An investigation has been made t o determine the aerodynamic characteristics in pitch and sideslip of a 1/15-scale model of the Scout vehicle at a Mach number of 2.01. The effects of two sets of cruciform fins, of inline and indexed fin arrangements, a flare , and accessories such as antennas, launch fittings, and control tunnels were measured for combined angles of attack and sideslip to about 8deg. The tests were made in the Langley 4- by 4-foot supersonic pressure tunnel at a Reynolds number of 4 x 10(exp 6) per foot. The Addition of the rear fins or the flare increased the longitudinal and directional stability, whereas the front fins, either indexed or inline, had a destabilizing effect. All configurations became directionally unstable with increasing angle of attack. The accessories had only a small effect on the aerodynamic characteristics other than an increase in axial force.

Robinson, Ross B.↗
NASA NTRS1961

Transonic Aerodynamic Characteristics of a Wing-Body Combination having a 52.5 deg Sweptback Wing of Aspect Ratio 3 with Conical Camber and Designed for a Mach Number of the Square Root of 2

An investigation has been made of the effects of conical wing camber and supersonic body indentation on the aerodynamic characteristics of a wing-body configuration at transonic speeds. Wing aspect ratio was 3.0, taper ratio was 0.1, and quarter-chord line sweepback was 52.5 deg with airfoil sections of 0.03 thickness ratio. The tests were conducted in the Langley 16-foot transonic tunnel at various Mach numbers from 0.80 to 1.05 at angles of attack from -4 deg to 14 deg. The cambered-wing configuration achieved higher lift-drag ratios than a similar plane-wing configuration. The camber also reduced the effects of wing-tip flow separation on the aerodynamic characteristics. In general, no stability or trim changes below wing-tip flow separation resulted from the use of camber. The use of supersonic body indentation improved the lift-drag ratios at Mach numbers from 0.96 to 1.05.

Igoe, William B.↗
NASA NTRS1961

Aerodynamic Characteristics of a Large-Scale Model with a High Disk-Loading Lifting Fan Mounted in the Fuselage

An investigation was conducted to determine the longitudinal characteristics during low-speed flight of a large-scale VTOL airplane model with a direct lifting fan enclosed in the fuselage. The model had a shoulder-mounted unswept wing of aspect ratio 5. The effect on longitudinal characteristics of fan operation, propulsion by means of deflecting the fan efflux, trailing-edge flap deflection, and horizontal-tail height were studied.

Aoyagi, Kiyoshi↗
NASA NTRS1961

Investigation of the Aerodynamic Characteristics of Two Preliminary Designs of Scout Research Vehicle at Mach Numbers from 1.77 to 4.65

A wind-tunnel investigation has been conducted to determine the aerodynamic characteristics of two preliminary designs of the Scout research vehicle. The first model was tested at Mach numbers from 1.77 to 2.87 at Reynolds numbers of 3.7 x 10(exp 6) to 4.0 x 10(exp 6) per foot. A variable angle-of-attack range of -2 degrees to 14 degrees was used in determining the effect of nose shape, size of interstage flare base diameter, size of trapezoidal first-stage fins, and fin tip-control deflection on the aerodynamic characteristics of the model.

Keynton, Robert J.↗
NASA NTRS1960

Thrust Characteristics of Multiple Lifting Jets in Ground Proximity

An investigation has been made to determine the thrust characteristics within ground proximity of a series of models which might represent vertical take-off-and-landing (VTOL) aircraft with multiple exit jet engines exhausting vertically downward beneath a lifting surface. Variations in simulated engine configurations were provided by a series of nozzle insert plugs in which the number of jet exits, located symmetrically on a fixed circle, was varied, or the diameter of the circle was varied for a given number of jet exits. represent lifting surfaces, and high-pressure air was used to simulate jet-engine exhaust. Plywood plates were used to The results of the investigation showed that increasing the number of exits, such that an annular jet configuration was approached, provided more favorable thrust characteristics within ground proximity than any other variation in the geometry of these multiple jets. Tests of a configuration with two nozzles approximating a fan-in-wing VTOL aircraft with fans located at different spanwise locations indicated that the augmentation in thrust within ground proximity was greater for the arrangement with the more inboard location of the nozzles.

Davenport, Edwin E.↗
NASA NTRS2000

The Characteristics of Project Managers: An Exploration of Complex Projects in the National Aeronautics and Space Administration

Study of characteristics and relationships of project managers of complex projects in the National Aeronautics and Space Administration. Study is based on Research Design, Data Collection, Interviews, Case Studies, and Data Analysis across varying disciplines such as biological research, space research, advanced aeronautical test facilities, aeronautic flight demonstrations, and projects at different NASA centers to ensure that findings were not endemic to one type of project management, or to one Center's management philosophies. Each project is treated as a separate case with the primary data collected during semi-structured interviews with the project manager responsible for the overall project. Results of the various efforts show some definite similarities of characteristics and relationships among the project managers in the study. A model for how the project managers formulated and managed their projects is included.

Mulenburg, Gerald M.↗
NASA NTRS1960

Landing Characteristics of a Reentry Capsule with a Torus-Shaped Air Bag for Load Alleviation

An experimental investigation has been made to determine the landing characteristics of a conical-shaped reentry capsule by using torus-shaped air bags for impact-load alleviation. An impact bag was attached below the large end of the capsule to absorb initial impact loads and a second bag was attached around the canister to absorb loads resulting from impact on the canister when the capsule overturned. A 1/6-scale dynamic model of the configuration was tested for nominal flight paths of 60 deg. and 90 deg. (vertical), a range of contact attitudes from -25 deg. to 30 deg., and a vertical contact velocity of 12.25 feet per second. Accelerations were measured along the X-axis (roll) and Z-axis (yaw) by accelerometers rigidly installed at the center of gravity of the model. Actual flight path, contact attitudes, and motions were determined from high-speed motion pictures. Landings were made on concrete and on water. The peak accelerations along the X-axis for landings on concrete were in the order of 3Og for a 0 deg. contact attitude. A horizontal velocity of 7 feet per second, corresponding to a flight path of 60 deg., had very little effect upon the peak accelerations obtained for landings on concrete. For contact attitudes of -25 deg. and 30 deg. the peak accelerations along the Z-axis were about +/- l5g, respectively. The peak accelerations measured for the water landings were about one-third lower than the peak accelerations measured for the landings on concrete. Assuming a rigid body, computations were made by using Newton's second law of motion and the force-stroke characteristics of the air bag to determine accelerations for a flight path of 90 deg. (vertical) and a contact attitude of 0 deg. The computed and experimental peak accelerations and strokes at peak acceleration were in good agreement for the model. The special scaling appears to be applicable for predicting full-scale time and stroke at peak acceleration for a landing on concrete from a 90 deg. flight path at a 0 deg. It appears that the full-scale approximately the same as those obtained from the model for the range of attitudes and flight paths investigated.

McGehee, John R.↗
NASA NTRS1961

Normal-Force and Hinge-Moment Characteristics at Transonic Speeds of Flap-Type Ailerons at Three Spanwise Locations on a 4-Percent-Thick Sweptback-Wing-Body Model and Pressure-Distribution Measurements on an Inboard Aileron

An investigation has been conducted at the Langley 16-foot transonic tunnel to determine the loading characteristics of flap-type ailerons located at inboard, midspan, and outboard positions on a 45 deg. sweptback-wing-body combination. Aileron normal-force and hinge-moment data have been obtained at Mach numbers from 0.80 t o 1.03, at angles of attack up to about 27 deg., and at aileron deflections between approximately -15 deg. and 15 deg. Results of the investigation indicate that the loading over the ailerons was established by the wing-flow characteristics, and the loading shapes were irregular in the transonic speed range. The spanwise location of the aileron had little effect on the values of the slope of the curves of hinge-moment coefficient against aileron deflection, but the inboard aileron had the greatest value of the slope of the curves of hinge-moment coefficient against angle of attack and the outboard aileron had the least. Hinge-moment and aileron normal-force data taken with strain-gage instrumentation are compared with data obtained with pressure measurements.

Runckel, Jack F.↗