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At least 1,603 records · Page 89

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NASA NTRS1976

Effects of solar radiation on the orbits of small particles

A modification of the Robertson (1937) equations of particle motion in the presence of solar radiation is developed which allows for partial reflection of sunlight as a result of rapid and varying particle rotations caused by interaction with the solar wind. The coefficients and forces in earlier forms of the equations are compared with those in the present equations, and secular rates of change of particle orbital elements are determined. Orbital dimensions are calculated in terms of time, probable sizes and densities of meteoric and cometary particles are estimated, and times of infall to the sun are computed for a particle moving in an almost circular orbit and a particle moving in an elliptical orbit of high eccentricity. Changes in orbital elements are also determined for particles from a long-period sun-grazing comet. The results show that the time of infall to the sun from a highly eccentric orbit is substantially shorter than from a circular orbit with a radius equal to the mean distance in the eccentric orbit. The possibility is considered that the free orbital kinetic energy of particles drawn into the sun may be the energy source for the solar corona.

Lyttleton, R. A.↗

NASA NTRS1979

Low speed wind tunnel test of ground proximity and deck edge effects on a lift cruise fan V/STOL configuration, volume 1

The characteristics were determined of a lift cruise fan V/STOL multi-mission configuration in the near proximity to the edge of a small flat surface representation of a ship deck. Tests were conducted at both static and forward speed test conditions. The model (0.12 scale) tested was a four fan configuration with modifications to represent a three fan configuration. Analysis of data showed that the deck edge effects were in general less critical in terms of differences from free air than a full deck (in ground effect) configuration. The one exception to this was when the aft edge of the deck was located under the center of gravity. This condition, representative of an approach from the rear, showed a significant lift loss. Induced moments were generally small compared to the single axis control power requirements, but will likely add to the pilot work load.

Stewart, V. R.↗

NASA NTRS1983

Radial variations of large-scale magnetohydrodynamic fluctuations in the solar wind

Two time periods are studied for which comprehensive data coverage is available at both 1 AU using IMP-8 and ISEE-3 and beyond using Voyager 1. One of these periods is characterized by the predominance of corotating stream interactions. Relatively small scale transient flows characterize the second period. The evolution of these flows with heliocentric distance is studied using power spectral techniques. The evolution of the transient dominated period is consistent with the hypothesis of turbulent evolution including an inverse cascade of large scales. The evolution of the corotating period is consistent with the entrainment of slow streams by faster streams in a deterministic model.

Burlaga, L. F.↗

NASA NTRS1984

Radial variations of large-scale magnetohydrodynamic fluctuations in the solar wind

Burlaga, L. F.↗

NASA NTRS2019

NIAC Phase I Final Report: On-Orbit, Collision-Free Mapping of Small Orbital Debris

Sub-centimeter orbital debris is currently undetectable using ground-based radar and optical methods. However, the pits in Space Shuttle windows produced by paint chips (e.g. the 3.8mm diameter pit produced by a 0.2mm paint chip on STS-7) demonstrate that small debris can cause serious damage to spacecraft. Recent analytical, computational and experimental work has shown that charged objects moving quickly through a plasma will cause the formation of solitons in the plasma density. Due to their exposure to the solar wind plasma environment, even the smallest space debris will be charged. Depending on the debris size, charge and velocity, the plasma signature of the solitons may be detected by simple instrumentation on spacecraft. We will describe the amplitude and velocity of solitons that may be produced by mm-cm scale orbital debris in LEO. We will discuss the feasibility of mapping sub-cm orbital debris using a fleet of CubeSats equipped with Langmuir probes. The time and fleet size required to map the debris will also be described. Plasma soliton detection would be the first collision-free method of mapping the small debris population.

Orbital Debris↗

NASA NTRS2024

Quantification of Uncertainty and Risk Sensitivity for Safety of Emerging Operations

The growing need to develop and deploy small unmanned aerial vehicles (sUAVs) for various applications in the airspace necessitates reliable tools to accurately predict the flight trajectories of the sUAVs. The knowledge of the predicted trajectories help decision makers anticipate potential conflict, assess the risk, and take appropriate risk mitigation actions. In addition, uncertainties in vehicle models, weather, and controller action further highlights the need for reliable prediction tools. In this project, the application of mixed sparse grid-based quadrature and generalized polynomial chaos(gPC) expansion method for uncertainty quantification and collision assessment in air traffic consisting of fixed-wing small unmanned aerial vehicles (sUAV) was studied. From the results obtained, it can be concluded that this provides a reliable framework to carry out quantitative conflict assessment in an unmanned air traffic, which when employed, can improve the functionalities of the unmanned traffic management system. It was observed that the results from the gPC expansion framework developed in the project can be utilized to conduct rapid probabilistic collision assessment for near real-time unmanned traffic management in the airspace. From the vehicle models, position updates, and wind-field data, a priori gPC based 3-σcon-fidence ellipses can provide estimates of potential conflict at some future instants. The computational costs scaled linearly when the uncertain inputs were fewer. Further, the largest allowable distribution of para-metric uncertainties that leads to the smallest risk of collision in traffic of small unmanned aerial vehicles could be calculated. The time of closest approach between two sUAVs can be established paving way for development of proactive mitigation strategies. The separation between the sUAVs was found to be most significantly affected by uncertainties in the maximum available thrusts, zero-lift drag coefficients, and wing planform areas of the sUAVs. The study of uncertain wind-fields indicated that a heterogeneous traffic mix resulted in an increased probability of conflict. Increased measurement update rate reduced the uncertain-ties in the trajectories of the vehicles, further reducing the probability of conflict but rapid updates of all vehicles in the airspace poses a stringent communication limitation. The gPC framework also provided the means to analyze vehicle impact (crash region) due to loss of control resulting from actuator failure in sUAS traffic, essentially to predict impact and crash zones for representative vehicles. The predicted regions when compared with non-participant density, provides a means to develop an early mitigation strategy, should the sUAV detect an imminent actuator failure.

Rajnish Bhusal↗

NASA NTRS2005

Parametric Inlet Tested in Glenn's 10- by 10-Foot Supersonic Wind Tunnel

The Parametric Inlet is an innovative concept for the inlet of a gas-turbine propulsion system for supersonic aircraft. The concept approaches the performance of past inlet concepts, but with less mechanical complexity, lower weight, and greater aerodynamic stability and safety. Potential applications include supersonic cruise aircraft and missiles. The Parametric Inlet uses tailored surfaces to turn the incoming supersonic flow inward toward an axis of symmetry. The terminal shock spans the opening of the subsonic diffuser leading to the engine. The external cowl area is smaller, which reduces cowl drag. The use of only external supersonic compression avoids inlet unstart--an unsafe shock instability present in previous inlet designs that use internal supersonic compression. This eliminates the need for complex mechanical systems to control unstart, which reduces weight. The conceptual design was conceived by TechLand Research, Inc. (North Olmsted, OH), which received funding through NASA s Small-Business Innovation Research program. The Boeing Company (Seattle, WA) also participated in the conceptual design. The NASA Glenn Research Center became involved starting with the preliminary design of a model for testing in Glenn s 10- by 10-Foot Supersonic Wind Tunnel (10 10 SWT). The inlet was sized for a speed of Mach 2.35 while matching requirements of an existing cold pipe used in previous inlet tests. The parametric aspects of the model included interchangeable components for different cowl lip, throat slot, and sidewall leading-edge shapes and different vortex generator configurations. Glenn researchers used computational fluid dynamics (CFD) tools for three-dimensional, turbulent flow analysis to further refine the aerodynamic design.

Slater, John W.↗

NASA NTRS1976

A comparison between Nimbus 5 THIR and ITPR temperatures and derived winds with rawinsonde data obtained in the AVE 2 experiment

During the period of May 11 and 12, 1974, NASA conducted its second Atmospheric Variability Experiment (AVE II) over the eastern United States. In this time interval, two Nimbus 5 orbits crossed the AVE II area, providing a series of ITPR soundings as well as THIR data. Horizontal temperature mapping of the AVE II cloud field is examined using two grid print map scales. Implied cloud top heights are compared with maximum radar-echo top reports. In addition, shelter temperatures in areas of clear sky are compared with the surface temperatures as determined from 11.5 micrometer radiometer data of the THIR experiment. The ITPR sounding accuracy is evaluated using interpolated radiosonde temperatures at times nearly coincident with the ITPR soundings. It was found that mean differences between the two data sets were as small as 1.3 C near 500 mb and as large as 2.9 C near the tropopause. The differences between ITPR and radiosonde temperatures at constant pressure levels were sufficient to induce significant differences in the horizontal temperature gradient. Cross sections of geostrophic wind along the orbital tracks were developed using a thermal wind buildup based on the ITPR temperature data and the radiosonde temperature data. Differences between the radiosonde and ITPR geostrophic winds could be explained on the basis of differences in the ITPR and radiosonde temperature gradients.

Arnold, J. E.↗

NASA NTRS1971

The solar envelope

Processes which occur within the region between approximately 2 solar radii and 25 solar radii, which is called the solar envelope and the effect on the solar wind as seen at 1 AU are discussed. In the envelope the wind speed becomes supersonic and super-Alfvenic, the magnetic energy density is larger than the flow energy density, and the magnetic energy density is much larger than the thermal energy density. Large azimuthal gradients in the bulk speed are expected in the envelope, but the stream interactions near the outer edge of the envelope are probably relatively small. Cosmic ray observations suggest the presence of hydromagnetic waves in the envelope. The collisionless damping of such waves could heat protons out to approximately 25 solar radii and thereby cause an increase in V and T sub p consistent with the observed T sub p -V relation. A mechanism which couples protons and electrons would also heat and accelerate the wind. Alfven waves can accelerate the wind in the envelope without necessarily causing heating of protons; the Lorentz force might have a similar effect.

Burlaga, L. F.↗

DOE OSTI2025

The CHIMERAS project: design framework for the Collisionless HIgh-beta Magnetized Experiment Researching Astrophysical Systems

From the near-Earth solar wind to the intracluster medium of galaxy clusters, collisionless, high-beta, magnetized plasmas pervade our universe. Energy and momentum transport from large-scale fields and flows to small-scale motions of plasma particles is ubiquitous in these systems, but a full picture of the underlying physical mechanisms remains elusive. The transfer is often mediated by a turbulent cascade of Alfvénic fluctuations as well as a variety of kinetic instabilities; these processes tend to be multi-scale and/or multi-dimensional, which makes them difficult to study using spacecraft missions and numerical simulations alone. Meanwhile, existing laboratory devices struggle to produce the collisionless, high ion beta (β i ≳ 1), magnetized plasmas across the range of scales necessary to address these problems. As envisioned in recent community planning documents, it is therefore important to build a next generation laboratory facility to create a β i ≳ 1, collisionless, magnetized plasma in the laboratory for the first time. A working group has been formed and is actively defining the necessary technical requirements to move the facility towards a construction-ready state. Recent progress includes the development of target parameters and diagnostic requirements as well as the identification of a need for source-target device geometry. As the working group is already leading to new synergies across the community, we anticipate a broad community of users funded by a variety of federal agencies (including National Aeronautics and Space Administration, Department of Energy and National Science Foundation) to make copious use of the future facility.

astrophysical plasmas↗

DOE OSTI2022

Preface for frontiers of magnetic reconnection research in heliophysical, astrophysical, and laboratory plasmas

Magnetic reconnection—the topological rearrangement of magnetic field—underlies many explosive phenomena across a wide range of natural and laboratory plasmas.3 It plays a pivotal role in electron and ion heating, particle acceleration to high energies, energy transport, and self-organization. Reconnection can have a complex relationship with turbulence at both large and small scales, leading to various effects that are only beginning to be understood. In heliophysics, magnetic reconnection plays a key role in solar flares, coronal mass ejections, coronal heating, solar wind dissipation, the interaction of interplanetary plasma with magnetospheres, dynamics of planetary magnetospheres such as magnetic substorms, and the heliospheric boundary with the interstellar medium. Here, the magnetic reconnection is integral to the solar and planetary dynamo processes.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS1972

Wind tunnel test data for wing trailing vortex flow survey

Data are presented on velocity measurements made with hot wire anemometers in the wake of a model of the CV-990 aircraft and a rectangular wing in the NASA-Ames 2.14x3.05 meter (7- by 10-foot) wind tunnels. Variables included angle of attack, tunnel speed and axial distance up to 12 chord lengths downstream from the wing trailing edge. Effects of deflecting trailing edge flaps and small spoiler panels are shown.

Chigier, N. A.↗

NASA NTRS1972

Dissipation mechanisms in a pair of solar-wind discontinuities.

A pair of sharp closely spaced discontinuities in the solar wind was recorded by the high time resolution instruments aboard Ogo 5 on Mar. 14, 1968. There is plasma turbulence within the double structure, and there appear to be small-amplitude hydromagnetic waves radiating from the discontinuities. The generation of the plasma turbulence is discussed in terms of magnetic drift waves. Although it seems probable that the surfaces are tangential discontinuities, arguments are also advanced that the double structure may represent the Petschek mechanism in which rapid field-line merging occurs between standing waves.

Unti, T. W. J.↗

NASA NTRS1973

Measurements of surface-pressure fluctuations on the XB-70 airplane at local Mach numbers up to 2.45

Measurements of surface-pressure fluctuations were made at two locations on the XB-70 airplane for nine flight-test conditions encompassing a local Mach number range from 0.35 to 2.45. These measurements are presented in the form of estimated power spectral densities, coherence functions, and narrow-band-convection velocities. The estimated power spectral densities compared favorably with wind-tunnel data obtained by other experimenters. The coherence function and convection velocity data supported conclusions by other experimenters that low-frequency surface-pressure fluctuations consist of small-scale turbulence components with low convection velocity.

Lewis, T. L.↗

NASA NTRS1973

Meteorological interpretation of clouds or cloud systems appearing on pictures of the Alpine region received from the Earth Resources Technology Satellite (ERTS-1)

The author has identified the following significant results. Three examples of cloud-interpretation from ERTS-1 pictures are presented. When the wind speed is large enough, the cumuli are found arranged in lines that are in average two kilometers apart from each other. These lines are grouped in lines made of small cumuli and in lines made up of well developed ones. These last lines are fused on the APT picture and appear as single lines. Fog-mapping for a given region is possible if the topography of the region is known. The stratified clouds lying over mountains or in valleys begin to dissolve above the middle of the valleys and not against the slopes. As water shows a weak albedo in the near infrared, wet surfaces will appear darker than their neighborhoods. This feature seems to be confirmed by the dark spot in the north of Bozen (Southern Tyrol) that can be seen on the ERTS-1 picture taken on 31 August 1972.

Piaget, A.↗

NASA NTRS1973

Review of drag measurements from flight tests of manned aircraft with comparisons to wind-tunnel predictions

In-flight studies of the overall and local components of drag of many types of aircraft were conducted. The primary goal of these studies was to evaluate wind-tunnel and semiempirical prediction methods. Some evaluations are presented in this paper which may be summarized by the following observations: Wind-tunnel predictions of overall vehicle drag can be accurately extrapolated to flight Reynolds numbers, provided that the base drag is removed and the boattail areas on the vehicle are small. The addition of ablated roughness to lifting body configurations causes larger losses in performance and stability than would be expected from the added friction drag due to the roughness. Successful measurements of skin friction have been made in flight to Mach numbers above 4. A reliable inflatable deceleration device was demonstrated in flight which effectively stabilizes and decelerates a lifting aircraft at supersonic speeds.

Pyle, J. S.↗

NASA NTRS1975

Large-scale kinetic energy spectra from Eulerian analysis of EOLE wind data

A data set of 56,000 winds determined from the horizontal displacements of EOLE balloons at the 200 mb level in the Southern Hemisphere during the period October 1971-February 1972 is utilized for the computation of planetary- and synoptic-scale kinetic energy space spectra. However, the random distribution of measurements in space and time presents some problems for the spectral analysis. Two different approaches are used, i.e., a harmonic analysis of daily wind values at equi-distant points obtained by space-time interpolation of the data, and a correlation method using the direct measurements. Both methods give similar results for small wavenumbers, but the second is more accurate for higher wavenumbers (k above or equal to 10). The spectra show a maximum at wavenumbers 5 and 6 due to baroclinic instability and then decrease for high wavenumbers up to wavenumber 35 (which is the limit of the analysis), according to the inverse power law k to the negative p, with p close to 3.

Desbois, M.↗

NASA NTRS1981

Flight evaluation of the terminal guidance system

The terminal guidance system (TGS) is avionic equipment which gives guidance along a curved descending flight path to a landing. A Cessna 182 was used as the test aircraft and the TGS was installed and connected to the altimeter, DME, RMI, and gyro compass. Approaches were flown by three different pilots. When the aircraft arrives at the termination point, it is set up on final approach for a landing. The TGS provides guidance for curved descending approaches with guideslopes of 6 deg which required, for experienced pilots, workloads that are approximately the same as for an ILS. The glideslope is difficult to track within 1/2 n.m. of the VOR/DME station. The system permits, for experienced pilots, satisfactory approaches with a turn radius as low as 1/2 n.m. and a glideslope of 6 deg. Turn angles have little relation to pilot workload for curved approaches. Pilot experience is a factor for curved approaches. Pilots with low instrument time have difficulty flying steep approaches with small turn radius. Turbulence increases the pilot workload for curved approaches. The TGS does not correct to a given flight path over the ground nor does it adequately compensate for wind drift.

Sandlin, D. R.↗