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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2004

Aerodynamic Characteristics and Glide-Back Performance of Langley Glide-Back Booster

NASA-Langley Research Center is conducting system level studies on an-house concept of a small launch vehicle to address NASA's needs for rapid deployment of small payloads to Low Earth Orbit. The vehicle concept is a three-stage system with a reusable first stage and expendable upper stages. The reusable first stage booster, which glides back to launch site after staging around Mach 3 is named the Langley Glide-Back Booster (LGBB). This paper discusses the aerodynamic characteristics of the LGBB from subsonic to supersonic speeds, development of the aerodynamic database and application of this database to evaluate the glide back performance of the LGBB. The aerodynamic database was assembled using a combination of wind tunnel test data and engineering level analysis. The glide back performance of the LGBB was evaluated using a trajectory optimization code and subject to constraints on angle of attack, dynamic pressure and normal acceleration.

Pamadi, Bandu N.↗
NASA NTRS2002

Onboard Determination of Vehicle Glide Capability for Shuttle Abort Flight Managment (SAFM)

When one or more main engines fail during ascent, the flight crew of the Space Shuttle must make several critical decisions and accurately perform a series of abort procedures. One of the most important decisions for many aborts is the selection ofa landing site. Several factors influence the ability to reach a landing site, including the spacecraft point of atmospheric entry, the energy state at atmospheric entry, the vehicle glide capability from that energy state, and whether one or more suitable landing sites are within the glide capability. Energy assessment is further complicated by the fact that phugoid oscillations in total energy influence glide capability. Once the glide capability is known, the crew must select the "best" site option based upon glide capability and landing site conditions and facilities. Since most of these factors cannot currently be assessed by the crew in flight, extensive planning is required prior to each mission to script a variety of procedures based upon spacecraft velocity at the point of engine failure (or failures). The results of this preflight planning are expressed in tables and diagrams on mission-specific cockpit checklists. Crew checklist procedures involve leafing through several pages of instructions and navigating a decision tree for site selection and flight procedures - all during a time critical abort situation. With the advent of the Cockpit Avionics Upgrade (CAU), the Shuttle will have increased on-board computational power to help alleviate crew workload during aborts and provide valuable situational awareness during nominal operations. One application baselined for the CAU computers is Shuttle Abort Flight Management (SAFM), whose requirements have been designed and prototyped. The SAFM application includes powered and glided flight algorithms. This paper describes the glided flight algorithm which is dispatched by SAFM to determine the vehicle glide capability and make recommendations to the crew for site selection as well as to monitor glide capability while in route to the selected site. Background is provided on Shuttle entry guidance as well as the various types of Shuttle aborts. SAFM entry requirements and cockpit disp lays are discussed briefly to provide background for Glided Flight algorithm design considerations. The central principal of the Glided Flight algorithm is the use of energy-over-weight (EOW) curves to determine range and crossrange boundaries. The major challenges of this technique are exo-atmospheric flight, and phugoid oscillations in energy. During exo-atmospheric flight, energy is constant, so vehicle EOW is not sufficient to determine glide capability. The paper describes how the exo-atmospheric problem is solved by propagating the vehicle state to an "atmospheric pullout" state defined by Shuttle guidance parameters.

Straube, Timothy↗
DOE OSTI2026

Role of Chemical Disorder in High Temperature Dislocation Glide in Refractory Multi-principal Element Alloys

Refractory multi-principal element alloys (RMPEAs) combine a chemically disordered lattice with a structurally ordered, single‐phase body‐centered cubic (bcc) crystal structure. Chemical fluctuations in these alloys give rise to significant energy barriers that impede dislocation motion. In this study, we use phase field dislocation dynamics to examine how spatial temperature fluctuations compete with randomness in energy barriers to affect the motion of long screw dislocations in three equi-atomic MoNbTa‐based RMPEAs: MoNbTa, MoNbTaW, and MoNbTaVW. Over a wide range of homologous temperatures (T h ≈ 0–0.6), we determined a screw dislocation ‘flow stress’ as the minimum applied stress to sustain continuous motion over a long excursion distance within a fixed timeframe. All three RMPEAs exhibit temperature dependent flow stress with three characteristic glide regimes: at low homologous temperatures, flow stress drops sharply, and screw glide remains planar and rectilinear; at intermediate homologous temperatures, the flow stress levels off as glide becomes planar but wavy; and at high homologous temperatures, flow stress plateaus as screws exhibit nonplanar, three‐dimensional motion. Glide kinetics and transition temperatures are controlled by the chemically induced fluctuations in the energy landscape. The rectilinear to wavy transition temperature is controlled by statistically weakest local barriers in the glide plane, whereas the wavy to 3D transition temperature is governed by statistically strongest local barriers. At low and intermediate homologous temperatures, the relative spread in energy barriers governs glide behavior by controlling the local kinetics of kink pair formation and kink pinning. At high homologous temperatures, the average barrier height governs the glide behavior by controlling the number of out-of-plane excursions during 3D glide. These findings reveal how random chemical fluctuations determine screw‐driven plasticity in RMPEAs, providing critical insight for the design of high temperature structural alloys.

Defects↗
DOE OSTI2024

Emergent actin flows explain distinct modes of gliding motility

During host infection, Toxoplasma gondii and related unicellular parasites move using gliding, which differs fundamentally from other known mechanisms of eukaryotic cell motility. Gliding is thought to be powered by a thin layer of flowing filamentous (F)-actin sandwiched between the plasma membrane and a myosin-covered inner membrane complex. How this surface actin layer drives the various gliding modes observed in experiments—helical, circular, twirling and patch, pendulum or rolling—is unclear. Here we suggest that F-actin flows arise through self-organization and develop a continuum model of emergent F-actin flow within the confines provided by Toxoplasma geometry. In the presence of F-actin turnover, our model predicts the emergence of a steady-state mode in which actin transport is largely directed rearward. Removing F-actin turnover leads to actin patches that recirculate up and down the cell, which we observe experimentally for drug-stabilized actin bundles in live Toxoplasma gondii parasites. These distinct self-organized actin states can account for observed gliding modes, illustrating how different forms of gliding motility can emerge as an intrinsic consequence of the self-organizing properties of F-actin flow in a confined geometry.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS2010

GLobal Integrated Design Environment (GLIDE): A Concurrent Engineering Application

The GLobal Integrated Design Environment (GLIDE) is a client-server software application purpose-built to mitigate issues associated with real time data sharing in concurrent engineering environments and to facilitate discipline-to-discipline interaction between multiple engineers and researchers. GLIDE is implemented in multiple programming languages utilizing standardized web protocols to enable secure parameter data sharing between engineers and researchers across the Internet in closed and/or widely distributed working environments. A well defined, HyperText Transfer Protocol (HTTP) based Application Programming Interface (API) to the GLIDE client/server environment enables users to interact with GLIDE, and each other, within common and familiar tools. One such common tool, Microsoft Excel (Microsoft Corporation), paired with its add-in API for GLIDE, is discussed in this paper. The top-level examples given demonstrate how this interface improves the efficiency of the design process of a concurrent engineering study while reducing potential errors associated with manually sharing information between study participants.

McGuire, Melissa L.↗
DOE OSTI2026

Energetics of the nucleation and glide of disconnection modes in symmetric tilt grain boundaries

Grain boundaries (GBs) evolve by the nucleation and glide of disconnections, which are dislocations with a step character. In this work, motivated by recent success in predicting GB properties such as the shear coupling factor and mobility from the intrinsic properties of disconnections, we develop a systematic method to calculate the energy barriers for the nucleation and glide of individual disconnection modes under arbitrary driving forces and a quasi-2D setting. This method combines tools from bicrystallography to enumerate disconnection modes and the Nudged elastic band (NEB) method to calculate their energetics, yielding minimum energy paths and atomistic mechanisms for the nucleation and glide of each disconnection mode. We apply the method to accurately predict shear coupling factors of $[001]$ symmetric tilt grain boundaries in Cu. Particular attention is paid to the boundaries where the dislocation-based disconnection nucleation model produces incorrect nucleation barriers. We demonstrate that the method can accurately compute energy barriers and predict shear-coupling factors in the low-temperature regime. For certain disconnection modes in which the assumptions underlying our method do not hold, we report upper bounds on the energy barriers for disconnection nucleation and glide. In addition, the NEB trajectories reveal interesting phenomena such as the dissociation of a higher energy mode into lower energy modes, and in some cases, shear coupling being mediated by partial disconnections, wherein the GB structure temporarily changes to a metastable state before reverting back to its original structure. Graphical abstract

36 MATERIALS SCIENCE↗
DOE OSTI2026

Cross-slip and easy-glide CRSS in titanium: Theoretical predictions and in-situ TEM measurements

This study investigates the mechanics of prismatic and first-order pyramidal $\langle$a$\rangle$ slip in titanium (Ti), elucidating the physics of easy-glide and cross-slip through a combination of theory and experiments. Screw-character prismatic (Pr) dislocations in Ti are of particular interest because their complex cores can be stable or unstable, leading to activation by either cross-slip or planar glide. To investigate these mechanisms, site-specific micro tensile samples were prepared using focused ion beam (FIB) milling and mounted on a push-to-pull (PTP) device for in-situ transmission electron microscopy (TEM) tensile testing. The in-situ experiments provide direct observations of the onset of dislocation motion and the precise determination of the critical resolved shear stress (CRSS) for the activated mechanisms, and its evolution with load cycling. A comprehensive theory has been developed to predict the CRSS values for easy glide, cross-slip, and multiplication of dislocations. Predicted critical stresses for pyramidal (π)-to-Pr and reverse cross-slip agree closely with the experimental measurements. The latter cross-slip stress is a factor of two higher than that of unobstructed planar slip. The model accounts for overlapping dislocation cores and employs a Wigner-Seitz based cell to evaluate misfit energies. By combining ab initio density functional theory (DFT) with anisotropic elasticity, the framework identifies minimum energy pathways for dislocation glide, which can be intermittent and zig-zag. A simplified expression utilizing (π) and Pr Schmid factor ratios is proposed for critical stress corresponding to (π)-to-Pr cross-slip transition. The results are strongly dependent on crystal orientation, underscoring non-Schmid behavior. Overall, this study explores key critical stress parameters essential for informing higher-scale simulations of plasticity in Ti.

Critical stress↗
NASA NTRS1984

A cockpit-display concept for executing a multiple glide-slope approach for wake-vortex avoidance

A piloted simulation study was undertaken to determine the feasibility of utilizing a forward-looking display to provide information that would enable aircraft to rredue their in-trail separation interval, and hence increase airport capacity, through the application of multiple glide-path approach techniques. The primary objective of this study was to determine whether information could be satisfactorily provided on a head-up display (HUD) format to permit the pilot to conduct a multiple glide-slope approach while maintaining a prespecified in-trail separation interval. The tests were conducted in a motion-base cockpit simulator configured as a current-generation transport aircraft and included dynamic effects of the vortices generated by the lead aircraft. The information provided on the HUD included typical aircraft guidance information and the current and past positions of the lead aircraft. Additionally, the displayed information provided self-separation cues that allowed the pilot to maintain separation on the lead aircraft. Performance data and pilot subjective ratings and comments were obtained during the tests. The results of this study indicate that multiple glide-slope approaches, procedurally designed for vortex avoidance, are possible while maintaining pilot work load and performance within operationally acceptable limits. In general, it would seem that multiple glide-slope approaches are possible even under reduced in-trail separation conditions if the pilot is provided with adequate situational information.

Abbott, T. S.↗
NASA NTRS1959

A Concept of a Manned Satellite Reentry Which is Completed with a Glide Landing

A concept for a manned satellite reentry from a near space orbit and a glide landing on a normal size airfield is presented. The reentry vehicle configuration suitable for this concept would employ a variable geometry feature in order that the reentry could be made at 90 deg. angle of attack and the landing could be made with a conventional glide approach. Calculated results for reentry at a flight-path angle of -1 deg. show that with an accuracy of 1 percent in the impulse of a retrorocket, the desired flight-path angle at reentry can be controlled within 0.02 deg. and the distance traveled to the reentry point, within 100 miles. The reentry point is arbitrarily defined as the point at which the satellite passes through an altitude of about 70 miles. Misalignment of the retrorocket by 10 deg. increased these errors by as much as 0.02 deg. and 500 miles. Intra-atmospheric trajectory calculations show that pure drag reentries starting with flight-path angles of -1 deg. or less produce a peak deceleration of 8g. Lift created by varying the angle of attack between 90 and 60 deg. is effective in decreasing the maximum deceleration and allows the range to the "recovery" point (where transition is made from reentry to gliding flight) to be increased by as much as 2,300 miles. A sideslip angle of 30 deg. allows lateral displacement of the flight path by as much as 60 deg. miles. Reaction controls would provide control-attitude alignment during the orbit phase. For the reentry phase this configuration should have low static longitudinal and roll stability in the 90 deg. angle-of-attack attitude. Control could be effected by leading-edge and trailing-edge flaps. Transition into the landing phase would be accomplished at an altitude of about 100,000 feet by unfolding the outer wing panels and pitching over to low angles of attack. Calculations indicate that glides can be made from the recovery point to airfields at ranges of from 150 to 200 miles, depending upon the orientation with respect to the original course.

Cheatham, Donald C.↗
NASA NTRS1960

Problems Involved in an Emergency Method of Guiding a Gliding Vehicle from High Altitudes to a High Key Position

An investigation has been conducted to determine the problems involved in an emergency method of guiding a gliding vehicle from high altitudes to a high key position (initial position) above a landing field. A jet airplane in a simulated flameout condition, conventional ground-tracking radar, and a scaled wire for guidance programming on the radar plotting board were used in the tests. Starting test altitudes varied from 30,000 feet to 46,500 feet, and starting positions ranged 8.4 to 67 nautical miles from the high key. Specified altitudes of the high key were 12,000, 10,000 or 4,000 feet. Lift-drag ratios of the aircraft of either 17, 16, or 6 were held constant during any given flight; however, for a few flights the lift-drag ratio was varied from 11 to 6. Indicated airspeeds were held constant at either 160 or 250 knots. Results from these tests indicate that a gliding vehicle having a lift-drag ratio of 16 and an indicated approach speed of 160 knots can be guided to within 800 feet vertically and 2,400 feet laterally of a high key position. When the lift-drag ratio of the vehicle is reduced to 6 and the indicated approach speed is raised to 250 knots, the radar controller was able to guide the vehicle to within 2,400 feet vertically and au feet laterally of the high key. It was also found that radar stations which give only azimuth-distance information could control the glide path of a gliding vehicle as well as stations that receive azimuth-distance-altitude information, provided that altitude information is supplied by the pilot.

Jewel, Joseph W., Jr.↗
NASA NTRS1959

The Effect of Lift-Drag Ratio and Speed on the Ability to Position a Gliding Aircraft for a Landing on a 5,000-Foot Runway

Flight tests were made to determine the capability of positioning a gliding airplane for a landing on a 5,000-foot runway with special reference to the gliding flight of a satellite vehicle of fixed configuration upon reentry into the earth's atmosphere. The lift-drag ratio and speed of the airplane in the glides were varied through as large a range as possible. The results showed a marked tendency to undershoot the runway when the lift-drag ratios were below certain values, depending upon the speed in the glide. A straight line dividing the successful approaches from the undershoots could be drawn through a lift-drag ratio of about 3 at 100 knots and through a lift-drag ratio of about 7 at 185 knots. Provision of a drag device would be very beneficial, particularly in reducing the tendency toward undershooting at the higher speeds.

Reeder, John P.↗
NASA NTRS1983

Flight-test of the glide-slope track and flare-control laws for an automatic landing system for a powered-lift STOL airplane

An automatic landing system was developed for the Augmentor Wing Jet STOL Research Airplane to establish the feasibility and examine the operating characteristics of a powered-lift STOL transport flying a steep, microwave landing system (MLS) glide slope to automatically land on a STOL port. The flight test results address the longitudinal aspects of automatic powered lift STOL airplane operation including glide slope tracking on the backside of the power curve, flare, and touchdown. Three different autoland control laws were evaluated to demonstrate the tradeoff between control complexity and the resulting performance. The flight test and simulation methodology used in developing conventional jet transport systems was applied to the powered-lift STOL airplane. The results obtained suggest that an automatic landing system for a powered-lift STOL airplane operating into an MLS-equipped STOL port is feasible. However, the airplane must be provided with a means of rapidly regulation lift to satisfactorily provide the glide slope tracking and control of touchdown sink rate needed for automatic landings.

Watson, D. M.↗
NASA NTRS1933

The D.V.L. Gliding-angle Control : W. Hubner Design

This report describes a device for arbitrary enlargement of the gliding angle of airplanes, especially of such with flat gliding angle and difficult landing characteristics. The D.V.L. gliding angle control (design, Hubner) permits a local interruption of the lift distribution along the span and consequently an increased induced drag. The mechanism comprises two wing rudders operated by lever from the pilot's cockpit. Said rudders are fitted on the top side of the wing near the leading edge. The displacement of these rudders results in a separation of the air flow on the top side of the wing.

Hubner, Walter↗
NASA NTRS2003

Observations of Glide and Decomposition of a<101> Dislocations at High Temperatures in Ni-Al Single Crystals Deformed along the Hard Orientation

Ni-44at.% Al and Ni-50at.% single crystals were tested in compression in the hard (001) orientations. The dislocation processes and deformation behavior were studied as a function of temperature, strain and strain rate. A slip transition in NiAl occurs from alpha(111) slip to non-alphaaaaaaaaaaa9111) slip at intermediate temperatures. In Ni-50at.% Al single crystal, only alpha(010) dislocations are observed above the slip transition temperature. In contrast, alpha(101)(101) glide has been observed to control deformation beyond the slip transition temperature in Ni-44at.%Al. alpha(101) dislocations are observed primarily along both (111) directions in the glide plane. High-resolution transmission electron microscopy observations show that the core of the alpha(101) dislocations along these directions is decomposed into two alpha(010) dislocations, separated by a distance of approximately 2nm. The temperature window of stability for these alpha(101) dislocations depends upon the strain rate. At a strain rate of 1.4 x 10(exp -4)/s, lpha(101) dislocations are observed between 800 and 1000K. Complete decomposition of a alpha(101) dislocations into alpha(010) dislocations occurs beyond 1000K, leading to alpha(010) climb as the deformation mode at higher temperature. At lower strain rates, decomposition of a alpha(101) dislocations has been observed to occur along the edge orientation at temperatures below 1000K. Embedded-atom method calculations and experimental results indicate that alpha(101) dislocation have a large Peieris stress at low temperature. Based on the present microstructural observations and a survey of the literature with respect to vacancy content and diffusion in NiAl, a model is proposed for alpha(101)(101) glide in Ni-44at.%Al, and for the observed yield strength versus temperature behavior of Ni-Al alloys at intermediate and high temperatures.

Srinivasan, R.↗
NASA NTRS1950

Investigations of Lateral Stability of a Glide Bomb Using Automatic Control Having No Time Lag

The investigation of the lateral stability of an automatically controlled glide bomb led also to the attempt of clarifying the influence of a phugoid oscillation or of any general longitudinal oscillation on the lateral stability of a glide bomb. Under the assumption that its period of oscillation considerably exceeds the rolling and yawing oscillation and that c(sub a) is, at least in sections, practically constant, the result of this test is quite simple. It becomes clear that the influence of the phugoid oscillation may be replaced by suitable variation of the rolling-yawing moment on a rectilinear flight path instead of the phugoid oscillation. If the flying weight of the glide bomb of unchanged dimensions is increased, an increase of the flight velocity will be more favorable than an increase of the lift coefficient. The arrangement of the control permits lateral stability to be achieved in every case; a minimum rolling moment due to sideslip proves of great help.

Sponder, E. W.↗
DOE OSTI2025

Hydrogen influences thermal activation parameters for dislocation glide during low cycle fatigue of 316L stainless steel

Measurements of activation areas are used to investigate the effect of hydrogen on the kinetics of dislocation glide during cyclic deformation in cold-worked 316L stainless steel. Non-charged and hydrogen-precharged (H-precharged) specimens were tested in low cycle fatigue (LCF) under plastic strain control. A series of plastic strain rate changes was performed periodically at the peak true plastic strain from the first cycle to half-life, and at various plastic strain values around stable hysteresis loops near half-life to determine the operational activation area, Δ a ∗. Both material conditions demonstrate a rapid increase in Δ a ∗ during the initial rapid softening followed by a region of approximately constant values coinciding with a reduced rate of softening. Near half-life, hydrogen reduces Δ a ∗ at a given true stress due to its effect on the activation distance and obstacle spacing. The magnitudes of Δ a ∗ reveal that bypassing solutes, cutting forest dislocations, and initiating cross slip are important mechanisms of thermally activated dislocation glide at all amplitudes, except hydrogen suppresses cross slip at the lowest plastic strain amplitudes. These results are supported by electron microscopy characterization of deformed microstructures. A Haasen plot analysis indicates that forest dislocations control the kinetics of deformation in both material conditions. It also reveals the presence of athermal obstacles in both non-charged and H-precharged conditions, likely dense dislocation tangles and cell walls. Additionally, the effect of hydrogen on microstructure evolution (by reducing the propensity for cross slip) leads to a dependence of athermal stress on plastic strain amplitude.

Activation area↗
DOE OSTI2025

Rationalization of the tensile creep behavior of the Nb45Ta25Ti15Hf15 bcc refractory complex concentrated alloy using Rao-Suzuki screw dislocation glide model

Published experimental tensile creep data for refractory body-centered cubic alloy Nb45Ta25Ti15Hf15 (NTTH) at temperatures ranging from 850–950 °C and applied tensile stresses 50–300 MPa are analyzed using the Rao-Suzuki screw dislocation glide model of solid solution strengthening. It is shown that the experimental creep data as well as transmission electron microscopy observations of post- creep deformation dislocation microstructure are in agreement with the model results. This suggests that the creep deformation of NTTH at 850–950 °C is controlled by screw dislocation glide.

Rao, Satish I↗