SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
NASA Ames SimLabs is home to unique simulation facilities capable of a wide range of aerospace systems research. This presentation will focus on the Vertical Motion Simulator with thoughts on future AR/VR applications and research.
The temporal evolution of the stratospheric aerosol distribution in the tropical stratospheric reservoir after the eruption of Mount Pinatubo was observed from 1992 to 1995 by the HALOE instrument on the UARS satellite. Since the spatial gradient of aerosol loading is large at the boundaries of the tropical stratospheric reservoir due to the volcanic aerosols, the effect of the meridional circulation on the distribution is seen clearly. The mechanism for dispersal of aerosol in the lower stratosphere from the tropics into midlatitudes strongly depends on the phase of the equatorial zonal wind. The time-latitude cross sections of the normalized distribution of aerosol on isentropic surfaces are used to observe the equatorial variation as well as change in meridional dispersal during the quasi-biennial period. Observed tropical stratospheric winds are used with a simple analytical dynamical model to examine transport processes of tracers from the tropics during several phases of the quasi-biennial oscillation (QBO) from 1992 to 1995. The Lagrangian meridional circulation in the tropics is consistent with the vertical and meridional velocities correlated with the QBO in the zonal wind. We find that vertical motion plays a crucial role in vertical and subsequent meridional transport. The pattern of meridional divergence derived from the vertical velocity is closely related to the observed HALOE aerosol distributions and their temporal development in the equatorial region. The westerly (easterly) shear phase of the QBO is associated with sinking (rising) motions at the equator and subsequent poleward (equatorward) transport in the lower stratosphere.
Research conducted using the Vertical Motion Simulator at the NASA Ames Research Center examined the contributions of platform motion and visual level-of-detail (LOD) cueing to tasks that required altitude and/or yaw control in a simulated AH-64 Apache helicopter. Within the altitude control tasks the LOD manipulation caused optical density to change across altitudes by a small, moderate, or large amount; while platform motion was either present or absent. The results from these tasks showed that both constant optical density and platform motion improved altitude awareness in an altitude repositioning task, while the presence of platform motion also led to improved performance in a vertical rate control task. The yaw control tasks had pilots'sit 4.5 ft in front of the center of rotation, thus subjecting them to both rotational and lateral motions during a yaw. The pilots were required to regulate their yaw, while the platform motion was manipulated in order to present all combinations of the resulting rotational and lateral motion components. Ratings of simulation fidelity and sensed platform motion showed that the pilots were relatively insensitive to the rotational component, but highly aware of the lateral component. Together these findings show that: 1) platform motion cues are important when speed regulation is required during altitude change; 2) platform motion contributes to the perception of movement amplitude; 3) lateral, but not rotational, motion cues are essential to the perception of vehicle yaw; and 4) LOD management yielding constant optical density across altitudes improves altitude awareness.
This report is directed to the problem of developing an adequate but not overly complex linear flight dynamics analytical model of a rotorcraft to study stability, control, gust and random turbulence responses. Since the conventional flight dynamics analysis using quasisteady rotor derivatives is adequate for the long period modes like the phugoid mode, only short time responses are considered here, where rotor-body coupling is of importance. Thus the body motion consists of pitch, roll and vertical motion, omitting linear longitudinal and lateral and yaw perturbations. Five analytical models of varying degree of sophistication are applied to a hypothetical hingeless compound helicopter operating up to .8 rotor advance ratio. Stability and response data are obtained for the basic helicopter and for the vehicle with two simple control feedback systems.
A general form of an optimal washout filter is derived using state-space linear optimal control theory, and this is applied to the design of washout filters of various types of moving base motion simulators, including the NASA's vertical motion simulator. Attention is given to the linear elements of a washout filter. One of the nonlinearities considered is braking which may be required near the end of the simulator excursion to prevent a crash. Although the general form of the optimal washout filter is applicable to time-variant system, the applications analyzed in the study are restricted to time-invariant cases.
The use of spatial orientation models in the design and evaluation of control systems for motion-base flight simulators is investigated experimentally. The development of a high-fidelity motion drive controller using an optimal control approach based on human vestibular models is described. The formulation and implementation of the optimal washout system are discussed. The effectiveness of the motion washout system was evaluated by studying the response of six motion washout systems to the NASA/AMES Vertical Motion Simulator for a single dash-quick-stop maneuver. The effects of the motion washout system on pilot performance and simulator acceptability are examined. The data reveal that human spatial orientation models are useful for the design and evaluation of flight simulator motion fidelity.
A modeling effort is presented for the nature of the stratospheric haze on Titan, under several simplifying assumptions; chief among these is that the aerosols in question are of a single composition, and involatile. It is further assumed that a one-dimensional model is capable of simulating the general characteristics of the aerosol. It is suggested in this light that the detached haze on Titan may be a manifestation of organized, Hadley-type motions above 300 km altitude, with vertical velocities of 1 cm/sec. The hemispherical asymmetry of the visible albedo may be due to organized vertical motions within the upper 150-200 km of the haze.
We present results of molecular dynamics simulations of a glycerol 1-monooleate bilayer in water. The total length of analyzed trajectories is 5ns. The calculated width of the bilayer agrees well with the experimentally measured value. The interior of the membrane is in a highly disordered fluid state. Atomic density profile, orientational and conformational distribution functions, and order parameters indicate that disorder increases toward the center of the bilayer. Analysis of out-of-plane thermal fluctuations of the bilayer surfaces occurring at the time scale of the present calculations reveals that the distribution of modes agrees with predictions of the capillary wave model. Fluctuations of both bilayer surfaces are uncorrelated, yielding Gaussian distribution of instantaneous widths of the membrane. Fluctuations of the width produce transient thinning defects in the bilayer which occasionally span almost half of the membrane. The leading mechanism of these fluctuations is the orientational and conformational motion of head groups rather than vertical motion of the whole molecules. Water considerably penetrates the head group region of the bilayer but not its hydrocarbon core. The total net excess dipole moment of the interfacial water points toward the aqueous phase, but the water polarization profile is non-monotonic. Both water and head groups significantly contribute to the surface potential across the interface. The calculated sign of the surface potential is in agreement with that from experimental measurements, but the value is markedly overestimated. The structural and electrical properties of the water-bilayer system are discussed in relation to membrane functions, in particular transport of ions and nonelectrolytes across membranes.
The processes which contribute to the ozone evolution in the high latitude northern lower stratosphere are evaluated using a three dimensional model simulation and ozone observations. The model uses winds and temperatures from the Goddard Earth Observing System Data Assimilation System. The simulation results are compared with ozone observations from three platforms: the differential absorption lidar (DIAL) which was flown on the NASA DC-8 as part of the Vortex Ozone Transport Experiment; the Microwave Limb Sounder (MLS); the Polar Ozone and Aerosol Measurement (POAM II) solar occultation instrument. Time series for the different data sets are consistent with each other, and diverge from model time series during December and January. The model ozone in December and January is shown to be much less sensitive to the model photochemistry than to the model vertical transport, which depends on the model vertical motion as well as the model vertical gradient. We evaluate the dependence of model ozone evolution on the model ozone gradient by comparing simulations with different initial conditions for ozone. The modeled ozone throughout December and January most closely resembles observed ozone when the vertical profiles between 12 and 20 km within the polar vortex closely match December DIAL observations. We make a quantitative estimate of the uncertainty in the vertical advection using diabatic trajectory calculations. The net transport uncertainty is significant, and should be accounted for when comparing observations with model ozone. The observed and modeled ozone time series during December and January are consistent when these transport uncertainties are taken into account.
A piloted simulation that examined the effects of yaw motion cues on pilot-vehicle performance, pilot workload, and pilot motion perception was conducted on the NASA Ames Vertical Motion Simulator. The vehicle model that was used represented an AH-64 helicopter. Three tasks were performed in which only combinations of vehicle yaw and vertical displacement were allowed. The commands issued to the motion platform were modified to present the following four motion configurations for a pilot located forward of the center of rotation: (1) only the linear translations, (2) only the angular rotation, (3) both the linear translations and the angular rotation, and (4) no motion. The objective data indicated that pilot-vehicle performance was reduced and the necessary control activity increased when linear motion was removed; however, the lack of angular rotation did not result in a measured degradation for almost all cases. Also, pilots provided subjective assessments of their compensation required, the motion fidelity, and their judgment of whether or not linear or rotational cockpit motion was present. Ratings of compensation and fidelity were affected only by linear acceleration, and the rotational motion had no significant impact. Also, when only linear motion was present, pilots typically reported the presence of rotation. Thus, linear acceleration cues, not yaw rotational cues, appear necessary to simulate hovering flight.
A large piloted vertical motion simulator was used to assess the performance of a preliminary decoupling control law for an early version of the F-8 oblique wing research demonstrator airplane. Evaluations were performed for five discrete flight conditions, ranging from low-altitude subsonic Mach numbers to moderate-altitude supersonic Mach numbers. Asymmetric sideforce as a function of angle of attack was found to be the primary cause of both the lateral acceleration noted in pitch and the tendency to roll into left turns and out of right turns. The flight control system was shown to be effective in generally decoupling the airplane and reducing the lateral acceleration in pitch maneuvers.
An autopilot logic is designed here for controlling a helicopter with a hanging load. A 16th order model for the system is decoupled into four subsystems: (1) a second order system for yawing motion, (2) a second order system for vertical motion, (3) a sixth order system for longitudinal motion, and (4) a sixth order system for lateral motion. A measuring scheme, which could be used in remote areas, is developed and filters are designed to estimate the state variables from these measurements. The autopilot can be used to move the load over short distances without retracting the cables. This is done by automatically shifting the autopilot modes from position-hold (hover) to acceleration-hold to velocity-hold (cruise) to deceleration-hold to velocity-hold (near hover) to position-hold (hover). Use of such an autopilot might save considerable turnaround time. The Sikorsky S-61 helicopter is chosen as an example vehicle. The performance of the controlled system is studied in the presence of longitudinal and lateral winds.
Active stabilization logic is synthesized to hold a feed at the focus of a spacecraft antenna dish. The feed support structure is modeled as a tetrahedron made up of flexible bars and connected to the dish by six short legs containing force actuators. Using the symmetry of the structure, the model can be decomposed into four uncoupled subsystems: pitch/forward motions with four degrees of freedom (DOF) and two controls; roll/lateral motions with four DOF and two controls; vertical motions with three DOF and one control; and yaw motion with one DOF and one control. This greatly simplifies the synthesis of control logic.
Quantitative models for the dynamics of the human vestibular system are applied to the design and evaluation of flight simulator platform motion. An optimal simulator motion control algorithm is generated to minimize the vector difference between perceived spatial orientation estimated in flight and in simulation. The motion controller has been implemented on the Vertical Motion Simulator at NASA Ames Research Center and evaluated experimentally through measurement of pilot performance and subjective rating during VTOL aircraft simulation. In general, pilot performance in a longitudinal tracking task (formation flight) did not appear to be sensitive to variations in platform motion condition as long as motion was present. However, pilot assessment of motion fidelity by means of a rating scale designed for this purpose, were sensitive to motion controller design. Platform motion generated with the optimal motion controller was found to be generally equivalent to that generated by conventional linear crossfeed washout. The vestibular models are used to evaluate the motion fidelity of transport category aircraft (Boeing 727) simulation in a pilot performance and simulator acceptability study at the Man-Vehicle Systems Research Facility at NASA Ames Research Center. Eighteen airline pilots, currently flying B-727, were given a series of flight scenarios in the simulator under various conditions of simulator motion. The scenarios were chosen to reflect the flight maneuvers that these pilots might expect to be given during a routine pilot proficiency check. Pilot performance and subjective rating of simulator fidelity was relatively insensitive to the motion condition, despite large differences in the amplitude of motion provided. This lack of sensitivity may be explained by means of the vestibular models, which predict little difference in the modeled motion sensations of the pilots when different motion conditions are imposed.
The use of high-fidelity motion cues to reduce the discrepancy between visually implied motion and actual motion is tested experimentally using the NASA Vertical Motion Simulator (VMS). Ten pilot subjects use the VMS to fly simulated S-turns and sawtooths which generate a high incidence of motion sickness. The subjects fly the maneuvers on separate days both with and without use of a motion base provided by the VMS, and data are collected regarding symptoms, dark focus, and postural equilibrium. The motion-base condition is shown to be practically irrelevant with respect to the incidence and severity of motion sickness. It is suggested that the data-collection procedure cannot detect differences in sickness levels, and the false cues of the motion condition are theorized to have an adverse impact approximately equivalent to the absence of cues in a fixed-base condition.
Contemporary simulator motion drive algorithms typically are designed in an analog (continuous) environment, but are implemented in a digital (discrete) environment. The intended continuous system, specified as frequency domain (Laplace transform) transfer functions, may not be represented properly by the algorithms used for digital implementation. The motion drive software in use with the Vertical Motion Simulator at Ames Research Center was investigated recently; the original algorithms (Euler) were changed to a state transition method. Comparison of the frequency responses of the original and new implementations showed that the state transition method more closely approximates the desired analog responses. In addition, test pilots who evaluated both implementations preferred the motions generated with the state transition method over those generated with the Euler integration method.
A piloted motion simulator evaluation, using the NASA Ames Vertical Motion Simulator, was conducted in support of a NASA Lewis Contractual study of the integration of flight and propulsion systems of a STOVL aircraft. Objectives of the study were to validate the Design Methods for Integrated Control Systems (DMICS) concept, to evaluate the handling qualities, and to assess control power usage. The E-7D ejector-augmentor STOVL fighter design served as the basis for the simulation. Handling-qualities ratings were obtained during precision hover and shipboard landing tasks. Handling-qualities ratings for these tasks ranged from satisfactory to adequate. Further improvement of the design process to fully validate the DMICS concept appears to be warranted.
A 44 case study analysis of the large-scale atmospheric structure associated with development of accident-producing aircraft turbulence is described. Categorization is a function of the accident location, altitude, time of year, time of day, and the turbulence category, which classifies disturbances. National Centers for Environmental Prediction Reanalyses data sets and satellite imagery are employed to diagnose synoptic scale predictor fields associated with the large-scale environment preceding severe turbulence. These analyses indicate a predominance of severe accident-producing turbulence within the entrance region of a jet stream at the synoptic scale. Typically, a flow curvature region is just upstream within the jet entrance region, convection is within 100 km of the accident, vertical motion is upward, absolute vorticity is low, vertical wind shear is increasing, and horizontal cold advection is substantial. The most consistent predictor is upstream flow curvature and nearby convection is the second most frequent predictor.