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At least 199 records · Page 11
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NASA NTRS1997

Reynolds Stress Balance in Plane Wakes Subjected to Irrotational Strains

Direct numerical simulations of time-evolving turbulent plane wakes developing in the presence of various irrotational plane strains have been generated. A pseudospectral numerical method with up to 25 million modes is used to solve the equations in a reference frame moving with the irrotational strain. The initial condition for each simulation is taken from a previous turbulent self-similar plane wake direct numerical simulation at a velocity deficit Reynolds number, R(sub e), of about 2,000. All the terms in the equations governing the evolution of the Reynolds stresses have been calculated. The relative importance of the various terms is examined for the different strain geometries and the behavior of the individual terms is used to better assess whether the strained wakes are evolving self-similarly.

Rogers, Miichael M.↗
NASA NTRS2003

Influence Of Holes On The In-Plane Tensile Strength And Fatigue Durability Of A NICALON(Trademark)/Si-N-C Ceramic Matrix Composite

Effects of different sizes of holes as well as different percentages of open areas on the in-plane tensile strength and fatigue durability of the SiC/Si-N-C composite were investigated in this study. Test specimens with no holes, four different diameters of holes (1.0 to 3.2 mm), and four different open areas (20 to 35%) were machined. All mechanical testing was performed in air at a temperature of 910 C. Fatigue tests were conducted with a load ratio, R = 0.05, and a frequency of 0.33 Hz. In general, both the in-plane tensile strength of the composite and its fatigue durability decreased with an increase in the size of the hole and percentage of the open area. Reductions in the in-plane tensile strength and cyclic fatigue life of the composite were described by empirical equations with the diameter of the hole and the percent open area as the independent variables. The validity of these two empirical equations was verified with additional tensile and fatigue test data generated on the composite specimens.

Kalluri, Sreeramesh↗
NASA NTRS2003

Orbital Space Plane (OSP) Program at Lockheed Martin

Lockheed Martin has been an active participant in NASA's Space Launch Initiative (SLI) programs over the past several years. SLI, part of NASA's Integrated Space Transportation Plan (ISTP), was restructured in November 2002 to focus the overall theme of safer, more affordable space transportation along two paths the Orbital Space Plane (OSP) and the Next Generation Launch Technology programs. The Orbital Space Plane program has the goal of providing rescue capability from the International Space Station by 2008 or earlier and transfer capability for crew (and contingency cargo) by 2012. The Next Generation Launch Technology program is combining research and development efforts from the 2d Generation Reusable Launch Vehicle (2GRLV) program with cutting-edge, advanced space transportation programs (previously designated 31d Generation) into one program aimed at enabling safe, reliable, cost-effective reusable launch systems by the middle of the next decade. Lockheed Martin is one of three prime contractors working to bring Orbital Space Plane system concepts to a system design level of maturity by December 2003. This paper and presentation will update the aerospace community on the progress of the OSP program, from an industry perspective, and provide insights into Lockheed Martin's role in enabling the vision of a safer, more affordable means of taking people to and from space.

Ford, Robert↗
NASA NTRS2003

Orbital Space Plane (OSP) Program

Lockheed Martin has been an active participant in NASA's Space Launch Initiative (SLI) programs over the past several years. SLI, part of NASA's Integrated Space Transportation Plan (ISTP), was restructured in November of 2002 to focus the overall theme of safer, more afford-able space transportation along two paths - the Orbital Space Plane Program and the Next Generation Launch Technology programs. The Orbital Space Plane Program has the goal of providing rescue capability from the International Space Station by 2008 and transfer capability for crew (and limited cargo) by 2012. The Next Generation Launch Technology program is combining research and development efforts from the 2nd Generation Reusable Launch Vehicle (2GRLV) program with cutting-edge, advanced space transportation programs (previously designated 3rd Generation) into one program aimed at enabling safe, reliable, cost-effective reusable launch systems by the middle of the next decade. Lockheed Martin is one of three prime contractors working to bring Orbital Space Plane system concepts to a system definition level of maturity by December of 2003. This paper and presentation will update the international community on the progress of the' OSP program, from an industry perspective, and provide insights into Lockheed Martin's role in enabling the vision of a safer, more affordable means of taking people to and from space.

McKenzie, Patrick M.↗
NASA NTRS2003

Orbital Space Plane Program Status

The Orbital Space Plane Program is an integral part of NASA's Integrated Space Transportation Program (ISTP). The ISTP consists of three major programs: Space Shuttle, Orbital Space Plane, and Next Generation Launch Technology. The Orbital Space Plane (OSP) Program will develop a new Crew Transfer Vehicle (CTV) with multipurpose utility for the Agency. The CTV will complement and back up the Space Shuttle by taking crews to and from the International Space Station (ISS), as well as enable a transition path to future reusable launch vehicle systems. In the CTV development cycle, around 2010 it will be used as a Crew Return Vehicle (CRV). The OSP will be launched on an Evolved Expendable Launch Vehicle (EELV). NASA is in the process of establishing Level 1 Requirements and initiating concept studies. Ongoing flight demonstrators will continue, while new flight demonstrator projects will begin. The OSP Program contains two elements: (1) Technology and Demonstrations, and (2) Design, Development, and Production. The OSP Design, Development, and Production element will enter the Formulation Phase in FY03. Per NASA Procedures and Guidelines 7120.5B, the Formulation Phase will be utilized to establish the Program schedule and budget plans. Current budget planning is based on Phase A concept studies being conducted in FY03 and FY04, preliminary design activities conducted in FY04 and FY05, and a Preliminary Design Review in FY05. An OSP full-scale development decision will be made in FY05. At that point, a conclusion to proceed will result in the OSP Program transitioning from the Formulation Phase to the Development Phase.

Dumbacher, Daniel L.↗
NASA NTRS2003

Turbulent Plane Wakes Subjected to Successive Strains

Six direct numerical simulations of turbulent time-evolving strained plane wakes have been examined to investigate the response of a wake to successive irrotational plane strains of opposite sign. The orientation of the applied strain field has been selected so that the flow is the time-developing analogue of a spatially developing wake evolving in the presence of either a favourable or an adverse streamwise pressure gradient. The magnitude of the applied strain rate a is constant in time t until the total strain e(sup at) reaches about four. At this point, a new simulation is begun with the sign of the applied strain being reversed (the original simulation is continued as well). When the total strain is reduced back to its original value of one, yet another simulation is begun with the sign of the strain being reversed again back to its original sign. This process is done for both initially "favourable" and initially "adverse" strains, providing simulations for each of these strain types from three different initial conditions. The evolution of the wake mean velocity deficit and width is found to be very similar for all the adversely strained cases, with both measures rapidly achieving exponential growth at the rate associated with the cross-stream expansive strain e(sup at). In the "favourably" strained cases, the wake widths approach a constant and the velocity deficits ultimately decay rapidly as e(sup -2at). Although all three of these cases do exhibit the same asymptotic exponential behaviour, the time required to achieve this is longer for the cases that have been previously adversely strained (by at approx. equals 1). These simulations confirm the generality of the conclusions drawn in Rogers (2002) regarding the response of plane wakes to strain. The evolution of strained wakes is not consistent with the predictions of classical self-similar analysis; a more general equilibrium similarity solution is required to describe the results. At least for the cases considered here, the wake Reynolds number and the ratio of the turbulent kinetic energy to the square of the wake mean velocity deficit are determined nearly entirely by the total strain. For these measures the order in which the strains are applied does not matter and the changes brought about by the strain are nearly reversible. The wake mean velocity deficit and width, on the other hand, differ by about a factor of three when the total strain returns to one, depending on whether the wake was first "favourably" or "adversely" strained. The strain history is important for predicting the evolution of these quantities.

Rogers, Michael M.↗
NASA NTRS2003

Coupling Between Microstrip Lines With Finite Width Ground Plane Embedded in Thin Film Circuits

Three-dimensional (3D) interconnects built upon multiple layers of polyimide are required for constructing 3D circuits on CMOS (low resistivity) Si wafers, GaAs, and ceramic substrates. Thin film microstrip lines (TFMS) with finite width ground planes embedded in the polyimide are often used. However, the closely spaced TFMS lines a r e susceptible to high levels of coupling, which degrades circuit performance. In this paper, Finite Difference Time Domain (FDTD) analysis and experimental measurements a r e used to show that the ground planes must be connected by via holes to reduce coupling in both the forward and backward directions. Furthermore, it is shown that coupled microstrip lines establish a slotline type mode between the two ground planes and a dielectric waveguide type mode, and that the via holes recommended here eliminate these two modes.

Ponchak, George E.↗
NASA NTRS2003

Fatigue Crack Growth Rate and Stress-Intensity Factor Corrections for Out-of-Plane Crack Growth

Fatigue crack growth rate testing is performed by automated data collection systems that assume straight crack growth in the plane of symmetry and use standard polynomial solutions to compute crack length and stress-intensity factors from compliance or potential drop measurements. Visual measurements used to correct the collected data typically include only the horizontal crack length, which for cracks that propagate out-of-plane, under-estimates the crack growth rates and over-estimates the stress-intensity factors. The authors have devised an approach for correcting both the crack growth rates and stress-intensity factors based on two-dimensional mixed mode-I/II finite element analysis (FEA). The approach is used to correct out-of-plane data for 7050-T7451 and 2025-T6 aluminum alloys. Results indicate the correction process works well for high DeltaK levels but fails to capture the mixed-mode effects at DeltaK levels approaching threshold (da/dN approximately 10(exp -10) meter/cycle).

Forth, Scott C.↗
NASA NTRS2001

A Curved, Elastostatic Boundary Element for Plane Anisotropic Structures

The plane-stress equations of linear elasticity are used in conjunction with those of the boundary element method to develop a novel curved, quadratic boundary element applicable to structures composed of anisotropic materials in a state of plane stress or plane strain. The curved boundary element is developed to solve two-dimensional, elastostatic problems of arbitrary shape, connectivity, and material type. As a result of the anisotropy, complex variables are employed in the fundamental solution derivations for a concentrated unit-magnitude force in an infinite elastic anisotropic medium. Once known, the fundamental solutions are evaluated numerically by using the known displacement and traction boundary values in an integral formulation with Gaussian quadrature. All the integral equations of the boundary element method are evaluated using one of two methods: either regular Gaussian quadrature or a combination of regular and logarithmic Gaussian quadrature. The regular Gaussian quadrature is used to evaluate most of the integrals along the boundary, and the combined scheme is employed for integrals that are singular. Individual element contributions are assembled into the global matrices of the standard boundary element method, manipulated to form a system of linear equations, and the resulting system is solved. The interior displacements and stresses are found through a separate set of auxiliary equations that are derived using an Airy-type stress function in terms of complex variables. The capabilities and accuracy of this method are demonstrated for a laminated-composite plate with a central, elliptical cutout that is subjected to uniform tension along one of the straight edges of the plate. Comparison of the boundary element results for this problem with corresponding results from an analytical model show a difference of less than 1%.

Smeltzer, Stanley S.↗
NASA NTRS2001

Use of abnormal preprophase bands to decipher division plane determination

Many premitotic plant cells possess a cortical preprophase band of microtubules and actin filaments that encircles the nucleus. In vacuolated cells, the preprophase band is visibly connected to the nucleus by a cytoplasmic raft of actin filaments and microtubules termed the phragmosome. Typically, the location of the preprophase band and phragmosome corresponds to, and thus is thought to influence, the location of the cell division plane. To better understand the function of the preprophase band and phragmosome in orienting division, we used a green fluorescent protein-based microtubule reporter protein to observe mitosis in living tobacco bright yellow 2 cells possessing unusual preprophase bands. Observations of mitosis in these unusual cells support the involvement of the preprophase band/phragmosome in properly positioning the preprophase nucleus, influencing spindle orientation such that the cytokinetic phragmoplast initially grows in an appropriate direction, and delineating a region in the cell cortex that attracts microtubules and directs later stages of phragmoplast growth. Thus, the preprophase band/phragmosome appears to perform several interrelated functions to orient the division plane. However, functional information associated with the preprophase band is not always used or needed and there appears to be an age or distance-dependent character to the information. Cells treated with the anti-actin drug, latrunculin B, are still able to position the preprophase nucleus suggesting that microtubules may play a dominant role in premitotic positioning. Furthermore, in treated cells, spindle location and phragmoplast insertion are frequently abnormal suggesting that actin plays a significant role in nuclear anchoring and phragmoplast guidance. Thus, the microtubule and actin components of the preprophase band/phragmosome execute complementary activities to ensure proper orientation of the division plane.

NASA Discipline Plant Biology↗
NASA NTRS2006

Eta Carinae: Orientation of The Orbital Plane

Evidence continues to build that Eta Carinae is a massive binary system with a hidden hot companion in a highly elliptical orbit. We present imaging and spectroscopic evidence that provide clues to the orientation of the orbital plane. The circumstellar ejecta, known as the Homunculus and Little Homunculus, are hourglass-shaped structures, one encapsulated within the other, tilted at about 45 degrees from the sky plane. A disk region lies between the bipolar lobes. Based upon their velocities and proper motions, Weigelt blobs B, C and D, very bright emission clumps 0.1 to 0.3" Northwest from Eta Carinae, lie in the disk. UV flux from the hot companion, Eta Car B, photoexcites the Weigelt blobs. Other clumps form a complete chain around the star, but are not significantly photoexcited. The strontium filament, a 'neutral' emission structure, lies in the same general direction as the Weigelt blobs and exhibits peculiar properties indicative that much mid-UV, but no hydrogen-ionizing radiation impinges on this structure. It is shielded by singly-ionized iron. P Cygni absorptions in Fe I I lines, seen directly in line of sight from Eta Carinae, are absent in the stellar light scattered by the Weigelt blobs. Rather than a strong absorption extending to -600 km/s, a low velocity absorption feature extends from -40 to -150 km/s. No absorbing Fe II exists between Eta Carinae and Weigelt D, but the outer reaches of the wind are intercepted in line of sight from Weigelt D to the observer. This indicates that the UV radiation is constrained by the dominating wind of Eta Car A to a small cavity carved out by the weaker wind of Eta Car B. Since the high excitation nebular lines are seen in the Weigelt blobs at most phases, the cavity, and hence the major axis of the highly elliptical orbit, must lie in the general direction of the Weigelt blobs. The evidence is compelling that the orbital major axis of Eta Carinae is projected at -45 degrees position angle on the sky. Moreover the milliarcsecond-scale extended structure of Eta Carinae, recently detected by VLTI, may be evidence of the binary companion in the disk plane, not necessarily of a single star as a prolate spheroid extending along the ejecta polar axis.

Gull, T. R.↗
NASA NTRS2002

Residual wave front phase estimation in the reimaged lyot plane for the eclipse coronographic telescope

Coronagraphs for extra-solar planet detection remove diffracted stellar light through the combination of a coronagraphic mask and a Lyot stop. When the entrance pupil contains a nearly perfect wave fiont, most of the stellar light is absorbed at the mask. Light scattered around the spot due to mid- and high-spatial frequency phase errors in the pupil appears at the Lyot plane as speckles whose amplitudes are proportional to the local wave front phase residuals. The speckles scale with optical wavelength but are not radially smeared. The Eclipse deformable mirror (DM) can be used to modify the Lyot amplitude distribution, providing a simple means of estimating the residual phase content and controlling the wave front. To reduce the detrimental noise carried by uncontrollable high-spatial frequency wave front components, theLyot plane signal is filtered at the science plane to pass only the controllable spatial frequencies that contribute to the dark hole. The Lyot stop is then reimaged onto a detector. We demonstrate through simulations that this approach signiscantly improves the signal-to-noise ratio of the planet measurement.

coronagraph wave front sensing wave front control↗
NASA NTRS2007

CFD to Flight: Some Recent Success Stories of X-plane Design to Flight Test at the NASA Dryden Flight Research Center

Several examples from the past decade of success stories involving the design and ight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the authors personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the authors experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further re ned CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of ow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Cosentino, Gary B.↗
NASA NTRS2000

Focal plane scanner with reciprocating spatial window

A focal plane scanner having a front objective lens, a spatial window for selectively passing a portion of the image therethrough, and a CCD array for receiving the passed portion of the image. All embodiments have a common feature whereby the spatial window and CCD array are mounted for simultaneous relative reciprocating movement with respect to the front objective lens, and the spatial window is mounted within the focal plane of the front objective. In a first embodiment, the spatial window is a slit and the CCD array is one-dimensional, and successive rows of the image in the focal plane of the front objective lens are passed to the CCD array by an image relay lens interposed between the slit and the CCD array. In a second embodiment, the spatial window is a slit, the CCD array is two-dimensional, and a prism-grating-prism optical spectrometer is interposed between the slit and the CCD array so as to cause the scanned row to be split into a plurality of spectral separations onto the CCD array. In a third embodiment, the CCD array is two-dimensional and the spatial window is a rectangular linear variable filter (LVF) window, so as to cause the scanned rows impinging on the LVF to be bandpass filtered into spectral components onto the CCD array through an image relay lens interposed between the LVF and the CCD array.

Mao, Chengye↗
NASA NTRS1995

Monolithic in-based III-V compound semiconductor focal plane array cell with single stage CCD output

A monolithic semiconductor imager includes an indium-based III-V compound semiconductor monolithic active layer of a first conductivity type, an array of plural focal plane cells on the active layer, each of the focal plane cells including a photogate over a top surface of the active layer, a readout circuit dedicated to the focal plane cell including plural transistors formed monolithically with the monolithic active layer and a single-stage charge coupled device formed monolithically with the active layer between the photogate and the readout circuit for transferring photo-generated charge accumulated beneath the photogate during an integration period to the readout circuit. The photogate includes thin epitaxial semiconductor layer of a second conductivity type overlying the active layer and an aperture electrode overlying a peripheral portion of the thin epitaxial semiconductor layer, the aperture electrode being connectable to a photogate bias voltage.

Fossum, Eric R.↗
NASA NTRS2007

CFD to Flight: Some Recent Success Stories of X-Plane Design to Flight Test at the NASA Dryden Flight Research Center

Several examples from the past decade of success stories involving the design and flight test of three true X-planes will be described: in particular, X-plane design techniques that relied heavily upon computational fluid dynamics (CFD). Three specific examples chosen from the author s personal experience are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and, most recently, the X-48B Blended Wing Body Demonstrator Aircraft. An overview will be presented of the uses of CFD analysis, comparisons and contrasts with wind tunnel testing, and information derived from the CFD analysis that directly related to successful flight test. Some lessons learned on the proper application, and misapplication, of CFD are illustrated. Finally, some highlights of the flight-test results of the three example X-planes will be presented. This overview paper will discuss some of the author s experience with taking an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the key roles in which CFD plays well during this process, and some other roles in which it does not, are discussed. How wind tunnel testing complements, calibrates, and verifies CFD analysis is also covered. Lessons learned on where CFD results can be misleading are also given. Strengths and weaknesses of the various types of flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed. The paper concludes with the three specific examples, including some flight test video footage of the X-36, the X-45A, and the X-48B.

Cosentino, Gary B.↗
NASA NTRS2008

Computational Fluid Dynamics Analysis Success Stories of X-Plane Design to Flight Test

Examples of the design and flight test of three true X-planes are described, particularly X-plane design techniques that relied heavily on computational fluid dynamics(CFD) analysis. Three examples are presented: the X-36 Tailless Fighter Agility Research Aircraft, the X-45A Unmanned Combat Air Vehicle, and the X-48B Blended Wing Body Demonstrator Aircraft. An overview is presented of the uses of CFD analysis, comparison and contrast with wind tunnel testing, and information derived from CFD analysis that directly related to successful flight test. Lessons learned on the proper and improper application of CFD analysis are presented. Highlights of the flight-test results of the three example X-planes are presented. This report discusses developing an aircraft shape from early concept and three-dimensional modeling through CFD analysis, wind tunnel testing, further refined CFD analysis, and, finally, flight. An overview of the areas in which CFD analysis does and does not perform well during this process is presented. How wind tunnel testing complements, calibrates, and verifies CFD analysis is discussed. Lessons learned revealing circumstances under which CFD analysis results can be misleading are given. Strengths and weaknesses of the various flow solvers, including panel methods, Euler, and Navier-Stokes techniques, are discussed.

Cosentino, Gary B.↗
NASA NTRS2003

SIRTF Focal Plane Survey: A Pre-flight Error Analysis

This report contains a pre-flight error analysis of the calibration accuracies expected from implementing the currently planned SIRTF focal plane survey strategy. The main purpose of this study is to verify that the planned strategy will meet focal plane survey calibration requirements (as put forth in the SIRTF IOC-SV Mission Plan [4]), and to quantify the actual accuracies expected. The error analysis was performed by running the Instrument Pointing Frame (IPF) Kalman filter on a complete set of simulated IOC-SV survey data, and studying the resulting propagated covariances. The main conclusion of this study is that the all focal plane calibration requirements can be met with the currently planned survey strategy. The associated margins range from 3 to 95 percent, and tend to be smallest for frames having a 0.14" requirement, and largest for frames having a more generous 0.28" (or larger) requirement. The smallest margin of 3 percent is associated with the IRAC 3.6 and 5.8 micron array centers (frames 068 and 069), and the largest margin of 95 percent is associated with the MIPS 160 micron array center (frame 087). For pointing purposes, the most critical calibrations are for the IRS Peakup sweet spots and short wavelength slit centers (frames 019, 023, 052, 028, 034). Results show that these frames are meeting their 0.14" requirements with an expected accuracy of approximately 0.1", which corresponds to a 28 percent margin.

pointing↗