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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.

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At least 217 records · Page 12

Landing of Manned Reentry Vehicles

Landing characteristics were investigated using dynamic models. The landing speeds for several let-down systems are simulated. Demonstrations include: (1) the vertical landing of parachute-supported capsules on water; (2) reduction of landing acceleration by shaping the impact surface for water entry; (3) problems created by horizontal velocity due to wind; (4) the use of energy absorbers (yielding metal legs or torus bags) for land or water landings; (5) problems associated with horizontal land landings; (6) the use of a paraglider to aid in vehicle direction control; (7) a curved undersurface to serve as a skid-rocker to convert sinking-speed energy into angular energy; (8) horizontal-type landing obtained with winged vehicles on a hard runway; (9) the dangers of high-speed water landings; and (10) the positive effects of parachute support for landing winged vehicles.

Source record↗

Overview of Lightweight Structures for Rotorcraft Engines and Drivetrains

This is an overview presentation of research being performed in the Advanced Materials Task within the NASA Subsonic Rotary Wing Project. This research is focused on technology areas that address both national goals and project goals for advanced rotorcraft. Specific technology areas discussed are: (1) high temperature materials for advanced turbines in turboshaft engines; (2) polymer matrix composites for lightweight drive system components; (3) lightweight structure approaches for noise and vibration control; and (4) an advanced metal alloy for lighter weight bearings and more reliable mechanical components. An overview of the technology in each area is discussed, and recent accomplishments are presented.

Roberts, Gary D.↗

Boron/aluminum for space applications

Several experimental boron/aluminum structures have been built for aircraft and space vehicle applications. The success of these structures has led to the decision to use boron/aluminum tubular struts on the mid-fuselage section of the Space Shuttle Orbiter. The suitability of boron/aluminum for this application has been demonstrated in a program that involved fabricating 100 tubes and performing static, fatigue, corrosion, thermal/mechanical fatigue, and damage tolerance tests on them. Other potential applications for boron/aluminum on the Space Shuttle include the wing carry-through panels and side panels for the mid-fuselage, and the landing gear struts. These applications result in significant weight savings over conventional non-composite designs at moderate costs. Boron/aluminum can now be considered a production material that, in many cases, is competitive on a weight and/or cost basis with an all-metal or resin composite system.

Robertson, A. R.↗

Conference on Advanced Technology for Future Space Systems, Hampton, Va., May 8-10, 1979, Technical Papers

Propulsion systems for spacecraft, satellite communications technology, the design of large light-weight erectable structures for assembly in space, electronics and information processing for spacecraft, and self-diagnostic, fault-tolerant controls based on high memory and processing capabilities are discussed. Topics of the papers include the design of large delta wings for earth-to-orbit transports, dual-fuel propulsion units, magnetoplasmadynamic thrusters, heating rates on blunt-nosed bodies at various angles of attack, remote manipulators for space assembly tasks, solar electric propulsion for planetary missions, deployable space platforms with multiple payloads, the design of large offset-fed antennas, a nonlinear stress-strain relationship for metallic meshes, and adaptive sensors for spacecraft.

Source record↗

The Spectroscopic Evolution of the Symbiotic-like Recurrent Nova V407 Cygni During Its 2010 Outburst. 2. The Circumstellar Environment and the Aftermath

The nova outburst of V407 Cyg in 2010 Mar. 10 was the first observed for this star but its close resemblance to the well known symbiotic-like recurrent nova RS Oph suggests that it is also a member of this rare type of Galactic novae. The nova was the first detected at gamma-ray energies and is the first known nova explosion for this system. The extensive multiwavelength coverage of this outburst makes it an ideal comparison with the few other outbursts known for similar systems. We extend our previous analysis of the Mira and the expanding shock from the explosion to detail the time development of the photoionized Mira wind, circumstellar medium, and shocked circumstellar environment to derive their physical parameters and how they relate to large scale structure of the environment, extending the previous coverage to more than 500 days after outburst. We use optical spectra obtained at high resolution with the Nordic Optical Telescope (NOT) (R approx. =.45000 to 65000) and medium resolution Ondrejov Observatory (R approx. = 12000) data and compare the line variations with publicly available archival measurements at 30 GHz OVNR and at X-rays with Swift during the first four months of the outburst, through the end of the epoch of strong XR emission. We use nebular diagnostics and high resolution profile variations to derive the densities and locations of the extended emission. We find that the higher the ionization and/or the higher the excitation energy, the more closely the profiles resemble the He II/Ca V-type high velocity shock profile discussed in Paper I. This also accounts for the comparative development of the [N II] and [O III] isoelectronic transitions: the [O III] 4363A profile does not show the low velocity peaks while the excited [N II] 5754A does. If nitrogen is mainly N(+3) or higher in the shock, the upper state of the [N II] nebular lines will contribute but if the oxygen is O(+2) then this line is formed by recombination, masking the nebular contributor, and the lower states are collisionally quenched but emit from the low density surroundings. Absorption lines of Fe-peak ions formed in the Mira wind were visible as P Cyg profiles at low velocity before Day 69, around the time of the X-ray peak and we identified many absorption transitions without accompanying emission for metal lines. The H Balmer lines showed strong P Cyg absorption troughs that weakened during the 2010 observing period, through Day 128. The Fe-peak line profiles and flux variations were different for permitted and forbidden transitions: the E1 transitions were not visible after Day 128 but had shown a narrow peak superimposed on an extended (200 km/s) blue wing, while the M1 and E2 transitions persisted to Day 529, the last observation, and showed extended redshifted wings up of the same velocity. We distinguish the components from the shock, the photoionized environment, and the chromosphere and inner Mira wind using spectra taken more than one year after outburst. The multiple shells and radiative excitation phenomenology are similar to those recently cited for GRBs and SNIa .

Shore, S. N.↗

Damage Tolerance Issues as Related to Metallic Rotorcraft Dynamic Components

In this paper issues related to the use of damage tolerance in life managing rotorcraft dynamic components are reviewed. In the past, rotorcraft fatigue design has combined constant amplitude tests of full-scale parts with flight loads and usage data in a conservative manner to provide "safe life" component replacement times. In contrast to the safe life approach over the past twenty years the United States Air Force and several other NATO nations have used damage tolerance design philosophies for fixed wing aircraft to improve safety and reliability. The reliability of the safe life approach being used in rotorcraft started to be questioned shortly after presentations at an American Helicopter Society's specialist meeting in 1980 showed predicted fatigue lives for a hypothetical pitch-link problem to vary from a low of 9 hours to a high in excess of 2594 hours. This presented serious cost, weight, and reliability implications. Somewhat after the U.S. Army introduced its six nines reliability on fatigue life, attention shifted towards using a possible damage tolerance approach to the life management of rotorcraft dynamic components. The use of damage tolerance in life management of dynamic rotorcraft parts will be the subject of this paper. This review will start with past studies on using damage tolerance life management with existing helicopter parts that were safe life designed. Also covered will be a successful attempt at certifying a tail rotor pitch rod using damage tolerance, which was designed using the safe life approach. The FAA review of rotorcraft fatigue design and their recommendations along with some on-going U.S. industry research in damage tolerance on rotorcraft will be reviewed.

Everett, R. A., Jr.↗

Damage Tolerance Issues as Related to Metallic Rotorcraft Dynamic Components

In this paper issues related to the use of damage tolerance in life managing rotorcraft dynamic components are reviewed. In the past, rotorcraft fatigue design has combined constant amplitude tests of full-scale parts with flight loads and usage data in a conservative manner to provide "safe life" component replacement times. In contrast to the safe life approach over the past twenty years the United States Air Force and several other NATO nations have used damage tolerance design philosophies for fixed wing aircraft to improve safety and reliability. The reliability of the safe life approach being used in rotorcraft started to be questioned shortly after presentations at an American Helicopter Society's specialist meeting in 1980 showed predicted fatigue lives for a hypothetical pitch-link problem to vary from a low of 9 hours to a high in excess of 2594 hours. This presented serious cost, weight, and reliability implications. Somewhat after the U.S. Army introduced its six nines reliability on fatigue life, attention shifted towards using a possible damage tolerance approach to the life management of rotorcraft dynamic components. The use of damage tolerance in life management of dynamic rotorcraft parts will be the subject of this paper. This review will start with past studies on using damage tolerance life management with existing helicopter parts that were safe life designed. Also covered will be a successful attempt at certifying a tail rotor pitch rod using damage tolerance, which was designed using the safe life approach. The FAA review of rotorcraft fatigue design and their recommendations along with some on-going U.S. industry research in damage tolerance on rotorcraft will be reviewed. Finally, possible problems and future needs for research will be highlighted.

Everett, R. A., Jr.↗

MM-122: High speed civil transport

The rapidly expanding Pacific Rim market along with other growing markets indicates that the future market potential for a high speed civil transport is great indeed. The MM-122 is the answer to the international market desire for a state of the art, long range, high speed civil transport. It will carry 250 passengers a distance of 5200 nm at over twice the speed of sound. The MM-122 is designed to incorporate the latest technologies in the areas of control systems, propulsions, aerodynamics, and materials. The MM-122 will accomplish these goals using the following design parameters. First, a double delta wing planform with highly swept canards and an appropriately area ruled fuselage will be incorporated to accomplish desired aerodynamic characteristics. Propulsion will be provided by four low bypass variable cycle turbofan engines. A quad-redundant fly-by-wire flight control system will be incorporated to provide appropriate static stability and level 1 handling qualities. Finally, the latest in conventional metallic and modern composite materials will be used to provide desired weight and performance characteristics. The MM-122 incorporates the latest in technology and cost minimization techniques to provide a viable solution to this future market potential.

Demarest, Bill↗

Metallic line profiles of the AOV star Vega

High dispersion ultrahigh signal to noise Reticon spectra of Vega were obtained with the coude spectrograph of the 1.2 m telescope. A mean signal to noise ratio of 2500 over the spectral region lambdas from 3825 to 5435 was achieved. Examination of the line profiles confirmed the presence of two different types of profiles which were previously seen in IIIaJ and lower signal to noise Reticon spectra. The profiles of the strong lines are essentially classical rotational profiles with enhanced wings which are slightly stronger than expected while those of weak lines are clearly flat-bottomed resulting in a trapezoidal appearance. A few possible theoretical explanations are presented.

Fletcher, J. Murray↗

Metallic line profiles of the AO V star Vega

High dispersion ultrahigh signal to noise Reticon spectra of Vega were obtained with the coude spectrograph of the 1.2 m telescope. A mean signal to noise ratio of 2500 over the spectral region lambdas from 3825 to 5435 was achieved. Examination of the line profiles confirmed the presence of two different types of profiles which were previously seen in IIIaJ and lower signal to noise Reticon spectra. The profiles of the strong lines are essentially classical rotational profiles with enhanced wings which are slightly stronger than expected while those of weak lines are clearly flat-bottomed resulting in a trapezoidal appearance. A few possible theoretical explanations are presented.

Gulliver, Austin F.↗

Spectroscopic monitoring of active Galactic nuclei from CTIO. 1: NGC 3227

The results of a five-month monitoring campaign on the Seyfert 1.5 galaxy NGC 3227 are presented. Variability was detected in the continuum and in the broad emission lines. Cross correlations of the 4200 A continuum light curve with the H beta and He II wavelength 4686 emission-line light curves indicate delays of 18 +/- 5 and 16 +/- 2 days, respectively, between the continuum variations and the response of the lines. We apply a maximum entropy method to solve for the transfer function that relates the H beta and He II wavelength 4686 lines and 4200 A continuum variability and the result of this analysis suggests that there is a deficit of emission-line response due to gas along the line of sight to the continuum source for both lines. Using a composite off-nuclear spectrum, we synthesize the bulge stellar population, which is found to be mainly old (77% with age greater than 10 Gyr) with a metallicity twice the solar value. The synthesis also yields an internal color excess E(B - V) approximately equal 0.04. The mean contribution of the stellar population to the inner 5 sec x 10 sec spectra during the campaign was approximately equal 40%.

Winge, Claudia↗

Roughness and waviness requirements for laminar flow surfaces

Many modern metal and composite airframe manufacturing techniques can provide surface smoothness which is compatible with natural laminar flow (NLF) requirements. An important consideration is manufacturing roughness of the surface in the form of steps and gaps perpendicular to the freestream. The principal challenge to the design and manufacture of laminar flow surfaces today appears to be in the installation of leading-edge panels on wing, nacelle, and empennage surfaces. A similar challenge is in the installation of access panels, doors, windows, fuselage noses, and engine nacelles. Past work on roughness and waviness manufacturing tolerances and comparisons with more recent experiments are reviewed.

Obara, Clifford J.↗

Flight Tests of the Wilford XOZ-1 Sea Gyroplane

During August 1939 a series of flight tests was made at Langley Field on the Wilford sea gyroplane, designated by the Navy as the XOZ-1. These tests were intended to permit rough evaluation of the stability and control characteristics of the machine, with particular reference to possible improvements in rigging which might be made in future machines with fixed wing and nonarticulated feathering control rotor, and to provide data on the bending and feathering motions of the rotor blades. The tests made in 1939 proved inadequate, chiefly because the machine as flown did not have sufficient propeller thrust to give it an appreciable speed range in steady flight. Further tests were therefore made in August 1940 after overhauling the engine and substituting a metal propeller for the wooded one first used. The range of speeds covered in steady flight was markedly extended. Steady-flight runs only were made in this series, since it was felt that takeoffs and landings had been covered sufficiently in the previous tests.

Gustafson, Frederic B.↗

Material development for laminar flow control wing panels

The absence of suitable porous materials or techniques for the economic perforation of surface materials has previously restricted the design of laminar flow control (LFC) wing panels to a consideration of mechanically slotted LFC surfaces. A description is presented of a program which has been conducted to exploit recent advances in materials and manufacturing technology for the fabrication of reliable porous or perforated LFC surface panels compatible with the requirements of subsonic transport aircraft. Attention is given to LFC design criteria, surface materials, surface concepts, the use of microporous composites, perforated composites, and perforated metal. The described program was successful in that fabrication processes were developed for producing predictable perforated panels both of composite and of metal.

Meade, L. E.↗

Identification of XV-15 aeroelastic modes using frequency sweeps

The XV-15 tilt-rotor wing has six major aeroelastic modes that are close in frequency. To precisely excite individual modes during flight test, dual flaperon exciters with automatic frequency-sweep controls were installed. The resulting structural data were analyzed in the frequency domain (Fourier-transformed). Modal frequencies and damping were determined by performing curve fits to frequency-response magnitude and phase data. Results are given for the XV-15 with its original metal rotor blades. Frequency and damping values are also compared with predictions by two different programs, CAMRAD and ASAP.

Acree, C. W., Jr.↗

Identification of 15-15 Aeroelastic Modes using Frequency-Domain Methods

The XV-15 Tilt-Rotor wing has six major aeroelastic modes that are close in frequency. To precisely excite individual modes during flight test, dual flaperon exciters with automatic frequency-sweep controls were installed. The resulting structural data were analyzed in the frequency domain (Fourier-transformed). Modal frequencies and damping were determined by performing curve fits to frequency-response magnitude and phase data. Results are given for the XV-15 with its original metal rotor blades. Frequency and damping values are also compared with new predictions by two different programs, CAMRAD and ASAP.

Acree, C. W., Jr.↗

Analytical aeroelastic stability considerations and conversion loads for an XV-15 tilt-rotor in a wind tunnel simulation

A rotorcraft analysis is conducted to assess tilt-rotor stability and conversion loads for the XV-15 rotor with metal blades within its specified test envelope. A 38-DOF flutter analysis based on the code by Johnson (1988) is developed to simulate a wind-tunnel test in which the rotor torque is constant and thereby study stability. The same analytical model provides the simulated loads including hub loads, blade loads, and oscillatory pitch-link loads with attention given to the nonuniform inflow through the proprotor in the presence of the wing. Tilt-rotor stability during the cruise mode is found to be sensitive to coupling effects in the control system stiffness, and a stability problem is identified in the XV-15 Advanced Technology Blades. The present analysis demonstrates that the tilt-rotor is stable within the specified test envelope of the NASA 40 x 80-ft wind tunnel.

Kottapalli, Sesi↗