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NASA NTRS1994

HST eclipse mapping of dwarf nova OY Carinae in quiescence: An 'Fe II curtain' with Mach approx. = 6 velocity dispersion veils the white dwarf

Hubble Space Telescope (HST) observations of the eclipsing dwarf nova OY Car in its quiescent state are used to isolate the ultraviolet spectrum (1150-2500 A at 9.2 A Full Width at Half Maximum (FWHM) resolution) of the white dwarf, the accretion disk, and the bright spot. The white dwarf spectrum has a Stark-broadened photospheric L(alpha) absorption, but is veiled by a forest of blended Fe II features that we attribute to absorption by intervening disk material. A fit gives T(sub w) approx. = 16.5 x 10(exp 3) K for the white dwarf with a solar-abundance, log g = 8 model atmosphere, and T approx. = 10(exp 4) K, n(sub e) approx. = 10(exp 13)/cu cm, N(sub H) approx. = 10(exp 22) sq cm, and velocity dispersion delta V approx. = 60 km/s for the veil of homogeneous solar-abundance local thermodynamic equilibrium (LTE) gas. The veil parameters probably measure characteristic physical conditions in the quiescent accretion disk or its chromosphere. The large velocity dispersion is essential for a good fit; it lowers (chi square)/778 from 22 to 4. Keplerian shear can produce the velocity dispersion if the veiling gas is located at R approx. = 5 R(sub W) with (delta R)/R approx. = 0.3, but this model leaves an unobscured view to the upper hemisphere of the white dwarf, incompatible with absorptions that are up to 80% deep. The veiling gas may be in the upper atmosphere of the disk near its outer rim, but we then require supersonic (Mach approx. = 6) but sub-Keplerian (delta V/V(sub Kep) approx. = 0.07) velocity disturbances in this region to produce both the observed radial velocity dispersion and vertical motions sufficient to elevate the gas to z/R = cos i = 0.12. Such motions might be driven by the gas stream, since it may take several Kepler periods to reestablish the disk's vertical hydrostatic equilibrium. The temperature and column density of the gas we see as Fe II absorption in the ultraviolet are similar to what is required to produce the strong Balmer jump and line emissions seen in optical spectra of OY Car and similar quiescent dwarf novae. The outer accretion disk is detected at mid-eclipse with a spectrum that rises from 0.05 to 0.3 mJy between 2000 and 2500 A, consistent with combinations of cool blackbodies, blended Fe II emission lines, and Balmer continuum emission. The total disk flux density is 0.5 mJy at 2500 A, and this shallow disk eclipse implies a roughly flat surface brightness distribution. The bright spot, somewhat bluer than the disk, has a flux density rising from 0.05 to 0.15 mJy between 1600 and 2500 A. The C IV emission line has a broad shallow eclipse, but the radial velocity variations observed during the eclipse do not clearly distinguish between a disk or wind origin. The only possible indications of boundary layer emission are fast UV flares that appear to arise from near the central object -- not from the bright spot.

Horne, Keith↗

NASA NTRS1995

Simulation of rotor blade element turbulence

A piloted, motion-based simulation of Sikorsky's Black Hawk helicopter was used as a platform for the investigation of rotorcraft responses to vertical turbulence. By using an innovative temporal and geometrical distribution algorithm that preserved the statistical characteristics of the turbulence over the rotor disc, stochastic velocity components were applied at each of twenty blade-element stations. This model was implemented on NASA Ames' Vertical Motion Simulator (VMS), and ten test pilots were used to establish that the model created realistic cues. The objectives of this research included the establishment of a simulation-technology basis for future investigation into real-time turbulence modeling. This goal was achieved; our extensive additions to the rotor model added less than a 10 percent computational overhead. Using a VAX 9000 computer the entire simulation required a cycle time of less than 12 msec. Pilot opinion during this simulation was generally quite favorable. For low speed flight the consensus was that SORBET (acronym for title) was better than the conventional body-fixed model, which was used for comparison purposes, and was determined to be too violent (like a washboard). For high speed flight the pilots could not identify differences between these models. These opinions were something of a surprise because only the vertical turbulence component on the rotor system was implemented in SORBET. Because of the finite-element distribution of the inputs, induced outputs were observed in all translational and rotational axes. Extensive post-simulation spectral analyses of the SORBET model suggest that proper rotorcraft turbulence modeling requires that vertical atmospheric disturbances not be superimposed at the vehicle center of gravity but, rather, be input into the rotor system, where the rotor-to-body transfer function severely attenuates high frequency rotorcraft responses.

Mcfarland, R. E.↗

NASA NTRS2004

Resolving the Issues with Flywheel Position Sensors

For the past few years, the Advanced Electrical Systems Branch here at NASA Glenn has been pursuing research in the area of flywheels. The purpose of these pursuits has been t o explore the potential for flywheels to replace current battery-powered systems in space. So far it has been learned that flywheels offer large momentum storage capacity, comparatively small volume, high durability, and near- complete discharge capabilities, all of which are advancements over the existing nickel hydrogen and nickel cadmium batteries. Another significant advantage of flywheels is the potential they offer for combining the function of attitude control with energy storage. During the summer of 2004, I worked with Dr. Barbara Kenny in the Advanced Electrical Systems Branch, supporting the work she is doing by analyzing and testing some new components for the new Generation-2 flywheel. To monitor the speed and angular position of the flywheel rotor, a once-around (OAR) signal along with a sensorless algorithm is used. The OAR signal is used for the magnetic bearings that keep the flywheel suspended for frictionless operation. The sensorless algorithm is used for the flywheel motor/generator control. The OAR is generated from position sensors that monitor a circular plate. The plate has a cut down the middle such that one half of the circle is on a slightly lower level than the other. Every half-turn, or 180, the sensors detect the "cut" on the plate, and trigger the OAR, telling the computer that the rotor has made half a revolution. This, however, doesn't provide needed detailed information about the angular position of the rotor, since it only provides a signal alert every half- revolution. This is enough information for the magnetic bearing control but is insufficient for the motor/generator control. A new resolver was designed such that it would give continuous angle information rather than the 180 degree information of the OAR. The new resolver has two separate observable pieces: a flat middle section to monitor vertical motion, and an angled section around the circumference, which, when observed from above, produces a sine-wave displacement through the entire 360" revolution. My first job when I arrived this summer was to calibrate the sensors that would be mounted on the inside of the flywheel casing to monitor the position (angular and vertical) of the shaft. After calibration, I used the sensors to evaluate voltage outputs created by position differences between two pairs of sensors on the angled portion of the resolver for eight different angular positions, moving the resolver vertically and laterally through its entire potential range of motion. The results of these tests will be used to determine the rotor angular (and axial) position from the sensor readings once the new flywheel unit is assembled. The sensorless algorighm mentioned above consists of two operations: the signal injection method and the back electro-motive force (EMF). The signal injection is meant to work at low speeds, while the back EMF algorithm is meant to work at higher speeds. Both work together to determine the correct estimate of rotor position and speed based on the measured motor/generator current. It was determined that we wanted to know exactly how accurate our estimation methods were, and so a resolver (a commercially available mechanical sensor mounted to the motor/generator shaft to measure rotor position and speed) and a "Resolver to Digital" (R2D) circuit board was purchased to make the comparison to the existing estimation. My work related to the R2D board has included the following: creating two connector cables (one to power the circuit and one to get readable output off the board), writing Simulink code to process the board's output, and building a dSpace panel to control and monitor the circuit. The next step in the process will be to perform tests to compare the estimated rotor position and speed from the sensorless algorithm to the actual rotor and speed from the resolver signal.

Fehrmann, Elizabeth A.↗

NASA NTRS1972

On the selection of a vertical base in the ionosphere

The problem of selecting a vertical base in the ionosphere that permits registration of vertical motions of small-scale ionization inhomogeneities of the ionosphere's F-region is discussed. The accuracy of calculation of the vertical drift-velocity component is estimated.

Drobzhev, V. I.↗

NASA NTRS1993

Criteria for design of integrated flight/propulsion control systems for STOVL fighter aircraft

As part of NASA's program to develop technology for short takeoff and vertical landing (STOVL) fighter aircraft, control system designs have been developed for a conceptual STOVL aircraft. This aircraft is representative of the class of mixed-flow remote-lift concepts that was identified as the preferred design approach by the U.S./U.K. STOVL Joint Assessment and Ranking Team. The control system designs have been evaluated throughout the powered-lift flight envelope on the Vertical Motion Simulator (VMS) at Ames Research Center. Items assessed in the control system evaluation were: maximum control power used in transition and vertical flight, control system dynamic response associated with thrust transfer for attitude control, thrust margin in the presence of ground effect and hot-gas ingestion, and dynamic thrust response for the engine core. Effects of wind, turbulence, and ship airwake disturbances are incorporated in the evaluation. Results provide the basis for a reassessment of existing flying-qualities design criteria applied to STOVL aircraft.

Franklin, James A.↗

NASA NTRS2015

Objective Motion Cueing Criteria Investigation Based on Three Flight Tasks

This paper intends to help establish fidelity criteria to accompany the simulator motion system diagnostic test specified by the International Civil Aviation Organization. Twelve air- line transport pilots flew three tasks in the NASA Vertical Motion Simulator under four different motion conditions. The experiment used three different hexapod motion configurations, each with a different tradeoff between motion filter gain and break frequency, and one large motion configuration that utilized as much of the simulator's motion space as possible. The motion condition significantly affected: 1) pilot motion fidelity ratings, and sink rate and lateral deviation at touchdown for the approach and landing task, 2) pilot motion fidelity ratings, roll deviations, maximum pitch rate, and number of stick shaker activations in the stall task, and 3) heading deviation after an engine failure in the takeoff task. Significant differences in pilot-vehicle performance were used to define initial objective motion cueing criteria boundaries. These initial fidelity boundaries show promise but need refinement.

pilot training↗

NASA NTRS1980

The secondary circulation associated with a vertically aligned planetary wave critical line

An analytic model of the secondary circulation associated with a vertically aligned, energy absorbing, planetary wave critical line shows that strong zonal mean vertical motions and heating (or cooling) can develop even though no eddy transport of heat occurs. The type of secondary circulation which develops around a vertically aligned critical line may provide a mechanism for stratosphere-troposphere exchange of air. The model predictions are discussed with reference to the 76/77 sudden warming.

Schoeberl, M. R.↗

NASA NTRS2021

Between-Simulator Comparison of Motion Filter Order and Break Frequency Interaction Effects on Pilot Control Behavior

This paper investigates the interaction effects of motion filter order and break frequency on pilots' manual control behavior and control performance using two simulators. Eighteen pilots performed the experiment in the Vertical Motion Simulator (VMS) at NASA Ames Research Center and twenty pilots in the SIMONA Research Simulator at Delft University of Technology. The experiment used a full-factorial design with three motion filter orders (first-, second-, and third-order) and two filter break frequencies (0.5 and 2.0 rad/s), in addition to reference no-motion and full-motion conditions. Key task variables, such as the quality of the motion and visual cues and the characteristics of the sidestick, were matched across both simulators. Overall, the expected effects of filter order and break frequency variations were found, with both increasing order and increasing break frequency causing pilots to use less motion feedback in their control strategy, resulting in lower tracking performance. Furthermore, across the wide range of filter orders tested in the experiment, the existing Sinacori-Schroeder motion fidelity criterion was found to be a good predictor of the interaction effects of both filter settings on pilot control behavior. For the same motion condition, there was a consistent offset in the results between simulators, due to the more high-gain control strategy adopted by a number of the VMS pilots. Still, the observed relative trends in pilot control behavior and performance between motion conditions were equivalent in both simulators and thus accurately replicated.

manual control↗

NASA NTRS1986

Chaotic motion in the Jovian atmosphere

Strong nonlinear interactions among unstable waves and the mean flow occur in a simplified quasigeostrophic spectral model of the upper troposphere of Jupiter. The upper boundary of the layer inhibits vertical motion while at the lower boundary perturbations of the potential temperature are not permitted. On an infinite beta plane the forced flow of alternating zones of prograde and retrograde zonal winds, decreasing with height, are linearly unstable and it is shown that the nonlinear terms stabilize the flow by bounding the growth of the eddies. Explicit viscosity terms are not needed. This does not imply that energy would not cascade to the small scale flow but suggests that the nature of the large scale flow is independent of the viscosity at small scales. Numerical time integration shows the flow to be chaotic but, in some cases, with transient propagating features and meandering zonal flow.

Pirraglia, Joseph↗

NASA NTRS1994

Design and testing of a model CELSS chamber robot

A robot system for use in an enclosed environment was designed and tested. The conceptual design will be used to assist in research performed by the Controlled Ecological Life Support System (CELSS) project. Design specifications include maximum load capacity, operation at specified environmental conditions, low maintenance, and safety. The robot system must not be hazardous to the sealed environment, and be capable of stowing and deploying within a minimum area of the CELSS chamber facility. This design consists of a telescoping robot arm that slides vertically on a shaft positioned in the center of the CELSS chamber. The telescoping robot arm consists of a series of links which can be fully extended to a length equal to the radius of the working envelope of the CELSS chamber. The vertical motion of the robot arm is achieved through the use of a combination ball screw/ball spline actuator system. The robot arm rotates cylindrically about the vertical axis through use of a turntable bearing attached to a central mounting structure fitted to the actuator shaft. The shaft is installed in an overhead rail system allowing the entire structure to be stowed and deployed within the CELSS chamber. The overhead rail system is located above the chamber's upper lamps and extends to the center of the CELSS chamber. The mounting interface of the actuator shaft and rail system allows the entire actuator shaft to be detached and removed from the CELSS chamber. When the actuator shaft is deployed, it is held fixed at the bottom of the chamber by placing a square knob on the bottom of the shaft into a recessed square fitting in the bottom of the chamber floor. A support boot ensures the rigidity of the shaft. Three student teams combined into one group designed a model of the CELSS chamber robot that they could build. They investigated materials, availability, and strength in their design. After the model arm and stand were built, the class performed pre-tests on the entire system. A stability pre-test was used to determine whether the model robot arm would tip over on the stand when it was fully extended. Results showed the stand tipped when 50 Newtons were applied horizontally to the top of the vertical shaft while the arm was fully extended. This proved that it was stable. Another pre-test was the actuator slip test used to determine if there is an adequate coefficient of friction between the actuator drive wheels and drive cable to enable the actuator to fully extend and retract the arm. This pre-test revealed that the coefficient of friction was not large enough to prevent slippage. Sandpaper was glued to the drive wheel and this eliminated the slippage problem. The class preformed a fit test in the CELSS chamber to ensure that the completed robot arm is capable of reaching the entire working envelope. The robot was centered in the chamber and the arm was fully extended to the sides of the chamber. The arm was also able to retract to clear the drain pipes separating the upper and lower plant trays.

Davis, Mark↗

NASA NTRSDate not supplied

Research Needs for Developing Qualification Standards for Flight Simulation Training Devices with Head Mounted Displays

This presentation discusses research needs to support evidence-based qualification standards for Flight Simulation Training Devices (FSTDs) with head mounted displays (HMDs). Currently, the FAA and EASA have no qualification standards specifically for FSTDs using HMDs and extended reality (XR) visuals, and existing qualification standards may not be sufficient. Special Conditions can be prescribed for the evaluation and qualification of individual devices, but these Special Conditions need to be assessed and adjusted on a case-by-case basis resulting in an elaborate process. Furthermore, test tolerances used in Special Conditions are often based on conventional visual systems and may not be adequate. This presentation first identifies gaps in the current knowledge of using HMDs in pilot training, and, more specifically, using HMDs in the training of manual aircraft control with motion cues. Next, research is proposed to help close these gaps, inform the development of qualification criteria and tolerances, and guide efforts to update regulations. The Vertical Motion Simulator (VMS) at NASA Ames Research Center, with its large motion capability, is currently undergoing significant upgrades including a state-of-the-art out-the-window visual system. In addition, an HMD capability will be introduced to use in conjunction with the conventional visual system. With its long history of setting standards in the simulation industry, the VMS is the ultimate tool to conduct research that could help accelerate the development of standards for the use of HMDs in FSTDs. The goal of the talk is ultimately to spark a discussion about the research needs and priorities to best serve the development of new qualification standards.

XR↗

NASA NTRS1988

Use of satellite radiometric imagery data for improvement in the analysis of divergent wind in the tropics

A scheme is proposed to incorporate satellite radiometric imagery data into the specification of initial conditions for the National Meteorological Center (NMC) operational global prediction model in order to improve the analysis of the divergent wind field in the tropics. The basic assumptions are that outgoing longwave radiation (OLR) data can provide 1) the division between convective (upward motion) and clear sky (downward motion) areas, and 2) the height of convection cells. The intensity of ascending motion in the convective areas is estimated based on OLR data. The intensity of descending motion is evaluated from the thermodynamic energy balance between radiative cooling and adiabatic warming, since the local time change of temperature is small in the tropics. Once the vertical motion field is determined, the horizontal divergence field can be calculated from the mass continuity equation. Then a divergent wind field is determined. The total wind is the sum of the new divergent wind and the rotational part, which is assumed to be unchanged. The proposed scheme is tested using the NMC analysis dataset of 21 January 1985 with satisfactory results.

Kasahara, Akira↗

NASA NTRS1990

Global transport calculations with an equivalent barotropic system

Transport properties of the two-dimensional equations governing equivalent barotropic motion are investigated on the sphere. This system has ingredients such as forcing, equivalent depth, and thermal dissipation explicitly represented, and takes into account compression effects associated with vertical motion along isentropic surfaces. Horizontal transport properties of this system are investigated under adiabatic and diabatic conditions for different forms of dissipation, and over a range of resolutions. It is shown that forcing represetative of time-mean and amplified conditions at 10 mb leads to the behavior typical of observations at this level. The displacement of the polar night vortex and its distortion into a comma shape are evident, as is irreversible mixing under sufficiently strong forcing amplitude. It is shown that thermal dissipation influences the behavior significantly by inhibiting the amplification of unstable eddies and thereby the horizontal stirring of air.

Salby, Murry L.↗

NASA NTRS1976

Lidar observations of the stratospheric aerosol - California, October 1972 to March 1974

The paper describes the results of a series of 30 observations of stratospheric aerosol made with a ground-based lidar on the North Pacific Coast during a period relatively uninfluenced by major volcanic penetrations and displaying a relative temporal minimum in particulate content. The objectives were to provide a record of aerosol behavior during this intervolcanic period, to compare this behavior with that revealed by previous studies using a variety of techniques, and to provide comparative data on the stratospheric aerosol by conducting joint lidar and aircraft observations. Determination of scattering profile ratios from lidar signal profiles and analysis of experimental errors are described. Analysis of the data shows that significant temporal variability of the aerosol was observed, probably of nonvolcanic origin. Much of the variability was confined to the 23-30 km height region, above the major peak in scattering ratio. The evidence is that this is not due to influxes of extraterrestrial material. Vertical motions of the centroid of the scattering ratio peak were recorded during the 1973 stratospheric warming, and illustrate the value of lidar's ability to monitor temporal variations of vertical structure.

Russell, P. B.↗

NASA NTRS1996

Moving base simulation evaluation of translational rate command systems for STOVL aircraft in hover

Using a generalized simulation model, a moving-base simulation of a lift-fan short takeoff/vertical landing fighter aircraft has been conducted on the Vertical Motion Simulator at Ames Research Center. Objectives of the experiment were to determine the influence of system bandwidth and phase delay on flying qualities for translational rate command and vertical velocity command systems. Assessments were made for precision hover control and for landings aboard an LPH type amphibious assault ship in the presence of winds and rough seas. Results obtained define the boundaries between satisfactory and adequate flying qualities for these design features for longitudinal and lateral translational rate command and for vertical velocity command.

Franklin, James A.↗

NASA NTRS1999

A Methodology for Evaluating the Fidelity of Ground-Based Flight Simulators

An analytical and experimental investigation was undertaken to model the manner in which pilots perceive and utilize visual, proprioceptive, and vestibular cues in a ground-based flight simulator. The study was part of a larger research effort which has the creation of a methodology for determining flight simulator fidelity requirements as its ultimate goal. The study utilized a closed-loop feedback structure of the pilot/simulator system which included the pilot, the cockpit inceptor, the dynamics of the simulated vehicle and the motion system. With the exception of time delays which accrued in visual scene production in the simulator, visual scene effects were not included in this study. The NASA Ames Vertical Motion Simulator was used in a simple, single-degree of freedom rotorcraft bob-up/down maneuver. Pilot/vehicle analysis and fuzzy-inference identification were employed to study the changes in fidelity which occurred as the characteristics of the motion system were varied over five configurations i The data from three of the five pilots that participated in the experimental study were analyzed in the fuzzy inference identification. Results indicate that both the analytical pilot/vehicle analysis and the fuzzyinference identification can be used to reflect changes in simulator fidelity for the task examined.

Zeyada, Y.↗

NASA NTRS1999

A Methodology for Evaluating the Fidelity of Ground-Based Flight Simulators

An analytical and experimental investigation was undertaken to model the manner in which pilots perceive and utilize visual, proprioceptive, and vestibular cues in a ground-based flight simulator. The study was part of a larger research effort which has the creation of a methodology for determining flight simulator fidelity requirements as its ultimate goal. The study utilized a closed-loop feedback structure of the pilot/simulator system which included the pilot, the cockpit inceptor, the dynamics of the simulated vehicle and the motion system. With the exception of time delays which accrued in visual scene production in the simulator, visual scene effects were not included in this study. The NASA Ames Vertical Motion Simulator was used in a simple, single-degree of freedom rotorcraft bob-up/down maneuver. Pilot/vehicle analysis and fuzzy-inference identification were employed to study the changes in fidelity which occurred as the characteristics of the motion system were varied over five configurations. The data from three of the five pilots that participated in the experimental study were analyzed in the fuzzy-inference identification. Results indicate that both the analytical pilot/vehicle analysis and the fuzzy-inference identification can be used to reflect changes in simulator fidelity for the task examined.

Zeyada, Y.↗

NASA NTRS1995

Moving base simulation of an ASTOVL lift-fan aircraft

Using a generalized simulation model, a moving-base simulation of a lift-fan short takeoff/vertical landing fighter aircraft was conducted on the Vertical Motion Simulator at Ames Research Center. Objectives of the experiment were to (1) assess the effects of lift-fan propulsion system design features on aircraft control during transition and vertical flight including integration of lift fan/lift/cruise engine/aerodynamic controls and lift fan/lift/cruise engine dynamic response, (2) evaluate pilot-vehicle interface with the control system and head-up display including control modes for low-speed operational tasks and control mode/display integration, and (3) conduct operational evaluations of this configuration during takeoff, transition, and landing similar to those carried out previously by the Ames team for the mixed-flow, vectored thrust, and augmentor-ejector concepts. Based on results of the simulation, preliminary assessments of acceptable and borderline lift-fan and lift/cruise engine thrust response characteristics were obtained. Maximum pitch, roll, and yaw control power used during transition, hover, and vertical landing were documented. Control and display mode options were assessed for their compatibility with a range of land-based and shipboard operations from takeoff to cruise through transition back to hover and vertical landing. Flying qualities were established for candidate control modes and displays for instrument approaches and vertical landings aboard an LPH assault ship and DD-963 destroyer. Test pilot and engineer teams from the Naval Air Warfare Center, Boeing, Lockheed, McDonnell Douglas, and the British Defence Research Agency participated in the program.

Chung, William W. Y.↗