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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 271 records · Page 15
All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Investigation of arc cloud lines

The natural mechanisms that lead to the development of deep convective storms through the integration of radio scan satellite data with research aircraft observations is discussed. The aircraft measurements are designed to provide detailed air motion and thermodynamic data near and in the arc cloud line region at the same time GOES rapid scan data is taken. Inspection of the data indicates: (1) Arc cloud lines are important in both the production of convergence and vorticity, and in the interaction with intense thunderstorms which may act to trigger tornado activity. (2) The lateral extent of the vertical motion field compared to the cloud scale indicates that the main driving force for the initial cloud development along the arc-line is controlled by the thunderstorm outflow(s) interacting with the convectively unstable air of the environment. (3) Arc cloud lines and their associated DSL region can pose extreme hazards to aircraft operations. (4) An arc cloud line's major threat to space shuttle operations lie in its ability to generate new thunderstorm activity along the shuttle glide path.

Purdom, J. F. W.↗
NASA NTRS2018

The Revolutionary Vertical Lift Technology (RVLT) Project

The Revolutionary Vertical Lift Technology (RVLT) Project is one of six projects in the Advanced Air Vehicles Program (AAVP) of the NASA Aeronautics Research Mission Directorate. The overarching goal of the RVLT Project is to develop and validate tools, technologies, and concepts to overcome key barriers for vertical lift vehicles. The project vision is to enable the next generation of vertical lift vehicles with aggressive goals for efficiency, noise, and emissions, to expand current capabilities and develop new commercial markets. The RVLT Project invests in technologies that support conventional, non-conventional, and emerging vertical-lift aircraft in the very light to heavy vehicle classes. Research areas include acoustic, aeromechanics, drive systems, engines, icing, hybrid-electric systems, impact dynamics, experimental techniques, computational methods, and conceptual design. The project research is executed at NASA Ames, Glenn, and Langley Research Centers; the research extensively leverages partnerships with the US Army, the Federal Aviation Administration, industry, and academia. The primary facilities used by the project for testing of vertical-lift technologies include the 14- by 22-Ft Wind Tunnel, Icing Research Tunnel, National Full-Scale Aerodynamics Complex, 7- by 10-Ft Wind Tunnel, Rotor Test Cell, Landing and Impact Research facility, Compressor Test Facility, Drive System Test Facilities, Transonic Turbine Blade Cascade Facility, Vertical Motion Simulator, Mobile Acoustic Facility, Exterior Effects Synthesis and Simulation Lab, and the NASA Advanced Supercomputing Complex. To learn more about the RVLT Project, please stop by booth #1004 or visit their website at https://www.nasa.gov/aeroresearch/programs/aavp/rvlt.

NASA↗
NASA NTRS1982

Entrainment and detrainment in a simple cumulus cloud model

A cumulus cloud model, analogous to the mixed-layer models of the planetary boundary layer and the upper ocean, is developed using a single, unitary entrainment process in which the motion of the cloud boundary relative to the mean flow is permitted, produced, and controlled by turbulent processes. An alternate theory to the mixing-length theory of Asai and Kasahara (1967) is proposed which completely removes the strong scale-dependence of the Asai-Kasahara model. The model reintroduces scale-dependence by introducing including the pe5turbation pressure term of the equation of vertical motion. It is shown that the model predicts deeper clouds than the Asai-Kasahara model for a given sounding, due to the entrainment assumption and the effects of the perturbation pressure. Lateral entrainment dominates cloud-top entrainment, although finite-difference errors increase the cloud-top entrainment rate from zero to a positive value in actual situations. The fractional entrainment rate for updrafts is determined to vary only slightly with height and to decrease only slowly as the cloud radius increases, while the fractional detrainment rate for updrafts increases with height.

Randall, D. A.↗
NASA NTRS2000

Vertical Structure of Stratiform Rain During TEFLUN-B and TRMM-LBA as Derived From an Airborne Radar Perspective

The NASA aircraft instrumented with airborne radars overflew a number of stratiform rain systems during the Texas and Florida Underflights Experiment-B TEFLUN-B) and TRMM-LBA (LBA). TEFLUN-B was conducted near Melbourne Florida during late Summer 1998 for validation of the TRMM satellite. LBA was conducted in Rondonia, Brazil in the Amazon region. Key in these campaigns were the ER-2 and DC-8 aircraft, as well as extensive ground-validation networks including the NCAR S-band (S-POL) polarization radar and University of North Dakota Citation II in situ microphysics measurements. This paper compares the vertical structure of precipitation and vertical motions for four cases: 5 September 1998 and 13 August 1998 during TEFLUN-B and 17 February 1999 and 21 February 1999 during LBA. Both these stratiform systems were within close range of the S-POL radar, and were sampled with downlooking radars and radiometers on the ER-2 (and DC-8 during LBA). Emphasis in the paper is on statistics of the vertical hydrometeor profiles, and their relation to the vertical velocity structure deduced from the ER-2 Doppler Radar (EDOP) measurements. These profiles are used to identify whether growth regions exist as would be expected with mesoscale updrafts often associated with stratiform regions. Finally, rain rates in the stratiform rain derived from EDOP and S-POL are compared.

Heymsfield, Gerald M.↗
NASA NTRS1986

Steady flows at the top of earth's core derived from geomagnetic field models

Select models of the main geomagnetic field and its secular variation are extrapolated to the base of an insulating mantle and used to estimate the adjacent fluid motion of a perfectly conducting outer core. The assumption of steady motion provides formally unique solutions and is tested along with that of no upwelling. The hypothesis of no upwelling is found to be substantially worse than that of steady motion. Although the actual motion is not thought to be steady, the large-scale secular variation at the top of the core can be adequately described by a large-scale, combined toroidal-poloidal circulation which is steady for intervals of at least a decade or two. The derived flows include a bulk westward drift but are complicated by superimposed jets, gyres, and surface divergence indicative of vigorous vertical motion at depth. The circulation pattern and key global properties including rms speed, upwelling, and westward drift are found to be fairly insensitive to variations in modeling parameters.

Voorhies, Coerte V.↗
NASA NTRS2001

Galileo Probe Doppler Residuals as the Wave-Dynamical Signature of Weakly Stable, Downward-Increasing Stratification in Jupiter's Deep Wind Layer

Doppler radio tracking of the Galileo probe-to-orbiter relay, previously analyzed for its in situ measure of Jupiter's zonal wind at the equatorial entry site, also shows a record of significant residual fluctuations apparently indicative of varying vertical motions. Regular oscillations over pressure depth in the residual Doppler measurements of roughly 1-8 Hz (increasing upward), as filtered over a 134 sec window, are most plausibly interpreted as gravity waves, and imply a weak, but downward increasing static stability within the 5 - 20 bar region of Jupiter's atmosphere. A matched extension to deeper levels of an independent inertial stability constraint from the measured vertical wind shear at 1 - 4 bars is roughly consistent with a static stability of approximately 0.5 K/km near the 20 bar level, as independently detected by the probe Atmospheric Structure Instrument.

Allison, Michael↗
NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗
NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗
NASA NTRS1992

Piloted simulator investigations of a civil tilt-rotor aircraft on steep instrument approaches

NASA-Ames has used its Vertical Motion Simulator to investigate steep-glideslope instrument approaches for a civil transport tilt-rotor aircraft in two different cases: (1) where pilots used raw glideslope and localized error data for 6-25 deg slopes, terminating in slow roll-on landings, and (2) where a flight director commanded manual conversion from fixed-wing to helicopter modes and a deceleration on the glideslope led to a vertical landing on a small urban helipad. In the former, there occurred control problems directly ascribable to the slow approach speed; in the latter, the four-cue flight director's cockpit augmentation furnished adequate pilot ratings up to 15-deg glideslope.

Decker, William A.↗
NASA NTRS1984

Simulation validation of the XV-15 tilt-rotor research aircraft

The results of a simulation validation program of the XV-15 tilt-rotor research aircraft are detailed, covering such simulation aspects as the mathematical model, visual system, motion system, cab aural system, cab control loader system, pilot perceptual fidelity, and generic tilt rotor applications. Simulation validation was performed for the hover, low-speed, and sideward flight modes, with consideration of the in-ground rotor effect. Several deficiencies of the mathematical model and the simulation systems were identified in the course of the simulation validation project, and some were corrected. It is noted that NASA's Vertical Motion Simulator used in the program is an excellent tool for tilt-rotor and rotorcraft design, development, and pilot training.

Ferguson, S. W.↗
NASA NTRS1993

Vertical velocity in cirrus case obtained from wind profiler

Cirrus clouds play an important role in the climate and general circulation because they significantly modulate the radiation properties of the atmosphere. However understanding the processes that govern their presence is made difficult by their high altitude, variable thickness, complex microphysical structure, and relatively little knowledge of the vertical motion field. In the FIRE 2 (First International Satellite Cloud Climatology Regional Experiment) experiment, a 404 MHz wind profiler was set up to provide continuous measurements of clear air wind field at Parsons, Kansas. Simultaneously, the NOAA wind profiler network supplied a wider spacial scale observation. On 26 Nov. 1991, the most significant cirrus cloud phenomena during the experiment with a jet streak at 250 Mb occurred. Analyses of the vertical wind velocity are made by utilizing different methods based on wind profiler data, among them the direct measurements from CSU wind profiler and NOAA network wind profilers, VAD (Velocity Azimuth Display) technique and the kinematic method.

Song, Ran↗
NASA NTRS2014

Impact of Vertical Wind Shear on Tropical Cyclone Rainfall

While tropical cyclone rainfall has a large axisymmetric component, previous observational and theoretical studies have shown that environmental vertical wind shear leads to an asymmetric component of the vertical motion and precipitation fields. Composites consistently depict a precipitation enhancement downshear and also cyclonically downwind from the downshear direction. For consistence with much of the literature and with Northern Hemisphere observations, this is subsequently referred to as "Downshear-Left". Stronger shear magnitudes are associated with greater amplitude precipitation asymmetries. Recent work has reinforced the prior findings, and explored details of the response of the precipitation and kinematic fields to environmental vertical wind shear. Much of this research has focused on tropical cyclones away from land, to limit the influence of other processes that might distort the signal related to vertical wind shear. Recent evidence does suggest vertical wind shear can also play a major role in precipitation asymmetries during and after landfall.

Cecil, Dan↗
NASA NTRS1991

Helicopter control response types for hover and low-speed near-earth tasks in degraded visual conditions

The NASA-Ames Vertical Motion Simulator and Dig 1 Computer Image Generator (CIG) have been used to simulate a helicopter cockpit in a degraded visual environment in order to assess several control-response types during low-level flight. CIG visibility was reduced to the point where the horizon and other far-field cues were indiscernible. The control-response types encompassed a rate command, an attitude command/hold, and a translational rate command; piloting tasks were hover, vertical landing, a pirouette, acceleration/deceleration, and a sidestep maneuver. Visual cue ratings with a rate-command response type were initially collected to set the usable cue environment at 3. A rate-command response type provided poor Level 2 handling qualities.

Blanken, Christopher L.↗
NASA NTRS1982

Analysis of vibration induced error in turbulence velocity measurements from an aircraft wing tip boom

The effect of rolling motion of a wing on the magnitude of error induced due to the wing vibration when measuring atmospheric turbulence with a wind probe mounted on the wing tip was investigated. The wing considered had characteristics similar to that of a B-57 Cambera aircraft, and Von Karman's cross spectrum function was used to estimate the cross-correlation of atmospheric turbulence. Although the error calculated was found to be less than that calculated when only elastic bendings and vertical motions of the wing are considered, it is still relatively large in the frequency's range close to the natural frequencies of the wing. Therefore, it is concluded that accelerometers mounted on the wing tip are needed to correct for this error, or the atmospheric velocity data must be appropriately filtered.

Akkari, S. H.↗
NASA NTRS1981

A numerical model study of long-term planetary wave predictability

A numerical model was developed to study planetary wave behavior over periods up to 4 months under the influences of stochastic and diffusive forcing by synoptic scale motions and of sea surface temperature anomalies. The model is suitable for Monte Carlo experiments which provide ensemble mean and variance predictions and permit the response to heating anomalies to be partly separated from random variability. The model incorporates the linear-balanced dynamical equations for wind at two tropospheric levels and temperature at one level. The model atmosphere is forced by semiempirical January heating linearly dependent on local air temperature. Topography and the lower boundary layer are represented by vertical motion and drag functions, respectively, of the lower level wind. The linear phase speeds of Rossby waves are modified to reflect the effect of the stratosphere.

Wobus, R. L.↗
NASA NTRS1987

Lagrangian mean circulations in the stratosphere

The mean Lagrangian motion in the winter stratosphere is computed on the basis of three-dimensional winds derived from the 1978/1979 winter LIMS satellite observations, initializing material tubes of air parcels every 4 days and following them for periods of 10 days each. When the wave amplitudes are large, the tubes break and the parcels disperse; during the major sudden warming, every material tube in the stratosphere was broken, leading to extensive mixing between low and high amplitude parcels. The Lagrangian mean vertical motion tended to be smaller than the motion in the transformed Eulerian coordinate system.

Lyjak, Lawrence V.↗
NASA NTRS1984

The Ponape ST radar

In May, 1984, a 50-MHz ST radar was installed on the island of Ponape in the western equatorial Pacific (7 deg N, 158 deg E) by the Aeronomy Laboratory of NOAA. The radar consists of a 100 m x 100 m array with a single, vertically directed, beam and is initially transmitting micro sec. (2.25 km) pulses. The radar is operating continuously, with Doppler spectra being recorded at approximately 1 1/2 minute intervals and sent to Boulder for later analysis. One of the principal goals of the radar is to measure vertical motions in the troposphere and lower stratosphere at a location which is within the intertropical convergence zone during part of the year. First results, during generally fair weather conditions, show detectable echoes up to about 21 km with the tropopause at 17-18 km. Once daily balloon soundings are available locally from a NOAA Weather Service Office on the island, it is planned that this radar will be joined in the coming year by two others with oblique as well as vertical beams on two yet-to-be-selected equatorial islands as part of the TOGA (Tropical Oceans Global Atmosphere) program.

Carter, D. A.↗
NASA NTRS1984

A real-time, portable, microcomputer-based jet engine simulator

Modern piloted flight simulators require detailed models of many aircraft components, such as the airframe, propulsion system, flight deck controls and instrumentation, as well as motion drive and visual display systems. The amount of computing power necessary to implement these systems can exceed that offered by dedicated mainframe computers. One approach to this problem is through the use of distributed computing, where parts of the simulation are assigned to computing subsystems, such as microcomputers. One such subsystem, such as microcomputers. One such subsystem, a real-time, portable, microcomputer-based jet engine simulator, is described in this paper. The simulator will be used at the NASA Ames Vertical Motion Simulator facility to perform calculations previously done on the facility's mainframe computer. The mainframe will continue to do all other system calculations and will interface to the engine simulator through analog I/0. The engine simulator hardware includes a 16-bit microcomputer and floating-point coprocessor. There is an 8 channel analog input board and an 8 channel analog output board. A model of a small turboshaft engine/control is coded in floating-point FORTRAN. The FORTRAN code and a data monitoring program run under the control of an assembly language real-time executive. The monitoring program allows the user to isplay and/or modify simulator variables on-line through a data terminal. A dual disk drive system is used for mass storage of programs and data. The CP/M-86 operating system provides file management and overall system control. The frame time for the simulator is 30 milliseconds, which includes all analog I/0 operations.

Blech, R. A.↗