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At least 271 records · Page 15

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NASA NTRS2015

Damage Arresting Composites

Under NASA's Environmentally Responsible Aviation Project (ERA) the most promising vehicle concepts and technologies that can simultaneously reduce aircraft fuel use, community noise, and emissions are being evaluated. Two key factors to accomplishing these goals are reducing structural weight and moving away from the traditional tube and wing aircraft configuration to a shape that has improved lift and less drag. The hybrid wing body (HWB) configuration produces more lift and less drag by smoothly joining the wings to the center fuselage section so it provides aerodynamic advantages. This shape, however, presents structural challenges with its pressurized, non-circular cabin subjected to aerodynamic flight loads. In the HWB, the structure of the center section where the passenger cabin would be located must support large in-plane loads as well as internal pressure on nearly-flat panels and right-angle joints. This structural arrangement does not lend itself to simple, efficient designs. Traditional aluminum and even state-of-the-art composites do not provide a solution to this challenge.

Jegley, Dawn C.↗

NASA NTRS2017

Structural Design Exploration of an Electric Powered Multi-Propulsor Wing Configuration

Advancements in aircraft electric propulsion may enable an expanded operational envelope for electrically powered vehicles compared to their internal combustion engine counterparts. High aspect ratio wings provide additional lift and drag reduction for a proposed multi-propulsor design, however, the challenge is to reduce the weight of wing structures while maintaining adequate structural and aeroelastic margins. Design exploration using a conventional design-and-build philosophy coupled with a finite element method (FEM)-based design of experiments (DOE) strategy are presented to examine high aspect ratio wing structures that have spanwise distributed electric motors. Multiple leading-edge-mounted engine masses presented a challenge to design a wing within acceptable limits for dynamic and aeroelastic stability. Because the first four primary bending eigenmodes of the proposed wing structure are very sensitive to outboard motor placement, safety-of-flight requirements drove the need for multiple spars, rib attachments, and outboard structural reinforcements in the design. Global aeroelasticity became an increasingly important design constraint during the on-going design process, with outboard motor pod flutter ultimately becoming a primary design constraint. Designers successively generated models to examine stress, dynamics, and aeroelasticity concurrently. This research specifically addressed satisfying multi-disciplinary design criteria to generate fluid-structure interaction solution sets, and produced high aspect ratio primary structure designs for the NASA Scalable Convergent Electric Propulsion Technology and Operations Research (SCEPTOR) project in the Aeronautic Research Mission Directorate at NASA. In this paper, a dynamics-driven, quasi-inverse design methodology is presented to address aerodynamic performance goals and structural challenges encountered for the SCEPTOR demonstrator vehicle. These results are compared with a traditional computer aided design based approach.

Moore, James B.↗

NASA NTRS2016

Measurement and Characterization of Helicopter Noise at Different Altitudes

This paper presents an overview of a flight test campaign performed at different test sites whose altitudes ranged from 0 to 7000 feet above mean sea level (AMSL) between September 2014 and February 2015. The purposes of this campaign were to: investigate the effects of altitude variation on noise generation, investigate the effects of gross weight variation on noise generation, establish the statistical variability in acoustic flight testing of helicopters, and characterize the effects of transient maneuvers on radiated noise for a medium-lift utility helicopter. In addition to describing the test campaign, results of the acoustic effects of altitude variation for the AS350 SD1 and EH-60L aircraft are presented. Large changes in acoustic amplitudes were observed in response to changes in ambient conditions when the helicopter was flown at constant indicated airspeed and gross weight at the three test sites. However, acoustic amplitudes were found to scale with ambient pressure when flight conditions were defined in terms of the non-dimensional parameters, such as the weight coefficient and effective hover tip Mach number.

Watts, Michael E.↗

NASA NTRS1990

AVION: A detailed report on the preliminary design of a 79-passenger, high-efficiency, commercial transport aircraft

The Avion is the result of an investigation into the preliminary design for a high-efficiency commercial transport aircraft. The Avion is designed to carry 79 passengers and a crew of five through a range of 1,500 nm at 455 kts (M=0.78 at 32,000 ft). It has a gross take-off weight of 77,000 lb and an empty weight of 42,400 lb. Currently there are no American-built aircraft designed to fit the 60 to 90 passenger, short/medium range marketplace. The Avion gathers the premier engineering achievements of flight technology and integrates them into an aircraft which will challenge the current standards of flight efficiency, reliability, and performance. The Avion will increase flight efficiency through reduction of structural weight and the improvement of aerodynamic characteristics and propulsion systems. Its design departs from conventional aircraft design tradition with the incorporation of a three-lifting-surface (or tri-wing) configuration. Further aerodynamic improvements are obtained through modest main wing forward sweeping, variable incidence canards, aerodynamic coupling between the canard and main wing, leading edge extensions, winglets, an aerodynamic tailcone, and a T-tail empennage. The Avion is propelled by propfans, which are one of the most promising developments for raising propulsive efficiencies at high subsonic Mach numbers. Special attention is placed on overall configuration, fuselage layout, performance estimations, component weight estimations, and planform design. Leading U.S. technology promises highly efficient flight for the 21st century; the Avion will fulfill this promise to passenger transport aviation.

Mayfield, William↗

NASA NTRS1951

Analysis of the effects of boundary-layer control in the take-off and power-off landing performance characteristics of a liaison type of airplane

A performance analysis has been made to determine whether boundary-layer control by suction might reduce the minimum take-off and landing distances of a four-place or five-place airplane or a liaison type of airplane below those obtainable with conventional high-lift devices. The airplane was assumed to have a cruise duration of 5 hours at 60-percent power and to be operating from airstrips having a ground friction coefficient of 0.2 or a combined ground and braking coefficient of 0.4. The payload was fixed at 1500 pounds, the wing span was varied from 25 to 100 feet, the aspect ratio was varied from 5 to 15, and the power was varied from 300 to 1300 horsepower. Maximum lift coefficients of 5.0 and 2.8 were assumed for the airplanes with and without boundary-layer-control --equipment weight was included. The effects of the boundary-layer control on total take-off distance, total power-off landing distance, landing and take-off ground run, stalling speed, sinking speed, and gliding speed were determined.

Horton, Elmer A↗

NASA NTRS2000

A Study of a Lifting Body as a Space Station Crew Exigency Return Vehicle (CERV)

A lifting body is described for use as a return vehicle for crews from a space station. Reentry trajectories, subsystem weights and performance, and costs are included. The baseline vehicle is sized for a crew of eight. An alternate configuration is shown in which only four crew are carried with the extra volume reserved for logistics cargo. A water parachute recovery system is shown as an emergency alternative to a runway landing. Primary reaction control thrusters from the Shuttle program are used for orbital maneuvering while the Shuttle verniers are used for all attitude control maneuvers.

MacConochie, Ian O.↗

NASA NTRS2011

Fuel Burn Estimation Using Real Track Data

A procedure for estimating fuel burned based on actual flight track data, and drag and fuel-flow models is described. The procedure consists of estimating aircraft and wind states, lift, drag and thrust. Fuel-flow for jet aircraft is determined in terms of thrust, true airspeed and altitude as prescribed by the Base of Aircraft Data fuel-flow model. This paper provides a theoretical foundation for computing fuel-flow with most of the information derived from actual flight data. The procedure does not require an explicit model of thrust and calibrated airspeed/Mach profile which are typically needed for trajectory synthesis. To validate the fuel computation method, flight test data provided by the Federal Aviation Administration were processed. Results from this method show that fuel consumed can be estimated within 1% of the actual fuel consumed in the flight test. Next, fuel consumption was estimated with simplified lift and thrust models. Results show negligible difference with respect to the full model without simplifications. An iterative takeoff weight estimation procedure is described for estimating fuel consumption, when takeoff weight is unavailable, and for establishing fuel consumption uncertainty bounds. Finally, the suitability of using radar-based position information for fuel estimation is examined. It is shown that fuel usage could be estimated within 5.4% of the actual value using positions reported in the Airline Situation Display to Industry data with simplified models and iterative takeoff weight computation.

Chatterji, Gano B.↗

NASA NTRS2019

Effect of Loading Configuration on Kinematics and Kinetics for Deadlift and Squat Exercises: Case Study in Modeling Exercise Countermeasure Device for Astronauts

This study compares squat and deadlift exercises performed with two different loading configurations: 1) on a novel single-cable resistance exercise countermeasure device (ECD) for spaceflight and 2) with free weights. The results compare joint kinematics and kinetics between different loading configurations for each exercise, and also between the two exercises for each loading configuration. Single-cable versions of the squat (using a harness) and deadlift (using a T-bar) performed on the Hybrid Ultimate Lifting Kit (HULK) ECD have significantly different sagittal plane joint angle kinematics (both peak angle and range of motion) as well as joint kinetics (both peak joint moment and joint impulse) vs. their free weight equivalents at the same load. Differences also exist in hip abduction and rotation. Overall, the single-cable configurations tend to reduce peak joint angles, ranges of motion, peak joint moment and joint impulse vs. free weights. A notable exception is the lumbar joint, which is more heavily loaded for single-cable squats vs. free weight squats. This may have implications for both training benefit and possible risk of injury. Deadlift and squat exercises work the lower body musculature in different ways, with the deadlift emphasizing hip and lumbar extension and the squat emphasizing knee extension. Based on these findings, we would advocate the use of both movements in the exercise prescriptions of astronaut crews on deep-space missions.

Resistance Exercise↗

NASA NTRS1966

Orthopedic stretcher with average-sized person can pass through 18-inch opening

Modified Robinson stretcher for vertical lifting and carrying, will pass through an opening 18 inches in diameter, while containing a person of average height and weight. A subject 6 feet tall and weighing 200 pounds was lowered and raised out of an 18 inch diameter opening in a tank to test the stretcher.

Lothschuetz, F. X.↗

NASA NTRS1979

Inlet design studies for a Mach 2.2 advanced supersonic cruise vehicle

Various inlet-engine combinations have been studied to find a preferred inlet concept for integration with an advanced technology Mach 2.2 cruise vehicle having a cruise lift-to-drag ratio of 9.6. For the purposes of this study, the range capability for a fixed takeoff gross weight was used to assess the various inlet-engine combinations. Inlet concept selection studies are described which indicated that an axisymmetric, mixed compression inlet was preferred. This study considered four inlet and three engine cycle combinations where the engine airflow was tailored to the inlet airflow delivery capability. Detailed design studies of two mixed compression inlet types are discussed. These were a translating centerbody inlet and a collapsing centerbody bicone inlet. The aerodynamic and mechanical design of each inlet is described. These inlets were also matched to different engine cycles tailored to the inlet airflow capability. The range increments favored the bicone inlet concept primarily because of lighter weight, reduced bleed air, and greater transonic airflow/thrust capability.

Shimabukuro, K. M.↗

NASA NTRS1996

The future of very large subsonic transports

The Very Large Subsonic Transport (VLST) is a multi-use commercial passenger, commercial cargo, and military airlifter roughly 50% larger than the current Lockheed C-5 and Boeing 747. Due to the large size and cost of the VLST, it is unlikely that the commercial market can support more than one aircraft production line, while declining defense budgets will not support a dedicated military VLST. A successful VLST must therefore meet airline requirements for more passenger and cargo capacity on congested routes into slot-limited airports and also provide a cost effective heavy airlift capacity to support the overseas deployment of US military forces. A successful VLST must satisfy three key missions: commercial passenger service with nominal seating capacity at a minimum of 650 passengers with a range capability of 7,000 to 10,000 miles; commercial air cargo service for containerized cargo to support global manufacturing of high value added products, 'just-in-time' parts delivery, and the general globalization of trade; and military airlift with adequate capacity to load current weapon systems, with minimal break-down, over global ranges (7,000 to 10,000 miles) required to reach the operational theater without need of overseas bases and midair refueling. The development of the VLST poses some technical issues specific to large aircraft, but also key technologies applicable to a wide range of subsonic transport aircraft. Key issues and technologies unique to the VLST include: large composite structures; dynamic control of a large, flexible structure; aircraft noise requirements for aircraft over 850,000 pounds; and increased aircraft separation due to increased wake vortex generation. Other issues, while not unique to the VLST, will critically impact the ability to build an efficient and affordable aircraft include: active control systems: Fly-By-Light/Power-By-Wire (FBL/PBW); high lift systems; flight deck associate systems; laminar flow; emergency egress; and modular design. The VLST will encounter severe restrictions on weight, ground flotation, span, length, and door height to operate at current airports/bases, gates, and cargo loading systems. One option under consideration is for a sea-based VLST, either a conventional seaplane or Wing-In-Ground effect (WIG) vehicle, which would allow greater operational flexibility, while introducing other design challenges such as water impact loads and salt-water corrosion. Lockheed Martin is currently developing a floatplane version of the C-130 Hercules which will provide experience with a modern sea-based aircraft. In addition to its own ongoing research activities, Lockheed Martin is also participating in the NASA Advanced Subsonic Technology, High Speed Research (HSR), and other programs which address some of the technologies needed for the VLST. The VLST will require NASA and US aerospace companies to work together to develop new capabilities and technologies for make the VLST a viable part of transportation beyond 2000.

Justice, R. Steven↗

NASA NTRS1998

Vehicle and Mission Design Options for the Human Exploration of Mars/Phobos Using "Bimodal" NTR and LANTR Propulsion

The nuclear thermal rocket (NTR) is one of the leading propulsion options for future human missions to Mars because of its high specific impulse (Isp-850-1000 s) capability and its attractive engine thrust-to-weight ratio (approximately equal 3-10). To stay within the available mass and payload volume limits of a "Magnum" heavy lift vehicle, a high performance propulsion system is required for trans-Mars injection (TMI). An expendable TMI stage, powered by three 15 thousand pounds force (klbf) NTR engines is currently under consideration by NASA for its Design Reference Mission (DRM). However, because of the miniscule burnup of enriched uranium-235 during the Earth departure phase (approximately 10 grams out of 33 kilograms in each NTR core), disposal of the TMI stage and its engines after a single use is a costly and inefficient use of this high performance stage. By reconfiguring the engines for both propulsive thrust and modest power generation (referred to as "bimodal" operation), a robust, multiple burn, "power-rich" stage with propulsive Mars capture and reuse capability is possible, A family of modular "bimodal" NTR (BNTR) vehicles are described which utilize a common "core" stage powered by three 15 klbf BNTRs that produce 50 kWe of total electrical power for crew life support, an active refrigeration / reliquification system for long term, "zero-boiloff" liquid hydrogen (LH 2 ) storage, and high data rate communications. An innovative, spine-like "saddle truss" design connects the core stage and payload element and is open underneath to allow supplemental "in-line" propellant tanks and contingency crew consumables to be easily jettisoned to improve vehicle performance. A "modified" DRM using BNTR transfer vehicles requires fewer transportation system elements, reduces IMLEO and mission risk, and simplifies space operations. By taking the next logical step--use of the BNTR for propulsive capture of all payload elements into Mars orbit--the power available in Mars orbit grows to 150 kWe compared to 30 kWe for the DRM. Propulsive capture also eliminates the complex, higher risk aerobraking and capture maneuver which is replaced by a simpler reentry using a standardized, lower mass "aerodescent" shell. The attractiveness of the "all BNTR" option is further increased by the substitution of the lightweight, inflatable "TransHab" module in place of the heavier, hard-shell hab module. Use of TransHab introduces the potential for propulsive recovery and reuse of the BNTR/ERV. It also allows the crew to travel to and from Mar on the same BNTR transfer vehicle thereby cutting the duration of the ERV mission in half--from approximately 4.7 to 2.5 years. Finally, for difficult Mars options, such as Phobos rendezvous and sample return missions, volume (not mass) constraints limit the performance of the "all LH 2 " BNTR stage. The use of "LOX-augmented" NTR (LANTR) engines, operating at a modest oxygen-to-hydrogen mixutre ratio (MR) of 0.5, helps to increase "bulk" propellant density and total thrust during the TMI burn. On all subsequent burns, the bimodal LANTR engines operate on LH 2 only (MR=0) to maximize vehicle performance while staying within the lift capability of two Magnum launches.

Nuclear thermal rocket↗

NASA NTRS1996

Active Sonic Boom Control

A theory and simulation code are developed to study nonsteady sources as means to control sonic booms of supersonic aircraft. A key result is that the source of sonic boom pressure is not confined to the length of the aircraft but occupies an extensive segment of flight path. An aircraft in nonsteady flight functions as a synthetic aperture antenna, generating complex acoustic waves with no simple relation to instantaneous volume or lift distributions. The theory applies linear acoustics to slender nonsteady sources but requires no far field approximation. The solution for pressure contains a term not seen in Whitham's theory for sonic booms of distant supersonic aircraft. The term describes a pressure field that decays algebraically behind the Mach cone and, in the case of steady flight, integrates to a ground load equal to the weight of the aircraft. The algebraic term is separate from those that describe the sonic boom. Two nonsteady source phenomena are evaluated: periodic velocity changes (surge), and periodic longitudinal lift redistribution (slosh). Surge can attenuate a sonic boom and convert it into prolonged weak reverberation, but accelerations needed to produce the phenomenon seem too large for practical use. Slosh may be practical and can alter sonic booms but does not, on the average, result in boom attenuation. The conclusion is that active sonic boom abatement is possible in theory but maybe not practical

Crow, Steven C.↗

NASA NTRS1973

Point and path performance of light aircraft: A review and analysis

The literature on methods for predicting the performance of light aircraft is reviewed. The methods discussed in the review extend from the classical instantaneous maximum or minimum technique to techniques for generating mathematically optimum flight paths. Classical point performance techniques are shown to be adequate in many cases but their accuracies are compromised by the need to use simple lift, drag, and thrust relations in order to get closed form solutions. Also the investigation of the effect of changes in weight, altitude, configuration, etc. involves many essentially repetitive calculations. Accordingly, computer programs are provided which can fit arbitrary drag polars and power curves with very high precision and which can then use the resulting fits to compute the performance under the assumption that the aircraft is not accelerating.

Smetana, F. O.↗

NASA NTRS1975

Compatibility of take-off and landing with mission and manoeuvre performance requirements for fighter aircraft

By means of an aircraft synthesis program, the effect of engine cycle, thrust to weight ratio, and wing parameter combination on field and flight performance has been investigated. For three different engine/intake configurations, thrust to weight ration and wing loading were varied. Each combination represents an aircraft designed to meet a specified mission radius. Using different lift systems and ground deceleration devices, the conditions are shown under which a matching of flight and field performance is economically feasible.

Reich, D.↗

NASA NTRS1984

Benefits of high aerodynamic efficiency to orbital transfer vehicles

The benefits and costs of high aerodynamic efficiency on aeroassisted orbital transfer vehicles (AOTV) are analyzed. Results show that a high lift to drag (L/D) AOTV can achieve significant velocity savings relative to low L/D aerobraked OTV's when traveling round trip between low Earth orbits (LEO) and alternate orbits as high as geosynchronous Earth orbit (GEO). Trajectory analysis is used to show the impact of thermal protection system technology and the importance of lift loading coefficient on vehicle performance. The possible improvements in AOTV subsystem technologies are assessed and their impact on vehicle inert weight and performance noted. Finally, the performance of high L/D AOTV concepts is compared with the performances of low L/D aeroassisted and all propulsive OTV concepts to assess the benefits of aerodynamic efficiency on this class of vehicle.

Andrews, D. G.↗

NASA NTRS2006

Preliminary Sizing of 120-Passenger Advanced Civil Rotorcraft Concepts

The results of a preliminary sizing study of advanced civil rotorcraft concepts that are capable of carrying 120 passengers over a range of 1,200 nautical miles are presented. The cruise altitude of these rotorcraft is 30,000 ft and the cruise velocity is 350 knots. The mission requires a hover capability, creating a runway independent solution, which might aid in reducing strain on the existing airport infrastructure. Concepts studied are a tiltrotor, a tandem rotor compound, and an advancing blade concept. The first objective of the study is to determine the relative merits of these designs in terms of mission gross weight, engine size, fuel weight, aircraft purchase price, and direct operating cost. The second objective is to identify the enabling technology for these advanced heavy lift civil rotorcraft.

vanAken, Johannes M.↗

NASA NTRS2018

Two-Speed Rotorcraft Research Transmission Power-Loss Associated with the Lubrication and Hydraulic Rotating Feed-Through Design Feature

An investigation was completed into the power loss associated with a rotating feed-through (RFT) design feature used to transfer lubrication and a hydraulic control signal from the static reference frame to a rotating reference frame in the NASA GRC two-speed transmission tests conducted in the Variable-Speed Drive Test Rig. The RFT feature, not commercially available, was created specifically for this research project and is integral to all two-speed transmission configurations tested, as well as a variant concept design for a geared variable-speed transmission presented at AHS Forum 71 in 2015. The experimental set-up and results from measurements in the isolated rotating-feed-through (RFT) experiments are presented. Results were used in an overall power loss assessment for a scaled conceptual 1,000 horsepower inline concentric two-speed transmission to support a NASA Revolutionary Vertical Lift Technologies (RVLT) Technical Challenge, demonstrating 50% speed change with less than 2% power loss while maintaining current power-to-weight ratios.

Rotorcraft↗