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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Pilot Controls for a Hybrid Turbine-Electric 17-Engine Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft where the aft turbine provides electric power in a hybrid design to wing mounted electric engines. A pilot-in-the-loop study was conducted at Langley Research Center in Hampton, Virginia to explore the design of a flight deck for the hybrid electric aircraft with 16 wing fans and an aft mounted turbine engine. Current flight deck designs provide control inceptors for each propulsion engine and display of all engine parameters for all primary aircraft engines. Automation trends and increasing automation in flight controls and throttle controls indicate less controls instead of more. The design team researched state-of-the-art and recommended study of three, two, and one throttle levers. Engine displays were researched and two were recommended for initial evaluation. 16 airline pilots evaluated the three throttle configurations and two engine display options. Engine failures for known probable indications were evaluated against all throttle and display configurations. This included one, four symmetric, eight non-symmetric, and sixteen momentary electric engine failures with the loss of the aft turbine. The turbine engine was evaluated for complete and partial failure during critical phases of takeoff as well as enroute. This presentation details the pilot study including pilot comments supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Recommendations for future study are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗
NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗
NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗
DOE OSTI2023

Impact of Limited Degree of Freedom Drag Coefficients on a Floating Offshore Wind Turbine Simulation

The worldwide effort to design and commission floating offshore wind turbines (FOWT) is motivating the need for reliable numerical models that adequately represent their physical behavior under realistic sea states. However, properly representing the hydrodynamic quadratic damping for FOWT remains uncertain, because of its dependency on the choice of drag coefficients (dimensionless or not). It is hypothesized that the limited degree of freedom (DoF) drag coefficient formulation that uses only translational drag coefficients causes mischaracterization of the rotational DoF drag, leading to underestimation of FOWT global loads, such as tower base fore-aft shear. To address these hydrodynamic modeling uncertainties, different quadratic drag models implemented in the open-source mid-fidelity simulation tool, OpenFAST, were investigated and compared with the experimental data from the Offshore Code Comparison Collaboration, Continued, with Correlation (OC5) project. The tower base fore-aft shear and up-wave mooring line tension were compared under an irregular wave loading condition to demonstrate the effects of the different damping models. Two types of hydrodynamic quadratic drag formulations were considered: (1) member-based dimensionless drag coefficients applied only at the translational DoF (namely limited-DoF drag model) and (2) quadratic drag matrix model (in dimensional form). Based on the results, the former consistently underestimated the 95th percentile peak loads and spectral responses when compared to the OC5 experimental data. In contrast, the drag matrix models reduced errors in estimates of the tower base shear peak load by 7–10% compared to the limited-DoF drag model. The underestimation in the tower base fore-aft shear was thus inferred be related to mischaracterization of the rotational pitch drag and the heave motion/drag by the limited-DoF model.

17 WIND ENERGY↗
NASA NTRS1980

Tire stiffness and damping determined from static and free-vibration tests

Stiffness and damping of a nonrolling tire were determined experimentally from both static force-displacement relations and the free-vibration behavior of a cable-suspended platen pressed against the tire periphery. Lateral and force-and-aft spring constants and damping factors of a 49 x 17 size aircraft tire for different tire pressure and vertical loads were measured assuming a rate-independent damping form. In addition, a technique was applied for estimating the magnitude of the tire mass which participates in the vibratory motion of the dynamic tests. Results show that both the lateral and force-and-aft spring constants generally increase with tire pressure but only the latter increased significantly with vertical tire loading. The fore-and-aft spring constants were greater than those in the lateral direction. The static-spring-constant variations were similar to the dynamic variations but exhibited lower magnitudes. Damping was small and insensitive to tire loading. Furthermore, static damping accounted for a significant portion of that found dynamically. Effective tire masses were also small.

Sleeper, R. K.↗
NASA NTRS1982

Space Shuttle STS-1 SRB damage investigation

The physical damage incurred by the solid rocket boosters during reentry on the initial space shuttle flight raised the question of whether the hardware, as designed, would yield the low cost per flight desired. The damage was quantified, the cause determined and specific design changes recommended which would preclude recurrence. Flight data, postflight analyses, and laboratory hardware examinations were used. The resultant findings pointed to two principal causes: failure of the aft skirt thermal curtain at the onset of reentry aerodynamic heating, and overloading of the aft shirt stiffening rings during water impact. Design changes were recommended on both the thermal curtain and the aft skirt structural members to prevent similar damage on future missions.

Nevins, C. D.↗
NASA NTRS1983

STS-3 Snowflake study

Videotape recordings were made of particles observed being released from the orbiter and image processing techniques were used to reduce the data in order to obtain sources and sizes. Results show that a significant number of 1 mm to 1 cm diameter particles were in the vicinity of STS-3. Their origin may be near the aft end of the orbiter; however, 19 of the 33 examined trajectories show that the origin was definitely forward of the aft end of the bay. There may be larger particles near the aft end of the orbiter. Most particles move generally rearward with respect to the orbiter (+X direction).

Barengoltz, J.↗
NASA NTRS1983

Effects of nacelle position and shape on performance of subsonic cruise aircraft

The reduction of installed-propulsion-system drag by installing circular and D-shaped-cross-section nacelles in an underwing-aft position is investigated experimentally in the NASA-Langley 16-foot transonic wind tunnel. Measurements were made at Mach 0.70 to 0.85, -2.5 to 4.1-deg angle of attack, and 3.4 to 4.0 million/ft Reynolds numbers using the NASA USB full-span transonic transport model; and results were compared with those for the wing-body and underwing-forward/pylon-mounted-nacelle (UTW) configurations. While all nacelle configurations are found to have interference drag, which can probably be reduced by eliminating supersonic flows, both aft configurations are shown to reduce drag relative to UTW and increase lift coefficients. The aft D-nacelle had the lowest drag, 6.8 percent of airplane drag lower than UTW at Mach 8.0 and lift coefficient 0.45. Wing pressure distributions and the effects of deflectors are discussed.

Bangert, L. H.↗
NASA NTRS1984

Three stage rocket vehicle with parallel staging

A three stage rocket vehicle has a large forward propellant tank and a small aft propellant tank axially aligned. Secured to the rear end of the aft propellant tank is an engine mount structure carrying rocket engines. Offset and secured to the propellant tanks is a payload structure. The propellants from the large forward tank are fed into the aft propellant tank. This arrangement enables the vehicle to parallel stage its use of engines and components and results in significant payload capability. The design and components fully utilize existing space shuttle elements and tooling.

Marshall, W. R.↗
NASA NTRS1985

Shuttle flight experiment 30-day summary report

A total of 12 AFT training sessions were administered to SL 3 Payload Specialists over a 7 month period. Nine of these sessions were 2 hours in duration and three were 3 hours in duration. A total of three rotating chair tests were conducted in this time frame with four subjects. The performance of these crewmen across tests is shown. Test 1, a baseline motion sickness test, was conducted approximately 10 months prior to the mission, before any AFT was administered. Test 2 was administered after 2 hours of AFT, test 3 after 4 hours and test 4 after 6 hours (total) of training in symptom control. Improvement in performance is reflected by a subject's ability to tolerate a greater number of rotations across tests. Additional training for crewman was not possible within the constraints of the mission. Results of the mission indicate that, as predicted preflight, subject #32 was relatively symptom free inflight while subject #33 was not. Other preflight and postflight tests and analyses are reported.

Source record↗
NASA NTRS1986

Effect of emerging technology on a convertible, business/interceptor, supersonic-cruise jet

This study was initiated to assess the feasibility of an eight-passenger, supersonic-cruise long range business jet aircraft that could be converted into a military missile carrying interceptor. The baseline passenger version has a flight crew of two with cabin space for four rows of two passenger seats plus baggage and lavatory room in the aft cabin. The ramp weight is 61,600 pounds with an internal fuel capacity of 30,904 pounds. Utilizing an improved version of a current technology low-bypass ratio turbofan engine, range is 3,622 nautical miles at Mach 2.0 cruise and standard day operating conditions. Balanced field takeoff distance is 6,600 feet and landing distance is 5,170 feet at 44,737 pounds. The passenger section from aft of the flight crew station to the aft pressure bulkhead in the cabin was modified for the interceptor version. Bomb bay type doors were added and volume is sufficient for four advanced air-to-air missiles mounted on a rotary launcher. Missile volume was based on a Phoenix type missile with a weight of 910 pounds per missile for a total payload weight of 3,640 pounds. Structural and equipment weights were adjusted and result in a ramp weight of 63,246 pounds with a fuel load of 30,938 pounds. Based on a typical intercept mission flight profile, the resulting radius is 1,609 nautical miles at a cruise Mach number of 2.0.

Beissner, F. L., Jr.↗
NASA NTRS1986

Further studies with data collected by NASA's airborne Doppler lidar in Oklahoma in 1981

Continued study of the lidar data collected in 1981 has resulted in significant new improvements in the analysis techniques reported by Bluestein et al. (1985) and McCaul (1985). Through comparison of fore- and aft-derived scalar fields of intensity and spectral width, the self-consistency of the lidar moment estimates was assessed. Reflectivity estimates were found to be quite stable and reliable, while spectral widths were prone to become noisy if signal to noise ratio (SNR) fell below 12 dB. In addition, spectral widths contained a significant component due to radial velocity gradients in areas along gust fronts, and these components were different along the fore and aft lines of sight. Significant improvement in agreement between the fore and aft fields of spectral width was obtained by estimating the radial velocity gradient component and then removing it from the raw measured widths to yield only the turbulent portion of the contribution to width. Additional analyses showed that lidar-derived vorticity estimates were consistent with several approximate models of vorticity growth along gust front zones, and with the hypothesis that Helmholtz instability could have been responsible for vortices seen along part of the gust front of 30 June 1981. Computations of divergence transverse to axes through an isolated cumulus congestus indicated that the strongest convergence tended to lie along an axis parallel to the congestus. This and the results of other additional analyses seem to suggest that the lidar winds do indeed accurately reflected the basic features of the real wind field.

Bluestein, H. B.↗
NASA NTRS1987

High performance Solid Rocket Motor (SRM) submerged nozzle/combustion cavity flowfield assessment

Two and three dimensional internal flowfield solutions for critical points in the Space Shuttle solid rocket booster burn time were developed using the Lockheed Huntsville GIM/PAID Navier-Stokes solvers. These perfect gas, viscous solutions for the high performance motor characterize the flow in the aft segment and nozzle of the booster. Two dimensional axisymmetric solutions were developed at t = 20 and t = 85 sec motor burn times. The t = 85 sec solution indicates that the aft segment forward inhibitor stub produces vortices with are shed and convected downwards. A three dimensional 3.5 deg gimbaled nozzle flowfield solution was developed for the aft segment and nozzle at t = 9 sec motor burn time. This perfect gas, viscous analysis, provided a steady state solution for the core region and the flow through the nozzle, but indicated that unsteady flow exists in the region under the nozzle nose and near the flexible boot and nozzle/case joint. The flow in the nozzle/case joint region is characterized by low magnitude pressure waves which travel in the circumferential direction. From the two and three dimensional flowfield calculations presented it can be concluded that there is no evidence from these results that steady state gas dynamics is the primary mechanism resulting in the nozzle pocketing erosion experienced on SRM nozzles 8A or 17B. The steady state flowfield results indicate pocketing erosion is not directly initiated by a steady state gas dynamics phenomenon.

Freeman, J. A.↗
NASA NTRS1988

Summary of Payload Integration Plan (PIP) for Starlab-1 flight experiment, enclosure 3

The objectives of the Autogenic Feedback Training (AFT) are to: determine if preflight AFT is an effective treatment for space adaptation syndrome (SAS); determine if preflight improvements in motion sickness tolerance can be used to predict crewmembers' success in controlling symptoms in flight; and identify differences and similarities between the physiological data from preflight motion sickness tests and data collected during symptom episodes in space. The goal is to test the AFT on 8 trained and 8 control subjects. At present 2 trained and 2 contol subjects were tested. The testing will continue until the experimental goal of testing 16 individual is reached.

Cowings, Patricia S.↗
NASA NTRS1988

Flight measured downwash of the QSRA

Several reports have been written on the performance of the Quiet Short-Haul Research Aircraft, which shows the advantages of upper-surface blowing or the propulsive-lift wing as it applies to lift, maneuverability, and short takeoff and landing. This high lift generation at low speeds results in substantial downwash, especially in the low-aft fuselage tail position. The high T-tail of the Quiet Short-Haul Research Aircraft minimizes the undesirable downwash effects from the propulsive-lift wing. Queries from Department of Defense agencies and industry for quantitative values prompted a series of flight-measured downwash tests at the high T-tail and the low aft fuselage position. The results are presented in a summarized format, showing downwash, Delta epsilon/Delta a, for both locations. As would be expected, downwash increases for increased power and USB flap settings. The downwash is greater in the low aft-fuselage position as compared to the high T-tail area.

Eppel, Joseph C.↗
NASA NTRS1989

Unsteady blade pressure measurements on a model counterrotation propeller

In an exploratory effort an advanced counterrotation propeller instrumented with blade-mounted pressure transducers was tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel at a simulated takeoff and landing speed of Mach 0.20. The propeller's aft diameter was reduced to investigate possible noise reductions resulting from reduced blade row interaction with the tip vortex. The propeller was tested at three blade row spacings at fixed blade setting angles, at the maximum blade row spacing at higher blade setting angles and at propeller axis angles attack to the flow up to + or - 16 deg. A limited number of unsteady blade surface pressure measurements were made on both rotors of the model counterrotation propeller. Emphasis was placed on determining the effects of rotor-rotor interactions on the blade surface pressures. A unique method of processing the pressure signals was developed that enables even weak interaction waveforms and spectra to be separated from the total signal. The interaction on the aft rotor was many times stronger than that on the forward rotor. The fundamental rotor interaction tone exhibited complicated behavior but generally increased with rotational speed and blade setting angle and decreased with rotor spacing. With the propeller axis at an angle to the flow, the phase response of the aft rotor appeared to be significantly affected by the presence of the forward rotor.

Heidelberg, Laurence J.↗
NASA NTRS1989

Unsteady blade pressure measurements on a model counterrotation propeller

In an exploratory effort an advanced counterrotation propeller instrumented with blade-mounted pressure transducers was tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel at a simulated takeoff and landing speed of Mach 0.20. The propeller's aft diameter was reduced to investigate possible noise reductions resulting from reduced blade row interaction with the tip vortex. The propeller was tested at three blade row spacings at fixed blade setting angles, at the maximum blade row spacing at higher blade setting angles and at propeller axis angles attack to the flow up to + or - 16 deg. A limited number of unsteady blade surface pressure measurements were made on both rotors of the model counterrotation propeller. Emphasis was placed on determining the effects of rotor-rotor interactions on the blade surface pressures. A unique method of processing the pressure signals was developed that enables even weak interaction waveforms and spectra to be separated from the total signal. The interaction on the aft rotor was many times stronger than that on the forward rotor. The fundamental rotor interaction tone exhibited complicated behavior but generally increased with rotational speed and blade setting angle and decreased with rotor spacing. With the propeller axis at an angle to the flow, the phase response of the aft rotor appeared to be significantly affected by the presence of the forward rotor.

Heidelberg, Laurence J.↗
NASA NTRS1988

Flight measured downwash of QSRA

Several reports have been written on the performance of the Quiet Short-Haul Research Aircraft, which shows the advantages of upper-surface blowing or the propulsive-lift wing as it applies to lift, maneuverability, and short takeoff and landing. This high lift generation at low speeds results in substantial downwash, especially in the low-aft fuselage tail position. The high T-tail of the Quiet Short-Haul Research Aircracft minimizes the undesirable downwash effects from the propulsive-lift wing. Queries from Department of Defense agencies and industry for quantitative values prompted a series of flight-measured downwash tests at the high T-tail and the low aft fuselage position. The results are presented in a summarized format, showing downwash, Delta epsilon/Delta a, for both locations. As would be expected, downwash increases for increased power and USB flap settings. The downwash is greater in the low aft-fuselage position as compared to the high T-tail area.

Eppel, Joseph C.↗