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At least 289 records · Page 16

Global stratospheric change: Requirements for a Very-High-Altitude Aircraft for Atmospheric Research

The workshop on Requirements for a Very-High-Altitude Aircraft for Atmospheric Research, sponsored by NASA Ames Research Center, was held July 15 to 16, 1989, at Truckee, CA. The workshop had two purposes: to assess the scientific justification for a new aircraft that will support stratospheric research beyond the altitudes accessible to the NASA ER-2; and to determine the aircraft characteristics (e.g., ceiling altitude, payload accommodations, range, flight duration, operational capabilities) required to perform the stratospheric research referred to in the justification. To accomplish these purposes, the workshop brought together a cross-section of stratospheric scientists with several aircraft design and operations experts. The stratospheric scientists included theoreticians as well as experimenters with experience in remote and in situ measurements from satellites, rockets, balloons, aircraft, and the ground. Discussions of required aircraft characteristics focused on the needs of stratospheric research. It was recognized that an aircraft optimal for stratospheric science would also be useful for other applications, including remote measurements of Earth's surface. A brief description of these other applications was given at the workshop.

Source record↗

A Monte Carlo simulation technique for low-altitude, wind-shear turbulence

A case is made for including anisotropy in a Monte Carlo flight simulation scheme of low-altitude wind-shear turbulence by means of power spectral density. This study attempts to eliminate all flight simulation-induced deficiencies in the basic turbulence model. A full-scale low-altitude wind-shear turbulence simulation scheme is proposed with particular emphasis on low cost and practicality for near-ground flight. The power spectral density statistic is used to highlight the need for realistic estimates of energy transfer associated with low-altitude wind-shear turbulence. The simulation of a particular anisotropic turbulence model is shown to be a relatively simple extension from that of traditional isotropic (Dryden) turbulence.

Bowles, Roland L.↗

Statistical retrieval of precipitation cell-top altitude using passive 118-GHz observations

A nonlinear statistical-retrieval operator for precipitation cell-top altitude using high-spatial-resolution passive 118-GHz O2 brightness spectra is demonstrated. The retrieval operator consists of a Karhunen-Loeve transformation followed by a rank reduction, a linearization, and a linear minimum mean-square-error estimator. Information from the 118-GHz data on the ambient atmospheric-temperature profile and the precipitation cell size is also incorporated into the linear stage of the retrieval operator. The rms retrieval error is 1.5 km for cumulus-stage cells with tops ranging from 1.5 to 16 km. The sensitivity of nadiral 118-GHz spectra to the cell-top altitude is predominantly due to the scattering and absorption of radiation originating from low, warm atmospheric levels by colder liquid and frozen precipitation This effect causes cold perturbations in the brightness spectrum, which typically become stronger with increasing cell-top altitude.

Gasiewski, A. J.↗

A new technique for low-to-high altitude predictions of ablative hypersonic flowfields

A parabolized Navier-Stokes (PNS) technique for predicting chemically reacting reentry flows over a wide range of altitudes extending from zero to 259 kft is presented. This coupled-chemistry PNS scheme can use either a strongly implicit solution approach or a two-step solution approach and is used to study a hypersonic flow over various configurations over a Mach-number range of 6.89 to 20. It is demonstrated that the two-step solution provides a combination of accuracy, stability, and computational efficiency. Nonablating low-altitude calculations show that the flowfield is in chemical equilibrium only in the near-wall region, while finite-rate chemistry effects are significant over a major portion of the shock layer, and the Blottner-type linearization of the production terms is unstable for low-altitude high-Reynolds-number conditions.

Bhutta, Bilal A.↗

Conductivity and electric field variations with altitude in the stratosphere

Data regarding electric field, derived current density, and conductivity are presented for two balloons from the Electrodynamics of the Middle Atmosphere experiment which underwent the longest period of daily altitude variation. The magnetic L values range from 4.3 to 9.5 for the 18 days of Southern Hemisphere statistics, and the average conductivity and vertical electric fields are given. Simultaneous measurements of the average conductivity scale height and the vertical electric-field scale height indicate that vertical current density does not vary with altitude in the 10-28-km range. The measured conductivity varies significantly at a given altitude on a particular day, and some conductivity data sets are similar to other measurements between 10 and 30 km. Comparisons of the measured data to predictions from models of stratospheric conductivity demonstrate significant discrepancies.

Holzworth, Robert H.↗

Ionospheric ion composition from satellite measurements made during 1970-1980 - Altitude profiles

Ion-mass spectrometers were carried by a number of satellites in the 1970s. The ion-composition measurements from two of these missions, the Orbiting Geophysical Observatory-6 and the Atmosphere Explorer-C, are collected into an ion composition data base to evaluate several widely used empirical and theoretical models for the species H(+), He(+), N(+), O(+), NO(+), N2(+), and O2(+). The data base covers all latitudes and local times, and the altitude range from 150 km to 1200 km, but here altitude plots are presented of the ion densities at noon and at dip latitudes of 20-40 deg N. The satellite data are compared with an early ion-density profile, with the Koehnlein and IRI-90 empirical models, and with the Utah State University theoretical ionosphere model. These comparisons serve to verify some aspects of the models, but they also reveal some outstanding differences. The solar activity dependence of H(+), He(+), N(+), and O(+) is demonstrated, although this has not been possible for the molecular ions because low altitude measurements have not been made near solar maximum.

Hoegy, W. R.↗

Aerodynamic characteristics of a hypersonic viscous optimized waverider at high altitudes

The present paper addresses the applicability of the basic concept of waveriding at high altitudes, and the extent to which the large viscous forces degrade the aerodynamic performance of waveriders. The waverider under consideration was designed using a continuum flow methodology. It is shown that the lift-to-drag ratio of high-altitude/high-Knudsen-number waveriders can be expected to be significantly lower than their low altitude/low Knudsen number counterparts. The aerodynamic performance of a representative waverider which was optimized for a 90-km, Mach-25 application is studied for altitudes ranging from 97 km to 145 km and incidence angles of 0 to 30 deg. Typical values of the lift-to-drag ratio were computed to be in the range of 0 to 0.3. Friction forces are mostly responsible for this poor performance. Friction forces account for more than 93 percent of the drag and significantly reduce lift.

Rault, Didier F. G.↗

A computerized databank of decompression sickness incidence in altitude chambers

This report describes a hypobaric decompression sickness databank (HDSD) for use with personal computers. The databank consolidates some of the decompression sickness (DCS) information that has accumulated from altitude chamber tests from 1942 to the present. The information was transcribed to a data collection form, screened for accuracy and duplication, and then added to the databank through a computer keyboard. The databank consists of two files; 63 fields contain details of the test conditions in the altitude chamber, the outcome of the test in terms of DCS and venous gas emboli, the physical characteristics of the group of subjects who underwent the test, and the denitrogenation procedures prior to decompression. The HDSD currently contains 378 records that represent 130,012 altitude exposures from 80 sources: scientific journal articles, government and contractor reports, and chapters from books.

Conkin, Johnny↗

Integration of radar altimeter, precision navigation, and digital terrain data for low-altitude flight

A Kalman filter for the integration of a radar altimeter into a terrain database-dependent guidance system was developed. Results obtained from a low-altitude helicopter flight test data acquired over moderately rugged terrain showed that the proposed Kalman filter removes large disparities in predicted above-ground-level (AGL) altitude in the presence of measurement anomalies and dropouts. Integration of a radar altimeter makes it possible to operate a near-terrain guidance system at or below 50 ft (subject to obstacle-avoidance limitations), whereas without radar altimeter integration, a minimum clearance altitude of 220 AGL is needed, as is suggested by previous work.

Zelenka, Richard E.↗

A hypersonic shock tunnel test of the Aeroassist Flight Experiment (AFE) vehicle at high altitude test conditions

The Aeroassist Flight Experiment (AFE) vehicle is a 4.26 m-diameter raked and blunted elliptic cone that is intended to obtain aerodynamic and aerothermodynamic data on blunt bodies at velocities near 10 km/s and altitudes above 75 km. Previous wind tunnel tests of this configuration have been at Mach numbers of 10 or lower. The present test program consisted of five test conditions at Mach numbers between 15 and 20 and simulated altitudes from 75 km to 97 km. Static longitudinal aerodynamic coefficients, the lift-to-drag ratio, and the trim angle-of-attack were obtained for angles-of-attack between 7 deg and 27 deg. The effects of angle-of-attack and shock Reynolds number, Re2, have been studied. These results indicate the AFE configuration is longitudinally stable. The variation of normal force slope, CNalpha and lift-to-drag slope, (L/D)alpha as well as the trim angle-of-attack with Re2 are documented. The trim angle-of-attack increases with decreasing values of shock Reynolds number (increasing altitude) while the lift-to-drag ratio at the trimmed conditions is relatively constant.

Wittliff, C. E.↗

Radar-anomalous, high-altitude features on Venus

Over nearly all of the surface of Venus the reflectivity and emissivity at centimeter wavelengths are about 0.15 and 0.85 respectively. These values are consistent with moderately dense soils and rock populations, but the mean reflectivity is about a factor of 2 greater than that for the Moon and other terrestrial planets. Pettingill and Ford, using Pioneer Venus reflectivities and emissivities, found a number of anomalous features on Venus that showed much higher reflectivities and much lower emissivities with both values approaching 0.5. These include Maxwell Montes, a number of high regions in Aphrodite Terra and Beta Regio, and several isolated mountain peaks. Most of the features are at altitudes above the mean radius by 2 to 3 km or more. However, such features have been found in the Magellan data at low altitudes and the anomalies do not exist on all high structures, Maat Mons being the most outstanding example. A number of papers have been written that attempt to explain the phenomena in terms of the geochemistry balance of weathering effects on likely surface minerals. The geochemists have shown that the fundamentally basaltic surface would be stable at the temperatures and pressures of the mean radius in the form of magnetite, but would evolve to pyrite and/or pyrrhotite in the presence of sulfur-bearing compounds such as SO2. Pyrite will be stable at altitudes above 4 or 5 km on Venus. Although the geochemical arguments are rather compelling, it is vitally important to rationally look at other explanations for radar and radio emission measurements such as that presented by Tryka and Muhleman. The radar reflectivity values are retrieved from the raw Magellan backscatter measurements by fitting the Hagfors' radar scattering model in which a surface roughness parameters and a normal incidence electrical reflectivity are estimated. The assumptions of the theory behind the model must be considered carefully before the results can be believed. These include that the surface roughness exists only at horizontal scales large compared to the wavelength, the vertical deviations are gaussianly distributed, there is no shadowing, and that the reflection occurs at the interface of two homogeneous dielectric half-spaces. Probably all these conditions are violated at the anomalous features under discussion. The most important of these is the homogeneity of the near surface of Venus, particularly in highlands. Under the assumptions of the theory, all of the radio energy is reflected by the impedance jump at the very boundary. However, in heterogeneous soil some fraction of the illuminating energy is propagated into the soil and then scattered back out by impedance discontinuities such as rock, voids, and cracks. In light soils, the latter effect can overwhelm the scattering effects of the true surface and greatly enhance the backscatter power, suggesting a much higher value of an effective dielectric constant that would be estimated from Hagfors' model.

Muhleman, Duane O.↗

Development and use of hydrogen-air torches in an altitude facility

A hydrogen-air ignition torch concept that had been used successfully in two rocket engine test facilities to consume excess hydrogen in their exhausters at atmospheric conditions was experimentally evaluated and developed in an altitude test facility at NASA Lewis Research Center. The idea was to use several of these torches in conjunction with hydrogen detectors and dilution air to prevent excess accumulation of unburned hydrogen or mixtures of hydrogen and air exceeding the sea-level lower flammability limit in the altitude facility exhaust system during hydrogen-fueled propulsion system tests. The torches were evaluated for a range of fuel-to-air ratios from 0.09 to 0.39 and for a range of exit diameters from 19/64 to 49/64 in. From the results of these tests a torch geometry and a fuel-to-air ratio were selected that produced a reasonably sized torch exhaust flame for consumption of unburned hydrogen at altitude pressures from sea level to 4 psia.

Lottig, Roy A.↗

Time to detection of circulating microbubbles as a risk factor for symptoms of altitude decompression sickness

This study investigated the association between time at onset of circulating microbubbles (CMB) and symptoms of altitude decompression sickness (DCS), using Cox proportional hazard regression models. The study population consisted of 125 individuals who participated in direct ascent, simulated extravehicular activities profiles. Using individual CMB status as a time-dependent variable, we found that the hazard for symptoms increased significantly (at the end of 180 min at altitude) in the presence of CMB (Hazard Ratio = 29.59; 95 percent confidence interval (95 percent CI) = 7.66-114.27), compared to no CMB. Further examination was conducted on the subgroup of individuals who developed microbubbles during the test (n = 49), by using Cox regression. Individuals with late onset of CMB (greater than 60 min at altitude) showed a significantly reduced risk of symptoms (hazard ratio = 0.92; 95 percent CI = 0.89-0.95), compared to those with early onset (equal to or less than 60 min), while controlling for other risk factors. We conclude that time to detection of circulating microbubbles is an independent determinant of symptoms of DCS.

Kumar, K. V.↗

Development and use of hydrogen-air torches in an altitude facility

A hydrogen-air ignition torch concept that had been used successfully in two rocket engine test facilities to consume excess hydrogen in their exhausters at atmospheric conditions was experimentally evaluated and developed in an altitude test facility at NASA Lewis Research Center. The idea was to use several of these torches in conjunction with hydrogen detectors and dilution air to prevent excess accumulation of unburned hydrogen or mixtures of hydrogen and air exceeding the sea-level lower flammability limit in the altitude facility exhaust system during hydrogen-fueled propulsion system tests. The torches were evaluated for a range of fuel-to-air ratios from 0.09 to 0.39 and for a range of exit diameters from 19/64 to 49/64 in. From the results of these tests a torch geometry and a fuel-to-air ratio were selected that produced a reasonably sized torch exhaust flame for consumption of unburned hydrogen at altitude pressures from sea level to 4 psia.

Lottig, Roy A.↗

Tests of artificial flight at high altitudes

If we wish to form an accurate idea of the extraordinary progress achieved in aeronautics, a comparison must be made of the latest altitude records and the figures regarded as highest attainable limit some ten years ago. It is desirable, for two reasons, that we should be able to define the limit of the altitudes that can be reached without artificial aid. First, to know to what extent the human body can endure the inhalation of rarified air. Second, the mental capacity of the aviator must be tested at high altitudes and the limit known below which he is able to make reliable observations without being artificially supplied with oxygen. A pneumatic chamber was used for the most accurate observations.

Gradenwitz, Arthur↗

Measurement of Altitude in Blind Flying

In this note, instruments for measuring altitude and rate of change of altitude in blind flying and landing of aircraft and their performance are discussed. Of those indicating the altitude above ground level, the sonic altimeter is the most promising. Its present bulk, intermittent operation, and more or less unsatisfactory means of indication are serious drawbacks to its use. The sensitive type aneroid altimeter is also discussed and errors in flying at a pressure level and in landing are discussed in detail.

Brombacher, W G↗

Compression-ignition Engine Performance at Altitudes and at Various Air Pressures and Temperatures

Engine test results are presented for simulated altitude conditions. A displaced-piston combustion chamber on a 5- by 7-inch single cylinder compression-ignition engine operating at 2,000 r.p.m. was used. Inlet air temperature equivalent to standard altitudes up to 14,000 feet were obtained. Comparison between performance at altitude of the unsupercharged compression-ignition engine compared favorably with the carburetor engine. Analysis of the results for which the inlet air temperature, inlet air pressure, and inlet and exhaust pressure were varied indicates that engine performance cannot be reliably corrected on the basis of inlet air density or weight of air charge. Engine power increases with inlet air pressure and decreases with inlet air temperatures very nearly as straight line relations over a wide range of air-fuel ratios. Correction factors are given.

Moore, Charles S↗

Velocity gained and altitude lost in recoveries from inclined flight paths

A series of charts is given showing the variation of the velocity gained and the altitude lost in dive pullouts with the initial indicated air speed and the dive angle. The effects of the maximum load factor, the drag parameter K, the initial altitude, and the type of recovery on the velocity gained and the altitude lost are also considered. The results were obtained from a step-by-step solution of the equations of motion in which mean values of the air density and the airplane drag coefficient were used. The load-factor variation with time is arbitrarily specified in various ways to simulate pull-out procedures, some of which might be encountered in flight.

Pearson, H A↗