Manual control of high-altitude Apollo launch abort
Simulation study of manual control capability for Apollo spacecraft reentry orientation after high altitude launch abort using visual scene
REENTRY↗
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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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Near-Simultaneous POLAR and DMSP Measurements of Topside Ionospheric Up and Down Flows at High Latitudes
We will present what we believe to be the first reported observations of up- and downflows of topside ionospheric thermal plasmas from multiple near-simultaneous tracks through the high-latitude topside ionosphere. From several Southern polar passes, it has been possible to construct plots of field-aligned flows of 0+ observed by the Thermal Ion Dynamics Experiment(TIDE) on the POLAR spacecraft near 5000 km altitude together with vertical ion flow observations from one or more DMSP spacecraft near 800 km altitude. These observations provide a glimpse of the wide-spread upward and downward ionospheric ion flows over the broad polar region along multiple distinct satellite tracks. For the instances where DMSP and POLAR cross nearly the same field lines at the 800 and 5000 kin altitudes, we will show ion parameter measurements at these to altitudes in comparison to Dynamic Fluid-Kinetic(DyFK) transport simulations of anticipated altitude profiles of these parameters.
Zeng, W.↗
Particle distributions in approximately 10(13) - 10(16) eV air shower cores at mountain altitude and comparison with Monte Carlo simulations
Photographs of 521 shower cores in an array of current-limited spark (discharge) chambers at Sacramento Peak (2900m above sea level, 730 g /sq cm.), New Mexico, U.S.A., have been analyzed and the results compared with similar data from Leeds (80m above sea level, 1020 g sq cm.). It was found that the central density differential spectrum is consistent with a power law index of -2 up to approx. 1500/sq m where it steepens, and that shower cores become flatter on average with increasing size. Scaling model predictions for proton primaries with a approx E sup -2.71 energy spectrum account well for the altitude dependence of the data at lower densities. However, deviations at higher densities indicate a change in hadron interaction characteristics between approx few x 10 to the 14th power and 10 to the 15th power eV primary energy causing particles close to the shower axis to be spread further out.
Ash, A. G.↗
Simulation of the Apollo command module aerodynamics at high altitudes.
Aerodynamic measurements on Apollo CM model at hypersonic flow simulating earth orbital reentry trajectory
Boylan, D. E.↗
COMDES-MELT: A Turbofan Engine Icing Risk Analysis Tool, User’s Manual
The computational tool COMDES-MELT was developed to predict the susceptibility of turbofan engines to ice accretion when flying in an ice crystal environment. COMDES-MELT is a first-generation computational tool that can estimate the conditions at which the accretion of ice can occur, location within the turbofan engine compression system, and at which engine operating points within the flight trajectory. This is accomplished by tracking the parameters of static wet bulb temperature, ice particle melt ratio, and the ice-water to airflow rates ratio as ice crystals are ingested into the engine compression system. It has been used successfully to predict engine operating points for simulation in an altitude wind tunnel with ice crystal ingestion. These engine tests occur in a simulated ice crystal cloud environment. This predictive analysis has been used to generate the test matrix in preparation for tests in the Propulsion Systems Laboratory, an altitude test facility at the NASA Glenn Research Center. Furthermore, due to the speed of the code during an engine icing test, adjustments to the test matrix can be provided to the test engineer in real time to focus on a particular area of ice accretion susceptibility. The use of the COMDES-MELT code will be examined in this manual.
Turbofan engine↗
Simulating the Benesov Bolide Flowfield and Spectrum at Altitudes of 47 and 57 km
This paper develops a computational fluid dynamics capability for simulating the radiative emission from a meteor shock-layer and wake to an external observer. The developed capability includes the impact of radiation and ablation on the meteor flowfield, where coupled radiation accounts for the impact of radiation on the flowfield energy equations and coupled ablation accounts for the injection of ablation species from the meteoroid surface into the ow. This capability includes updated flowfield chemistry and nonequilibrium radiation models, which are compiled from the literature. To provide a level of validation for this capability, the Benesov spectral measurements are considered. Although the meteoroid was likely fragmented at the 47 and 57 km altitudes considered, and the measurement uncertainty is roughly ±50%, these measurements represent the best available spectral measurements for a relatively large (meter-class) bolide. To determine the equivalent meteoroid diameter to simulate, the continuum component of the spectrum in the 570 to 610 nm range is considered. This range is dominated by air emission from the high pressure and temperature shock-layer in front of the meteoroid, which is simulated with a relatively small uncertainty (because of the abundance of relevant shock tube measurements) and sensitive to the equivalent meteoroid diameter. This allows an equivalent diameter between 0.62 to 0.9 m to be determined, based on comparisons between measurements and simulations in the 570 to 610 nm range. The range of equivalent diameters is due to the various meteoroid geometries considered, where increasing the bluntness decreases the required diameter. Applying these diameters to simulations at 47 and 57 km results in simulated spectra that compare within 30% of the measured values, considering the wavelength integrated values between 400 and 650 nm. This agreement is well within the estimated measurement uncertainty of ±50%. All major spectral features are captured by the simulations. This agreement provides a level of validation for the developed model that has not been previously available.
Luminous efficiency↗
Stagnation-point heat-transfer rate predictions at aeroassist flight conditions
The results are presented for the stagnation-point heat-transfer rates used in the design process of the Aeroassist Flight Experiment (AFE) vehicle over its entire aeropass trajectory. The prediction methods used in this investigation demonstrate the application of computational fluid dynamics (CFD) techniques to a wide range of flight conditions and their usefulness in a design process. The heating rates were computed by a viscous-shock-layer (VSL) code at the lower altitudes and by a Navier-Stokes (N-S) code for the higher altitude cases. For both methods, finite-rate chemically reacting gas was considered, and a temperature-dependent wall-catalysis model was used. The wall temperature for each case was assumed to be radiative equilibrium temperature, based on total heating. The radiative heating was estimated by using a correlation equation. Wall slip was included in the N-S calculation method, and this method implicitly accounts for shock slip. The N-S/VSL combination of projection methods was established by comparison with the published benchmark flow-field code LAURA results at lower altitudes, and the direct simulation Monte Carlo results at higher altitude cases. To obtain the design heating rate over the entire forward face of the vehicle, a boundary-layer method (BLIMP code) that employs reacting chemistry and surface catalysis was used. The ratio of the VSL or N-S method prediction to that obtained from the boundary-layer method code at the stagnation point is used to define an adjustment factor, which accounts for the errors involved in using the boundary-layer method.
Gupta, Roop N.↗
A comparative study of pumping systems for a chemical propulsion altitude test stand
Size, type, and cost of facility simulating 200,000 ft altitude for testing small chemical rockets and components
Yetman, A. A.↗
PSL Icing Facility Upgrade Overview
The NASA Glenn Research Center Propulsion Systems Lab (PSL) was recently upgraded to perform engine inlet ice crystal testing in an altitude environment. The system installed 10 spray bars in the inlet plenum for ice crystal generation using 222 spray nozzles. As an altitude test chamber, the PSL is capable of simulating icing events at altitude in a groundtest facility. The system was designed to operate at altitudes from 4,000 to 40,000 ft at Mach numbers up to 0.8M and inlet total temperatures from -60 to +15 degF. This paper and presentation will be part of a series of presentations on PSL Icing and will cover the development of the icing capability through design, developmental testing, installation, initial calibration, and validation engine testing. Information will be presented on the design criteria and process, spray bar developmental testing at Cox and Co., system capabilities, and initial calibration and engine validation test. The PSL icing system was designed to provide NASA and the icing community with a facility that could be used for research studies of engine icing by duplicating in-flight events in a controlled ground-test facility. With the system and the altitude chamber we can produce flight conditions and cloud environments to simulate those encountered in flight. The icing system can be controlled to set various cloud uniformities, droplet median volumetric diameter (MVD), and icing water content (IWC) through a wide variety of conditions. The PSL chamber can set altitudes, Mach numbers, and temperatures of interest to the icing community and also has the instrumentation capability of measuring engine performance during icing testing. PSL last year completed the calibration and initial engine validation of the facility utilizing a Honeywell ALF502-R5 engine and has duplicated in-flight roll back conditions experienced during flight testing. This paper will summarize the modifications and buildup of the facility to accomplish these tests.
Griffin, Thomas A.↗
Simulation evaluation of display/FLIR concepts for low-altitude, terrain-following helicopter operations
Trials were run on a six degree of freedom combat helicopter simulator to evaluate head-down displays with integrated FLIR imagery for terrain-following, course-steering, and transition to approach and hover helicopter pilot tasks. Three display formats were tested, providing varying levels of symbology for, e.g., the flight path angle, pitch-attitude data, vertical speed, altitude, etc. The pilots were also furnished flight director guidance, i.e., terrain-following, course steering, airspeed hold, and approach to hover. All the displays permitted the pilots to fly satisfactory mission in the CGI scenarios. The results revealed that the pilots preferred a nonconformal FLIR display superposition.
Swenson, H. N.↗
Turbojet Performance and Operation at High Altitudes with Hydrogen and Jp-4 Fuels
Two current turbojet engines were operated with gaseous-hydrogen and JP-4 fuels at very high altitudes and a simulated Mach number of 0.8. With gaseous hydrogen as the fuel stable operation was obtained at altitudes up to the facility limit of about 90,000 feet and the specific fuel consumption was only 40 percent of that with JP-4 fuel. With JP-4 as the fuel combustion was unstable at altitudes above 60,000 to 65,000 feet and blowout limits were reached at 75,000 to 80,000 feet. Over-all performance, component efficiencies, and operating range were reduced considerable at very high altitudes with both fuels.
Fleming, W A↗
Gaseous exhaust emissions from a JT8D-109 turbofan engine at simulated cruise flight conditions
Gaseous emissions from a JT8D-109 turbofan engine were measured in an altitude facility at four simulated cruise flight conditions: Mach 0.8 at altitudes of 9.1, 10, 7, and 12.2 km and Mach 0.9 at 10.7 km. Engine inlet air temperature was held constant at 283 K for all tests. Emissions measurements were made at nominally 6 cm intervals across the horizontal diameter of the engine exhaust nozzle with a single-point traversing gas sample probe. Measured emissions of decreased with increasing altitude from an emission index of 10.4 to one of 8.3, while carbon monoxide increased with increasing altitude from an emission index of 1.6 to one of 4.4. Unburned hydrocarbon emissions were essentially negligible for all flight conditions. Since the engine inlet air temperatures were not correctly simulated, the NOx emission indices were corrected to true altitude conditions by using correlating parameters for changes in combustor inlet temperature, pressure, and temperature rise. The correction was small at the lowest altitude. At the 10.7 and 12.2 km, Mach 0.8 test conditions the correction decreased the measured values by 1 emission index.
Diehl, L. A.↗
Ground truth versus no ground truth
The area of study was the southeastern Arizona test site and three areas within the site were studied in detail: Safford, Point of Pines, and Fort Apache-White River. These areas have terrain contrast ranging from flat arid regions to high alpine mountains. Data were obtained from the Apollo 9 photographic missions, high altitude aerial photography, and simulated ERTS-A data from high altitude aircraft. Various monoscopic and steroscopic devices were used to analyze the features, and film density variations were studied. No ground-based data were permitted. Thematic maps were prepared for geology, geomorphology, vegetation, hydrology, and soils. Interpreted boundaries were delineated, with no collaborative data used in the interpretation. Ground-based data were gathered during the overflight of high altitude aerial photography. A further study was made using the ground truth, and the data gathered on the ground were compared with original mapping. 80% to 85% of the interpretations in the areas checked were correct. It was proved that it is possible to monitor gross features of the vigor of crop lands and vegetative cover, to type soils and classify geologic features, and to determine hydrologic conditions.
Torbert, G. B.↗
High Altitude Venus Operations Concept Trajectory Design, Modeling and Simulation
A trajectory design and analysis that describes aerocapture, entry, descent, and inflation of manned and unmanned High Altitude Venus Operation Concept (HAVOC) lighter-than-air missions is presented. Mission motivation, concept of operations, and notional entry vehicle designs are presented. The initial trajectory design space is analyzed and discussed before investigating specific trajectories that are deemed representative of a feasible Venus mission. Under the project assumptions, while the high-mass crewed mission will require further research into aerodynamic decelerator technology, it was determined that the unmanned robotic mission is feasible using current technology.
Lugo, Rafael A.↗
Scale effects: HCMM data simulation. Usage of filtering techniques for scaling-up simulations
Image reduction used to simulate increase in altitude of an acquisition platform is equivalent to data smoothing, and can be achieved either by neighborhood averaging or by filtering techniques. The averaging approach is limited for accurate simulation. A filtering method is described which was based on the hypothesis that all changes due to altitude increase can be represented by a point spread function. Determination of the scale function and factor are discussed as well as implementation of the filtering. Filtering can be either in the spatial or frequency domain. In the spatial domain, filtering consists of the convolution of the image with the weights mask, and then of the declination of the points according to the appropriates scale factor. A simulation of an aircraft day image in the infrared channel is examined.
Digennaro, V.↗
The Altitude Wind Tunnel (AWT): A unique facility for propulsion system and adverse weather testing
A need has arisen for a new wind tunnel facility with unique capabilities for testing propulsion systems and for conducting research in adverse weather conditions. New propulsion system concepts, new aircraft configurations with an unprecedented degree of propulsion system/aircraft integration, and requirements for aircraft operation in adverse weather dictate the need for a new test facility. Required capabilities include simulation of both altitude pressure and temperature, large size, full subsonic speed range, propulsion system operation, and weather simulation (i.e., icing, heavy rain). A cost effective rehabilitation of the NASA Lewis Research Center's Altitude Wind Tunnel (AWT) will provide a facility with all these capabilities.
Chamberlin, R.↗
The Altitude Wind Tunnel (AWT) - A unique facility for propulsion system and adverse weather testing
A need has arisen for a new wind tunnel facility with unique capabilities for testing propulsion systems and for conducting research in adverse weather conditions. New propulsion system concepts, new aircraft configurations with an unprecedented degree of propulsion system/aircraft integration, and requirements for aircraft operation in adverse weather dictate the need for a new test facility. Required capabilities include simulation of both altitude pressure and temperature, large size, full subsonic speed range, propulsion system operation, and weather simulation (i.e., icing, heavy rain). A cost effective rehabilitation of the NASA Lewis Research Center's Altitude Wind Tunnel (AWT) will provide a facility with all these capabilities.
Chamberlin, R.↗
Simulation development of a forward sensor-enhanced low-altitude guidance system
The requirement to operate aircraft at low-altitude near the terrain is common in the military community and essential for helicopters. The risk and crew workload in this flight regime is severe, with navigation, guidance, and obstacle avoidance demanding high attention. A guidance system relying on digitized terrain elevation maps has been developed that employs airborne navigation, mission requirements, aircraft performance limits, and radar altimeter returns to generate a valley-seeking, low-altitude trajectory between waypoints for display to the pilot. This system has been flight demonstrated to 150 ft above ground level altitude, and is primarily limited by the ability of the pilot to perform obstacle detection and avoidance. In this study, a wide field of view forward sensor has been modeled and incorporated in the guidance system for the purpose of relieving the pilot of the obstacle avoidance duty. The results of a piloted, motion-based simulation of this enhanced low-altitude guidance system is presented. Simulated flights to 50 ft altitude in the presence of obstacles were demonstrated while maintaining situational awareness and close tracking of the guidance trajectory.
Zelenka, Richard E.↗