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At least 307 records · Page 17

A four-axis hand controller for helicopter flight control

A proof-of-concept hand controller for controlling lateral and longitudinal cyclic pitch, collective pitch and tail rotor thrust was developed. The purpose of the work was to address problems of operator fatigue, poor proprioceptive feedback and cross-coupling of axes associated with many four-axis controller designs. The present design is an attempt to reduce cross-coupling to a level that can be controlled with breakout force, rather than to eliminate it entirely. The cascaded design placed lateral and longitudinal cyclic in their normal configuration. Tail rotor thrust was placed atop the cyclic controller. A left/right twisting motion with the wrist made the control input. The axis of rotation was canted outboard (clockwise) to minimize cross-coupling with the cyclic pitch axis. The collective control was a twist grip, like a motorcycle throttle. Measurement of the amount of cross-coupling involved in pure, single-axis inputs showed cross coupling under 10 percent of full deflection for all axes. This small amount of cross-coupling could be further reduced with better damping and force gradient control. Fatigue was not found to be a problem, and proprioceptive feedback was adequate for all flight tasks executed.

Demaio, Joe↗

Particle kinetic simulation of high altitude hypervelocity flight

In this grant period, the focus has been on enhancement and application of the direct simulation Monte Carlo (DSMC) particle method for computing hypersonic flows of re-entry vehicles. Enhancement efforts dealt with modeling gas-gas interactions for thermal non-equilibrium relaxation processes and gas-surface interactions for prediction of vehicle surface temperatures. Both are important for application to problems of engineering interest. The code was employed in a parametric study to improve future applications, and in simulations of aeropass maneuvers in support of the Magellan mission. Detailed comparisons between continuum models for internal energy relaxation and DSMC models reveals that several discrepancies exist. These include definitions of relaxation parameters and the methodologies for implementing them in DSMC codes. These issues were clarified and all differences were rectified in a paper (Appendix A) submitted to Physics of Fluids A, featuring several key figures in the DSMC community as co-authors and B. Haas as first author. This material will be presented at the Fluid Dynamics meeting of the American Physical Society on November 21, 1993. The aerodynamics of space vehicles in highly rarefied flows are very sensitive to the vehicle surface temperatures. Rather than require prescribed temperature estimates for spacecraft as is typically done in DSMC methods, a new technique was developed which couples the dynamic surface heat transfer characteristics into the DSMC flow simulation code to compute surface temperatures directly. This model, when applied to thin planar bodies such as solar panels, was described in AIAA Paper No. 93-2765 (Appendix B) and was presented at the Thermophysics Conference in July 1993. The paper has been submitted to the Journal of Thermophysics and Heat Transfer. Application of the DSMC method to problems of practical interest requires a trade off between solution accuracy and computational expense and limitations. A parametric study was performed and reported in AIAA Paper No. 93-2806 (Appendix C) which assessed the accuracy penalties associated with simulations of varying grid resolution and flow domain size. The paper was also presented at the Thermophysics Conference and will be submitted to the journal shortly. Finally, the DSMC code was employed to assess the pitch, yaw, and roll aerodynamics of the Magellan spacecraft during entry into the Venus atmosphere at off-design attitudes. This work was in support of the Magellan aerobraking maneuver of May 25-Aug. 3, 1993. Furthermore, analysis of the roll characteristics of the configuration with canted solar panels was performed in support of the proposed 'Windmill' experiment. Results were reported in AIAA Paper No. 93-3676 (Appendix D) presented at the Atmospheric Flight Mechanics Conference in August 1993, and were submitted to Journal of Spacecraft and Rockets.

Haas, Brian L.↗

Numerical investigation of two- and three-dimensional heat transfer in expander cycle engines

The concept of using tube canting for enhancing the hot-side convective heat transfer in a cross-stream tubular rocket combustion chamber is evaluated using a CFD technique in this study. The heat transfer at the combustor wall is determined from the flow field generated by a modified version of the PARC Navier-Stokes Code, using the actual dimensions, fluid properties, and design parameters of a split-expander demonstrator cycle engine. The effects of artificial dissipation on convergence and solution accuracy are investigated. Heat transfer results predicted by the code are presented. The use of CFD in heat transfer calculations is critically examined to demonstrate the care needed in the use of artificial dissipation for good convergence and accurate solutions.

Burch, Robert L.↗

Arcjet system integration development

Compatibility between an arcjet propulsion system and a communications satellite was verified by testing a Government-furnished, 1.4 kW hydrazine arcjet system with the FLTSATCOM qualification model satellite in a 9.1-meter (30-foot) diameter thermal-vacuum test chamber. Background pressure was maintained at 10(exp -5) torr during arcjet operation by cryopumping the thruster exhaust with an array of 5 K liquid helium cooled panels. Power for the arcjet system was obtained from the FLTSATCOM battery simulator. Spacecraft telemetry was monitored during each thruster firing period. No changes in telemetry data attributable to arcjet operation were detected in any of the tests. Electromagnetic compatibility data obtained included radiated emission measurements, conducted emission measurements, and cable coupling measurements. Significant noise was observed at lower frequencies. Above 500 MHz, radiated emissions were generally within limits, indicating that communication links at S-band and higher frequencies will not be affected. Other test data taken with a diagnostic array of calorimeters, radiometers, witness plates, and a residual gas analyzer evidenced compatible operation, and added to the data base for arcjet system integration. Two test series were conducted. The first series only included the arcjet and diagnostic array operating at approximately 0.1 torr background pressure. The second series added the qualification model spacecraft, a solar panel, and the helium cryopanels. Tests were conducted at 0.1 torr and 10(exp-5) torr. The arcjet thruster was canted 20 degrees relative to the solar panel axis, typical of the configuration used for stationkeeping thrusters on geosynchronous communications satellites.

Zafran, Sidney↗

F/A-18 forebody vortex control. Volume 2: Rotary-balance tests

A rotary-balance wind tunnel test was conducted on a six percent model of the F/A-18 at the NASA Ames 7 X 10-Foot Low Speed Wind Tunnel. The data reduction was specially written for the test in National Instruments' LabVIEW. The data acquisition, reduction and analysis was performed with a Macintosh computer. The primary objective of the test was to evaluate the effectiveness of several forebody vortex control configurations in a rotary flow field. The devices that were found to be the most effective during the static tests (Volume 1) were investigated and included both mechanical and pneumatic configurations. The mechanical systems evaluated were small, single and dual, rotating nose tip strakes and a vertical nose strake. The jet blowing configuration used nozzles canted inboard 60 degrees. A two segment tangential slot was also evaluated. The different techniques were evaluated at angles of attack of 30 degrees, 45 degrees, 51 degrees, and 60 degrees. Sideslip and Reynolds number were varied for some of the configurations. All of the techniques proved to be effective in the rotating flow field. The vertical nose strake had the largest 'envelope' of effectiveness. Forebody vortex control provides large, robust yawing moments at medium to high angles of attack, even during combat maneuvers such as loaded roll.

Kramer, Brian R.↗

F/A-18 forebody vortex control. Volume 1: Static tests

A wind tunnel test was conducted on a six percent model of the F/A-18 at the NASA Ames 7 X 10-Foot Low Speed Wind Tunnel. The primary objective of the test was to evaluate several forebody vortex control configurations at high angles of attack in order to determine the most effective method of obtaining well behaved yawing moments, in preparation for the rotary balance test. Both mechanical and pneumatic systems were tested. Single and dual rotating nose tip strakes and a vertical nose strake were tested at different sizes and deflections. A series of jet blowing configurations were located at various fuselage stations, azimuth angles, and pointing angles ranging from straight aft to 60 deg canted inboard. Slot blowing was investigated for several slot lengths and fuselage stations. The effect of blowing rate was tested for both of these pneumatic systems. The most effective configurations were then further tested with a variation of both sideslip angle and Reynolds number over a range of angles of attack from 0 to 60 deg. It was found that a very robust system can be developed that provides yawing moments at angles of attack up to 60 deg that significantly exceeds that available from 30 deg of rudder deflection (F/A-18 maximum) at 0 deg angle of attack.

Kramer, Brian R.↗

Ignition Transient Calculations in the Space Shuttle Solid Rocket Motor

The work presented is part of an effort to develop a multidimensional ignition transient model for large solid propellant rocket motors. On the Space Shuttle, the ignition transient in the slot is induced when the igniter, itself a small rocket motor, is fired into the head-end portion of the main rocket motor. The computational results presented in this paper consider two different igniter configurations. The first configuration is a simulated Space Shuttle RSRM igniter which has one central nozzle that is parallel to the centerline of the motor. The second igniter configuration has a nozzle which is canted at an angle of 45 deg from the centerline of the motor. This paper presents a computational fluid dynamic (CFD) analyses of certain flow field characteristics inside the solid propellant star grain slot of the Space Shuttle during the ignition transient period of operation for each igniter configuration. The majority of studies made to date regarding ignition transient performance in solid rocket motors have concluded that the key parameter to be determined is the heat transfer rate to the propellant surface and hence the heat transfer coefficient between the gas and the propellant. In this paper the heat transfer coefficients, pressure and velocity distributions are calculated in the star slot. In order to validate the computational method and to attempt to establish a correlation between the flow field characteristics and the heat transfer rates a series of cold flow experimental investigations were conducted. The results of these experiments show excellent qualitative and quantitative agreement with the pressure and velocity distributions obtained from the CFD analysis. The CFD analysis utilized a classical pipe flow type correlation for the heat transfer rates. The experimental results provide an excellent qualitative comparison with regard to spatial distribution of the heat transfer rates as a function of nozzle configuration and igniter pressure. The results indicate that from a quantitative point of view that the pipe flow correlation gives reasonably good results. Furthermore, there appears to be a direct correlation between igniter pressure and an average Reynolds number in the star grain slot. This may lead to a simple method for modifying the convection heat transfer correlation. Calculated results of pressure-vs-time for the first 200 msec of motor firing of the Space Shuttle RSRM support the trends shown for the heat transfer rate comparisons between the cold flow CFD and experimental data.

Jenkins, Rhonald M.↗

Method and apparatus for weaving curved material preforms

A method and apparatus for fabricating straight or curved planar or three-dimensional (C channel, for example) fabric for fabrication into composite structures is presented. In the first embodiment, the fill yarns are inserted between layers of warp yarns, and a canted or curved reed, depending on the desired orientation of the fill yarns, is used to compact or 'beat-up' the fill yarns. In the second embodiment, the warp yarns of the fabric are curved using a conical or a combination of conical and cylindrical rollers to effect differential fabric take-up of the warp yarns for obtaining a constant radius of curvature of the warp yarns. In a third embodiment, a clamping bar fabric take-up device is used to effect the differential fabric take-up of the warp yarns for obtaining straight warp yarns, curved warp yarns with a constant radius of curvature, curved warp yarns with a non-contant radius of curvature, or some combinations of straight and curved warp yarns. In a fourth embodiment, for forming the flanges of the curved C channel, the warp yarns are alternately inserted through adjacent dent wires of the reed to permit vertical weaving of the flanges.

Farley, Gary L.↗

Experimental performance of a ventral nozzle with pitch and yaw vectoring capability for SSTOVL aircraft

Aircraft with supersonic, short takeoff and vertical landing capability have been proposed to replace some of the current high-performance aircraft. Several of these configurations use a ventral nozzle in the lower fuselage, aft of the center of gravity, for lift or pitch control. Internal vanes canted at 20 deg were added to a swivel-type ventral nozzle and tested at tailpipe to ambient pressure ratios up to 5.0 on the Powered Lift Facility at NASA Lewis Research Center. The addition of sets of four or seven vanes decreased the discharge coefficient of the nozzle by at least 6 percent and did not effect the thrust coefficient. Side force produced by the nozzle with vanes was 14 percent or more of the vertical force. In addition, this side force caused only a smalll loss in vertical force in comparison to the nozzle without vanes. The net thrust force was 8 deg from the vertical for four vanes and 10.5 deg for seven.

Esker, Barbara S.↗

Analysis of advanced solid rocket motor ignition phenomena

This report presents the results obtained from an experimental analysis of the flow field in the slots of the star grain section in the head-end of the advanced solid rocket motor during the ignition transient. This work represents an extension of the previous tests and analysis to include the effects of using a center port in conjunction with multiple canted igniter ports. The flow field measurements include oil smear data on the star slot walls, pressure and heat transfer coefficient measurements on the star slot walls and velocity measurements in the star slot.

Foster, Winfred A., Jr.↗

A CFD Study of Turbojet and Single-Throat Ramjet Ejector Interaction

Supersonic ejector-diffuse systems have application in driving an advanced airbreathing propulsion system, consisting of turbojet engines acting as the primary and a single throat ramjet acting as the secondary. The turbojet engines are integrated into the single throat ramjet to minimize variable geometry and eliminate redundant propulsion components. The result is a simple, lightweight system that is operable from takeoff to high Mach numbers. At this high Mach number (approximately Mach 3.0), the turbojets are turned off and the high speed ramjet/scramjet take over and drive the vehicle to Mach 6.0. The turbojet-ejector-ramjet system consists of nonafterburning turbojet engines with ducting canted at 20 degrees to supply supersonic flow (downstream of CD nozzle) to the horizontal ramjet duct at a supply total pressure and temperature. Two conditions were modelled by a 2-D full Navier Stokes code at Mach 2.0. The code modelled the Fabri choke as well as the non-Fabri non critical case, using a computational throat to supply the back pressure. The results, which primarily predict the secondary mass flow rate and the mixed conditions at the ejector exit were in reasonable agreement with the 1-D cycle code (TBCC).

Chang, Ing↗

Aeroelastic Stability of Modern Bearingless Rotors: A Parametric Investigation

The University of Maryland Advanced Rotorcraft Code (UMARC) is utilized to study the effects of blade design parameters on the aeroelastic stability of an isolated modern bearingless rotor blade in hover. The McDonnell Douglas Advanced Rotor Technology (MDART) Rotor is the baseline rotor investigated. Results indicate that kinematic pitch-lag coupling introduced through the control system geometry and the damping levels of the shear lag dampers strongly affect the hover inplane damping of the baseline rotor blade. Hub precone, pitchcase chordwise stiffness, and blade fundamental torsion frequency have small to moderate influence on the inplane damping, while blade pre-twist and placements of blade fundamental flapwise and chord-wise frequencies have negligible effects. A damperless configuration with a leading edge pitch-link, 15 deg of pitch-link cant angle, and reduced pitch-link stiffness is shown to be stable with an inplane damping level in excess of 2.7 percent critical at the full hover tip speed.

Nguyen, Khanh Q.↗

X-33 Liquid Hydrogen Tanks

The liquid hydrogen tank is a multi-lobe graphite/epoxy tank with integrally bonded, woven composite joints. The tanks are broken down into three major subgroups: aft dome/bulkhead, mid barrel section, and the forward dome/bulkhead. The vehicle uses two tanks (a left and right hand tank) as the "aft fuselage" of the vehicle, to react all body bending loads, landing gear loads, canted and vertical fin loads and air loads, as well as being used as the cryogenic fuel cells.

Adams, Andrew J.↗

Cloud Ozone Dust Imager (CODI): Investigation and Technical Plan - Volume 1

The Cloud Ozone Dust Imager (CODI) is proposed to investigate the current climatic balance of the Mars atmosphere, with particular emphasis on the important but poorly understood roles which dust and water ice aerosols play in this balance. The large atmospheric heating (20-50 K) resulting from global dust storms around Mars perihelion is well recognized. However, groundbased observations of Mars atmospheric temperatures, water vapor, and clouds since the Viking missions have identified a much colder, cloudier atmosphere around Mars aphelion that may prove as important as global dust storms in determining the interannual and long-term behavior of the Mars climate. The key climate issues CODI is designed to investigate are: 1) the degree to which non-linear interactions between atmospheric dust heating, water vapor saturation, and cloud nucleation influence the seasonal and interannual variability of the Mars atmosphere, and 2) whether the strong orbital forcing of atmospheric dust loading, temperatures and water vapor saturation determines the long-term balance of Mars water, as reflected in the north-south hemispheric asymmetries of atmospheric water vapor and polar water ice abundances. The CODI experiment will measure the daily, seasonal and (potentially) interannual variability of atmospheric dust and cloud opacities, and the key physical properties of these aerosols which determine their role in the climate cycles of Mars. CODI is a small (1.2 kg), fixed pointing camera, in which four wide-angle (+/- 70 deg) lenses illuminate fixed filters and CCD arrays. Simultaneous sky/surface imaging of Mars is obtained at an angular resolution of 0.28 deg/pixel for wavelengths of 255, 336, 502, and 673 nm (similar to Hubble Space Telescope filters). These wavelengths serve to measure atmospheric ozone (255 and 336 nm), discriminate ice and dust aerosols (336 and 673 nm), and construct color images (336, 502, and 673 nm). The CODI images are detected on four 512 x 512 pixel arrays, as partitioned on two 1024 x 1024 CCD's operated in frame transfer mode. The center of the CODI field-of-view is canted 40 deg from the zenith direction to obtain sky brightness measurements and a 20 deg surface field-of-view. Daily image observations will be conducted when the Sun is greater than or equal to 5 deg outside the edge of the CODI field-of-view, and twilight and nighttime imaging will obtained on a weekly basis. The 673 nm channel includes a polarizer wheel to obtain sky/surface polarimetry. A dust cover protects the entire lens assemblies of all four CODI channels. This opaque dust cover, which is normally opened for CODI imaging, includes a small fixed mirror and transparent window positioned above the 673 nm lens, to redirect the 673 nm field-of-view to the surface for descent imaging. Fixed pointing, internal data buffering, low operating power (2-4 W for less than or equal to 30 seconds), selective data transmission, and simple operational characteristics of the CODI experiment place minimum resource and operational demands on the Mars Surveyor 1998 lander. The CODI science goals are optimized for, but not restricted to, a low-latitude landing site (20 deg S-30 deg N). The primary CODI measurement objectives are the opacities, wave forms, particle properties (size, shape, and alignment), and heights of clouds; the opacities, particle properties, and vertical distribution of dust; and the opacity and vertical distribution of ozone. The variability of cloud, ozone, and dust opacities will be determined on diurnal, daily, and seasonal timescales. Wind velocities will be determined from cloud motions and wave characteristics; and the temporal variability of atmospheric water vapor, with limited altitude information, will be inferred from the CODI ozone observations. Secondary measurement objectives include limited descent imaging capability, surface uv-visible photometry and polarimetry, photochemistry, and meteorite infall rates.

Clancy, R. Todd↗

An Inviscid Computational Study of an X-33 Configuration at Hypersonic Speeds

This report documents the results of a study conducted to compute the inviscid longitudinal aerodynamic characteristics of a simplified X-33 configuration. The major components of the X-33 vehicle, namely the body, the canted fin, the vertical fin, and the body-flap, were simulated in the CFD (Computational Fluid Dynamic) model. The rear-ward facing surfaces at the base including the aerospike engine surfaces were not simulated. The FELISA software package consisting of an unstructured surface and volume grid generator and two inviscid flow solvers was used for this study. Computations were made for Mach 4.96, 6.0, and 10.0 with perfect gas air option, and for Mach 10 with equilibrium air option with flow condition of a typical point on the X-33 flight trajectory. Computations were also made with CF4 gas option at Mach 6.0 to simulate the CF4 tunnel flow condition. An angle of attack range of 12 to 48 deg was covered. The CFD results were compared with available wind tunnel data. Comparison was good at low angles of attack; at higher angles of attack (beyond 25 deg) some differences were found in the pitching moment. These differences progressively increased with increase in angle of attack, and are attributed to the viscous effects. However, the computed results showed the trends exhibited by the wind tunnel data.

Prabhu, Ramadas K.↗

Resilient Braided Rope Seal

A resilient braided rope seal for use in high temperature applications includes a center core of fibers. a resilient canted spring member supporting the core and at least one layer of braided sheath fibers tightly packed together overlying the spring member. The seal provides both improved load bearing and resiliency. Permanent set and hysteresis are greatly reduced.

Steinetz, Bruce M.↗

An Inviscid Computational Study of Three '07 Mars Lander Aeroshell Configurations Over a Mach Number Range of 2.3 to 4.5

This report documents the results of a study conducted to compute the inviscid longitudinal aerodynamic characteristics of three aeroshell configurations of the proposed '07 Mars lander. This was done in support of the activity to design a smart lander for the proposed '07 Mars mission. In addition to the three configurations with tabs designated as the shelf, the canted, and the Ames, the baseline configuration (without tab) was also studied. The unstructured grid inviscid CFD software FELISA was used, and the longitudinal aerodynamic characteristics of the four configurations were computed for Mach number of 2.3, 2.7, 3.5, and 4.5, and for an angle of attack range of -4 to 20 degrees. Wind tunnel tests had been conducted on scale models of these four configurations in the Unitary Plan Wind Tunnel, NASA Langley Research Center. Present computational results are compared with the data from these tests. Some differences are noticed between the two results, particularly at the lower Mach numbers. These differences are attributed to the pressures acting on the aft body. Most of the present computations were done on the forebody only. Additional computations were done on the full body (forebody and afterbody) for the baseline and the Shelf configurations. Results of some computations done (to simulate flight conditions) with the Mars gas option and with an effective gamma are also included.

Prabhu, Ramadas K.↗

High-Energy Two-Stage Pulsed Plasma Thruster

A high-energy (28 kJ per pulse) two-stage pulsed plasma thruster (MSFC PPT-1) has been constructed and tested. The motivation of this project is to develop a high power (approximately 500 kW), high specific impulse (approximately 10000 s), highly efficient (greater than 50%) thruster for use as primary propulsion in a high power nuclear electric propulsion system. PPT-1 was designed to overcome four negative characteristics which have detracted from the utility of pulsed plasma thrusters: poor electrical efficiency, poor propellant utilization efficiency, electrode erosion, and reliability issues associated with the use of high speed gas valves and high current switches. Traditional PPTs have been plagued with poor efficiency because they have not been operated in a plasma regime that fully exploits the potential benefits of pulsed plasma acceleration by electromagnetic forces. PPTs have generally been used to accelerate low-density plasmas with long current pulses. Operation of thrusters in this plasma regime allows for the development of certain undesirable particle-kinetic effects, such as Hall effect-induced current sheet canting. PPT-1 was designed to propel a highly collisional, dense plasma that has more fluid-like properties and, hence, is more effectively pushed by a magnetic field. The high-density plasma loading into the second stage of the accelerator is achieved through the use of a dense plasma injector (first stage). The injector produces a thermal plasma, derived from a molten lithium propellant feed system, which is subsequently accelerated by the second stage using mega-amp level currents, which eject the plasma at a speed on the order of 100 kilometers per second. Traditional PPTs also suffer from dynamic efficiency losses associated with snowplow loading of distributed neutral propellant. The twostage scheme used in PPT-I allows the propellant to be loaded in a manner which more closely approximates the optimal slug loading. Lithium propellant was chosen to test whether or not the reduced electrode erosion found in the Lithium Lorentz Force Accelerator (LiLFA) could also be realized in a pulsed plasma thruster. The use of the molten lithium dense plasma injector also eliminates the need for a gas valve and electrical switch; the injector design fulfills both roles, and uses no moving parts to provide, in principle, a highly reliable propellant feed and electrical switching system. Experimental results reported in this paper include: second-stage current traces, high-speed photographic and holographic imaging of the thruster exit plume, and internal mapping of the discharge chamber magnetic field from B-dot probe data. The magnetic field data is used to create a two-dimensional description of the evolution of the current sheet inside the thruster.

Markusic, Tom↗