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At least 325 records · Page 18

Polar, Cluster and SuperDARN Evidence for High-Latitude Merging during Southward IMF: Temporal/Spatial Evolution

Magnetic merging on the dayside magnetopause often occurs at high latitudes. Polar measured fluxes of accelerated ions and wave Poynting vectors while skimming the subsolar magnetopause. The measurements indicate that their source was located to the north of the spacecraft, well removed from expected component merging sites. This represents the first use of wave Poynting flux as a merging discriminator at the magnetopause. We argue that wave Poynting vectors, like accelerated particle fluxes and the Walen tests, are necessary, but not sufficient, conditions, for identifying merging events. The Polar data are complemented with nearly simultaneous measurements from Cluster in the northern cusp, with correlated observations from the SuperDARN radar, to show that the locations and rates of merging vary. Magnetohydrodynamic (MHD) simulations are used to place the measurements into a global context. The MHD simulations confirm the existence of a high-latitude merging site and suggest that Polar and SuperDARN observed effects are attributable to both exhaust regions of a temporally varying X-line. A survey of 13 merging events places the location at high latitudes whenever the interplanetary magnetic field (IMF) clock angle is less than approximately 150 degrees. While inferred high-latitude merging sites favor the antiparallel merging hypothesis, our data alone cannot exclude the possible existence of a guide field. Merging can even move away from equatorial latitudes when the IMF has a strong southward component. MHD simulations suggest that this happens when the dipole tilt angle increases or when IMF B(sub X) increases the effective dipole tilt.

Maynard, N. C.↗

Using Machine-Learning Methods and Expert Prediction Probabilities to Forecast Solar Flares

It has long been known that studying connection between solar flares and properties of magnetic field in active regions is very important for understanding the flare physics and developing space weather forecasts. The Helioseismic and Magnetic Imager onboard the Solar Dynamics Observatory (SDO/HMI) obtains tremendous amounts of magnetic field data products. However the operational NOAA Space Weather Prediction Center (SWPC) forecasts of solar flares still represent prediction probabilities issued by the experts. In this research we investigate the possibilities to enhance the daily operational flare forecasts performed at the SWPC by developing a synergy of the expert predictions and physics-based criteria, and by employing machine-learning methods. Among the physics-based criteria we consider the descriptors of the Polarity Inversion Line (PIL) and Space weather HMI Active Region Patches (SHARP), and derive from them daily characteristics of the entire Sun. We also consider the daily descriptors of the GOES Soft X-Ray (SXR) 1-8 Angstroms flux such as the flare history of the previous days and averaged X-Ray flux. We estimate the effectiveness in separation of flaring and non-flaring cases for each characteristic, as well as for the expert prediction probabilities, and find that some PIL, SHARP and SXR descriptors are as effective as the expert prediction probabilities and should be considered to issue the flare forecast. Finally, we train and test several Machine-Learning classification algorithms (Support Vector Classifiers with various kernel functions, k-Nearest Neighbor Classifier, Random Forest Classifier, and Neural Networks) using the most effective descriptors and expert prediction probabilities, and compare the obtained predictions with the current SWPC forecasts.

Machine-Learning↗

Lift Fan Nozzle for Joint Strike Fighter Tested in NASA Lewis' Powered Lift Rig

Under a nonreimbursable space act agreement between the NASA Lewis Research Center and the Allison Advanced Development Company, Allison tested a lift fan nozzle in Lewis' Powered Lift Rig. This test was in support of the Joint Strike Fighter program (formerly the Joint Advanced Strike Technology) sponsored by the Department of Defense, which will develop and field an affordable, multirole, next-generation, strike fighter aircraft for the Navy, Air Force, Marine Corps, and foreign allies. Allison, along with Pratt & Whitney Company, is part of the Lockheed Martin Corporation team that is scheduled to build a concept demonstrator aircraft by fiscal year 2001. The test was initiated in April and successfully completed in mid-July of 1997. Allison supplied a one-third-scale model of the lift fan nozzle, and Lewis provided the facility and the necessary support team. Various configurations, including pitching vectored angles ranging from 15deg forward to 60deg backward, were tested over a range of nozzle pressure ratios. Nozzle flow rates, thrust, and static pressures were measured for each of the configurations. Results from the test met the design requirements for the Joint Strike Fighter program and were in agreement with Allison's internal computational fluid dynamics (CFD) analyses. Data obtained from this test will also be used in the full-scale design of the lift fan system.

Lam, David W.↗

A New Vehicle-to-Vehicle Communication System: Visual-Enhanced Cooperative Traffic Operations

The advent of Connected and Autonomous Vehicles (CAVs) has highlighted the necessity for robust communication systems between vehicles and their environment. This study introduces a novel vehicle-to-vehicle (V2V) communication system, termed the Visual-Enhanced Cooperative Traffic Operations (VECTOR) system. The VECTOR system addresses the need for robust communication by converting dynamic data (including velocity and yaw angle data) into binary code, which is displayed on an LED panel mounted on the top of the vehicle. Following vehicles detect this panel and decode the information using a camera, implementing a visual-based communication method. VECTOR system employs a comprehensive five-module process. Initially, polynomial fitting techniques are applied to velocity data over fixed time intervals using third-degree polynomials, with validation via R² and MSE metrics. The second module converts velocity and yaw angle data into binary form, thereby enhancing detection and processing efficiency. The third module focuses on improving detection stability across various environmental conditions to enhance traffic safety. The fourth module decodes the binary data back into trajectory information, ensuring the fidelity of velocity and yaw angles. The final module integrates eco-control through the VECTOR system, employing advanced control algorithms to minimize energy consumption in CAVs. Experimental evaluations conducted using a modified CAV test platform based on the Lincoln MKZ demonstrate the feasibility and efficiency of the VECTOR system, achieving a 75% R-squared accuracy rate in replicating original velocity data. This methodology not only highlights potential applications but also underscores significant implications for advancing CAV technology.

Ma, Ke↗

Space Shuttle Solid Rocket booster nozzle flexible seal pivot point dynamics

The NASA Space Shuttle Solid Rocket Motor (SRM) uses an omniaxial flexible seal for vectoring the nozzle. This flexible seal, being built under the technical management of Marshall Space Flight Center in Huntsville, Alabama, is the first ever to be used on a manned spacecraft booster. Since no test history on the particular type of flexible seal being used was available and since flexible seal dynamics characteristics affect many vehicle hardware design and manufacture requirements, a rigorous test program to assess the integrity and operating characteristics of the seal was developed and executed. Vector requirements of the SRM flexible seal and results of subscale and full-scale prototype seal verification tests are included. The advantages of an improved method of calculating actuator stroke versus vector angle and pressure over the more classical method of calculating actuator strokes using pivot point envelopes are discussed. Results presented show that the SRM seal design will satisfy flight requirements.

Gaffin, R. D.↗

A Summary of the NEXT-C Flight Thruster Proto-flight Testing

Aerojet Rocketdyne (AR), under contract to NASA Glenn Research Center, built, tested and delivered the first flight version of the NEXT-C (NASA Evolutionary Xenon Thruster – Commercial) engine system. This system is comprised of a 7 kW thruster and power processing unit which are the commercial variants of the NEXT prototype thruster and power processing unit. In addition to developing the NEXT-C engine system for potential future NASA science missions, AR is dedicated to ensuring that this propulsion system is viable for commercial users and a wider variety of commercial applications. This paper will focus on the performance of the first flight model thruster, SN001, and presents an overview of the proto-flight testing environments and data obtained. For this first flight thruster, the proto-flight test sequence involved characterizing the performance of the thruster, in addition to vibration and thermal vacuum testing of the thruster. Between each of these environmental tests, the performance of the thruster was verified, ensuring that the environmental exposures, i.e. vibration and TVAC, did not affect the thruster performance. Specifically, the proto-flight data obtained included discharge chamber, optics and neutralizer performance. Faraday probe and ExB data obtained in the regions downstream of the thruster are presented and used to calculate thrust, and therefore specific impulse and total efficiency. Lastly, data are presented showing how the centroid of the ion beam, assumed to be indicative of the thrust vector location, varies throughout the entire proto-flight test campaign. The proto-flight testing of the NEXT-C PPU is documented in a previously published paper by Bontempo4. Following the proto-flight testing of the thruster, the thruster and its PPU successfully completed a System Integrated Test (SIT) tailored to the DART Mission. After the completion of the proto-flight testing, the SN001 thruster and SN002 PPU were delivered to APL for use on the DART mission.

Ion thruster↗

Phase 2 and 3 wind tunnel tests of the J-97 powered, external augmentor V/STOL model

Static and forward speed tests were made in a 40 multiplied by 80 foot wind tunnel of a large-scale, ejector-powered V/STOL aircraft model. Modifications were made to the model following earlier tests primarily to improve longitudinal acceleration capability during transition from hovering to wingborne flight. A rearward deflection of the fuselage augmentor thrust vector was shown to be beneficial in this regard. Other augmentor modifications were tested, notably the removal of both endplates, which improved acceleration performance at the higher transition speeds. The model tests again demonstrated minimal interference of the fuselage augmentor on aerodynamic lift. A flapped canard surface also showed negligible influence on the performance of the wing and of the fuselage augmentor.

Garland, D. B.↗

Experimental Study of a Nozzle Using Fluidic Counterflow for Thrust Vectoring

A static experimental investigation of a counterflow thrust vectoring nozzle concept was performed. The study was conducted in the NASA Langley Research Center Jet Exit Test Facility. Internal performance characteristics were defined over a nozzle pressure ratio (jet total to ambient) range of 3.5 to 10.0. The effects of suction collar geometry and suction slot height on nozzle performance were examined. In the counterflow concept, thrust vectoring is achieved by applying a vacuum to a slot adjacent to a primary jet that is shrouded by a suction collar. Two flow phenomena work to vector the primary jet depending upon the test conditions and configuration. In one case, the vacuum source creates a secondary reverse flowing stream near the primary jet. The shear layers between the two counterflowing streams mix and entrain mass from the surrounding fluid. The presence of the collar inhibits mass entrainment and the flow near the collar accelerates, causing a drop in pressure on the collar. The second case works similarly except that the vacuum is not powerful enough to create a counterflowing stream and instead a coflowing stream is present. The primary jet is vectored if suction is applied asymmetrically on the top or bottom of the jet.

Flamm, Jeffrey D.↗

Determination of soil moisture distribution from impedance and gravimetric measurements

Daily measurements of the soil dielectric properties at 5 and 10 cm were obtained at five locations throughout the First ISLSCP Field Experiment (FIFE) test site during the 1987 intensive field campaigns (IFCs). An automated vector voltmeter was used to monitor the complex electrical impedance, at 10 MHz, of cylindrical volumes of soil delineated by specially designed soil moisture probes buried at these locations. The objective of this exercise was to test the hypothesis that the soil impedance is sensitive to the moisture content of the soil and that the imaginary part (that is, capacitive reactance) can be used to calculate the volumetric water content of the soil. These measurements were compared with gravimetric samples collected at these locations by the FIFE staff science team.

Ungar, Stephen G.↗

Shear-Sensitive Liquid Crystal Coating Method: Surface-Inclination Effects on Shear Vector Measurements

The shear-sensitive liquid crystal coating (SSLCC) method is an image-based technique for both visualizing dynamic surface-flow phenomena, such as transition and separation, and for measuring the continuous shear-stress vector distribution acting on an aerodynamic surface. Under proper lighting and viewing conditions (discussed below), the coating changes color in response to an applied aerodynamic shear. This color-change response is continuous and reversible, with a response time of milliseconds, and is a function of both the shear magnitude and the shear vector orientation relative to the observer. The liquid crystal phase of matter is a weakly-ordered, viscous, non-Newtonian fluid state that exists between the nonuniform liquid phase and the ordered solid phase of certain organic compounds. Cholesteric liquid crystal compounds possess a helical molecular arrangement that selectively scatters white light, incident along the helical axis, as a three-dimensional spectrum. This property is linked to the helical pitch length, which is within the range of wavelengths in the visible spectrum. The pitch length, and hence the wavelength of the scattered light, is influenced by shear stress normal to the helical axis. This unique optical property produces a measurable color change in response to an applied shearing force. The full-surface shear stress vector measurement method, developed at NASA-Ames, is schematically illustrated. As with the visualization method, the coated test surface is illuminated from the normal direction with white light and the camera is positioned at an above-plane view angle of approximately 30 deg. Experiments have been initiated at NASA Ames to begin the process of quantifying surface-inclination (surface-curvature) effects on shear vector measurement accuracy. In preliminary experiments, surface-inclination angles theta(sub x), theta(sub y) of 0, +/-5, +/-10, and +/-15 deg were employed. In this arrangement, white-light illumination was positioned normal to the untilted test surface, and the camera above-plane view angle was set at 30 deg relative to the untilted test surface. As can be seen, vector-aligned lambda(sub d) values showed no dependence on theta(sub x) or theta(sub y) for absolute values of these tilt angles is less than or equal to 15 deg. Acquisition and analyses of full-surface color images are presently underway to definitively document the insensitivity limits of the shear vector measurement methodology to surface-slope variations.

Reda, Daniel C.↗

Strategic avionics technology definition studies. Subtask 3-1A3: Electrical Actuation (ELA) Systems Test Facility

Future aerospace vehicles will require use of the Electrical Actuator systems for flight control elements. This report presents a proposed ELA Test Facility for dynamic evaluation of high power linear Electrical Actuators with primary emphasis on Thrust Vector Control actuators. Details of the mechanical design, power and control systems, and data acquisition capability of the test facility are presented. A test procedure for evaluating the performance of the ELA Test Facility is also included.

Rogers, J. P.↗

Optical Measurement Techniques for Rocket Engine Testing and Component Applications: Digital Image Correlation and Dynamic Photogrammetry

NASA Marshall Space Flight Center (MSFC) has been advancing dynamic optical measurement systems, primarily Digital Image Correlation, for extreme environment rocket engine test applications. The Digital Image Correlation (DIC) technology is used to track local and full field deformations, displacement vectors and local and global strain measurements. This technology has been evaluated at MSFC through lab testing to full scale hotfire engine testing of the J-2X Upper Stage engine at Stennis Space Center. It has been shown to provide reliable measurement data and has replaced many traditional measurement techniques for NASA applications. NASA and AMRDEC have recently signed agreements for NASA to train and transition the technology to applications for missile and helicopter testing. This presentation will provide an overview and progression of the technology, various testing applications at NASA MSFC, overview of Army-NASA test collaborations and application lessons learned about Digital Image Correlation.

Gradl, Paul↗

Advanced Modeling of Control-Structure Interaction in Thrust Vector Control Systems

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. During the development of the SLS TVC system, a family of advanced dynamics models were developed to extend and compliment the simplified quasi-linear “simplex” model historically used for flight control design and stability analysis. The importance of these advanced models became increasingly evident after ambient and hot fire testing of the Core Stage, which revealed a number of findings associated with the dynamic response of the TVC integrated system. Test responses suggested that the TVC did not meet its performance specifications and its step and frequency responses exhibited unexpected departures from prior lab tests and modeled behavior. One driving factor for these results was a higher-than-expected degree of coupling between the TVC system, the engine dynamics, and the Core Stage structure. This paper is the third installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, a new method of modeling rocket vehicle thrust vectoring servoelastic dynamics is presented. In this approach, the load dynamics are replaced by a detailed finite element model containing both the rigid body and elastic modes. A partitioning technique is used to compute the effective compliance from the modal data and obtain accurate simulation results using a reduced number of generalized coordinates. Coupled backup structure and nozzle attach compliance effects on multiple engines are captured in higher fidelity than with a spring approximation, eliciting novel effects due to the complex load paths involved in the Core Stage structure. Validation of the model is demonstrated using a variety of structural/modal, laboratory, and full-scale hot fire test data.

Launch Vehicles↗

Advanced Modeling of Control-Structure Interaction in Thrust Vector Control Systems

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. During the development of the SLS TVC system, a family of advanced dynamics models were developed to extend and compliment the simplified quasi-linear “simplex” model historically used for flight control design and stability analysis. The importance of these advanced models became increasingly evident after ambient and hot fire testing of the Core Stage, which revealed a number of findings associated with the dynamic response of the TVC integrated system. Test responses suggested that the TVC did not meet its performance specifications and its step and frequency responses exhibited unexpected departures from prior lab tests and modeled behavior. One driving factor for these results was a higher-than-expected degree of coupling between the TVC system, the engine dynamics, and the Core Stage structure. This paper is the third installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, a new method of modeling rocket vehicle thrust vectoring servoelastic dynamics is presented. In this approach, the load dynamics are replaced by a detailed finite element model containing both the rigid body and elastic modes. A partitioning technique is used to compute the effective compliance from the modal data and obtain accurate simulation results using a reduced number of generalized coordinates. Coupled backup structure and nozzle attach compliance effects on multiple engines are captured in higher fidelity than with a spring approximation, eliciting novel effects due to the complex load paths involved in the Core Stage structure. Validation of the model is demonstrated using a variety of structural/modal, laboratory, and full-scale hot fire test data.

Launch Vehicles↗

Probe compensation in cylindrical near-field scanning: A novel simulation methodology

Probe pattern compensation is essential in near-field scanning geometry, where there is a great need to accurately know far-field patterns at wide angular range. This paper focuses on a novel formulation and computer simulation to determine the precise need for and effect of probe compensation in cylindrical near-field scanning. The methodology is applied to a linear test array antenna and the NASA scatterometer radar antenna. The formulation is based on representing the probe by its equivalent tangential magnetic currents. The interaction between the probe equivalent aperture currents and the test antenna fields is obtained with the application of a reciprocity theorem. This allows us to obtain the probe vector output pickup integral which is proportional to the amplitude and phase of the electric field induced in the probe aperture with respect to its position to the test antenna. The integral is evaluated for each probe position on the required sampling point on a cylindrical near-field surface enclosing the antenna. The use of a hypothetical circular-aperture probe with a different radius permits us to derive closed-form expressions for its far-field radiation patterns. These results, together with the probe vector output pickup, allow us to perform computer simulated synthetic measurements. The far-field patterns of the test antenna are formulated based on cylindrical wave expansions of both the probe and test antenna fields. In the limit as the probe radius becomes very small, the probe vector output is the direct response of the near-field at a point, and no probe compensation is needed. Useful results are generated to compare the far-field pattern of the test antenna constructed from the knowledge of the simulated near-field with and without probe pattern compensation and the exact results. These results are important since they clearly illustrate the angular range over which probe compensation is needed. It has been found that a probe with an aperture radius of 0.25(lambda), 0.5(lambda), and 1(lambda) needs a little probe compensation, if any, near the test antenna main beam. In addition, a probe with low directivity may provide a better signal-to-noise ratio than a highly directive one. This is evident in test antenna patterns without probe compensation at wide angles.

Hussein, Ziad A.↗

Space shuttle development Motor No. 9 (DM-9), volume 1

The results obtained during the December 23, 1987 static firing of the DM-9 test article are presented. The DM-9 full-scale static test article employed redesigned solid rocket motor (RSRM) field joint capture feature hardware with J-seal insulation configuration, and nozzle-to-case joint radial bolt design with bonded insulation configuration. The nozzle incorporated RSRM components, including a thicker cowl with involuted outer boot ring. The nozzle employed redundant and verifiable seals in all five joints, and room temperature vulcanization backfill in three joints. With very few exceptions, the DM-9 test article was flight configuration. The test was conducted under extreme weather conditions: temperature of 25 F and wind at 15 to 20 mph. Ballistics performance values were within specification requirements. The RSRM field joint (J-seal) insulation configuration functioned as predicted with no indication of hot gases reaching the capture feature O-rings. There was a blowhole in the polysulfide adhesive in the nozzle-to-case joint, but no evidence of hot gases past the wiper O-ring. Nozzle design changes appeared to perform nominally, with the exception of the outer boot ring, which suffered partial structural breakup late in the test. Field joint heaters maintained the controlling resistance temperature device temperature within the specified requirements during heater operation. The thrust vector control system operated properly. The redesigned water deluge system, temperature conditioning equipment, and other test support equipment performed as planned.

Garecht, Diane M.↗

Phase 2 and 3 wind tunnel tests of the J-97 powered, external augmentor V/STOL model

Modifications were made to the model to improve longitudinal acceleration capability during transition from hovering to wing borne flight. A rearward deflection of the fuselage augmentor thrust vector is shown to be beneficial in this regard. Other agmentor modifications were tested, notably the removal of both endplates, which improved acceleration performance at the higher transition speeds. The model tests again demonstrated minimal interference of the fuselage augmentor on aerodynamic lift. A flapped canard surface also shows negligible influence on the performance of the wing and of the fuselage augmentor.

Garland, D. B.↗