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At least 343 records · Page 19

Comparison of thruster configurations in attitude control systems

Several aspects concerning reaction control jet systems as used to govern the attitude of a spacecraft were considered. A thruster configuration currently in use was compared to several new configurations developed in this study. The method of determining the error signals which control the firing of the thrusters was also investigated. The current error determination procedure is explained and a new method is presented. Both of these procedures are applied to each of the thruster configurations which are developed and comparisons of the two methods are made.

Boland, J. S., III↗

Preliminary design characteristics of a subsonic business jet concept employing laminar flow control

Aircraft configurations were developed with laminar flow control (LFC) and without LFC. The LFC configuration had approximately eleven percent less parasite drag and a seven percent increase in the maximum lift-to drag ratio. Although these aerodynamic advantages were partially offset by the additional weight of the LFC system, the LFC aircraft burned from six to eight percent less fuel for comparable missions. For the trans-atlantic design mission with the gross weight fixed, the LFC configuration would carry a greater payload for ten percent fuel per passenger mile.

Turriziani, R. V.↗

Subsonic longitudinal and lateral directional static stability characteristics of a variable sweep fighter configuration employing various control surface deflections at angles of attack of 0 deg to 50 deg and large sideslip angles

A variable sweep fighter configuration with the wing in the 22 deg sweep position having leading edge slats and trailing edge flaps on the outboard panels was tested at a Mach number of 0.15 in the Langley 7- by 10-foot high speed tunnel. The angle of attack range was 0 deg to 50 deg and the sideslip angle range was -20 deg to 20 deg. Pitch, roll, and yaw control effectiveness were studied as well as the effects of spoilers. The data are presented without analysis.

Jarrett K Huffman↗

Evaluation of display and control concepts for a terminal configured vehicle in final approach in a windshear environment

A revised treatment of nonrandom inputs was incorporated in the model. Response behavior was observed for two display configurations (a pictorial EADI presentation and a flight-director configuration requiring use of a panel-mounted airspeed indicator), two control configurations (attitude and velocity control wheel steering), and two shear environments, each of which contained a head-to-tail shear and a vertical component. In general, performance trends predicted by the model were confirmed experimentally. Experimental and analytical results both indicated superiority to the EADI display with respect to regulation of height and airspeed errors. Velocity steering allowed tighter regulation of height errors, but control parameters had little influence on airspeed regulation. Model analysis indicated that display-related differences could be ascribed to differences in the quality of speed-related information provided by the two displays.

Levison, W. H.↗

Analysis and in-simulator evaluation of display and control concepts for a terminal configured vehicle in final approach in a windshear environment

Display Control configurations for the Terminal configured Vehicle in approach to landing situations were analyzed. A pilot/vehicle model was used to compare with a real time simulation study. Model results are presented and extended for the approach task during wind shear and random turbulence environments. In general, model results of performance trends matched those obtained experimentally.

Levison, W. H.↗

X-Band Acquisition Aid Software

The X-band Acquisition Aid (AAP) software is a low-cost acquisition aid for the Deep Space Network (DSN) antennas, and is used while acquiring a spacecraft shortly after it has launched. When enabled, the acquisition aid provides corrections to the antenna-predicted trajectory of the spacecraft to compensate for the variations that occur during the actual launch. The AAP software also provides the corrections to the antenna-predicted trajectory to the navigation team that uses the corrections to refine their model of the spacecraft in order to produce improved antenna-predicted trajectories for each spacecraft that passes over each complex. The software provides an automated Acquisition Aid receiver calibration, and provides graphical displays to the operator and remote viewers via an Ethernet connection. It has a Web server, and the remote workstations use the Firefox browser to view the displays. At any given time, only one operator can control any particular display in order to avoid conflicting commands from more than one control point. The configuration and control is accomplished solely via the graphical displays. The operator does not have to remember any commands. Only a few configuration parameters need to be changed, and can be saved to the appropriate spacecraft-dependent configuration file on the AAP s hard disk. AAP automates the calibration sequence by first commanding the antenna to the correct position, starting the receiver calibration sequence, and then providing the operator with the option of accepting or rejecting the new calibration parameters. If accepted, the new parameters are stored in the appropriate spacecraft-dependent configuration file. The calibration can be performed on the Sun, greatly expanding the window of opportunity for calibration. The spacecraft traditionally used for calibration is in view typically twice per day, and only for about ten minutes each pass.

Britcliffe, Michael J.↗

Wind-Tunnel Investigation at a Mach Number of 2.01 of the Aerodynamic Characteristics in Combined Angles of Attack and Sideslip of Several Hypersonic Missile Configurations with Various Canard Controls

An investigation of the aerodynamic characteristics of several hypersonic missile configurations with various canard controls for an angle-of-attack range from 0 deg to about 28 deg at sideslip angles of about 0 deg and 4 deg at a Mach number of 2.01 has been made in the Langley 4- by 4-foot supersonic pressure tunnel. The configurations tested we re a body alone which had a ratio of length to diameter of 10, the b ody with a 10 deg flare, the body with cruciform fins of 5 deg or 15 deg apex angle, and a flare-stabilized rocket model with a modified Von Karman nose. Various canard surfaces for pitch control only were te sted on the body with the 10 deg flare and on the body with both sets of fins. The results indicated that the addition of a flared afterbody or cruciform fins produced configurations which were longitudinally and directionally stable. The body with 5 deg fins should be capable of producing higher normal accelerations than the flared body. A l l of the canard surfaces were effective longitudinal controls which produced net positive increments of normal force and pitching moments which progressively decreased with increasing angle of attack.

AERODYNAMIC CHARACTERISTICS↗

Application of laminar flow control to supersonic transport configurations

The feasibility and impact of implementing a laminar flow control system on a supersonic transport configuration were investigated. A hybrid laminar flow control scheme consisting of suction controlled and natural laminar flow was developed for a double-delta type wing planform. The required suction flow rates were determined from boundary layer stability analyses using representative wing pressure distributions. A preliminary design of structural modifications needed to accommodate suction through a perforated titanium skin was carried out together with the ducting and systems needed to collect, compress and discharge the suction air. The benefits of reduced aerodynamic drag were weighed against the weight, volume and power requirement penalties of suction system installation in a mission performance and sizing program to assess the net benefits. The study showed a feasibility of achieving significant laminarization of the wing surface by use of a hybrid scheme, leading to an 8.2 percent reduction in the cruise drag. This resulted in an 8.5 percent reduction in the maximum takeoff weight and a 12 percent reduction in the fuel burn after the inclusion of the LFC system installation penalties. Several research needs were identified for a resolution of aerodynamics, structural and systems issues before these potential benefits could be realized in a practical system.

Parikh, P. G.↗

Experiences in applying optimization techniques to configurations for the Control Of Flexible Structures (COFS) Program

Optimization procedures are developed to systematically provide closely-spaced vibration frequencies. A general-purpose finite-element program for eigenvalue and sensitivity analyses is combined with formal mathematical programming techniques. Results are presented for three studies. The first study uses a simple model to obtain a design with two pairs of closely-spaced frequencies. Two formulations are developed: an objective function-based formulation and constraint-based formulation for the frequency spacing. It is found that conflicting goals are handled better by a constraint-based formulation. The second study uses a detailed model to obtain a design with one pair of closely-spaced frequencies while satisfying requirements on local member frequencies and manufacturing tolerances. Two formulations are developed. Both the constraint-based and the objective function-based formulations perform reasonably well and converge to the same results. However, no feasible design solution exists which satisfies all design requirements for the choices of design variables and the upper and lower design variable values used. More design freedom is needed to achieve a fully satisfactory design. The third study is part of a redesign activity in which a detailed model is used. The use of optimization in this activity allows investigation of numerous options (such as number of bays, material, minimum diagonal wall thicknesses) in a relatively short time. The procedure provides data for judgments on the effects of different options on the design.

Walsh, Joanne L.↗

Experiences in applying optimization techniques to configurations for the Control of Flexible Structures (COFS) program

Optimization procedures are developed to systematically provide closely-spaced vibration frequencies. A general purpose finite-element program for eigenvalue and sensitivity analyses is combined with formal mathematical programming techniques. Results are presented for three studies. The first study uses a simple model to obtain a design with two pairs of closely-spaced frequencies. Two formulations are developed: an objective function-based formulation and constraint-based formulation for the frequency spacing. It is found that conflicting goals are handled better by a constraint-based formulation. The second study uses a detailed model to obtain a design with one pair of closely-spaced frequencies while satisfying requirements on local member frequencies and manufacturing tolerances. Two formulations are developed. Both the constraint-based and the objective function-based formulations perform reasonably well and converge to the same results. However, no feasible design solution exists which satisfies all design requirements for the choices of design variables and the upper and lower design variable values used. More design freedom is needed to achieve a fully satisfactory design. The third study is part of a redesign activity in which a detailed model is used.

Walsh, Joanne L.↗