SEARCH · Search NASA
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
The problem of shimmy of a castering wheel, such as the nose wheel of a tricycle gear airplane, is treated analytically. The flexibility of the tire is considered to be the primary cause of shimmy. The rather simple theory developed agrees rather well with previous experimental results. The author suggests that shimmy may be eliminated through a suitable choice of landing gear dimensions in lieu of a damper.
Due to lighting conditions, the program decided to only fly to the north pole in June 2022 and south pole in December 2022. Starting with the June 2022 landing sites at the north pole, a trajectory scan was run for one landing per day for the latitudes from 85 up to 88 degrees at 0.5 degree increments. Each landing site was at lunar dawn, which determined the landing site’s longitude as described in the previous section. The results of the June 2022 scan showed that LPL had the capability to reach a landing site at least once per day for the region examined as see in in Figure 12. There appears to be a correlation between the landing site’s altitude and the propellant remaining above the lander’s FPR, Figure 13. This is most likely due to the >10 km altitude constraint at SRM burnout. This constraint was applied to keep the lander high above the lunar terrain to avoid mountains, but can be relaxed when the full terrain data is added. Figure 12. June 2022 Nominal Usable Propellant Remaining vs Landing Date/time Similarly, the December 2022 landing sites were run showing that LPL was also capable of reaching a landing site at the Moon at least once per day. Figure 14 shows the results of the December scan, however, there were 3 landing sites that LPL could not reach. Two were very low in altitude (-5 and -4 km in altitude), which looking at the altitude trends in Figure 15, indicates that these sites may not be feasible with the current mission design. It may be possible to achieve the low altitude landing sites by lowering the SRM burnout altitude constraint, but that requires detailed terrain modeling, planned for a future phase of the analysis. The third non-reachable landing site is most likely due to an optimization error, as its altitude was high enough, at -2 km, that it should not have been a problem for the lander to arrive there. More analysis is required to verify this observation.
Abstract. The effective radiative forcing of anthropogenic aerosols (ERFaer) is an important measure of the anthropogenic aerosol effects simulated by a global climate model. Here we analyze ERFaer simulated by the E3SM version 1 (E3SMv1) atmospheric model using both century-long free-running atmosphere–land simulations and short nudged simulations. We relate the simulated ERFaer to characteristics of the aerosol composition and optical properties, and we evaluate the relationships between key aerosol and cloud properties. In terms of historical changes from the year 1870 to 2014, our results show that the global mean anthropogenic aerosol burden and optical depth increase during the simulation period as expected, but the regional averages show large differences in the temporal evolution. The largest regional differences are found in the emission-induced evolution of the burden and optical depth of the sulfate aerosol: a strong decreasing trend is seen in the Northern Hemisphere high-latitude region after around 1970, while a continued increase is simulated in the tropics. The relationships between key aerosol and cloud properties (relative changes between pre-industrial and present-day conditions) also show evident changes after 1970, diverging from the linear relationships exhibited for the period of 1870–1969. In addition to the regional differences in the simulated relationships, a reduced sensitivity in cloud droplet number and other cloud properties to aerosol perturbations is seen when the aerosol perturbation is large. Consequently, the global annual mean ERFaer magnitude does not increase after around 1970. The ERFaer in E3SMv1 is relatively large compared to the recently published multi-model estimates; the primary reason is the large indirect aerosol effect (i.e., through aerosol–cloud interactions). Compared to other models, E3SMv1 features large relative changes in the cloud droplet effective radius in response to aerosol perturbations. Large sensitivity is also seen in the liquid cloud optical depth, which is determined by changes in both the effective radius and liquid water path. Aerosol-induced changes in liquid and ice cloud properties in E3SMv1 are found to have a strong correlation, as the evolution of anthropogenic sulfate aerosols affects both the liquid cloud formation and the homogeneous ice nucleation in cirrus clouds (that causes a large effect on longwave ERFaer). As suggested by a previous study, the large ERFaer appears to be one of the reasons why the model cannot reproduce the observed global mean temperature evolution in the second half of the 20th century. Sensitivity simulations are performed to understand which parameterization and/or parameter changes have a large impact on the simulated ERFaer. The ERFaer estimates in E3SMv1 for the shortwave and longwave components are sensitive to the parameterization changes in both liquid and ice cloud processes. When the parameterization of ice cloud processes is modified, the top-of-model forcing changes in the shortwave and longwave components largely offset each other, so the net effect is negligible. This suggests that, to reduce the magnitude of the net ERFaer, it would be more effective to reduce the anthropogenic aerosol effect through liquid or mixed-phase clouds.
The objective of this project is to develop a dynamic simulation of the received signals from natural and man-made ground features in the vicinity of airports. The simulation is run during landing and takeoff stages of a flight. Vugraphs of noteworthy features of the simulation, ground clutter data bases, the development of algorithms for terrain features, typical wave theory results, and a gravity wave height profile are given.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Tsunami generated by the impacts of asteroids and comets into the Earth s oceans are widely recognized as a potentially catastrophic hazard to the Earth s population (e.g. Chapman and Morrison 1994, Nature, 367, 33; Hills et al. 1994, in Hazards Due to Comets and Asteroids, (ed. T. Gehrels), 779; Atkinson et al. 2000, Report of the UK Task Force on Potentially Hazardous NEOs; Ward and Asphaug 2000, Icarus, 145, 64). A peculiarity of ocean impacts is the potential global effects of an impact that would otherwise be of only regional or local importance should it occur on land. This is, of course, due to the ability of waves to propagate globally, as seen by the terrible effects of the recent earthquake off the coast of Sumatra. The overall process of an impact tsunami is complex and falls into several distinct phases: 1) initial impact of the bolide into the ocean and formation of a transient cavity in the water, 2) collapse of the cavity and propagation of large waves from the impact center outward over deep water (typically several km in depth), 3) initial effects on wave amplitude as shallower water of the continental slope is reached ("wave shoaling"), possible breaking of waves in relatively shallow water (less than 100 m depth), on continental shelves, and 5) final contact of waves with the shore and their progression onto dry land ("run-up" and "run-in"). Here we report on numerical calculations (and semi-analytic theory) covering phases 3 and 4.
A soil moisture retrieval assimilation framework is implemented across South Asia in an attempt to improve regional soil moisture estimation as well as to provide a consistent regional soil moisture dataset. This study aims to improve the spatiotemporal variability of soil moisture estimates by assimilating Soil Moisture Active Passive (SMAP) near-surface soil moisture retrievals into a land surface model. The Noah-MP (v4.0.1) land surface model is run within the NASA Land Information System software framework to model regional land surface processes. NASA Modern-Era Retrospective Analysis for Research and Applications (MERRA2) and Global Precipitation Measurement (GPM) Integrated Multi-satellitE Retrievals (IMERG) provide the meteorological boundary conditions to the land surface model. Assimilation is carried out using both cumulative distribution function (CDF)-corrected (DA-CDF) and uncorrected SMAP retrievals (DA-NoCDF). CDF matching is applied to correct the statistical moments of the SMAP soil moisture retrieval relative to the land surface model. Comparison of assimilated and model-only soil moisture estimates with publicly available in situ measurements highlights the relative improvement in soil moisture estimates by assimilating SMAP retrievals. Across the Tibetan Plateau, DA-NoCDF reduced the mean bias and RMSE by 8.4 % and 9.4 %, even though assimilation only occurred during less than 10 % of the study period due to frozen (or partially frozen) soil conditions. The best goodness-of-fit statistics were achieved for the IMERG DA-NoCDF soil moisture experiment. The general lack of publicly available in situ measurements across irrigated areas limited a domain-wide direct model validation. However, comparison with regional irrigation patterns suggested correction of biases associated with an unmodeled hydrologic phenomenon (i.e., anthropogenic influence via irrigation) as a result of SMAP soil moisture retrieval assimilation. The greatest sensitivity to assimilation was observed in cropland areas. Improvements in soil moisture potentially translate into improved spatiotemporal patterns of modeled evapotranspiration, although limited influence from soil moisture assimilation was observed on modeled processes within the carbon cycle such as gross primary production. Improvement in fine-scale modeled estimates by assimilating coarse-scale retrievals highlights the potential of this approach for soil moisture estimation over data-scarce regions.
NASA is conducting research to demonstrate and evaluate the application of Run Time Assurance (RTA) as a means to assure safety in Electric Vertical Takeoff and Landing (eVTOL) aircraft with highly automated or autonomous flight capability supervised by a single onboard pilot. The work described in this report demonstrates an application of RTA and examines the implications for design and analysis of aircraft functions and systems; aircraft safety hazards; safety assurance; development assurance; and pilot tasks and performance. This research effort also seeks to assess the efficacy of the combined application of traditional Functional Hazard Analysis (FHA) and the more modern System Theoretic Process Analysis (STPA) techniques to perform hazard analyses on aircraft with complex automated and autonomous systems and an onboard pilot. During the research effort we developed architectural designs of two alternate eVTOL aircraft, generally following the process characterized in the SAE standards ARP4754 and ARP4761. The design has focused on the control architectures of these aircraft, which are identical except that one incorporates RTA techniques to reduce the criticality of some key software components. Artifacts of this process include a taxonomy of aircraft-level functions, aircraft-level architecture diagrams, aircraft-level functional hazard assessments (AFHA), function allocations onto aircraft systems and subsystems, functional block diagrams for a select set of control-related functions, and system-level functional hazard assessments (SFHA) for those functions. This project has highlighted the notion that DAL D is something of a sweet spot for low-confidence controllers in an RTA-based design. Among the many activities described in DO-178C, the activities related to requirement verifiability, algorithmic accuracy, and test coverage can be the most challenging for the kinds of advanced control techniques that may be desirable in novel UAM designs, such as adaptive control, machine-learning, artificial intelligence, numerical search, and Monte Carlo based algorithms. Moreover, the standard requires that development teams demonstrate that errors leading to unacceptable failure conditions have been removed from the software. The RTA architecture, which cordons off the low-confidence function, makes it much easier to show this for these kinds of algorithms. With regard to the use of STPA and FHA as complementary hazard analysis techniques, our research effort led us to the conclusion that STPA should be used to derive requirements for hardware and software systems and/or components. Also, STPA is a natural complement to other processes in ARP4754A involving design studies and iteration.
A ditching investigation was made of a l/l2-scale dynamically similar model of the Douglas F4D-1 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and configurations were investigated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tables, sequence photographs, time-history acceleration curves, and attitude curves. From the results of the investigation, it was concluded that the airplane should be ditched at the lowest speed and highest attitude consistent with adequate control (near 22 deg) with landing gear retracted. In a calm-water ditching under these conditions the airplane will probably nose in slightly, then make a fairly smooth run. The fuselage bottom will sustain appreciable damage so that rapid flooding and short flotation time are likely. Maximum longitudinal deceleration will be about 4g and maximum normal acceleration will be about 6g in a landing run of about 420 feet, In a calm-water ditching under similar conditions with the landing gear extended, the airplane will probably dive. Maximum longitudinal decelerations will be about 5-1/2g and maximum normal accelerations will be about 3-1/2g in a landing run of about 170 feet.
The need to develop an operationally relevant figure of merit for the quality of performance of a complex system such as an aircraft cockpit stems from a hypothesized dissociation between measures of performance and those of workload. Performance can be measured in terms of time, errors, or a combination of these. In most tasks performed by expert operators, errors are relatively rare and often corrected in time to avoid consequences. Moreover, perfect performance is seldom necessary to accomplish a particular task. Moreover, how well an expert performs a complex task consisting of a series of discrete cognitive tasks superimposed on a continuous task, such as flying an aircraft, does not depend on how well each discrete task is performed, but on their smooth sequencing. This makes the amount of time spent on each subtask of paramount importance in measuring overall performance, since smooth sequencing requires a minimum amount of time spent on each task. Quality consists in getting tasks done within a crucial time interval while maintaining acceptable continuous task performance. Thus, a figure of merit for overall quality of performance should be primarily a measure of time to perform discrete subtasks combined with a measure of basic vehicle control. Thus, the proposed figure of merit requires doing a task analysis on a series of performance, or runs, of a particular task, listing each discrete task and its associated time, and calculating the mean and standard deviation of these times, along with the mean and standard deviation of tracking error for the whole task. A set of simulator data on 30 runs of a landing task was obtained and a figure of merit will be calculated for each run. The figure of merit will be compared for voice and data link, so that the impact of this technology on total crew performance (not just communication performance) can be assessed. The effect of data link communication on other cockpit tasks will also be considered.
The Global Land Data Assimilation System (GLDAS) drives multiple uncoupled land surface models in order to produce optimal output fields of surface states in near-real time, globally, at 1/4 degree spatial resolution. These fields are then made available for coupled atmospheric model initialization and further research. One of the unique aspects of GLDAS is its ability to ingest both modeled and observation-derived forcing for running global scale land surface models. This paper compares results of runs forced by modeled and observed precipitation and shortwave radiation fields. Differences are examined and the impact of the observations on model skill is assessed.
The ditching characteristics of the Army B-36 airplane were determined by testing 1/20- and 1/30-scale dynamic models in calm water in Langley tank no. 2 and at the outdoor catapult. The scope of the tests consisted of ditching the models at various conditions of simulated damage, landing attitudes, and speeds, with various flap settings using several degrees of restraint of the flap hinges. The ditching behavior was evaluated from recordings of deceleration, length of run, and motions of the models. The results showed that the airplane should be ditched at an attitude of about 9 deg with flaps full down. The probable ditching behavior will be a smooth run with a maximum longitudinal deceleration of 3g to 4g and a landing run of 4 to 5 fuselage lengths. Structural failure of the underside of the fuselage will not seriously affect the behavior of the airplane.
Development activities underway to improve LANDSAT sensors and observing systems are reported. Data cover high resolution imagery of surface temperatures for improving crop and other vegetation and soil classifications, and heat capacity mapping for recording surface temperatures at hours of maximum and minimum heating. Automatic identification and classification methods designed to extract information such as crop and forage acreages, amounts of water run-off, and types of land use directly from the satellite observations were also studied. A number of applications verification tests were conducted, particularly in the areas of crop and land use inventory and water run-off prediction, to demonstrate the direct transfer of space acquired information to end users.
The Modern-Era Retrospective analysis for Research and Applications (MERRA) is a state-ofthe-art reanalysis that provides, in addition to atmospheric fields, global estimates of soil moisture, latent heat flux, snow, and runoff for 1979-present. This study introduces a supplemental and improved set of land surface hydrological fields ("MERRA-Land") generated by re-running a revised version of the land component of the MERRA system. Specifically, the MERRA-Land estimates benefit from corrections to the precipitation forcing with the Global Precipitation Climatology Project pentad product (version 2.1) and from revised parameter values in the rainfall interception model, changes that effectively correct for known limitations in the MERRA surface meteorological forcings. The skill (defined as the correlation coefficient of the anomaly time series) in land surface hydrological fields from MERRA and MERRA-Land is assessed here against observations and compared to the skill of the state-of-the-art ERA-Interim (ERA-I) reanalysis. MERRA-Land and ERA-I root zone soil moisture skills (against in situ observations at 85 US stations) are comparable and significantly greater than that of MERRA. Throughout the northern hemisphere, MERRA and MERRA-Land agree reasonably well with in situ snow depth measurements (from 583 stations) and with snow water equivalent from an independent analysis. Runoff skill (against naturalized stream flow observations from 18 US basins) of MERRA and MERRA-Land is typically higher than that of ERA-I. With a few exceptions, the MERRA-Land data appear more accurate than the original MERRA estimates and are thus recommended for those interested in using MERRA output for land surface hydrological studies.
An investigation of a 1/20-scale dynamically similar model of the Boeing Stratocruiser airplane (C-97) was made to determine the ditching characteristics and proper technique for ditching the airplane. Scale-strength bottoms were used to determine probable damage to the fuselage and the effect of damage on behavior. The behavior of the model was determined from visual observations, motion-picture records, and time-history deceleration records. Data are presented in a table, photographs, and curves. It was concluded that the airplane should be ditched at a medium nose-high landing attitude (near 6 deg) with landing flaps full down. The airplane will probably make a smooth run of medium depth with light spray and may even trim up slightly in the water. The fuselage will probably be damaged and the lower compartment filled with water. In calm water, the maximum longitudinal deceleration will be about 4g and the landing run will be about four fuselage lengths.
To quantify head-up transition behavior with and without a flightpath type head-up display, eight rated B-727 pilots each flew 31 manual and coupled approaches in a simulator with B-727 dynamics and collimated model board external scene. Data were also obtained on the roll played by the head-up display in the coupled-to-manual transition. Various wind shears, low visibilities, and ceilings were tested along with unexpected misalignment between the runway and head-up display symbology. The symbolic format used was a conformal scene. Every pilot except one stayed head-up, flying with the display after descending below the ceiling. Without the display and as altitude decreased, the number of lookups from the instrument panel decreased and the duration of each one increased. No large differences in mean number or duration of transitions up or down were found during the head-up display runs comparing the no-misalignment with the lateral instrument landing system offset misalignment runs. The head-up display led to fewer transitions after the pilot made a decision to land or execute a missed approach. Without the display, pilots generally waited until they had descended below the ceiling to look outside the first time, but with it several pilots looked down at their panel at relatively high altitudes (if they looked down at all). Manual takeover of control was rapid and smooth both with and without the display which permitted smoother engine power changes.
The performance of a 747-200 automatic flight control system (AFCS) subjected to typical Microwave Landing System (MLS) noise is discussed. The performance is then compared with the results from a previous study which had a B747 AFCS subjected to the MLS standards and recommended practices (SARPS) maximum allowable noise. A glide slope control run with Instrument Landing System (ILS) noise is also conducted. Finally, a linear covariance analysis is presented.