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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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At least 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
NASA NTRS1991

Vibration analysis of the SA349/2 helicopter

Helicopter airframe vibration is examined using calculations and measurements for the SA349/2 research helicopter. The hub loads, which transmit excitations to the fuselage, are predicted using a comprehensive rotorcraft analysis and correlated with measuring hub loads. The predicted and measured hub loads are then coupled with finite element models representing the SA349/2 fuselage. The resulting vertical acceleration at the pilot seat is examined. Adjustments are made to the airframe structural models to examine the sensitivity of predicted vertical acceleration to the model. Changes of a few percent to the damping and frequency of specific models lead to large reductions in predicted vibration, and to major improvements in the correlations with measured pilot-seat vertical acceleration.

Heffernan, Ruth↗
NASA NTRS1991

Analysis and correlation of SA349/2 helicopter vibration

Helicopter airframe vibration is examined using calculation and measurements for the SA349/2 research helicopter. The hub loads, which transmit excitation to the fuselage, are predicted using a comprehensive rotorcraft analysis and correlated with measured hub loads. The predicted and measured hub loads are then coupled with finite element models representing the SA349/2 fuselage. The resulting vertical acceleration at the pilot seat is examined. Adjustments are made to the airframe structural models to examine the sensitivity of predicted vertical acceleration to the model. Changes of a few percent to the damping and frequency of specific modes lead to large reductions in predicted vibration and to major improvements in the correlations with measured pilot seat vertical acceleration.

Heffernan, Ruth↗
NASA NTRS1992

Thermal Barrier For Vented O-Ring Seal

Barrier allows gases to seat seal without damaging it. Ring of tungsten-wire mesh forms protective barrier between hot, pressurized combustion gases and O-rings. Mesh cools and depressurizes gases so they safely push on and thereby help to seat primary O-ring or secondary O-ring if primary O-ring fails to form seals. Barrier devised for use in rocket motor. Potential terrestrial applications includes aircraft engines, furnaces, and ducts carrying hot gases.

Schick, H.↗
NASA NTRS1992

High speed research system study. Advanced flight deck configuration effects

In mid-1991 NASA contracted with industry to study the high-speed civil transport (HSCT) flight deck challenges and assess the benefits, prior to initiating their High Speed Research Program (HSRP) Phase 2 efforts, then scheduled for FY-93. The results of this nine-month effort are presented, and a number of the most significant findings for the specified advanced concepts are highlighted: (1) a no nose-droop configuration; (2) a far forward cockpit location; and (3) advanced crew monitoring and control of complex systems. The results indicate that the no nose-droop configuration is critically dependent upon the design and development of a safe, reliable, and certifiable Synthetic Vision System (SVS). The droop-nose configuration would cause significant weight, performance, and cost penalties. The far forward cockpit location, with the conventional side-by-side seating provides little economic advantage; however, a configuration with a tandem seating arrangement provides a substantial increase in either additional payload (i.e., passengers) or potential downsizing of the vehicle with resulting increases in performance efficiencies and associated reductions in emissions. Without a droop nose, forward external visibility is negated and takeoff/landing guidance and control must rely on the use of the SVS. The technologies enabling such capabilities, which de facto provides for Category 3 all-weather operations on every flight independent of weather, represent a dramatic benefits multiplier in a 2005 global ATM network: both in terms of enhanced economic viability and environmental acceptability.

Swink, Jay R.↗
NASA NTRS1991

Transcapillary fluid shifts in tissues of the head and neck during and after simulated microgravity

To understand the mechanism, magnitude, and time course of facial puffiness that occurs in microgravity, seven male subjects were tilted 6 degrees head down for 8 hr, and all four Starling transcapillary pressures were directly measured before, during , and after tilt. Head-down tilt (HDT) caused facial edema and a significant elevation of microvascular pressures measured in the lower lip. Subcutaneous and intramuscular interstitial fluid pressures in the neck also increased as a result of HDT, while interstitial fluid colloid osmotic pressures remained unchanged. Plasma colloid osmotic pressures dropped significantly after 4 hr of HDT, suggesting a transition from fluid filtration to absorption in capillary beds between the heart and feet during HDT. After 4 hr of seated recovery from HDT, microvascular pressures remained significantly elevated by 5 to 8 mm Hg above baseline values despite a significant HDT diuresis and the orthostatic challenge of an upright, seated posture. During the control (baseline) period, urine output was 46.7 ml/hr; during HDT, it was 126.5 ml/hr.

Hargens, A. R.↗
NASA NTRS1992

757 Fly-By-Wire Demonstrator Flight Test

The Boeing Company modified a production 757-200 to emulate the 777 fly-by-wire control laws in order to evaluate the operation and performance of the 777 FBW flight control laws in flight. Following installation and checkout of the FBW system, testing began in March, 1992. Flight testing is currently planned to continue through August, 1992. The conventional 757 longitudinal flight control system is retained but controlled by only the captain’s column. The fly-by-wire system is evaluated by the pilot in the first officer’s seat and the safety pilot function is conducted from the captain’s seat. The flight test FBW longitudinal system is a 2-channel flight control system. The first officer’s column drives the current 757 left and right flight control computers (autopilots) which are modified to act as FBW computers. These FBW computers, which emulate the 777-200 FBW control laws, drive their respective autopilot actuators to control the airplane pitch axis. Directional FBW control laws arc emulated in the existing 757 yaw dampers, with corresponding modifications to the normal 757 directional control system. This paper presents a summary of the airplane FBW modifications and the flight test program to evaluate/validate the 777 FBW flight control laws.

Flight Testing↗
NASA NTRS1993

Cerebral blood flow velocity in humans exposed to 24 h of head-down tilt

This study investigates cerebral blood flow (CBF) velocity in humans before, during, and after 24 h of 6 deg head-down tilt (HDT), which is a currently accepted experimental model to simulate microgravity. CBF velocity was measured by use of the transcranial Doppler technique in the right middle cerebral artery of eight healthy male subjects. Mean CBF velocity increased from the pre-HDT upright seated baseline value of 55.5 +/- 3.7 (SE) cm/s to 61.5 +/- 3.3 cm/s at 0.5 h of HDT, reached a peak value of 63.2 +/- 4.1 cm/s at 3 h of HDT, and remained significantly above the pre-HDT baseline for over 6 h of HDT. During upright seated recovery, mean CBF velocity decreased to 87 percent of the pre-HDT baseline value. Mean CBF velocity correlated well with calculated intracranial arterial pressure (IAP). As analyzed by linear regression, mean CBF velocity = 29.6 + 0.32IAP. These results suggest that HDT increases CBF velocity by increasing IAP during several hours after the onset of microgravity. Importantly, the decrease in CBF velocity after HDT may be responsible, in part, for the increased risk of syncope observed in subjects after prolonged bed rest and also in astronauts returning to Earth.

Kawai, Y.↗
NASA NTRS1922

Report on the general design of commercial aircraft

Given here are evaluations of six different European aircraft from the point of view of a passenger. The aircraft discussed are the DH 34, the Handley-Page W8B, the Farman Goliath, the Potez IX, the Spad 33 (Berline), and the Fokker F.III. The airplanes were evaluated with regard to seating comfort, ventilation, noise, seating arrangements, cabin doors, baggage accommodation, interior arrangement of cabins, pilot's position and communication with the pilot, pilot accommodations, view from the cabin, safety, and lavatory accommodations.

Warner, Edward P↗
NASA NTRS1947

Experiments on stability of Bunsen-burner flames for turbulent flow

The results of a study of the stability of propane-air flames on Bunsen-burner tubes are presented. Fuel-air ratio, tube diameter, and Reynolds number were the primary variables. Regions of stability are outlined in plots of fuel-air ratio as a function of Reynolds number for flames seated on the burner lip and for flames suspended well above the burner. For fully developed flow, turbulent as well as laminar, the velocity gradient at the burner wall is a satisfactory variable for correlating the fuel-air ratio required for blow-off of seated flames for fuel-air ratios of less than 15 percent. For turbulent flames, wall velocity serves as a correlating variable in the same fuel-air ratio range.

Bollinger, Lowell M↗
NASA NTRS1948

Experiments on Stability of Bunsen-Burner Flames for Turbulent Flow

The results of a study of the stability of propane-air flames on bunsen-burner tubes are presented. Fuel-air ratio, tube diameter, and Reynolds number were the primary variables. Regions of stability are outlined in plots of fuel-air ratio as a function of Reynolds number for flames seated on the burner lip and for flames suspended well above the burner. For fully developed flow, turbulent as well as laminar, the velocity gradient at the burner wall is a satisfactory variable for correlating the fuel-air ratio required for blow-off of seated flames for fuel-air ratios of less than 15 percent. For turbulent flames, wall velocity serves as a correlating variable in the same fuel-air-ratio range. (author)

Bollinger, Lowell M↗
NASA NTRS1928

Factors in the Design of Centrifugal Type Injection Valves for Oil Engines

This research was undertaken in connection with a general study of the application of the fuel injection engine to aircraft. The purpose of the investigation was to determine the effect of four important factors in the design of a centrifugal type automatic injection valve on the penetration, general shape, and distribution of oil sprays. The general method employed was to record the development of single sprays by means of special high-speed photographic apparatus capable of taking 25 consecutive pictures of the moving spray at a rate of 4,000 per second. Investigations were made concerning the effects on spray characteristics, of the helix angle of helical grooves, the ratio of the cross-sectional area of the orifice to that of the grooves, the ratio of orifice length to diameter, and the position of the seat. Maximum spray penetration was obtained with a ratio of orifice length to diameter of about 1.5. Slightly greater penetration was obtained with the seat directly before the orifice.

Joachim, W F↗
NASA NTRS1993

VLCT-13: A commercial transport for the 21st Century

The growth of the Pacific Rim market has spurred airframers to begin feasibility studies of a large commercial transport. By the year 2001, 30 million travelers are expected to travel the Transpacific. A transport capable of hauling 800 PAX and 30,000 pounds of cargo, 7,000 nm is of specific interest. Special problems associated with this design are configuration, landing gear, passenger safety, airport compatibility, and engine thrust. A group of students at the California Polytechnic State University at San Luis Obispo developed a very large commercial transport, VLCT-13, conventional looking design which is both comfortable and economical. Passenger comfort includes seat pitches of 34 in and 40 in, width's of 23 in and 25 in, respectfully, and a 27 ft diameter cross section. A direct operating cost of 2.3 cents per passenger per seat-mile is estimated for this airplane design. The airplane market price is estimated to be $195 million 1993 dollars based on an aircraft take off weight of 1.4 million pounds. The problems associated with the VLCT-13 are discussed and possible solutions are presented.

Beal, Pamela↗
NASA NTRS1993

The Bunny: A simulated commercial air transportation study

The Bunny is a single-engine, 100 passenger commercial transport designed to serve the high density short-to-medium range markets in AEROWORLD. The aircraft's design range is 10,000 feet at a cruise velocity of 30 ft/s. The aircraft features a low wing which incorporates polyhedral for roll control. Yaw and pitch control are accomplished by a rudder and elevator, respectively. Propulsion is provided by a nose-mounted Astro 15 electric motor powered by thirteen 1.2 V, 1000 mah batteries with a Zinger 12-6 propeller. The aircraft is structurally designed with a safety factor of 1.5 and is constructed primarily of balsa, bass, and birch wood. Passenger seating is arranged on two levels, with three-abreast on the lower level and two-abreast on the upper level. The factors which had the most significant influence on the final design were the direct operating cost and the take-off distance. The primary strength of The Bunny is its ability to compete economically with the HB-40. At full capacity and mid-range fuel costs, the cost per seat per thousand feet (CPSK) of this aircraft is 25% less than the HB-40. Another principal strength is its ability to operate in all airports in AEROWORLD. Also, The Bunny's two-piece removable wing is an advantage from a transportability standpoint.

Fulton, David↗
NASA NTRS2000

A Human Factors Evaluation of a Methodology for Pressurized Crew Module Acceptability for Zero-Gravity Ingress of Spacecraft

This project aimed to develop a methodology for evaluating performance and acceptability characteristics of the pressurized crew module volume suitability for zero-gravity (g) ingress of a spacecraft and to evaluate the operational acceptability of the NASA crew return vehicle (CRV) for zero-g ingress of astronaut crew, volume for crew tasks, and general crew module and seat layout. No standard or methodology has been established for evaluating volume acceptability in human spaceflight vehicles. Volume affects astronauts'ability to ingress and egress the vehicle, and to maneuver in and perform critical operational tasks inside the vehicle. Much research has been conducted on aircraft ingress, egress, and rescue in order to establish military and civil aircraft standards. However, due to the extremely limited number of human-rated spacecraft, this topic has been un-addressed. The NASA CRV was used for this study. The prototype vehicle can return a 7-member crew from the International Space Station in an emergency. The vehicle's internal arrangement must be designed to facilitate rapid zero-g ingress, zero-g maneuverability, ease of one-g egress and rescue, and ease of operational tasks in multiple acceleration environments. A full-scale crew module mockup was built and outfitted with representative adjustable seats, crew equipment, and a volumetrically equivalent hatch. Human factors testing was conducted in three acceleration environments using ground-based facilities and the KC-135 aircraft. Performance and acceptability measurements were collected. Data analysis was conducted using analysis of variance and nonparametric techniques.

Sanchez, Merri J.↗
NASA NTRS2000

Simulation of X-38 Landing Scenarios With Landing Gear Failures

Abnormal landing scenarios of the X-38 prototype Crew Rescue Vehicle (CRV) were modeled for three different cases involving non-deployment of landing gear with an explicit dynamic nonlinear finite element code, MSC/DYTRAN. The goal of this research was to develop models to predict the probability of crew injuries. The initial velocity conditions for the X-38 with chute deployed were 10 ft/s vertical and 57 ft/s longitudinal velocity. An MSC/NASTRAN structural model was supplied by JSC and was converted to a dynamic MSC/DYTRAN model. The MSC/NASTRAN model did not include seats or floor structure; thus, the acceleration of a lumped-mass attached to the bulkhead near each assumed occupant location was used to determine injury risk for each occupant. The worst case for injury was nondeployment of all gears. The mildest case was nondeployment of one main gear. Although a probability for minor injury was predicted for all cases, it is expected that the addition of energy-absorbing floor structure and seats would greatly diminish the probability of injury.

Fasanella, Edwin L.↗
NASA NTRS1994

Noninvasive Intracranial Pressure and Tissue Oxygen Measurements for Space and Earth

The paper discusses the following: Increasing intracranial pressure in humans during simulated microgravity. and near-infrared monitoring of model chronic compartment syndrome in exercising skeletal muscle. Compared to upright-seated posture, 0 deg. supine, 6 deg. HDT, and 15 deg. HDT produced TMD changes of 317 +/- 112, 403 +/- 114, and 474 +/- 112 n1 (means +/- S.E.), respectively. Furthermore, postural transitions from 0 deg. supine to 6 deg. HDT and from 6 deg. to 15 deg. HDT generated significant TMD changes (p less than 0.05). There was no hysteresis when postural transitions to HDT were compared to reciprocal transitions toward upright seated posture. Currently, diagnosis of chronic compartment syndrome (CCS) depends on measurement of intramuscular pressure by invasive catheterization. We hypothesized that this syndrome can be detected noninvasively by near-infrared (NIR) spectroscopy, which tracks variations in muscle hemoglobin/myoglobin oxygen saturation. CCS was simulated in the tibialis anterior muscle of 7 male and 3 female subjects by gradual inflation of a cuff placed around the leg to 40 mmHg during 14 minutes of cyclic isokinetic dorsiflexion exercise. On a separate day, subjects underwent the identical exercise protocol with no external compression. In both cases, tissue oxygenation (T(sub O2) was measured in the tibialis anterior by NIR spectroscopy and normalized to a percentage scale between baseline and a T(sub O2) nadir reached during exercise to ischemic exhaustion. Over the course of exercise, T(sub O2) declined at a rate of 1.4 +/- 0.3% per minute with model CCS, yet did not decrease during control exercise. Post-exercise recovery of T(sub O2) was slower with model CCS (2.5 +/- 0.6 min) than in control (1.3 +/- 0.2 min). These results demonstrate that NIR spectroscopy can detect muscle deoxygenation caused by pathologically elevated intramuscular pressure in exercising skeletal muscle. Consequently, this technique shows promise as a noninvasive diagnostic tool for CCS.

Hargens, A. R.↗
NASA NTRS1995

A Unique Facility For Metabolic and Thermoregulatory Studies

A unique exercise facility has been developed and used to perform tipper body ergometry tests for space applications. Originally designed to simulate the muscular, cardiovascular and thermoregulatory responses to working in zero gravity, this facility may be used to conduct basic thermoregulatory investigations applicable to multiple sclerosis patients. An environmental chamber houses the tipper body ergometer and permits control of temperature, air now and humidify. The chamber is a closed system and recirculate-s air after conditioning if. A Cybex Lipper body ergometer has been mounted horizontally on the wall of the environmental chamber. In this configuration, the subject lies underneath the arm crank on a supine seat in order to turn the crank. The supine seat can be removed in order to introduce other equipment into the chamber such as a stool to allow upright arm cranking, or a treadmill to allow walk-run experiments. Physiological and environmental signals are fed into a Strawberry Tree data acquisition system while being monitored and logged using the Workbench software program. Physiological monitoring capabilities include 3-lead EKG using an H-P patient monitor, 5 site skin temperature and core temperature using YSI thermistors, and O2 consumption and CO2 production using AMFTFK Applied Electrochemistry analyzers and sensors. This comprehensive data acquisition set tip allows for calculation of various thermoregulatory indices including heat storage, evaporative heat loss, latent heat loss, and metabolic rate. The current system is capable of adding more data acquisition channels if needed. Some potential studies that could be carried out using the facility include: 1) An investigation into the efficiency of cooling various segments of the body to lower Tc 1-2 F. 2) A series of heat and mass balance studies comparing various LCG configurations.

Williamson, Rebecca C.↗
NASA NTRS2002

Design and Test of an Improved Crashworthiness Small Composite Airframe

The purpose of this small business innovative research (SBIR) program was to evaluate the feasibility of developing small composite airplanes with improved crashworthiness. A combination of analysis and half scale component tests were used to develop an energy absorbing airframe. Four full scale crash tests were conducted at the NASA Impact Dynamics Research Facility, two on a hard surface and two onto soft soil, replicating earlier NASA tests of production general aviation airplanes. Several seat designs and restraint systems including both an air bag and load limiting shoulder harnesses were tested. Tests showed that occupant loads were within survivable limits with the improved structural design and the proper combination of seats and restraint systems. There was no loss of cabin volume during the events. The analysis method developed provided design guidance but time did not allow extending the analysis to soft soil impact. This project demonstrated that survivability improvements are possible with modest weight penalties. The design methods can be readily applied by airplane designers using the examples in this report.

Terry, James E.↗