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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 397 records · Page 22

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NASA NTRS1980

A compensation mechanism for central Pacific

Geos 3 derived geoid heights and sea floor topography were averaged into 256 square areas (203 km on a side) for a region in the central Pacific containing a large portion of the Hawaiian Island chain. The whole region is about 500 m shallower than normal sea floor of the same age. The major portion of the depth anomaly is the Hawaiian swell. Data were analyzed using a two-dimensional fast Fourier transform. A transfer function was computed to determine the part of the observed geoid height that is coherent and in phase with the topography. Two models were introduced, one compensating short-wavelength topography at a shallow depth (14 km) and the other compensating the longer wavelengths by a deep mechanism. Using the transition wavelength between the two models (1100 km), an estimate is made of the amplitude and shape of the heat anomaly needed to uplift the Hawaiian swell. The peak of the anomaly has an amplitude of 530 mW/sq m and is located 275 km east of Hawaii.

Sandwell, D. T.↗

NASA NTRS1980

Infrared and radar signatures of lunar craters - Implications about crater evolution

Geological models accounting for the strongly crater size-dependent IR and radar signatures of lunar crater floors are examined. The simplest model involves the formation and subsequent 'gardening' of an impact melt layer on the crater floor, but while adequate in accounting for the gradual fading of IR temperatures and echo strengths in craters larger than 30 km in diameter, it is inadequate for smaller ones. It is concluded that quantitative models of the evolution of rock populations in regoliths and of the interaction of microwaves with regoliths are needed in order to understand crater evolutionary processes.

Thompson, T. W.↗

NASA NTRS1981

Aircraft subfloor response to crash loadings

Results are presented of an experimental and analytical study of the dynamic response to crash loadings of five different load-limiting subfloors for general aviation aircraft. These subfloors provide a high-strength structural floor platform to retain the seats and a crushable zone to absorb energy and limit vertical loads. Experimental static load-deflection data and dynamic deceleration response data for the five subfloors indicated that the high-strength floor platform performed well in that structural integrity and residual strength was maintained throughout the loading cycle. The data also indicated that some of the subfloor crush zones were more effective than others in providing nearly constant load for a range of displacement. The analytical data was generated by characterizing the nonlinear crush zones of the subfloor with static load-deflection data and using the DYCAST nonlinear finite element computer program. Comparisons between experimental and analytical data showed good correlation for the subfloors in which the static deformation mode closely approximated the dynamic deformation mode.

Carden, H. D.↗

NASA NTRS1983

Eliminating Wind Tunnel Flow Breakdown

Undesirable vortexes near floor in small wind tunnels suppressed by simple device that alters flow pattern there. Air is injected along floor and interacts with backflow from wind-tunnel model. Results in smoother, more correct air-flow and to more-reliable wind-tunnel data.

Hackett, J. E.↗

NASA NTRS1981

Determination of wind tunnel constraint effects by a unified pressure signature method. Part 1: Applications to winged configurations

A new, fast, non-iterative version of the "Wall Pressure Signature Method" is described and used to determine blockage and angle-of-attack wind tunnel corrections for highly-powered jet-flap models. The correction method is complemented by the application of tangential blowing at the tunnel floor to suppress flow breakdown there, using feedback from measured floor pressures. This tangential blowing technique was substantiated by subsequent flow investigations using an LV. The basic tests on an unswept, knee-blown, jet flapped wing were supplemented to include the effects of slat-removal, sweep and the addition of unflapped tips. C sub mu values were varied from 0 to 10 free-air C sub l's in excess of 18 were measured in some cases. Application of the new methods yielded corrected data which agreed with corresponding large tunnel "free air" resuls to within the limits of experimental accuracy in almost all cases. A program listing is provided, with sample cases.

Hackett, J. E.↗

NASA NTRS1982

Extensional collapse modes of structural members

Attenuation of the load transmitted to a vehicle occupant by the structure, either by modifying structural assembly, changing geometry of its elements, or adding specific load limiting devices to help dissipate kinetic energy was studied. General aviation aircraft have fuselage subfloors of a built up structure which are generally very stiff perpendicular to the floor of the cabin. The subfloor structure, designed to crush at an appropriate force level, can be used to advantage in a crash by dissipating energy through plastic buckling of the floor beams and frames. Simple closed form solutions to predict the mean crushing force levels of subfloor designs is useful in engineering practice. The crushing process of thin walled, plate formed, open structures with particular emphasis on L and cruciform shapes was analyzed. Lower and upper bound solutions for the mean crushing strength of cruciforms are obtained by considering modes of deformation which account for both bending and extensional deformation. It is the importance of extensional deformation to the energy absorption process, representing at least one third of the dissipated energy is shown.

Hayduk, R. J.↗

NASA NTRS1984

Monitoring the Thickness of Coal-Conversion Slag

Technique adapts analogous ocean-floor-mapping technology. Existing ocean floor acoustic technology adapted for real-time monitoring of thickness and viscosity of flowing slag in coal-conversion processing.

Walsh, J. V.↗

NASA NTRS1983

Crash tests of three identical low-wing single-engine airplane

Three identical four place, low wing single engine airplane specimens with nominal masses of 1043 kg were crash tested under controlled free flight conditions. The tests were conducted at the same nominal velocity of 25 m/sec along the flight path. Two airplanes were crashed on a concrete surface (at 10 and 30 deg pitch angles), and one was crashed on soil (at a -30 deg pitch angle). The three tests revealed that the specimen in the -30 deg test on soil sustained massive structural damage in the engine compartment and fire wall. Also, the highest longitudinal cabin floor accelerations occurred in this test. Severe damage, but of lesser magnitude, occurred in the -30 deg test on concrete. The highest normal cabin floor accelerations occurred in this test. The least structural damage and lowest accelerations occurred in the 10 deg test on concrete.

Castle, C. B.↗

NASA NTRS1983

The Manicouagan impact structure - An analysis of its original dimensions and form

A reanalysis of the preerosional geology of the Canadian impact crater, Manicouagan, is presented. Although most of the current features of the annular moat are primarily a result of erosional processes, the original dimensions of the cavity have been determined to include a transient cavity 60 km in diam. The final floor of the crater was studied and found to be an impact melt-covered inner plateau 55 km in diam. Comparisons with similar crater bottoms on the moon are used to estimate a final crater rim diameter of 85-95 km. The inner plateau and relatively smooth deposits on the crater floor are noted to be most similar to the lunar crater Copernicus.

Grieve, R. A. F.↗

NASA NTRS1985

Energy-Absorbing Airframes for General Aviation

Concept for protecting people in lightweight airplane crashes involves redesigning area between interior floor and outer skin of airplane belly to create subfloor strong enough to bear stresses of flight but crush under force of impact. Several concepts evaluated and five selected and designed as lower fuselage sections tested in NASA's crash-testing program. Notched corner concept, Corrugated Beam concept, Foam-Filled Cylinder concept, Corrugated Half Shell concept, and Canted Bulkhead concept. Experimental and analytical results indicate all five concepts perform well; upper floor remains structurally intact whereas crush zone collapses under essentially constant load.

Carden, H. D.↗

NASA NTRS1984

SeaMARC 2 side-scan images of submarine volcanoes: Potential analogues for Venus

The Earth's surface beneath the oceans may be very similar, in terms of ambient pressures, to the surface of Venus. For that reason it is particularly important for geologists studying the surface of Venus to understand the processes which form features on the floors of the oceans. With the SeaMARC 2 seafloor mapping system, it is possible to view a swath of seafloor that is 10 km wide (about 6.2 mi). Side scan images of the Mariana region show that volcanoes of the island arc are more complicated than previously realized and that features of the fore-arc region, which resemble volcanoes morphologically, may result from processes other than volcanism. By comparing data obtained from the ocean floor with radar images of Venus, the geological evolution of that planet may be more fully understood.

Fryer, P.↗

NASA NTRS1984

Valles Marineris layered deposits: Implications of origin

Layered deposits within Valles Marineris and its associated system of canyons have been considered to consist of two different rock types: (1) thick, competent, cliff-forming, light and dark bedded material in canyon walls, and (2) relatively thin, alternating series of light and dark layered material, both horizontal and inclined, that form rounded hills and large flat-topped mesas rising above the canyon floors. The dissimilarity in appearance between canyon wall and floor materials, as well as their contrasting patterns of erosion, have been considered strong evidence that their modes of origin were different.

Scott, D. H.↗

NASA NTRS1984

Propeller aircraft interior noise model

An analytical model was developed to predict the interior noise of propeller-driven aircraft. The fuselage model is that of a cylinder with a structurally-integral floor. The cabin sidewall is stiffened by stringers and ring frames, and the floor by longitudinal beams. The cabin interior is covered with a sidewall treatments consisting of layers of porous material and an impervious trim septum. Representation of the propeller pressure field is utilized as input data in the form of the propeller noise signature at a series of locations on a grid over the fuselage structure. Results obtained from the analytical model are compared with test data measured by NASA in a scale model cylindrical fuselage excited by a model propeller.

Pope, L. D.↗

NASA NTRS1983

Application of stiffened cylinder analysis to ATP interior noise studies

An analytical model developed to predict the interior noise of propeller driven aircraft was applied to experimental configurations for a Fairchild Swearingen Metro II fuselage exposed to simulated propeller excitation. The floor structure of the test fuselage was of unusual construction - mounted on air springs. As a consequence, the analytical model was extended to include a floor treatment transmission coefficient which could be used to describe vibration attenuation through the mounts. Good agreement was obtained between measured and predicted noise reductions when the foor treatment transmission loss was about 20 dB - a value which is consistent with the vibration attenuation provided by the mounts. The analytical model was also adapted to allow the prediction of noise reductions associated with boundary layer excitation as well as propeller and reverberant noise.

Wilby, E. G.↗

NASA NTRS1984

Extensional collapse modes of structural members

Hayduk, R. J.↗

NASA NTRS1984

PAN AIR prediction of NASA Ames 12-foot pressure wind-tunnel interference on a fighter configuration

Models tested in the NASA Ames 12-Foot Pressure Wind Tunnel over an angle of attack range from 0 deg to 90 deg are mounted on a floor strut that protrudes from a fairly large support bump. In high-angle-of-attack tests (angle of attack = 40 deg to 90 deg), for which the floor support was originally designed, the effects of the flow angularities produced by the bump are often negligible. This is not so for low-angle-of-attack tests (0 deg to 40 deg). Since there are no standard means for correcting test data for this bump effect, low-angle-of-attack testing with the bump is not recommended by the Ames wind-tunnel staff. This paper presents an exploratory study of a technique for correcting balance forces and experimental pressures for combined wall and bump effects. This is done by modeling the aircraft, wind-tunngl walls, and bump, with PAN AIR. The wall-and-bump-induced increments in the lift coefficient and pitching-moment coefficient predicted by PAN AIR are compared with increments obtained from the Ames 12-foot tunnel with the bump and an 8 x 12 low speed wind tunnel which has no bump.

Snyder, L. D.↗

NASA NTRS1984

Performance of two load-limiting subfloor concepts in full-scale general aviation airplane crash tests

Three six-place, low wing, twin-engine general aviation airplane test specimens were crash tested at the langley Impact Dynamics research Facility under controlled free-flight conditions. One structurally unmodified airplane was the baseline airplane specimen for the test series. The other airplanes were structurally modified to incorporate load-limiting (energy-absorbing) subfloor concepts into the structure for full scale crash test evaluation and comparison to the unmodified airplane test results. Typically, the lowest floor accelerations and anthropomorphic dummy occupant responses, and the least seat crushing of standard and load-limiting seats, occurred in the modified load-limiting subfloor airplanes wherein the greatest structural crushing of the subfloor took place. The better performing of the two load-limiting subfloor concepts reduced the peak airplane floor accelerations at the pilot and four seat/occupant locations to -25 to -30 g's as compared to approximately -50 to -55 g's acceleration magnitude for the unmodified airplane structure.

Carden, H. D.↗

NASA NTRS1984

Full-scale crash-test evaluation of two load-limiting subfloors for general aviation airframes

Three six place, low wing, twin engine general aviation airplane test specimens were crash tested at the Langley Impact Dynamics Research Facility under controlled free flight conditions. One structurally unmodified airplane was the base line specimen for the test series. The other two airplanes were structurally modified to incorporate load limiting (energy absorbing) subfloor concepts into the structure for full scale crash test evaluation and for comparison with the unmodified airplane test results. Typically, the lowest floor accelerations, the lowest anthropomorphic dummy responses, and the least seat crushing of standard and load limiting seats occurred in the airplanes modified with load limiting subfloors, wherein the greatest structural crushing of the subfloor took place. The better performing of the two load limiting subfloor concepts reduced the peak airplane floor accelerations to -25g to -30g as compared with approximately -40g to -55g for the unmodified airplane structure.

Carden, H. D.↗