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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 415 records · Page 23
All sourcesNASA NTRSDOE OSTI
NASA NTRS1965

Flight Tests Related to Jet-Transport Upset and Turbulent-Air Penetration

A flight program, utilizing a Convair 880 and a Boeing 720 airplane, was conducted in conjunction with wind-tunnel and simulator programs to study problems related to jet-transport upsets and operation in a turbulent environment. During the handling-qualities portion of the program the basic static stability of the airplanes was considered to be satisfactory and the lateral-directional damping was considered to be marginal without damper augmentation. An evaluation of the longitudinal control system indicated that this system can become marginal in effectiveness in the high Mach number and high dynamic-pressure range of the flight envelope. From the upset and recovery phase of the program it was apparent that retrimming the stabilizer and spoiler deployment were valuable tools in effecting a positive recovery; however, if these devices are to be used safely, it appears that a suitable g-meter should be provided in the cockpit because the high control forces in recovery tend to reduce the pilot's sensitivity to the actual acceleration loads. During the turbulence penetrations the pilot noted that the measured vibrations of 4 to 6 cps in the cockpit considerably disrupted their normal scan pattern and suggested that an improvement should be made in the seat cushion and restraint system. Also it was observed that the indicator needles on the flight instruments were quite stable in the turbulent environment.

Andrews, William H.↗
NASA NTRS2000

SUMI: The Solar Ultraviolet Magnetograph Investigation

A major focus of solar physics is the measurement of the temporal and spatial variability of solar magnetic fields from the photosphere into the lower corona, together with the study of how their behavior produces the dynamic phenomena in this region such as flares and Coronal Mass Injection (CMEs). Considerable success has been achieved in the characterization of the full vector field in the photosphere, where P, the ratio of the gas pressure to the magnetic pressure, is greater than or equal to 1. At higher levels in the atmosphere where beta is less than 1, the magnetic field (through the Lorentz force) controls the structure and dynamics of the solar atmosphere, and rapid changes in structure with release of energy become possible. However, observations of the field at these higher levels have proven to be difficult, placing a serious limitation on our understanding of the physical processes occurring there. This poster will discuss the Solar Ultraviolet Magnetograph Investigation (SUMI), a hardware development study for an instrument capable of measuring the polarization in ultraviolet lines of C IV and Mg II formed in the transition region and upper chromosphere. We are currently developing optical technologies necessary to build an instrument that will achieve a major advance in performance over that of earlier attempts (e.g., SMM/UVSP). Initially configured as a sounding rocket payload, such a UV magnetograph would allow us to make exploratory measurements extending the observation of solar magnetic fields into new and dynamic regimes. This work is supported by NASA through the SEC Program in Solar Physics and the program for Technology Development for Explorer Missions and Sofia.

Davis, John M.↗
NASA NTRS2000

Flying Qualities Evaluation of a Commuter Aircraft With an Ice Contaminated Tailplane

During the NASA/FAA (Federal Aviation Administration) Tailplane Icing Program, pilot evaluations of aircraft flying qualities were conducted with various ice shapes attached to the horizontal tailplane of the NASA Twin Otter Icing Research Aircraft. Initially, only NASA pilots conducted these evaluations, assessing the differences in longitudinal flight characteristics between the baseline or clean aircraft, and the aircraft configured with an Ice Contaminated Tailplane (ICT). Longitudinal tests included Constant Airspeed Flap Transitions, Constant Airspeed Thrust Transitions, zero-G Pushovers, Repeat Elevator Doublets, and Simulated Approach and Go-Around tasks. Later in the program, guest pilots from government and industry were invited to fly the NASA Twin Otter configured with a single full-span artificial ice shape attached to the leading edge of the horizontal tailplane. This shape represented ice formed due to a 'Failed Boot' condition, and was generated from tests in the Glenn Icing Research Tunnel on a full-scale tailplane model. Guest pilots performed longitudinal handling tests, similar to those conducted by the NASA pilots, to evaluate the ICT condition. In general, all pilots agreed that longitudinal flying qualities were degraded as flaps were lowered, and further degraded at high thrust settings. Repeat elevator doublets demonstrated reduced pitch damping effects due to ICT, which is a characteristic that results in degraded flying qualities. Pilots identified elevator control force reversals (CFR) in zero-G pushovers at a 20 deg flap setting, a characteristic that fails the FAR 25 no CFR certification requirement. However, when the same pilots used the Cooper-Harper rating scale to perform a simulated approach and go-around task at the 20 deg flap setting, they rated the airplane as having Level I and Level II flying qualities respectively. By comparison, the same task conducted at the 30 deg flap setting, resulted in Level II flying qualities for the approach portion, and Level III for the go-around portion.The results of this program indicate that safe and acceptable flying qualities with an ICT condition, can be effectively assessed by task-oriented pilot maneuvers. In addition, other maneuvers such as repeat elevator doublets provide good qualitative and quantitative assessments of pitch damping and elevator effectiveness, which are characteristics that correlate well with pilot task ratings. The results of this testing indicate that the FAR 25 zero-G pushover maneuver, which requires no CFR during its execution, may be an overly conservative pass/fail criteria for aircraft certification.

Ranaudo, Richard J.↗
NASA NTRS1949

A Preliminary Analysis of the Flying Qualities of the Consolidated Vultee MX-813 Delta-Wing Airplane Configuration at Transonic and Low Supersonic Speeds as Determined from Flights of Rocket-Powered Models

A preliminary analysis of the flying qualities of the Consolidated Vultee MX-813 delta-wing airplane configuration has been made based on the results obtained from the first two 1/8 scale models flown at the NACA Pilotless Aircraft Research Station, Wallop's Island, VA. The Mach number range covered in the tests was from 0.9 to 1.2. The analysis indicates adequate elevator control for trim in level flight over the speed range investigated. Through the transonic range there is a mild trim change with a slight tucking-under tendency. The elevator control effectiveness in the supersonic range is reduced to about one-half the subsonic value although sufficient control for maneuvering is available as indicated by the fact that 10 deg elevator deflection produced 5g acceleration at Mach number of 1.2 at 40,000 feet.The elevator control forces are high and indicate the power required of the boost system. The damping. of the short-period oscillation is adequate at sea-level but is reduced at 40,000 feet. The directional stability appears adequate for the speed range and angles of attack covered.

Mitcham, Grady L.↗
NASA NTRS1996

Real-Time Collision Avoidance for Dexterous 7-DOF Arms

A new approach to real-time collison avoidance for dexterous 7-DOF arms and supportive simulation and experimental results are presented. The collision avoidance problem is formulated and solved as a force control problem.

Real-Time Collision↗
NASA NTRS2008

High Temperature, Permanent Magnet Biased, Fault Tolerant, Homopolar Magnetic Bearing Development

This paper summarizes the development of a magnetic bearing designed to operate at 1,000 F. A novel feature of this high temperature magnetic bearing is its homopolar construction which incorporates state of the art high temperature, 1,000 F, permanent magnets. A second feature is its fault tolerance capability which provides the desired control forces with over one-half of the coils failed. The construction and design methodology of the bearing is outlined and test results are shown. The agreement between a 3D finite element, magnetic field based prediction for force is shown to be in good agreement with predictions at room and high temperature. A 5 axis test rig will be complete soon to provide a means to test the magnetic bearings at high temperature and speed.

Palazzolo, Alan↗
NASA NTRS1933

Present Status of Lateral-Control Devices for use with Split Flaps, Special Report

The increased use of split flaps for the dual purpose of reducing the landing speed and shortening the landing glide of airplanes has established as acute the problem of obtaining satisfactory lateral control to be used in conjunction with the flaps with out the sacrifice of any of the effectiveness of the flaps. A large amount of work is being done on this problem by various organizations and individuals. Several of the devices developed seem usable, some of them unquestionably so. The present paper attempts to summarize the most promising results obtained to date. Topics covered include ordinary ailerons, external ailerons, floating ailerons, upper-surface ailerons, and spoilers. Although the external ailerons above the trailing edge of the wing and the spoilers at the rear of the wing appear quite promising, it would seem that probably the most satisfactory immediate solution of the problem, including the obtaining of light and smoothly graduated control forces, would in most cases be obtained by the use of the arrangement in which the flap is retracted ahead of ordinary narrow-chord ailerons and is deflected to the rear as well as downward when in use.

Weick, Fred E.↗
NASA NTRS1948

Flight Measurements of Flying Qualities of a P-47D-30 Airplane (AAF No. 43-3441) to Determine Longitudinal Stability and Control and Stalling Characteristics

Flight tests have been made to determine the longitudinal stability and control and stalling characteristics of the P-47.E-30 airplane. The teat results show the airplane to be unstable stick free in any power-on condition even at the most forward center-of-gravity position tested. At the rearward center-of-gravity position tested the airplane also had neutral to negative stick-fixed stability with power on. The characteristics in accelerated flight were acceptable at the forward center-of-gravity position at low and high altitudes except at high speed where the control-force variations with acceleration were high. At the rearward center-of-gravity position, elevator-force reversals were experienced in turns at low speeds, and the force per g was low at all the other speeds. Ample stall warning was afforded in all the conditions tested and the stalling characteristics were very satisfactory except in the approach and wave-off conditions.

Kraft, Christopher C., Jr.↗
NASA NTRS1949

Spin and Recovery Characteristics of the Northrop XF-89 Airplane

The spin and recovery characteristics of the Northrop XF-89 airplane, as well as the spin-recovery parachute requirements, the control forces that would be encountered in the spin, and the best method for the crew to attempt an emergency escape are presented in this report. The characteristics were mainly estimated rather than determined by model tests because the XF-89 dimensional and mass characteristics were such as to make this airplane similar to several others, models of which have previously been tested. Brief tests were made on an available model of similar design to augment the estimation. The results indicate that the recovery characteristics will be satisfactory for all airplane loadings if recovery is attempted by use of rudder followed by moving the elevator down. The rudder pedal forces will be within the capabilities of the pilot but the elevator stick forces will be beyond the pilot's capabilities unless a trim tab, or a booster is used. A 9.5-foot-diameter flat-type tail parachute or a 5.0-foot-diameter flat-type wing-tip parachute with a drag coefficient of 0.7 will be a satisfactory emergency spin-recovery device for spin demonstrations and if it is necessary for the crew to abandon the spinning airplane, they should leave from the outboard side of the cockpit.

Berman, Theodore↗
NASA NTRS2009

Extending Newtonian Dynamics to Include Stochastic Processes

A paper presents further results of continuing research reported in several previous NASA Tech Briefs articles, the two most recent being Stochastic Representations of Chaos Using Terminal Attractors (NPO-41519), [Vol. 30, No. 5 (May 2006), page 57] and Physical Principle for Generation of Randomness (NPO-43822) [Vol. 33, No. 5 (May 2009), page 56]. This research focuses upon a mathematical formalism for describing post-instability motions of a dynamical system characterized by exponential divergences of trajectories leading to chaos (including turbulence as a form of chaos). The formalism involves fictitious control forces that couple the equations of motion of the system with a Liouville equation that describes the evolution of the probability density of errors in initial conditions. These stabilizing forces create a powerful terminal attractor in probability space that corresponds to occurrence of a target trajectory with probability one. The effect in configuration space (ordinary three-dimensional space as commonly perceived) is to suppress exponential divergences of neighboring trajectories without affecting the target trajectory. As a result, the post-instability motion is represented by a set of functions describing the evolution of such statistical quantities as expectations and higher moments, and this representation is stable.

Zak, Michail↗
NASA NTRS2007

Spiral Orbit Tribometer

The spiral orbit tribometer (SOT) bridges the gap between full-scale life testing and typically unrealistic accelerated life testing of ball-bearing lubricants in conjunction with bearing ball and race materials. The SOT operates under realistic conditions and quickly produces results, thereby providing information that can guide the selection of lubricant, ball, and race materials early in a design process. The SOT is based upon a simplified, retainerless thrust bearing comprising one ball between flat races (see figure). The SOT measures lubricant consumption and degradation rates and friction coefficients in boundary lubricated rolling and pivoting contacts. The ball is pressed between the lower and upper races with a controlled force and the lower plate is rotated. The combination of load and rotation causes the ball to move in a nearly circular orbit that is, more precisely, an opening spiral. The spiral s pitch is directly related to the friction coefficient. At the end of the orbit, the ball contacts the guide plate, restoring the orbit to its original radius. The orbit is repeatable throughout the entire test. A force transducer, mounted in-line with the guide plate, measures the force between the ball and the guide plate, which directly relates to the friction coefficient. The SOT, shown in the figure, can operate in under ultra-high vacuum (10(exp -9) Torr) or in a variety of gases at atmospheric pressure. The load force can be adjusted between 45 and 450 N. By varying the load force and ball diameter, mean Hertzian stresses between 0.5 and 5.0 GPa can be obtained. The ball s orbital speed range is between 1 and 100 rpm.

Pepper, Stephen V.↗
NASA NTRS2010

Turbulence and the Stabilization Principle

Further results of research, reported in several previous NASA Tech Briefs articles, were obtained on a mathematical formalism for postinstability motions of a dynamical system characterized by exponential divergences of trajectories leading to chaos (including turbulence). To recapitulate: Fictitious control forces are introduced to couple the dynamical equations with a Liouville equation that describes the evolution of the probability density of errors in initial conditions. These forces create a powerful terminal attractor in probability space that corresponds to occurrence of a target trajectory with probability one. The effect in ordinary perceived three-dimensional space is to suppress exponential divergences of neighboring trajectories without affecting the target trajectory. Con sequently, the postinstability motion is represented by a set of functions describing the evolution of such statistical quantities as expectations and higher moments, and this representation is stable. The previously reported findings are analyzed from the perspective of the authors Stabilization Principle, according to which (1) stability is recognized as an attribute of mathematical formalism rather than of underlying physics and (2) a dynamical system that appears unstable when modeled by differentiable functions only can be rendered stable by modifying the dynamical equations to incorporate intrinsic stochasticity.

Zak, Michail↗
NASA NTRS2010

Ares I-X Launch Vehicle Modal Test Measurements and Data Quality Assessments

The Ares I-X modal test program consisted of three modal tests conducted at the Vehicle Assembly Building at NASA s Kennedy Space Center. The first test was performed on the 71-foot 53,000-pound top segment of the Ares I-X launch vehicle known as Super Stack 5 and the second test was performed on the 66-foot 146,000- pound middle segment known as Super Stack 1. For these tests, two 250 lb-peak electro-dynamic shakers were used to excite bending and shell modes with the test articles resting on the floor. The third modal test was performed on the 327-foot 1,800,000-pound Ares I-X launch vehicle mounted to the Mobile Launcher Platform. The excitation for this test consisted of four 1000+ lb-peak hydraulic shakers arranged to excite the vehicle s cantilevered bending modes. Because the frequencies of interest for these modal tests ranged from 0.02 to 30 Hz, high sensitivity capacitive accelerometers were used. Excitation techniques included impact, burst random, pure random, and force controlled sine sweep. This paper provides the test details for the companion papers covering the Ares I-X finite element model calibration process. Topics to be discussed include test setups, procedures, measurements, data quality assessments, and consistency of modal parameter estimates.

Templeton, Justin D.↗
NASA NTRS2011

Development and Deployment of Robonaut 2 to the International Space Station

The development of the Robonaut 2 (R2) system was a joint endeavor with NASA and General Motors, producing robots strong enough to do work, yet safe enough to be trusted to work near humans. To date two R2 units have been produced, designated as R2A and R2B. This follows more than a decade of work on the Robonaut 1 units that produced advances in dexterity, tele-presence, remote supervision across time delay, combining mobility with manipulation, human-robot interaction, force control and autonomous grasping. Design challenges for the R2 included higher speed, smaller packaging, more dexterous fingers, more sensitive perception, soft drivetrain design, and the overall implementation of a system software approach for human safety, At the time of this writing the R2B unit was poised for launch to the International Space Station (ISS) aboard STS-133. R2 will be the first humanoid robot in space, and is arguably the most sophisticated robot in the world, bringing NASA into the 21st century as the world's leader in this field. Joining the other robots already on ISS, the station is now an exciting lab for robot experiments and utilization. A particular challenge for this project has been the design and certification of the robot and its software for work near humans. The 3 layer software systems will be described, and the path to ISS certification will be reviewed. R2 will go through a series of ISS checkout tests during 2011. A taskboard was shipped with the robot that will be used to compare R2B's dexterous manipulation in zero gravity with the ground robot s ability to handle similar objects in Earth s gravity. R2's taskboard has panels with increasingly difficult tasks, starting with switches, progressing to connectors and eventually handling softgoods. The taskboard is modular, and new interfaces and experiments will be built up using equipment already on ISS. Since the objective is to test R2 performing tasks with human interfaces, hardware abounds on ISS and the crew will be involved to help select tasks that are dull, dirty or dangerous. Future plans for R2 include a series of upgrades, evolving from static IVA (Intravehicular Activity) operations, to mobile IVA, then EVA (Extravehicular Activity).

Ambrose, Robert O.↗
NASA NTRS2016

Helicopter Non-Unique Trim Strategies for Blade-Vortex Interaction (BVI) Noise Reduction

An acoustics parametric analysis of the effect of fuselage drag and pitching moment on the Blade-Vortex Interaction (BVI) noise radiated by a medium lift helicopter (S-70UH-60) in a descending flight condition was conducted. The comprehensive analysis CAMRAD II was used for the calculation of vehicle trim, wake geometry and integrated air loads on the blade. The acoustics prediction code PSU-WOPWOP was used for calculating acoustic pressure signatures for a hemispherical grid centered at the hub. This paper revisits the concept of the X-force controller for BVI noise reduction, and investigates its effectiveness on an S-70 helicopter. The analysis showed that further BVI noise reductions were achievable by controlling the fuselage pitching moment. Reductions in excess of 6 dB of the peak BVI noise radiated towards the ground were demonstrated by compounding the effect of airframe drag and pitching moment simultaneously.

Noise Reduction↗
NASA NTRS2018

Dynamics and Control of a Tethered Enhanced Gravity Tractor Performing Asteroid Deflection

The dynamics and control of an Enhanced Gravity Tractor (EGT) augmented with a tether for deflecting an asteroid are studied. A conventional EGT consists of collected asteroidal mass collocated with the spacecraft. Because of the presence of a tether, the collected mass is placed where the EGT would have been without a tether, and the spacecraft is placed farther away from the asteroid. Doing so improves the fuel efficiency and safety margin of the EGT operation without significantly sacrificing the gravitational attraction between the asteroid and the EGT. The tether is modeled as a series of particles connected by spring-dashpot systems. Physical properties of the tether are selected to be similar to those of the SPECTRA-1000, Kevlar-29, and Kevlar-49 fibers. It is assumed that control is applied only to the spacecraft, and there is no active control associated with the collected mass. A Proportional-Derivative (PD) controller is employed to maintain the spacecraft and the collected mass at desired positions relative to the asteroid. Numerical simulations of tethered EGT operations at 2008 EV5, Itokawa, Apophis, and a fictitious ellipsoidal asteroid are performed. It is demonstrated that a PD controller is capable of accomplishing the control objectives. The gravity gradient and the control force keep the tether stretched throughout a normal tethered EGT operation, and the load on the tether is well within the design limit of the tether material. While including multiple particles in the tether model is essential in capturing details of tether vibration, the number of particles does not significantly affect the motions of the collected mass and the spacecraft. In addition, the distance from the asteroid mass center to the collected mass should be chosen judiciously in the case of a rotating slender asteroid; some distance ranges should be avoided as excessive lateral oscillations can be excited by resonance between the asteroid rotation and tether pendular motion.

Shen, Haijun↗
NASA NTRSDate not supplied

Numerical Predictor-Corrector Based Guidance Scheme For Aero-Gravity Assist at Titan For Enceladus Missions

Aero-gravity assist is a spacecraft maneuver than can enable a vehicle to insert into an orbit of one planetary body using the atmosphere and gravity field of a secondary body, reducing the required propellant mass relative to a fully-propulsive orbit insertion. The Fully Numerical Predictor-Corrector Aerocapture Guidance algorithm was modified to work with a direct force control blunt body vehicle, executing an aero-gravity assist at Titan to enter a Saturnian orbit and conduct fly-by at Enceladus. Additionally, a proportional-integral-derivative controller was implemented to command sideslip angles for control of the orbital inclination. Numerical simulation showed the developed guidance scheme was capable of minimizing the energy and inclination error at atmospheric exit, allowing Saturnian moon tour trajectories and Enceladus exploration at a small delta-V cost, on the order of 100 m/s, in the nominal case.

Daniel Louis Engel↗