SEARCH · Search NASA

Results for “Yaw”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 55 records · Page 3

All sources NASA NTRS DOE OSTI

NASA NTRS1979

Bilinear tangent yaw guidance

This paper presents a parametric yaw steering law which has been used to provide closed-loop yaw guidance for the launch of the HEAO (High Energy Astronomy Observatory) satellite mission using the Atlas/Centaur launch vehicle. This bilinear tangent steering law provides near optimal yaw steering for maneuvers requiring insertion into orbits with a specified inclination and node. Bilinear tangent steering is shown to be optimal in both the pitch and yaw planes when a uniform gravitational field is assumed. The conditions under which the general bilinear tangent laws degenerate into linear tangent and constant attitude laws are presented. The flight computer implementation of these laws in a rotating coordinate system using real-time integration of the equations of motion is detailed. Explicit solution of the parametric guidance equations requires the inflight solution of (2x2) two-point boundary value problems in the pitch and yaw planes. Excellent results are obtained even for very large (greater than 50 deg) out-of-plane steering angles.

Brusch, R. G.↗

NASA NTRS1985

Static investigation of several yaw vectoring concepts on nonaxisymmetric nozzles

A test has been conducted in the static test facility of the Langley 16-Foot Transonic Tunnel to determine the flow-turning capability and the effects on nozzle internal performance of several yaw vectoring concepts. Nonaxisymmetric convergent-divergent nozzles with throat areas simulating dry and afterburning power settings and single expansion ramp nozzles with a throat area simulating a dry power setting were modified for yaw thrust vectoring. Forward-thrust and pitch-vectored nozzle configurations were tested with each yaw vectoring concept. Four basic yaw vectoring concepts were investigated on the nonaxisymmetric convergent-divergent nozzles: (1) translating sidewall; (2) downstream (of throat) flaps; (3) upstream (of throat) port/flap; and (4) powered rudder. Selected combinations of the rudder with downstream flaps or upstream port/flap were also tested. A single yaw vectoring concept, post-exit flaps, was investigated on the single expansion ramp nozzles. All testing was conducted at static (no external flow) conditions and nozzle pressure ratios varied from 2.0 up to 10.0.

Mason, M. L.↗

NASA NTRS1988

A static investigation of a simultaneous pitch and yaw thrust vectoring 2-D C-D nozzle

An investigation has been conducted in the static test facility of the Langley 16-Foot Transonic Tunnel to determine the internal performance and flow-turning capability of a two-dimensional convergent-divergent nozzle. Thrust vectoring in the pitch plane was provided by rotation of the divergent flaps. The exhaust stream was turned in the yaw direction by deflection of yaw flaps hinged at the end of the nozzle sidewalls. The yaw flap hinge location was varied along the divergent region of the nozzle at four locations including the exit plane and the throat plane. The three hinge locations upstream of the nozzle exit plane required the downstream corners of both upper and lower divergent flaps to be cut off to eliminate interference when the yaw flaps were deflected. Three different lengths of yaw flaps were tested at several angles of deflection. The nozzle simulated a dry power setting with an expansion ratio typical of subsonic cruise and was tested at nozzle pressure ratios from 2.0 to 7.0.

Taylor, John G.↗

NASA NTRS1991

Effects of yaw on low angle injection into a supersonic flow

This paper presents the results of a study of transverse gas injection into supersonic/hypersonic streams with low downstream transverse angles in addition to yaw angles varying from zero to approximately 30 deg. The primary data are concentration measurements, with nanoshadowgraphs and oil flow visualization pictures also included. Two sets of experiments were performed. The first set studied the effects of yaw angle, specifically beta = 15 and 28 deg, on a helium injector with a 30-deg transverse angle in a Mach 3 freestream. Axial measurement stations were x/d = 30, 50, and 100. It was found that, as beta was increased, the maximum concentration mixing rate did not vary, but the jet core penetration decreased more at beta = 15 deg than at beta = 28 deg. A shearing effect between the portion of the jet in the boundary layer and the portion in the freestream increased the area of a typical constant concentration contour. The second set of experiments, conducted at NASA Langley, studied the effect of yawed injection at a transverse angle of 15 deg in a Mach 6 flow. Axial stations of x/d = 20, 40, 60, and 80 were used. A yaw angle of beta = 15 deg was found to decrease both the jet core mixing rate and penetration. The primary benefit of yaw was to increase lateral spreading. For similar injection conditions, the results show less near-field mixing at Mach 6 than Mach 3, but a faster mixing rate in the far-field at Mach 6.

Thomas, R. H.↗

NASA NTRS1939

Wind-tunnel Investigation of Effect of Yaw on Lateral-stability Characteristics I : Four N.A.C.A. 23012 Wings of Various Plan Forms with and Without Dihedral

Four N.A.C.A. 23012 wings were tested at several angles of yaw in the N.A.C.A. 7- by 10-foot wind tunnel. All the wings have rounded tips and, in plan form, one is rectangular and the others are tapered 3:1 with various amounts of sweep. Each wing was tested with two amounts of dihedral and with partial-span split flaps. The coefficients of lift, drag, and pitching moment are given for all the models at zero yaw. The coefficients of rolling moment, yawing moment, and side force are given for the rectangular wing at all values of yaw tested. The rate of change in the coefficients with angle of yaw is given in convenient form for stability calculations.

Bamber, M J↗

NASA NTRS1928

Differential Pressures on a Pitot-venturi and a Pitot-static Nozzle over 360 Degrees Pitch and Yaw

Measurements of the differential pressures on two navy air-speed nozzles, consisting of a Zahm type Pitot-Venturi tube and a SQ-16 two-pronged Pitot-static tube, in a tunnel air stream of fixed speed at various angles of pitch and yaw between 0 degrees and plus or minus 180 degrees. This shows for a range over -20 degrees to +20 degrees pitch and yaw, indicated air speeds varying very slightly over 2 per cent for the Zahm type and a maximum of about 5 per cent for the SQ-16 type from the calibrated speed at 0 degree. For both types of air-speed nozzle the indicated air speed increases slightly as the tubes are pitched or yawed several degrees from their normal 0 degrees altitude, attains a maximum around plus or minus 15 degrees to 25 degrees, declines rapidly therefrom as plus or minus 40 degrees is passed, to zero in the vicinity of plus or minus 70 degrees to 100 degrees, and thence fluctuates irregular from thereabouts to plus or minus 180 degrees. The complete variation in indicated air speed for the two tubes over 360 degree pitch and yaw is graphically portrayed in figures 9 and 10. For the same air speed and 0 degree pitch and yaw the differential pressure of the Zahm type Pitot-Venturi nozzle is about seven times that of the SQ-16 type two-prolonged Pitot-static nozzle.

Bear, R M↗

NASA NTRS1996

Differential Canard deflection for generation of yawing moment on the X-31 with and without the vertical tail

The feasibility of augmenting the available yaw control power on the X-31 through differential deflection of the canard surfaces was studied as well as the possibility of using differential canard control to stabilize the X-31 with its vertical tail removed. Wind-tunnel tests and the results of departure criteria and linear analysis showed the destabilizing effect of the reduction of the vertical tail on the X-31. Wind-tunnel testing also showed that differential canard deflection was capable of generating yawing moments of roughly the same magnitude as the thrust vectoring vanes currently in place on the X-31 in the post-stall regime. Analysis showed that the X-31 has sufficient aileron roll control power that with the addition of differential canard as a yaw controller, the wind-axis roll accelerations will remain limited by yaw control authority. It was demonstrated, however, that pitch authority may actually limit the maximum roll rate which can be sustained. A drop model flight test demonstrated that coordinated, wind axis rolls could be performed with roll rates as high as 50 deg/sec (full scale equivalent) at 50 deg angle of attack. Another drop model test was conducted to assess the effect of vertical tail reduction, and an analysis of using differential canard deflection to stabilize the tailless X-31 was performed. The results of six-degree-of-freedom, non-linear simulation tests were correlated with the drop model flights. Simulation studies then showed that the tailless X-31 could be controlled at angles of attack at or above 20 deg using differential canard as the only yaw controller.

Whiting, Matthew Robert↗

NASA NTRS1995

Roll-yaw control at high angle of attack by forebody tangential blowing

The feasibility of using forebody tangential blowing to control the roll-yaw motion of a wind tunnel model is experimentally demonstrated. An unsteady model of the aerodynamics is developed based on the fundamental physics of the flow. Data from dynamic experiments is used to validate the aerodynamic model. A unique apparatus is designed and built that allows the wind tunnel model two degrees of freedom, roll and yaw. Dynamic experiments conducted at 45 degrees angle of attack reveal the system to be unstable. The natural motion is divergent. The aerodynamic model is incorporated into the equations of motion of the system and used for the design of closed loop control laws that make the system stable. These laws are proven through dynamic experiments in the wind tunnel using blowing as the only actuator. It is shown that asymmetric blowing is a highly non-linear effector that can be linearized by superimposing symmetric blowing. The effects of forebody tangential blowing and roll and yaw angles on the flow structure are determined through flow visualization experiments. The transient response of roll and yaw moments to a step input blowing are determined. Differences on the roll and yaw moment dependence on blowing are explained based on the physics of the phenomena.

Pedreiro, N.↗

NASA NTRS1995

Roll-Yaw control at high angle of attack by forebody tangential blowing

Pedreiro, N.↗

NASA NTRS1994

Visual-Motion Cueing in Altitude and Yaw Control

Research conducted using the Vertical Motion Simulator at the NASA Ames Research Center examined the contributions of platform motion and visual level-of-detail (LOD) cueing to tasks that required altitude and/or yaw control in a simulated AH-64 Apache helicopter. Within the altitude control tasks the LOD manipulation caused optical density to change across altitudes by a small, moderate, or large amount; while platform motion was either present or absent. The results from these tasks showed that both constant optical density and platform motion improved altitude awareness in an altitude repositioning task, while the presence of platform motion also led to improved performance in a vertical rate control task. The yaw control tasks had pilots'sit 4.5 ft in front of the center of rotation, thus subjecting them to both rotational and lateral motions during a yaw. The pilots were required to regulate their yaw, while the platform motion was manipulated in order to present all combinations of the resulting rotational and lateral motion components. Ratings of simulation fidelity and sensed platform motion showed that the pilots were relatively insensitive to the rotational component, but highly aware of the lateral component. Together these findings show that: 1) platform motion cues are important when speed regulation is required during altitude change; 2) platform motion contributes to the perception of movement amplitude; 3) lateral, but not rotational, motion cues are essential to the perception of vehicle yaw; and 4) LOD management yielding constant optical density across altitudes improves altitude awareness.

Johnson, Walter W.↗

NASA NTRS2011

Engine Yaw Augmentation for Hybrid-Wing-Body Aircraft via Optimal Control Allocation Techniques

Asymmetric engine thrust was implemented in a hybrid-wing-body non-linear simulation to reduce the amount of aerodynamic surface deflection required for yaw stability and control. Hybrid-wing-body aircraft are especially susceptible to yaw surface deflection due to their decreased bare airframe yaw stability resulting from the lack of a large vertical tail aft of the center of gravity. Reduced surface deflection, especially for trim during cruise flight, could reduce the fuel consumption of future aircraft. Designed as an add-on, optimal control allocation techniques were used to create a control law that tracks total thrust and yaw moment commands with an emphasis on not degrading the baseline system. Implementation of engine yaw augmentation is shown and feasibility is demonstrated in simulation with a potential drag reduction of 2 to 4 percent. Future flight tests are planned to demonstrate feasibility in a flight environment.

Taylor, Brian R.↗

NASA NTRS2011

Engine Yaw Augmentation for Hybrid-Wing-Body Aircraft via Optimal Control Allocation Techniques

Taylor, Brian R.↗

NASA NTRS2015

An Analytical Solution for Yaw Maneuver Optimization on the International Space Station and Other Orbiting Space Vehicles

This paper suggests a new method for optimizing yaw maneuvers on the International Space Station (ISS). Yaw rotations are the most common large maneuvers on the ISS often used for docking and undocking operations, as well as for other activities. When maneuver optimization is used, large maneuvers, which were performed on thrusters, could be performed either using control moment gyroscopes (CMG), or with significantly reduced thruster firings. Maneuver optimization helps to save expensive propellant and reduce structural loads ‐ an important factor for the ISS service life. In addition, optimized maneuvers reduce contamination of the critical elements of the vehicle structure, such as solar arrays. This paper presents an analytical solution for optimizing yaw attitude maneuvers. Equations describing pitch and roll motion needed to counteract the major torques during a yaw maneuver are obtained. A yaw rate profile is proposed. Also the paper describes the physical basis of the suggested optimization approach. In the obtained optimized case, the torques are significantly reduced. This torque reduction was compared to the existing optimization method which utilizes the computational solution. It was shown that the attitude profiles and the torque reduction have a good match for these two methods of optimization. The simulations using the ISS flight software showed similar propellant consumption for both methods. The analytical solution proposed in this paper has major benefits with respect to computational approach. In contrast to the current computational solution, which only can be calculated on the ground, the analytical solution does not require extensive computational resources, and can be implemented in the onboard software, thus, making the maneuver execution automatic. The automatic maneuver significantly simplifies the operations and, if necessary, allows to perform a maneuver without communication with the ground. It also reduces the probability of command errors. The suggested analytical solution provides a new method of maneuver optimization which is less complicated, automatic and more universal. A maneuver optimization approach, presented in this paper, can be used not only for the ISS, but for other orbiting space vehicles.

Dobrinskaya, Tatiana↗

NASA NTRS2018

Initial Determination of the NOAA-20 VIIRS Screen Transmittances with Both Yaw Maneuver and Regular on Orbit Data

One of the scientific instruments aboard the NOAA-20 satellite is the Visible Infrared Imaging Radiometer Suite (VIIRS). The VIIRS regularly performs on-orbit radiometric calibration of its reflective solar bands, primarily through observations of an onboard sunlit solar diffuser (SD). The incident sunlight passes through an attenuation screen (the SD screen) and scatters off the SD to provide a radiance source for the calibration. The on-orbit change of the SD bidirectional reflectance distribution function (BRDF), denoted as the H-factor, is determined by an onboard solar diffuser stability monitor (SDSM). The eight SDSM detectors observe the sun through another attenuation screen (the SDSM screen) and the sunlit SD almost at the same time to measures the SD BRDF change. The products of the SD screen transmittance and the BRDF at t=0 and the SDSM screen transmittance were measured prelaunch. Large undulations in the H-factor were seen when using the prelaunch screen transmittances. Fifteen on-orbit yaw maneuvers were performed to validate and to further characterize the screens. Although significantly improved, the H-factor from the yaw maneuver data determined screen transmittance still has undulations as large as about 0.7-0.8%, revealing that the angular step size of the yaw maneuvers is too large. In this paper, we add regular on-orbit data to the yaw maneuver data to further improve the relative products and the relative SDSM screen transmittance. The H-factor time series derived from the newly determined screen transmittance is much smoother than that derived from using only the yaw maneuver data and thus improves considerably the radiometric calibration accuracy.

Lei, Ning↗

NASA NTRS2020

Determination of the NOAA-20 VIIRS screen transmittance functions with both the yaw maneuver and regular on-orbit calibration data

The Visible Infrared Imaging Radiometer Suite (VIIRS) aboard theNOAA-20 satellite regularly performs on-orbit radiometric calibration of its reflective solar bands (RSBs) through observations of an onboard sunlit solar diffuser (SD). The incident sunlight passes through an attenuation screen (the SD screen) and then scatters off the SD to provide a radiance source for the calibration. The on-orbit change of the SD’s bidirectional reflectance distribution function (BRDF), referred to as the H-factor, is determined by an onboard solar diffuser stability monitor (SDSM) whose eight detectors alternately observe the Sun through another attenuation screen (the SDSM screen) and the sunlit SD. The products of the SD screen transmittance and the BRDF at the mission start for both the SDSM and RSBs and the SDSM screen effective transmittance were measured prelaunch. Large unrealistic undulations in the retrieved H-factor were seen when using the prelaunch screen functions. To improve the accuracy of the retrieved H-factor, shortly after the satellite launch, 15 yaw maneuvers were performed to further characterize the screens. Although significantly improved, the H-factor derived using the screen functions determined fromthe yaw maneuver data still has large unrealistic undulations, revealing that the solar azimuth angular step size of the yaw maneuvers is too large. In this paper,we add high-quality regular on-orbitSDcalibration data to the yaw maneuver data to further improve the relative product of the SD screen effective transmittance and the BRDF at the mission start for the SDSM and the SDSM screen relative effective transmittance. The H-factor time series derived from the newly determined screen transmittance functions is much smoother than that derived from using only the yaw maneuver data and thus considerably improves the radiometric calibration accuracy.

Ning Lei↗

DOE OSTI2025

Using system identification in modeling the yaw response of tail fins for small wind turbines with bearing friction

Here, we describe three main developments of our previous study of the nonlinear yaw dynamics of the tail fins for small wind turbines [Khedr et al., J. Renewable Sustainable Energy 16, 053305 (2024)]. First, the model constants derived from archived computational and experimental studies are adjusted by employing system identification (SI) to maximize the model's agreement with wind tunnel tests. This adjustment was done for high wind speeds, where yaw bearing friction can be ignored. When starting a turbine at low wind speed, however, friction can become important. Our second development is to implement a model for the frictional resistive torque and use SI to maximize its accuracy. These developments used wind tunnel experiments on generic delta, elliptical, and rectangular planforms that were described by Khedr et al. [J. Renewable Sustainable Energy 16, 053305 (2024)]. Since the aerodynamic and friction models employ a large number of constants, we describe ways to constrain the values using linearized solutions of the response equations for small and large yaw angles. Third, we test the generality of the aerodynamic and friction modeling using the complex planform from a commercial small turbine, for which limited theoretical and computational guidance is available in selecting the model constants. The model implemented with SI is shown to provide an accurate description of the yaw response of the complex planform. Guidelines are given for the use of wind tunnel tests to determine the model constants for tail fins of any planform.

17 WIND ENERGY↗

NASA NTRS1973

Experimental investigation of orthotropic panel flutter at arbitrary yaw angles, and comparison with theory

Flutter characteristics for yaw angles between 15 deg and 90 deg were determined experimentally for two types of corrugation-stiffened panels: those with weak twisting stiffness and those with strong twisting stiffness. By mounting the panels on a remotely controlled turntable, good definition of the flutter boundaries was obtained by rotating the panels into and out of flutter. Flutter tests were conducted at M = 2 and M = 1.6. Before testing, vibration tests and analyses were also performed. The experimental flutter data is compared with flutter theory for orthotropic panels utilizing quasi-steady aerodynamics. Five different corrugated panels were tested consisting of one single skin panel having a length-to-width ratio of 5 on clamped supports and four different square double skin panels on discrete flexible supports. The investigation indicated that flutter speed for corrugated panels is highly dependent on yaw angle. Reasonable flutter correlation between analysis and test was obtained for moderate yaw angles, but extreme sensitivity to structural parameters made the correlation at large yaw angles uncertain.

Shyprykevich, P.↗

NASA NTRS1982

The response of a 38m horizontal axis teetered rotor to yaw

Recent tests on the 38m Mod-0 100 kW horizontal axis experimental wind turbine yielded quantative data on the teeter response of a rotor to yaw. The test results indicate that yaw rates as high as 5 deg/s could be used in emergency situations to unload and slow a rotor for intermediate sized (500 kW) wind turbines. The results also show that teeter response is sensitive to the direction of yaw, and that teeter response to yaw is reduced as either the rotor speed or the blade lock number is increased.

Glasgow, J. C.↗