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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1975

Space shuttle orbiter trimmed center of gravity extension study. Volume 1: Effects of configuration modifications on the aerodynamic characteristics of the 140 A/B orbiter at Mach 10.3

Longitudinal and lateral-directional characteristics were obtained on several modified versions of the Rockwell International 140 A/B orbiter (0.010 scale). These modifications, designed to extend trim capability to center-of-gravity locations forward of the 65 percent fuselage station, consisted of two forebodies, two canard trimmers, and two body-wing fillets. Tests were performed over an angle-of-attack range of 12 to 36 degrees at a Reynolds number of 1.03 million based on body reference length. Data were obtained with the elevons and body flap deflected at the full-up and full-down design values. This investigation was conducted in the NASA Langley continuous flow hypersonic tunnel.

Bernot, P. T.↗
NASA NTRS1975

Orbiter entry trajectory corridors: 32000 pound payload, 67.5 percent center of gravity

Thermal and equilibrium glide boundaries were used to analyze and/or design shuttle orbiter entry trajectories. Plots are presented of orbiter thermal and equilibrium glide boundaries in the drag/mass-relative velocity dynamic pressure-relative velocity, and altitude-relative velocity planes for an orbiter having a 32,000 pound payload and a 67.5% center of gravity location. These boundaries were defined for control points 1 through 4 of the shuttle orbiter for 40 deg-30 deg and 38 deg-28 deg ramped angle of attack entry profiles and 40 deg, 38 deg, 35 deg, 30 deg, 28 deg, and 25 deg constant angle of attack entry profiles each at 20 deg, 15 deg, and 10 deg constant body flap settings.

Treybig, J. H.↗
NASA NTRS2021

Center of Gravity Quasi-Static Load Estimate Using Random Vibration Responses

The quasi-static load (QSL) is often levied on flight hardware structural designers as a requirement. This requirement is verified either by test or analysis with engineers using different approaches to meet this requirement. A commonly used approach is to consider the rms acceleration Center of Gravity (CG) responses of test articles undergoing random vibration tests. The differences between structural engineers and/or test conductors within the space industry exist on how the data obtained from flight hardware random vibration tests are used to estimate QSLs. In this paper, a method to accurately estimate the CG grms from the acceleration power spectral densities with an appropriate sigma value to estimate peak CG accelerations is discussed. Recommendations are made to ensure that the community follows consistent QSL estimation from random vibration test data. The method of estimating the CG acceleration responses may also be used to response limit if the flight hardware responses exceed flight limit loads with margins.

Kolaini, Ali↗
NASA NTRS1997

Emergency Flight Control Using Only Engine Thrust and Lateral Center-of-Gravity Offset: A First Look

Normally, the damage that results in a total loss of the primary flight controls of a jet transport airplane, including all engines on one side, would be catastrophic. In response, NASA Dryden has conceived an emergency flight control system that uses only the thrust of a wing-mounted engine along with a lateral center-of-gravity (CGY) offset from fuel transfer. Initial analysis and simulation studies indicate that such a system works, and recent high-fidelity simulation tests on the MD-11 and B-747 suggest that the system provides enough control for a survivable landing. This paper discusses principles of flight control using only a wing engine thrust and CGY offset, along with the amount of CGY offset capability of some transport airplanes. The paper also presents simulation results of the throttle-only control capability and closed-loop control of ground track using computer-controlled thrust.

Burcham, Frank W., Jr.↗
NASA NTRS1979

Space shuttle orbiter trimmed center-of-gravity extension study. Volume 5: Effects of configuration modifications on the aerodynamic characteristics of the 140A/B orbiter at Mach numbers of 2.5, 3.95 and 4.6

Supersonic aerodynamic characteristics are presented for the 140A/B space shuttle orbiter configuration (0.010 scale) and for the configuration modified to incorporate geometry changes in the wing planform fillet region. The modifications designed to extend the orbiter's longitudinal trim capability to more forward center-of-gravity locations, included reshaping of the baseline wing planform fillet and adding canards. The investigation was made in the high Mach number test section of the Langley Unitary Plan Wind Tunnel at a Reynolds number of approximately 2.2 million based on fuselage reference length. The angle-of-attack range for the investigation extended from -1 deg to 31 deg. Data were obtained with the elevators and body flap deflected at appropriate negative and positive conditions to assess the trim limits.

Phillips, W. P.↗
NASA NTRS2009

Extravehicular Activity Testing in Analog Environments: Evaluating the Effects of Center of Gravity and Environment on Human Performance

The EVA Physiology, Systems and Performance (EPSP) Project is performing tests in different analog environments to understand human performance during Extravehicular Activity (EVA) with the aim of developing more safe and efficient systems for lunar exploration missions and the Constellation Program. The project is characterizing human EVA performance in studies using several test beds, including the underwater NASA Extreme Environment Mission Operations (NEEMO) and Neutral Buoyancy Laboratory (NBL) facilities, JSC fs Partial Gravity Simulator (POGO), and the NASA Reduced Gravity Office (RGO) parabolic flight aircraft. Using these varied testing environments, NASA can gain a more complete understanding of human performance issues related to EVA and the limitations of each testing environment. Tests are focused on identifying and understanding the EVA system factors that affect human performance such as center of gravity (CG), inertial mass, ground reaction forces (GRF), suit weight, and suit pressure. The test results will lead to the development of lunar EVA systems operations concepts and design requirements that optimize human performance and exploration capabilities. METHODS: Tests were conducted in the NBL and during NEEMO missions in the NOAA Aquarius Habitat. A reconfigurable back pack with repositionable mass was used to simulate Perfect, Low, Forward, High, Aft and NASA Baseline CG locations. Subjects performed simulated exploration tasks that included ambulation, kneel and recovery, rock pick-up, and shoveling. Testing using POGO, that simulates partial gravity via pneumatic weight offload system and a similar reconfigurable rig, is underway for a subset of the same tasks. Additionally, test trials are being performed on the RGO parabolic flight aircraft. Subject performance was assessed using a modified Cooper-Harper scale to assess operator compensation required to achieve desired performance. All CG locations are based on the assumption of a standardized 6 ft 180 lb subject. RESULTS: The modified Cooper-Harper Scale assesses desired task performance described as performance in a reduced gravity environment as compared to a 1G environment. Modified Cooper-Harper ratings of . 3 indicate no improvements are needed, ratings of 4-6 indicate improvements are desirable, and ratings . 7 indicate improvements are mandatory. DISCUSSION: Differences were noted in suited CH results based on environment at the same CG and suit pressure. Additionally, results suggest that CG location affects unsuited human performance. Subjects preferred locations near their natural CG over those that are high, aft, or a combination of high and aft. Further testing and analyses are planned to compare these unsuited results to suited performance.

Gernhardt, M.L.↗
NASA NTRS1984

Space Shuttle Orbiter trimmed center-of-gravity extension study. Volume 8: Effects of configuration modifications on the aerodynamic characteristics of the 140 A/B Orbiter at a Mach number of 5.97

Aerodynamic characteristics at M=5.97 for the 140 A/B Space Shuttle Orbiter configuration and for the configuration modified by geometric changes in the wing planform fillet region and the fuselage forebody are presented. The modifications, designed to extend the orbiter's longitudinal trim capability to more forward center of gravity locations, include reshaping the baseline wing fillet, changing the fuselage forebody camber, and adding canards. The Langley 20 inch Mach 6 Tunnel at a Reynolds number of approximately 6 million based on fuselage reference length was used. The angle of attack range of the investigation varied from about 15 deg to 35 deg at 0 deg and -5 deg sideslip angles. Data are obtained with the elevators and body flap deflected at appropriate negative and positive conditions to assess the trim limits.

Phillips, W. P.↗
NASA NTRS1976

Space shuttle orbiter trimmed center-of-gravity extension study: Volume 2: Effects of configuration modifications on the aerodynamic characteristics of the 140 A/B orbiter at transonic speeds

Tests were conducted in the LaRC 8-foot transonic pressure tunnel to determine effects of fuselage nose and wing fillet modifications on the transonic aerodynamic characteristics of a space shuttle orbiter configuration. In addition to reshaping the baseline wing planform fillet, small canards were added to the configuration. The modifications considered were of interest in extending the forward center-of-gravity boundary for the configuration.

Phillips, W. P.↗
NASA NTRS1978

Space Shuttle Orbiter trimmed center-of-gravity extension study. Volume 4: Effects of configuration modifications on the aerodynamic characteristics of the 139B orbiter at Mach 20.3

Force tests were conducted at Mach 20.3 to determine the effect of several forebody, wing-fillet, and canard modifications on the hypersonic trim capability of a 139B Space Shuttle Orbiter model. Force and moment data were obtained at angles of attack of 10 deg to 54 deg at zero sideslip angle and at a Reynolds number of 1,900,000 based on body length. The results indicated that wing-fillet and canard modifications would increase the allowable forward trimmed center-of-gravity capability by as much as 3.0 percent of the body length.

Scallion, W. I.↗
NASA NTRS2010

Orion Entry Performance-Based Center-of-Gravity Box

The Orion capsule is designed both for Low Earth Orbit missions to the ISS and for missions to the moon. For ISS class missions, the capsule will use an Apollo-style direct entry. For lunar return missions, depending on the timing of the mission, the capsule could perform a direct entry or a skip entry of up to 4800 n.mi. in order to land in the coastal waters of California. The physics of atmospheric re-entry determine the capability of the Orion vehicle. For a given vehicle mass and shape, physics tells us that the driving parameters for an entry vehicle are the hypersonic lift-to-drag ratio (L/D) and the flight path angle at entry interface (gamma(sub EI)). The design of the Orion atmospheric re-entry must meet constraints during both nominal and dispersed flight conditions on landing accuracy, heating rate, total heat load, sensed acceleration, and proper disposal of the Service Module. These constraints define an entry corridor in the space of L/D-gamma(sub EI); if the vehicle falls within this corridor, then all constraints are met. The gamma(sub EI) dimension of the corridor can be further constrained by the gloads experienced during emergency entries. Thus, the entry performance for the Orion vehicle can be described completely by the L/D. Bounds on the hypersonic L/D necessary to achieve all the mission requirements can be defined for the given entry corridor. Landing accuracy performance drives the lower limit on L/D. In order to achieve the desired landing accuracy, a minimum L/D must be ensured. The design of the Thermal Protection System (TPS) drives the upper limit on L/D. A higher L/D can drive mass into the design of the TPS. Conversely, once the TPS is designed, the L/D must be ensured to stay below a certain limit in order for the TPS to stay within its design envelop. The L/D must stay within its upper and lower bounds during dispersed flight conditions. L/D is a function of both the aerodynamics and the center-of-gravity (CG) of the vehicle. The aerodynamics of the vehicle are determined by Computational Fluid Mechanics (CFD) and wind tunnel tests. However, the aerodynamics are not known precisely. Instead, an aerodynamic database has been developed where the aerodynamic coefficients are known to fall within a probabilistic band defined by upper and lower bounds. It is expected that the probabilistic band will shrink after the first missions are flown and real-world data is collected. Until that time, the Orion must be designed to the current aerodynamic database. Thus, for a given aerodynamic database with given uncertainties, the allowable range in L/D can be mapped to an allowable box for the CG location. The CG box is used to set requirements on the dispersions allowed for vehicle packaging and cargo storage. As the aerodynamic uncertainties decrease, the size of the CG box can increase. This paper discusses the technique used to map the minimum and maximum L/D bounds set by the entry performance requirements to the allowable dispersions in CG while accounting for aerodynamic uncertainties. The L/D is defined as the ratio of the lift force to the drag force. It is equivalent to the ratio of lift coefficient (C(sub L)) over drag coefficient (C(sub D)). C(sub L) and C(sub D) are functions of Mach number (M) and angle of attack (alpha). A Mach number of 25 is used as a measuring point of the hypersonic L/D. Variations in C(sub L), C(sub D) and alpha cause variations in L/D. Equation (1) shows the three contributions to the variation in L/D.

Rea, Jeremy R.↗
NASA NTRS1999

Dynamic balance control in elders: gait initiation assessment as a screening tool

OBJECTIVE: To determine whether measurements of center of gravity-center of pressure separation (CG-CP moment arm) during gait initiation can differentiate healthy from disabled subjects with sufficient specificity and sensitivity to be useful as a screening test for dynamic balance in elderly patients. SUBJECTS: Three groups of elderly subjects (age, 74.97+/-6.56 yrs): healthy elders (HE, n = 21), disabled elders (DE, n = 20), and elders with vestibular hypofunction (VH, n = 18). DESIGN: Cross-sectional, intact-groups research design. Peak CG-CP moment arm measures how far the subject will tolerate the whole-body CG to deviate from the ground reaction force's CP; it represents dynamic balance control. Screening test cutoff points at 16 to 18 cm peak CG-CP moment arm predicted group membership. RESULTS: The magnitude of peak CG-CP moment arm was significantly greater in HE than in DE and VH subjects (p<.01) and was not different between the DE and VH groups. The peak CG-CP moment arm occurred at the end of single stance phase in all groups. As a screening test, the peak moment arm has greater than 50% sensitivity and specificity to discriminate the HE group from the DE and VH groups with peak CG-CP moment arm cutoff points between 16 and 18 cm. CONCLUSIONS: Examining dynamic balance through the use of the CG-CP moment arm during single stance in gait initiation discriminates between nondisabled and disabled older persons and warrants further investigation as a potential tool to identify people with balance dysfunction.

NASA Discipline Neuroscience↗
NASA NTRS1992

Weight, center of gravity and modal test report for NTF fan blade set no. 3

A complete set of fan blades for the National Transonic Facility (NTF) at the NASA Langley Research Center was recently fabricated by Dynamic Engineering Inc. (DEI). These blades were the third complete set of blades fabricated by the NTF. The first set of blades was fabricated by NASA and installed in the tunnel in December 1981. This original set was destroyed in a mishap in January 1989. The second set of blades is currently in use in the NTF. The third set of blades recently fabricated by DEI is a spare set. In order to ensure that the blades met the requirements, DEI performed a series of tests on each of the completed blades. In addition, a model survey was conducted on each blade to define the dynamic characteristics. Discussed here are the blade tests conducted by DEI and the test results. The test set-ups and procedures are discussed in detail. The results obtained for each of the 27 blades are documented and comparisons are made between this set of blades and similar data for two previous sets of NTF fan blades.

Friedman, Inger P.↗
NASA NTRS2013

Determination of Liquid/Gas Interface and Liquid Center of Gravity for GPM Tank with PMD Using Surface Evolver

Many spacecraft, such as the Global Precipitation Mission (GPM) spacecraft, use propellant management devices (PMDs) to control liquid propellant within propellant tanks. Surface Evolver, an energy minimization routine, is used to find liquid-gas interface shapes due to surface tension and propellant center of mass locations for varying initial liquid positions, contact angles, and fill fractions for the GPM tank with a PMD. This study shows that Surface Evolver can accurately model the liquid-gas interface and liquid center of mass location for a complicated tank and PMD. The Surface Evolver results show that the initial position of the propellant, the contact angle between the propellant and solid surfaces, and the fill fraction of the propellant can drastically affect the liquid-gas interface in the tank and thus the center of mass of the propellant.

Benson, David J.↗