Search NASA⌕ Search

SEARCH · Search NASA

Results for “vertical stability”

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.

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

At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Flight test report of the NASA icing research airplane: Performance, stability, and control after flight through natural icing conditions

Flight test results are presented documenting the effect of airframe icing on performance and stability and control of a NASA DHC-6 icing research aircraft. Kohlman System Research, Inc., provided the data acquisition system and data analysis under contract to NASA. Performance modeling methods and MMLE techniques were used to determine the effects of natural ice on the aircraft. Results showed that ice had a significant effect on the drag coefficient of the aircraft and a modest effect on the MMLE derived longitudinal stability coefficients (code version MMLE). Data is also presented on asymmetric power sign slip maneuvers showing rudder floating characteristics with and without ice on the vertical stabilizer.

Jordan, J. L.↗
NASA NTRS1984

Impact of flight systems integration on future aircraft design

Integrations trends in aircraft are discussed with an eye to manifestations in future aircraft designs through interdisciplinary technology integration. Current practices use software changes or small hardware fixes to solve problems late in the design process, e.g., low static stability to upgrade fuel efficiency. A total energy control system has been devised to integrate autopilot and autothrottle functions, thereby eliminating hardware, reducing the software, pilot workload, and cost, and improving flight efficiency and performance. Integrated active controls offer reduced weight and larger payloads for transport aircraft. The introduction of vectored thrust may eliminate horizontal and vertical stabilizers, and location of the thrust at the vehicle center of gravity can provide vertical takeoff and landing capabilities. It is suggested that further efforts will open a new discipline, aeroservoelasticity, and tests will become multidisciplinary, involving controls, aerodynamics, propulsion and structures.

Hood, R. V.↗
NASA NTRS1989

Experimental investigation of the F/A-18 vortex flows at subsonic through transonic speeds

A subsonic-to-transonic speed wind tunnel study has been conducted to deepen understanding of the nature and possibilities for control of vortical flows associated with wing leading edge extensions (LEXs) on the F/A-18 aircraft; these vortical phenomena encompass vortex breakdown and vortex interactions with vertical stabilizers. Wind tunnel results were correlated with in-flight flow visualizations as well as handling-qualities trend data from a USN F-18 with LEX fences to improve the vertical tail buffet environment. Attention is given to the sensitivity of the vortex flows to Re and Mach numbers, reduced vertical tail excitation due to the presence of a LEX fence, and the interpretation of off-body flow visualizations.

Erickson, Gary E.↗
DOE OSTI2022

Influence of root- vs needle-derived litter on soil C and N stabilization in a California coniferous forest from 2001 to 2011

How plant inputs from above- versus below-ground affect long term carbon (C) and nitrogen (N) retention and stabilization in soils is not well known. We present results of a decade-long field study that traced the decomposition of 13C- and 15N-labeled Pinus ponderosa needle and fine root litter placed in O or A soil horizons of a sandy Alfisol under a coniferous forest. We measured the retention of litter-derived C and N in particulate (>2 mm) and bulk soil (<2 mm) fractions, as well as in density-separated free light and three mineral-associated fractions. After 10 years, the influence of slower initial mineralization of root litter compared to needle litter was still evident: almost twice as much root litter (44% of C) was retained than needle litter (22–28% of C). After 10 years, the O horizon retained more litter in coarse particulate matter implying the crucial comminution step was slower than in the A horizon, while the A horizon retained more litter in the finer bulk soil, where it was recovered in organo-mineral associations. Retention in these A horizon mineral-associated fractions was similar for roots and needles. Nearly 5% of the applied litter C (and almost 15% of the applied N) was in organo-mineral associations, which had centennial residence times and potential for long-term stabilization. Vertical movement of litter-derived C was minimal after a decade, but N was significantly more mobile. Overall, the legacy of initial litter quality influences total SOM retention; however, the potential for and mechanisms of long-term SOM stabilization are influenced not by litter type but by soil horizon.This dataset comprises (1) litter recovery for each of 5 timepoints in >2mm, <2mm, and density fractions, (2) density fractionation results for the 10-year timepoint, and (3) vertical movement of applied litter.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1992

Research on the Stability and Control of Soaring Birds

A research effort was undertaken to determine if birds are statically stable in soaring flight and to identify the control method they use for initiating turns. A full-scale radio-controlled glider model of a soaring Raven was successfully developed and flown in a manner which emulates the soaring flight of a bird. It has no vertical stabilizing surfaces and no rudder. The model was air-launched from a 2nd radio-controlled mother ship which allowed consistent and repeatable tests to be performed. Experiments with the model indicate that soaring birds are probably neutrally stable in the pitch axis but seem to soar with positive lateral-directional static stability. The stability source is the spanwise distribution of both dihedral and wing sweep. Simple theoretical equations were developed which roughly predicted the observed Dutch roll period of the model. Experiments also indicate that soaring birds control turns strictly through dihedral effect and the application of a yawing moment to induce sideslip. Successful model flights were completed using up-and-down tail movement for pitch control and tail-tilt for lateral control. The simple baseline Raven model which evolved should provide an excellent starting point for continued research on bird flight.

Flight Testing↗
NASA NTRS1992

The Triton: Design concepts and methods

During the design of the C & P Aerospace Triton, a few problems were encountered that necessitated changes in the configuration. After the initial concept phase, the aspect ratio was increased from 7 to 7.6 to produce a greater lift to drag ratio (L/D = 13) which satisfied the horsepower requirements (118 hp using the Lycoming O-235 engine). The initial concept had a wing planform area of 134 sq. ft. Detailed wing sizing analysis enlarged the planform area to 150 sq. ft., without changing its layout or location. The most significant changes, however, were made just prior to inboard profile design. The fuselage external diameter was reduced from 54 to 50 inches to reduce drag to meet the desired cruise speed of 120 knots. Also, the nose was extended 6 inches to accommodate landing gear placement. Without the extension, the nosewheel received an unacceptable percentage (25 percent) of the landing weight. The final change in the configuration was made in accordance with the stability and control analysis. In order to reduce the static margin from 20 to 13 percent, the horizontal tail area was reduced from 32.02 to 25.0 sq. ft. The Triton meets all the specifications set forth in the design criteria. If time permitted another iteration of the calculations, two significant changes would be made. The vertical stabilizer area would be reduced to decrease the aircraft lateral stability slope since the current value was too high in relation to the directional stability slope. Also, the aileron size would be decreased to reduce the roll rate below the current 106 deg/second. Doing so would allow greater flap area (increasing CL(sub max)) and thus reduce the overall wing area. C & P would also recalculate the horsepower and drag values to further validate the 120 knot cruising speed.

Meholic, Greg↗
NASA NTRS1999

Vapor Growth and Characterization of Cr-Doped ZnSe Crystals

Cr-doped ZnSe single crystals were grown by a self-seeded physical vapor transport technique in both vertical (stabilized) and horizontal configurations. The source materials were mixtures of ZnSe and CrSe. Growth temperatures were in the range of 1140-1150 C and the furnace translation rates were 1.9-2.2 mm/day. The surface morphology of the as-grown crystals was examined by scanning electron microscopy (SEM) and atomic force microscopy (AFM). Different features of the as-grown surface of the vertically and horizontally grown crystals suggest that different growth mechanisms were involved in the two growth configurations. The [Cr] doping levels were determined to be in the range of 1.8-8.3 x 10 (exp 19) cm (exp -3) from optical absorption measurements. The crystalline quality of the grown crystals were examined by high-resolution triple-crystal X-ray diffraction (HRTXD) analysis.

Su, Ching-Hua↗
NASA NTRS1998

Vapor Growth and Characterization of Cr-Doped ZnSe Crystals

Cr-doped ZnSe single crystals were grown by self-seeded physical vapor transport technique under both vertical (stabilized) and horizontal configurations. The source materials were mixtures of ZnSe and CrSe. The growth temperatures were in the range of 1140 to 1150C and the furnace translation rates were 1.9 to 2.2 mm/day. The surface morphology of the as-grown crystals was examined by scanning electron microscopy (SEM) and atomic force microscopy (AFM). The different features on the as-grown surface of the vertically and horizontally grown crystals suggests that different growth mechanisms were involved for the two growth configurations. The [Cr] doping levels were determined to be in the range of 1.8 to 8.3 x 10(exp 19)/cubic centimeter from optical absorption measurements. The crystalline quality of the grown crystals were examined by high resolution triple crystal X-ray diffraction (HRTXD) analysis.

Su, Ching-Hua↗
DOE OSTI2023

Scenario optimization for the tokamak ramp-down phase in RAPTOR: Part B. safe termination of DEMO plasmas

An optimized plasma current ramp-down strategy is critical for safe and fast termination of plasma discharges in a tokamak demonstration fusion reactor (DEMO), both in planned and emergency scenarios, avoiding plasma disruptions and excessive heat loads to the first wall. Plasma stability limits and machine-specific technical requirements constrain the stable envelope through which the plasma must be navigated. Large amounts of auxiliary heating are required throughout the ramp-down phase, to avoid a radiative collapse in the presence of intrinsic tungsten and seeded xenon impurities, as quantitatively estimated in this work. As the plasma current is reduced, the current density becomes increasingly peaked, reflected by a growing value of the internal inductance $\ell$ $i3$ , resulting in reduced controllability of the vertical position of the plasma. The feasibility of different plasma current ramp-down rates is tested by applying an automated optimization framework embedding the RAPTOR core transport solver. Optimal time traces for plasma current $I$ $p$ $(t)$ and plasma elongation $κ(t)$ are proposed, to satisfy an $I$ $p$ -dependent upper limit on the plasma internal inductance, as obtained from vertical stability studies using the CREATE-NL code, as well as a constraint on the time evolution of $q$ 95 , to avoid an ideal MHD mode. A negative current density near the plasma edge is observed in our simulations, even for the most conservative $I$ $p$ ramp-down rate, indicating significant transient dynamics due to a large resistive time.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS2019

Active Flow Control on Vertical Tail Models

Active flow control (AFC) subscale experiments were conducted at the Lucas Wind Tunnel of the California Institute of Technology. Tests were performed on a generic vertical tail model at low speeds. Fluidic oscillators were used at the trailing edge of the main element (vertical stabilizer) to redirect the flow over the rudder and delay or prevent flow separation. Side force increases in excess of 50% were achieved with a 2% momentum coefficient (C(sub μ)) input. The results indicated that a collective C(sub μ) of about 1% could increase the side force by 30–50%. This result is achieved by reducing the spanwise flow on the swept back wings that contributes to early flow separation near their tips. These experiments provided the technical backdrop to test the full-scale Boeing 757 vertical tail model equipped with a fluidic oscillator system at the National Full-scale Aerodynamics Complex 40-by 80-foot Wind Tunnel, NASA Ames Research Center. The C(sub μ) is shown to be an important parameter for scaling a fluidic oscillator AFC system from subscale to full-scale wind tunnel tests. The results of these tests provided the required rationale to use a fluidic oscillator AFC configuration for a follow-on flight test on the Boeing 757 ecoDemonstrator.

Andino, Marlyn Y.↗
NASA NTRS2000

Vapor Growth and Characterization of ZnSeTe Solid Solutions

Six ZnSe(1-x)Te(x) crystals were grown by the physical vapor transport technique. For each of the source material compositions, x = 0.10, 0.20 and 0.30, two crystals were grown - one under the horizontal and the other under the vertical stabilized configurations. The axial and radial compositional uniformity were measured by precision density measurements, wavelength dispersive X-ray spectroscopy (WDS) and optical transmission mappings. The measured radial ZnTe content was quite uniform for all the grown crystals except the horizontally grown crystal for x = 0.30. The WDS results on this crystal indicated a core with uniform ZnTe content, about 0.38, surrounded by a thin region of high ZnTe content with x = 0.8. This feature was confirmed by the SEM back scattering electron images. For the three source compositions the axial compositional variations for the vertically grown crystals were more uniform than that for the horizontally grown crystals. The measured compositions in the crystals grown from source composition of x = 0.10 suggest that the transport mechanism in the system can not be interpreted by a simple one-dimensional diffusion limited model.

Su, Ching-Hua↗
NASA NTRS1959

An Investigation of a 0.05-Scale Model of the XSM-64A Navaho Missile and Booster: Force Study at Mach Numbers from 1.77 to 3.51 - Part 1

An investigation has been conducted in the Langley Unitary Plan wind tunnel to determine the aerodynamic loads and the static longitudinal and lateral stability of a 0.05-scale model of the XSM-64A Navaho missile and booster and its various components. Tests were conducted through a Mach number range of 1.77 to 3.51 with a corresponding Reynolds number range of 2.4 x 10(exp 6) to 2.9 x 10(exp 6). Results are presented for an angle-of-attack range of -8 deg to 4 deg for the missile-booster combination and -10 deg to 10 deg for the missile-alone configuration. Tests for both configurations were conducted through an angle-of-sideslip range of -8 deg to 8 deg. Also presented are some effects on the model characteristics of the deflection of various components including canard, tip aileron, vertical stabilizer, speed brakes, and booster pitch and yaw thrust chambers. The various components on which loads were measured include the wing, tip aileron, rudder, booster, booster separating surface, booster fin, and booster yaw and pitch thrust chambers. These data are presented without analysis.

Church, James D.↗
NASA NTRS2007

Ice-Penetrating Robot for Scientific Exploration

The cryo-hydro integrated robotic penetrator system (CHIRPS) is a partially developed instrumentation system that includes a probe designed to deeply penetrate the European ice sheet in a search for signs of life. The CHIRPS could also be used on Earth for similar exploration of the polar ice caps especially at Lake Vostok in Antarctica. The CHIRPS probe advances downward by a combination of simple melting of ice (typically for upper, non-compacted layers of an ice sheet) or by a combination of melting of ice and pumping of meltwater (typically, for deeper, compacted layers). The heat and electric power for melting, pumping, and operating all of the onboard instrumentation and electronic circuitry are supplied by radioisotope power sources (RPSs) and thermoelectric converters energized by the RPSs. The instrumentation and electronic circuitry includes miniature guidance and control sensors and an advanced autonomous control system that has fault-management capabilities. The CHIRPS probe is about 1 m long and 15 cm in diameter. The RPSs generate a total thermal power of 1.8 kW. Initially, as this power melts the surrounding ice, a meltwater jacket about 1 mm thick forms around the probe. The center of gravity of the probe is well forward (down), so that the probe is vertically stabilized like a pendulum. Heat is circulated to the nose by means of miniature pumps and heat pipes. The probe melts ice to advance in a step-wise manner: Heat is applied to the nose to open up a melt void, then heat is applied to the side to allow the probe to slip down into the melt void. The melt void behind the probe is allowed to re-freeze. Four quadrant heaters on the nose and another four quadrant heaters on the rear (upper) surface of the probe are individually controllable for steering: Turning on two adjacent nose heaters on the nose and two adjacent heaters on the opposite side at the rear causes melt voids to form on opposing sides, such that the probe descends at an angle from vertical. This steering capability can be used to avoid debris trapped in the ice or to maneuver closer to a trapped object of scientific interest.

Zimmerman, Wayne↗
DOE OSTI2023

Anisotropic optical and magnetic response in self-assembled TiN–CoFe 2 nanocomposites

Transition metal nitrides (e.g., TiN) have shown tremendous promise in optical metamaterials for nanophotonic devices due to their plasmonic properties comparable to noble metals and superior high temperature stability. Vertically aligned nanocomposites (VANs) offer a great platform for combining two dissimilar functional materials with a one-step deposition technique toward multifunctionality integration and strong structural/property anisotropy. Here, we report a two-phase nanocomposite design combining ferromagnetic CoFe 2 nanosheets in the plasmonic TiN matrix as a new hybrid plasmonic metamaterial. The hybrid metamaterials exhibit anisotropic optical and magnetic responses, as well as a pronounced magneto-optical coupling response evidenced by Magneto-optic Kerr Effect measurement, owing to the novel vertically aligned structure. This work demonstrates a new TiN-based metamaterial with anisotropic properties and multifunctionality toward light polarization modulation, optical switching, and integrated optics.

36 MATERIALS SCIENCE↗
NASA NTRS1971

Feasibility study of scanning celestial Attitude System (SCADS) for Earth Resources Technology Satellite (ERTS)

The feasibility of using the Scanning Celestial Attitude Determination System (SCADS) during Earth Resources Technology Satellite (ERTS) missions to compute an accurate spacecraft attitude by use of stellar measurements is considered. The spacecraft is local-vertical-stabilized. A heuristic discussion of the SCADS concept is first given. Two concepts are introduced: a passive system which contains no moving parts, and an active system in which the reticle is caused to rotate about the sensor's axis. A quite complete development of the equations of attitude motions is then given. These equations are used to generate the true attitude which in turn is used to compute the transit times of detectable stars and to determine the errors associated with the SCADS attitude. A more complete discussion of the analytical foundation of SCADS concept and its use for the geometries particular to this study, as well as salient design parameters for the passive and active systems are included.

Source record↗
NASA NTRS1972

Establishment of design criteria for acceptable failure modes and fail safe considerations for the space shuttle structural system

Investigations of fatigue life, and safe-life and fail-safe design concepts as applied to space shuttle structure are summarized. The results are evaluated to select recommended structural design criteria to provide assurance that premature failure due to propagation of undetected crack-like defects will not occur during shuttle operational service. The space shuttle booster, GDC configuration B-9U, is selected as the reference vehicle. Structural elements used as basis of detail analyses include wing spar caps, vertical stabilizer skins, crew compartment skin, orbiter support frame, and propellant tank shell structure. Fatigue life analyses of structural elements are performed to define potential problem areas and establish upper limits of operating stresses. Flaw growth analyses are summarized in parametric form over a range of initial flaw types and sizes, operating stresses and service life requirements. Service life of 100 to 500 missions is considered.

Westrup, R. W.↗
NASA NTRS1972

Night visual approaches: Pilot performance with and without a head-up display

Simulated night visual approaches were flown into two airports with and without a head up display (HUD) in a transport aircraft. The HUD featured pitch stabilized vertical scales which displayed the glide slope angle to the runway aim point and a horizontal bar which aided the pilot in his control of the aircraft flight path angle. One airport was located on flat terrain with numerous foreground lights, the second airport had no foreground lights and the terrain sloped up behind the airport. With the HUD glide slope tracking precision was equally good for either runway. With no HUD glide slope tracking was about three times worse with the flat airport and about eight times worse with the airport with no foreground lights and up-sloping terrain beyond the runway.

Palmer, E. A.↗