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At least 613 records · Page 34

Recovery system termination load reduction through the use of a central load core

A study is presented of the development and testing of a parachute central load core, an adaptive device whose primary function is to minimize parachute stored elastic energy while providing adequate rotational stiffness to prevent shroud line fouling from twisting and sufficient resistive torque for any balloon gondola positioning requirements. Empirical relations are given for the uninhibited drag area growth which are derived in the classical nondimensional form. Attention is given to development considerations and design along with model simulations, small and midscale drop test data, full-scale flight data, and instrumentation applications.

Robbins, ED↗

High-altitude balloon-launched aircraft - A piloted simulation study

A real-time piloted simulation at the NASA Dryden Flight Research Facility was used to study the feasibility of launching a research aircraft from a high-altitude balloon. In the study, the simulated aircraft was launched in a nosedown attitude at zero airspeed from 110,000 ft. After launch, the pilot flew the aircraft through a near-maximum-lift pullout and then through a zoom climb to a trimmed, l-g flight condition at the test altitude. The study included parametric variations to measure the effects of launch altitude, gross weight, Mach number limit, and parachute size on the test altitude attained. The aerodynamic model of the simulated aircraft was based on flight test results, low Reynolds number windtunnel tests, and computational models; the model included significant Mach number and Reynolds number effects at high altitude. A small parachute was included in the simulation to limit Mach number during the pullout to avoid adverse transonic effects and their resultant energy losses. A small rocket motor was included in the simulation and was investigated for boosting the aircraft to a higher test altitude. In the study, a test altitude of approximately 95,000 ft was attained without rocket boost, and a test altitude in excess of 100,000 ft was attained using small rocket boost.

Murray, James E.↗

Reach performance while wearing the Space Shuttle launch and entry suit during exposure to launch accelerations

Crewmen aboard the Space Shuttle are subjected to accelerations during ascent (the powered flight phase of launch) which range up to +3 G(sub x). Despite having 33 missions and nine years experience, not to mention all the time spent in development prior to the first flight, no truly quantitative reach study wearing actual crew equipment, using actual Shuttle seats and restraints has ever been done. What little information exists on reach performance while under acceleration has been derived primarily from subjective comments gathered retrospectively from Shuttle flight crews during their post mission debrief. This lack of reach performance data has resulted in uncertainty regarding emergency procedures that can realistically be performed during and actual Shuttle ascent versus what is practiced in the ground-fixed and motion-based Shuttle Simulators. With the introduction on STS-26 of the current Shuttle escape system, the question of reach performance under launch accelerations was once again raised. The escape system's requirement that each crewman wear a Launch/Entry Suit (LES), parachute harness, and parachute were all anticipated to contribute to a further degradation of reach performance during Shuttle ascent accelerations. In order to answer the reach performance question in a quantitative way, a photogrammetric method was chosen so that the actual reach values and associated envelopes could be captured. This would allow quantitative assessment of potential task performance impact and identify areas where changes to our Shuttle ascent emergency procedures might be required. Also, such a set of reach values would be valid for any similar acceleration profile using the same crew equipment. Potential Space Station applications of this data include predicting reach performance during Assured Crew Return Vehicle (ACRV) operations.

Bagian, James P.↗

Space Shuttle Solid Rocket Booster Lightweight Recovery System

The cancellation of the Advanced Solid Rocket Booster Project and the earth-to-orbit payload requirements for the Space Station dictated that the National Aeronautics and Space Administration (NASA) look at performance enhancements from all Space Transportation System (STS) elements (Orbiter Project, Space Shuttle Main Engine Project, External Tank Project, Solid Rocket Motor Project, & Solid Rocket Booster Project). The manifest for launching of Space Station components indicated that an additional 12-13000 pound lift capability was required on 10 missions and 15-20,000 pound additional lift capability is required on two missions. Trade studies conducted by all STS elements indicate that by deleting the parachute Recovery System (and associated hardware) from the Solid Rocket Boosters (SRBS) and going to a lightweight External Tank (ET) the 20,000 pound additional lift capability can be realized for the two missions. The deletion of the parachute Recovery System means the loss of four SRBs and this option is two expensive (loss of reusable hardware) to be used on the other 10 Space Station missions. Accordingly, each STS element looked at potential methods of weight savings, increased performance, etc. As the SRB and ET projects are non-propulsive (i.e. does not have launch thrust elements) their only contribution to overall payload enhancement can be achieved by the saving of weight while maintaining adequate safety factors and margins. The enhancement factor for the SRB project is 1:10. That is for each 10 pounds saved on the two SRBS; approximately 1 additional pound of payload in the orbiter bay can be placed into orbit. The SRB project decided early that the SRB recovery system was a prime candidate for weight reduction as it was designed in the early 1970s and weight optimization had never been a primary criteria.

Wolf, Dean↗

Preliminary Investigation of a Paraglider

A preliminary investigation of the aerodynamic and control characteristics of a flexible glider similar to a parachute in construction has been made at the Langley Research Center to evaluate its capabilities as a reentry glider. Preliminary weight estimates of the proposed vehicle indicate that such a structure can be made with extremely low wing loading. Maximum temperatures during the reentry maneuver might be held as low as about 1,500 F. The results of wind-tunnel and free-glide tests show that the glider when constructed of nonporous material performed extremely well at subsonic speeds and could be flown at angles of attack from about 200 to 900. At supersonic speeds the wing showed none of the unfavorable tendencies exhibited by conventional parachutes at these speeds, such as squidding and breathing. Several methods of packing and deploying the glider have been successfully demonstrated. The results of this study indicate that this flexible-lifting-surface concept may provide a lightweight controllable paraglider for manned space vehicles.

Rogallo, Francis M.↗

Free-Spinning-Tunnel Investigation of a 1/25-Scale Model of the Chance Vought F8U-1P Airplane

An investigation has been made in the Langley 20-foot free-spinning tunnel on a 1/25-scale dynamic model to determine the spin and recovery characteristics of the Chance Vought F8U-1P airplane. Results indicated that the F8U-IP airplane would have spin-recovery characteristics similar to the XF8U-1 design, a model of which was tested and the results of the tests reported in NACA Research Memorandum SL56L31b. The results indicate that some modification in the design, or some special technique for recovery, is required in order to insure satisfactory recovery from fully developed erect spins. The recommended recovery technique for the F8U-lP will be full rudder reversal and movement of ailerons full with the spin (stick right in a right spin) with full deflection of the wing leading- edge flap. Inverted spins will be difficult to obtain and any inverted spin obtained should be readily terminated by full rudder reversal to oppose the yawing rotation and neutralization of the longitudinal and lateral controls. In an emergency, the same size parachute recommended for the XFBU-1 airplane will be adequate for termination of the spin: a stable parachute 17.7 feet in diameter (projected) with a drag coefficient of 1.14 (based on projected diameter) and a towline length of 36.5 feet.

Browman, James S., Jr.↗

An Investigation of Terminal Guidance and Control Techniques for a Robotic Mars Lander

Two separate Mars lander touchdown scenarios arc considered and compared o a baseline study with the goal of minimizing the landed distance to a specified location on the Mars surface. This study considers a set of points from parachute handoff to touchdown on the surface. The first scenario examines the effect of thrust vectoring while the parachute is deployed and includes an algorithm for determining targeting initial guesses. The second considers a reverse gravity turn lo a hover condition 500 meters above!meterstl e surface and then uses lateral thrusting to minimize the range to target. The effects of both scenarios on fuel usage targeting and targeting success are discussed.

Birge, Brian K.↗

A Light-Weight Inflatable Hypersonic Drag Device for Planetary Entry

The author has analyzed the use of a light-weight inflatable hypersonic drag device, called a ballute, (balloon + parachute) for flight in planetary atmospheres, for entry, aerocapture, and aerobraking. Studies to date include missions to Mars, Venus, Earth, Saturn, Titan, Neptune and Pluto. Data on a Pluto lander and a Mars orbiter will be presented to illustrate the concept. The main advantage of using a ballute is that aero deceleration and heating in atmospheric entry occurs at much smaller atmospheric density with a ballute than without it. For example, if a ballute has a diameter 10 times as large as the spacecraft, for unchanged total mass, entry speed and entry angle,the atmospheric density at peak convective heating is reduced by a factor of 100, reducing the peak heating by a factor of 10 for the spacecraft, and a factor of about 30 for the ballute. Consequently the entry payload (lander, orbiter, etc) is subject to much less heating, requires a much reduced thermal protection system (possibly only an MLI blanket), and the spacecraft design is therefore relatively unchanged from its vacuum counterpart. The heat flux on the ballute is small enough to be radiated at temperatures below 800 K or so. Also, the heating may be reduced further because the ballute enters at a more shallow angle, even allowing for the increased delivery angle error. Added advantages are a smaller mass ratio of entry system to total entry mass, and freedom from the low-density and transonic instability problems that conventional rigid entry bodies suffer, since the vehicle attitude is determined by the ballute, usually released at continuum conditions (hypersonic for an orbiter, and subsonic for a lander). Also, for a lander the range from entry to touchdown is less, offering a smaller footprint. The ballute derives an entry corridor for aerocapture by entering on a path that would lead to landing, and releasing the ballute adaptively, responding to measured deceleration, at a speed computed to achieve the desired orbiter exit conditions. For a lander an accurate landing point could be achieved by providing the lander with a small gliding capacity, using the large potential energy available from being subsonic at high altitude. Alternatively the ballute can be retained to act as a parachute or soft-landing device, or to float the payload as a buoyant aerobot. As expected, the ballute has smaller size for relatively small entry speeds, such as for Mars, or for the extensive atmosphere of a low-gravity planet such as Pluto. The author will discuss presently available ballute materials and a development program of aerodynamic tests and materials that would be required for ballutes to achieve their full potential.

McRonald, Angus D.↗

A Wind Tunnel Study on the Mars Pathfinder (MPF) Lander Descent Pressure Sensor

The primary focus of this study was to determine the accuracy of the Mars Pathfinder lander local pressure readings in accordance with the actual ambient atmospheric pressures of Mars during parachute descent. In order to obtain good measurements, the plane of the lander pressure sensor opening should ideally be situated so that it is parallel to the freestream. However, due to two unfavorable conditions, the sensor was positioned in locations where correction factors are required. One of these disadvantages is due to the fact that the parachute attachment point rotated the lander's center of gravity forcing the location of the pressure sensor opening to be off tangent to the freestream. The second and most troublesome factor was that the lander descends with slight oscillations that could vary the amplitude of the sensor readings. In order to accurately map the correction factors required at each sensor position, an experiment simulating the lander descent was conducted in the Martian Surface Wind Tunnel at NASA Ames Research Center. Using a 115 scale model at Earth ambient pressures, the test settings provided the necessary Reynolds number conditions in which the actual lander was possibly subjected to during the descent. In the analysis and results of this experiment, the readings from the lander sensor were converted to the form of pressure coefficients. With a contour map of pressure coefficients at each lander oscillatory position, this report will provide a guideline to determine the correction factors required for the Mars Pathfinder lander descent pressure sensor readings.

Soriano, J. Francisco↗

A Computational Intelligence (CI) Approach to the Precision Mars Lander Problem

A Mars precision landing requires a landed footprint of no more than 100 meters. Obstacles to reducing the landed footprint include trajectory dispersions due to initial atmospheric entry conditions such as entry angle, parachute deployment height, environment parameters such as wind, atmospheric density, parachute deployment dynamics, unavoidable injection error or propagated error from launch, etc. Computational Intelligence (CI) techniques such as Artificial Neural Nets and Particle Swarm Optimization have been shown to have great success with other control problems. The research period extended previous work on investigating applicability of the computational intelligent approaches. The focus of this investigation was on Particle Swarm Optimization and basic Neural Net architectures. The research investigating these issues was performed for the grant cycle from 5/15/01 to 5/15/02. Matlab 5.1 and 6.0 along with NASA's POST were the primary computational tools.

Birge, Brian↗

Mars Exploration Rover Six-Degree-Of-Freedom Entry Trajectory Analysis

The Mars Exploration Rover mission will be the next opportunity for surface exploration of Mars in January 2004. Two rovers will be delivered to the surface of Mars using the same entry, descent, and landing scenario that was developed and successfully implemented by Mars Pathfinder. This investigation describes the trajectory analysis that was performed for the hypersonic portion of the MER entry. In this analysis, a six-degree-of-freedom trajectory simulation of the entry is performed to determine the entry characteristics of the capsules. In addition, a Monte Carlo analysis is also performed to statistically assess the robustness of the entry design to off-nominal conditions to assure that all entry requirements are satisfied. The results show that the attitude at peak heating and parachute deployment are well within entry limits. In addition, the parachute deployment dynamics pressure and Mach number are also well within the design requirements.

Desai, Prasun N.↗

Wind-Tunnel Investigation of the Stability of the Jettisonable Nose Section of the X-3 Airplane

Because previous work has indicated that jettisonable nose sections of airplanes may be inherently unstable, and thus may cause dangerous centripetal accelerations on a pilot after jettisoning during high-speed flight, an investigation has been conducted in the Langley 20-foot free-spinning tunnel to determine the behavior in descent of a model of the jettisonable nose section of the Douglas X-3 airplane. The effects of varying the center-of-gravity position, of attaching fins of various sizes, and of installing a stabilizing parachute were investigated. In the investigation the model descended with its front and trimmed 36 deg above the horizontal and rotated about a vertical wind axis while rolling about its longitudinal body axis. The nose section was made to descend in a stable front-down attitude when stabilizing fins were installed in conjunction with movement of the center of gravity forward or when a stable parachute was attached to the model.

Scher, Stanley H.↗

Free-Spinning-Tunnel Tests of a 1/24-Scale Model of the McDonnell XP-88 Airplane with a VEE Tail

An investigation of the spin and recovery characteristics of a 1/24-scale model of the McDonnell XP-88 airplane has been conducted in the Langley 20-ft free-spinning tunnel. Results of tests with a conventional tail have been previously reported; the results presented herein are for the model with a vee tail installed. The effects of control settings and movements on the erect and inverted spin and recovery characteristics of the model. In the normal loading were determined. Tests of the model in the long-range loading also were made. The investigation included leading-edge-flap, spin-recovery-parachute, and rudder-pedal-force tests. The recovery characteristics of the model were satisfactory for the normal loading. Deflecting the leading-edge flaps improved recoveries. The results indicated that with the external wing tanks installed (long-range loading) recoveries may be poor and, therefore, if a spin is inadvertently entered in this condition the tanks should be jettisoned if recovery does not appear imminent immediately after it is attempted. A 10-foot spin-recovery tail parachute with a towline 40 feet long and a drag coefficient of 0.63 was found to be effective for spin recovery. The rudder pedal force required for spin recovery was indicated to be within the capabilities of the pilot.

Berman, Theodore↗

Estimation of the Spin and Recovery Characteristics of the North American XSN2J-1 Airplane

The probable spin and recovery characteristics of the XSN2J-1 air-plane have been estimated on the basis of the results of brief test a performed on a model of an airplane of somewhat similar design. The spin-recovery tail-parachute requirements for the airplane were also determined end, in addition, an analysis was made to determine the best method of emergency pilot escape during a spin. The results of the investigation indicate that the recovery characteristics of the airplane will be satisfactory for all probable loading conditions of the airplane. A 6-foot-diameter tall parachute attached to a 30-foot tow-line will be satisfactory as a spin-recovery device for emergency recovery from demonstration spins. If the occupants of the airplane decide to abandon the airplane in a spin, they should leave the airplane from the outboard side of the cockpit and as far rearward as possible.

Snyder, Thomas L.↗

Free-Spinning Tunnel Tests of a 1/24-Scale Model of the Grumman XTB3F-1 Airplane, TED No. NACA DE304

In accordance with a request of the Bureau of Aeronautics, Navy Department, tests were performed in the Langley 20-foot free-spinning tunnel to determine the spin and recovery characteristics of a 1/24 scale model of the Grumman XTB3F-1 airplane. The airplane is a two-place, midwing torpedo bomber equipped with a tractor propeller and an auxiliary jet engine. The effect of control setting and movement on the erect and inverted spin and recovery characteristics of the model were determined for the normal loading. Brief tests with mass extended slightly along the fuselage were also made, however, in order to determine the effect of such a mass variation on elevator effectiveness. Tests were performed to determine the size of emergency spin-recovery tail and wing-tip parachutes required for satisfactory recovery by parachute action alone. The investigation also included emergency pilot-escape tests and tests to determine the rudder pedal and elevator stick forces necessary to move the rudder and elevator for recovery.

Berman, Theodore↗

Free-Spinning and Tumbling Tests of a 1/16-Scale Model of the McDonnell XP-85 Airplane

The teat results showed that with either of the three tail arrangements, the model usually spun in flat attitudes with oscillations about the lateral and longitudinal axes. In general, full reversal of the rudder pedals did not stop the spinning rotation. To make the model satisfactorily meet-the spin-recovery requirements it was found that installation of either a very large ventral fin (l7.9 square feet, full scale) below the tail or a somewhat smaller ventral fin and rudder (12.4 square feet, total . full-scale area) with a rudder throw of at least +/-22deg was required. Either a 21.3-foot tail parachute or a 6.4-foot wing-tip parachute (drag coefficient approximately 0.70) appears necessary as an emergency spin-recovery device during demonstration spins.

Klinar, Walter J.↗

Free-Spinning-Tunnel Tests of a 1/27-Scale Model of the Douglas XF3D-1 Airplane, TED No. NACA DE 312

Free-spinning-tunnel tests have been made on a 1/27-scale model of the Douglas XF3D-1 airplane to confirm a preliminary evaluation made of the airplane spin and recovery characteristics and previously reported. Recovery characteristics were satisfactory for erect and inverted spins when the model was in the clean condition. When the slow-down brakes were open, recoveries were slow. The pedal force necessary to reverse the airplane rudder during a spin will be within the physical capabilities of the pilot. A 10-foot-diameter parachute attached to the tail of the airplane (laid-out-flat diameter, drag coefficient 0.7) or a 4.5-foot-diameter parachute attached to the outboard wing tip will be satisfactory for emergency spin recovery from demonstration spins. If it becomes necessary for the crew to abandon the airplane during a spin, they should leave from the outboard side of the cockpit. The test results indicated spin and recovery characteristics generally similar to those indicated in the preliminary evaluation.

Scher, Stanley H.↗

Free-Spinning-Tunnel Investigation of a 1/25-Scale Model of the McDonnell F3H-1N Airplane, TED No. NACA AD 3100

An investigation was conducted in the Langley 20-foot free-spinning tunnel on a 1/23-scale model of the McDonnell F3H-1N airplane. The effects of control settings and movements upon the erect and inverted spin and recovery characteristics of the model were determined for the clean condition. Spin-recovery parachute tests were also performed. The results indicated that erect spins obtained on the airplane for the take-off or combat loadings should be satisfactorily terminated if full rudder reversal is accompanied by moving the ailerons to full with the spin (stick full right in a right spin). The spins obtained should be oscillatory in pitch, roll, and yaw. Recoveries from inverted spins should be satisfactory by full reversal of the rudder. A 16.7-foot- diameter tail parachute with a towline length of 30 feet and a drag coefficient of 0.734 should be adequate for emergency recovery from demonstration spins.

Lee, Henry A.↗