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Analytical investigation of reentry behavior of flying wind tunnel test vehicle with some effects of threshold and torque level of roll-rate control system
Work at SRI involved modeling the exchange of electromagnetic energy between the ionosphere and magnetosphere to help interpret the DE-B Poynting flux observations. To describe the electrical properties of the high-latitude ionosphere, we constructed a numerical model, from the framework provided by the Vector Spherical Harmonic (VSH) model, that determines the ionospheric currents, conductivities, and electric fields including both magnetospheric inputs and neutral wind dynamo effects. This model development grew from the earlier question of whether an electrical energy source in the ionosphere was capable of providing an upward Poynting flux. The model solves the steady-state neutral wind dynamo equations and the Poynting flux equation to provide insight into the electrodynamic role of the neutral winds. The modeling effort to determine the high-latitude energy flux has been able to reproduce many of the large-scale features observed in the Poynting flux measurements made by DE-2. Because the Poynting flux measurement is an integrated result of energy flux into or out of the ionosphere, we investigated the ionospheric properties that may contribute to the observed flux of energy measured by the spacecraft. During steady state the electromagnetic energy flux, or DC Poynting flux, is equal to the Joule heating rate and the mechanical energy transfer rate in the high-latitude ionosphere. Although the Joule heating rate acts as an energy sink, transforming electromagnetic energy into thermal or internal energy of the gas, the mechanical energy transfer rate may be either a sink or source of electromagnetic energy. In the steady state, it is only the mechanical energy transfer rate that can generate electromagnetic energy and result in a DC Poynating flux that is directed out of the ionosphere.
The ground testing of hypersonic vehicles requires the replication of the flow conditions at high speed and altitude. To produce these flow conditions, stored compressed air is expanded through a convergent-divergent nozzle to produce the required pressures and speed. However, the expansion process also cools the air, and so to match the flight temperatures, some form of heating needs to be employed. Vitiated heating is a common method, where the air is heated by burning fuel in the low speed side of the nozzle, and then oxygen is added to bring the level of O2 up to match that of standard air. The resulting flow no longer has the same composition as standard air, (except for the oxygen level), but rather contains combustion products, often referred to as vitiates as part of the mixture. The presence of these vitiates in the flow effects the wind tunnel test conditions. For example, the specific heat and molecular density are changed, the kinetics of combustion are altered and the flow features in the test article are altered. In this talk, the effects of the vitiates on the testing conditions and on the performance of test articles is described. Specific examples include the effects of molecular density on the flow, how combustion processes are altered by the presence of vitiates and how condensation of vitiates can alter the test conditions. In addition, the effect of the less common vitiates produced by arc-heated tunnels are mentioned, such as NO, non-thermal equilibrium and the presence of copper solids in the flow. Finally some thoughts on how large an effect these vitiates have on the test results are presented.
The contribution of diffusive effects to the near equality of flow velocities of H+ and heavier ions of the solar wind at 1 AU is examined. Frictional drag on heavy ions from average solar wind fluxes of H+ appears to make an appreciable contribution to equalizing velocities. The frictional drag on H+ due to the presence of heavy ions may make an appreciable contribution to equalizing flow velocities, since compensating increases in coronal temperatures may be required in order to give solar wind velocities for H+. However, rather large enhancements of heavy ions near the sun appear to be required. If appreciable enhancements of heavy ions extend beyond about 2.5 solar radii, significant increases in heavy ion temperatures above H+ temperatures may be produced. This temperature difference may contribute to equalizing flow velocities and may contribute to the explanation of measured temperature differences at 1 AU between H+ and He++.
A program, called the Cassini mission, intended to study the Saturn system by utilizing a Saturn orbiter and a probe descending to the surface of Titan, is discussed. Winds are expected to cause perturbations to the probe local horizontal velocity, resulting in an anomalous drift in the probe location and a shift in the frequency of the probe telemetry, due to the Doppler effect. By using an iterative algorithm, in which the time variation of the probe telemetry frequency is monitored throughout the descent, and the probe trajectory is updated to reflect the effect of wind on the probe location, a highly accurate relative wind profile can be recovered. By adding a single wind velocity, measured by independent means, an absolute wind profile can be obtained. However, the accuracy of the zonal winds recovery is limited by errors in trajectory, and frequency.
A study of a full-scale, semi-span business jet wing has been conducted to investigate the potential of two types of high-lift devices for improving aircraft high-lift performance. The research effort involved low-speed wind-tunnel tests of micro-vortex generators and Gurney flaps applied to the flap system of the business jet wing and included force and moment measurements, surface pressure surveys and flow visualization on the wing and flap. Results showed that the micro-vortex generators tested had no beneficial effects on the longitudinal force characteristics in this particular application, while the Gurney flaps were an effective means of increasing lift. However, the Gurney flaps also caused an increase in drag in most circumstances.
Results are presented from wind tunnel tests of the novel, 'fixed shutter' observatory dome concept, which is intended to minimize wind shake effects. In order to enclose larger telescopic apertures, this design allows an upper spherical segment to rotate under a shell of slightly larger diameter which is fixed to a lower rotatable segment. A side-by-side wind tunnel test comparison of this and a conventional dome shows that the mean and fluctuating velocity through the aperture and in the center of the new dome are lower than those of conventional domes, thereby lowering the likelihood of flow-induced telescope vibration.
An effort was initiated last year in the Astrionics Laboratory at Marshall Space Flight Center to examine and incorporate, if necessary, the effects of relativity in the design of space-based lidar systems. A space-based lidar system, named AEOLUS, is under development at Marshall Space Flight Center and it will be used to accurately measure atmospheric wind profiles. Effects of relativity were also observed in the performance of space-based systems, for example in case of global positioning systems, and corrections were incorporated into the design of instruments. During the last summer, the effects of special relativity on the design of space-based lidar systems were studied in detail, by analyzing the problem of laser scattering off a fixed target when the source and a co-located receiver are moving on a spacecraft. Since the proposed lidar system uses a coherent detection system, errors even in the order of a few microradians must be corrected to achieve a good signal-to-noise ratio. Previous analysis assumed that the ground is flat and the spacecraft is moving parallel to the ground, and developed analytical expressions for the location, direction and Doppler shift of the returning radiation. Because of the assumptions used in that analysis, only special relativity effects were involved. In this report, that analysis is extended to include general relativity and calculate its effects on the design.
A 2.1-m-diam, one-sixth-scale model helicopter main rotor was tested in hover at the NASA Ames Outdoor Aerodynamic Research Facility. It had previously been tested in hover in the NASA Ames 40- by 80-Foot Wind Tunnel test section. The primary objective of the tests was to obtain acoustic and performance data on a medium-scale rotor at various thrust coefficients and tip Mach numbers to compare to similar existing data on a full-scale helicopter main rotor. Information is presented on the effects of thrust- and tip-speed variation, the effects of boundary-layer trip strips, and the effects of wind conditions. In addition, a preliminary evaluation of the scaling of helicopter main-rotor noise in hover is presented. A secondary objective was to contribute to a data base that will permit the estimation of facility effects on acoustic testing.
The effect of scale and turbulence on the lift and drag of five airfoils the NACA 0006, the NACA 0021, the Clark Y and the USA 35-A, and the USN PS6, have been investigated in the Variable Density Wind Tunnel of the NACA. Tests were made over a wide scale range for only two different conditions of turbulence.
This report describes the development of a three-dimensional database of aircraft fuel burn and emissions (fuel burned, NOx, CO, and hydrocarbons) from scheduled commercial aircraft for each month of 1992. The seasonal variation in aircraft emissions was calculated for selected regions (global, North America, Europe, North Atlantic, and North Pacific). A series of parametric calculations were done to quantify the possible errors introduced from making approximations necessary to calculate the global emission inventory. The effects of wind, temperature, load factor, payload, and fuel tankering on fuel burn were evaluated to identify how they might affect the accuracy of aircraft emission inventories. These emissions inventories are available for use by atmospheric scientists conducting the Atmospheric Effects of Aviation Project (AEAP) modeling studies. Fuel burned and emissions of nitrogen oxides (NOx as N02), carbon monoxide, and hydrocarbons have been calculated on a 1 degree latitude x 1 degree longitude x 1 kilometer altitude grid and delivered to NASA as electronic files.
The need to correct transonic airfoil wind tunnel test data for the influence of the tunnel sidewall boundary layers, in addition to the wall accepted corrections for the analytical investigation was carried out in order to evaluate sidewall boundary layer effects on transonic airfoil characteristics, and to validate proposed correction and the limit to their applications. This investigation involved testing of modern airfoil configurations in two different transonic airfoil test facilities, the 15 x 60 inch two-dimensional insert of the National Aeronautical Establishment (NAE) 5 foot tunnel in Ottawa, Canada, and the two-dimensional test section of the NASA Langley 0.3 m Transonic Cryogenic Tunnel (TCT). Results presented included effects of variations in sidewall-boundary layer bleed in both facilities, different sidewall boundary layer correction procedures, tunnel-to tunnel comparisons of correcte results, and flow conditions with and without separation.
A mission consisting of an array of small satellites has been proposed to investigate radio sources at frequencies from approximately 2 to 20 MHz, a range unobservable from the ground because of ionospheric absorption and aberrations. Such a mission seems feasible and relatively inexpensive, but further investigation is still necessary. The solar wind is a major concern because it contains turbulence-induced random density variations that cause a fluctuating phase shift in any electromagnetic signal passing through, sometimes making radio source imaging by interferometry impossible. A numerical simulation has been developed which attempts to accurately characterize solar wind density fluctuations. Results have allowed more concrete conclusions to be drawn about observing constraints and have shown that interferometric imaging at radio frequencies below 10 MHz with baselines up to 100 km is possible at solar elongation angles of about 90 deg or more.
Modeling global atmospheric circulations and forecasting the weather would improve if worldwide information on winds aloft were available. Accurate prediction of weather is important to agriculture, shipping, air traffic, and many other fields. Global system models of climate are of great importance. Current global atmospheric models use pressure measurements and thermodynamic properties to calculate the effects of wind for use in Numerical Weather Prediction (NWP) models. Inputs to the NWP models are temperature, pressure and wind velocities at different heights. Clearly direct wind measurements could significantly improve the NWP model performance. The RAdar Wind Sounder (RAWS) program at the University of Kansas is a study of the feasibility and the trade-offs in the design of a space-based radar system to measure wind vectors. This can be done by measuring the Doppler shift of cloud and rain returns from three or more points and calculating the components of the wind vector. The RAWS study to date uses the candidate system selected after preliminary study of frequencies and sensitivities. Two frequencies chosen, 10 and 35 GHz, allow higher sensitivity for clouds and more penetration for rain. The past year was devoted to modeling the signal-to-noise ratio (SNR) achievable for the two frequencies. The determination of SNR versus cloud penetration depth used a cloud backscattering and attenuation model in the appropriate radar equation. Calculations assumed reasonable losses in reception and transmission, in addition to the atmospheric attenuation. We discovered that ice clouds provide a higher SNR than previously calculated, but some water clouds give lower SNRs than we calculated before. One of the primary issues in the SNR calculation was the choice of the drop size distribution. Although Xin used several distributions (e.g., log normal, Khrigian and Mazin), this year we used the Deirmendjian cloud model. SNR versus cloud penetration plots were generated to validate the candidate system. Rain, which appears in the cloud models at the lower altitudes, provides ample SNR, as do the higher clouds composed of ice particles. However, in some cloud situations we found the sensitivity for the clouds was marginal or inadequate. At 35 GHz, two of the cloud models characterized by 1 to 2 g/cu m of water content at altitudes extending from 150 to 1500 meters, produced a sufficient SNR. Other models, however, with water contents ranging from 0.5 to 4 g/cu m and altitudes up to 4000 meters, exhibit SNR of -3 to -23 dB, largely because of attenuation in the upper cloud layers. These results coupled with the lower SNR at 10 GHz, led to an investigation of alternate frequencies. The rain present beneath these clouds provides adequate SNR at 10 GHz, and in most cases, at GHz.
Sun rotation effect on azimuthal components of solar wind velocity and interplanetary magnetic field, solving angular momentum equation coupled with Maxwell equations
A low-speed wind tunnel test was performed to investigate Reynolds number effects on the aerodynamic characteristics of a supersonic cruise wing concept model with a 60-deg swept wing incorporating leading-edge and trailing-edge flap deflections. The Reynolds number ranged from 0.3 to 1.6 x 10 to the 6th, and corresponding Mach numbers from .05 to 0.3. The objective was to define a threshold Reynolds number above which the flap aerodynamics basically remained unchanged, and also to generate a data base useful for validating theoretical predictions for the Reynolds number effects on flap performance. This report documents the test procedures used and the basic data acquired in the investigation.
One of the critical factors affecting flight safety of unmanned aerial vehicles (UAVs) is the amount of vibration they are exposed during a flight. For UAVs under remote operation, vehicle stabilization and navigation is typically achieved by estimating its attitude and position using onboard miniature sensors such as accelerometers, gyroscopes, and GPS via an onboard autopilot. Since precise control of the UAV relies heavily on the attitude sensing, the vibration levels need to be as low as possible in order to minimize the signal noise. Incorrect sensor data can lead to uncertain state estimation causing the multirotor to drift from its desired position. Moreover, high vibrations can induce faults in the safety-critical components of the UAV such as its on-board sensors, motors and propellers. Hence, it is important to monitor the vibration levels during a UAV flight. This paper specifically looks into effect of wind on the vibrations recorded by the autopilot system in an octocopter. Using data from experimental flights under varying wind conditions, we aim to classify between a nominal and anomalous vibration level and define a safety metric known as the Vibrational Anomaly Indicator (VAI) for small UAV systems. Further, we will study effect of high vibrations on the inertial measurement unit (IMU) of an octocopter under laboratory set-up and compute the VAI from IMU measurements. Results would demonstrate the utility of VAI as an health indicator for unmanned flights either in presence of winds or from degraded on-board IMU sensor.
One of the critical factors affecting flight safety of unmanned aerial vehicles (UAVs) is the amount of vibration they are exposed to during a flight. On one hand, external causes such as wind gusts and turbulences or internal vehicle-centric faults such as incorrect sensor mounting or propeller imbalances can cause high vibrations in UAVs. On the other hand, high vibration itself may induce noise in the onboard miniature sensors of the UAV such as its accelerometers, gyroscopes and GPS that can lead to uncertain state estimation causing the multi-rotor to drift from its desired position or even result in loss-of-control. Hence, it is important to monitor the vibration levels during a UAV flight. This paper specifically looks into vibrations recorded by the autopilot system of a multi-rotor in presence of varying magnitudes of wind. Using data from experimental flights conducted at two separate flight test regions under varying wind conditions, we aim to classify between a nominal and anomalous vibration level for small UAV systems. Further, we analyse other parameters of interest that affect vibrations in UAVs such as UAV air speed and any propeller imbalance signatures. Analysis results from experimental flights demonstrate the effect of wind on vibration magnitude in unmanned aircrafts.