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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1936

Limitations of the Pilot in Applying Forces to Airplane Controls

Measurements were made to determine the relative maximum forces a pilot can exert on the controls of an airplane with the view of obtaining systematic data upon which to base the location of controls within the cockpit and the design of the control surfaces. A cockpit model of generous proportions, capable of being rotated to any attitude, was built with the location of the control stick and rudder pedals adjustable over a wide range of positions with respect to the seat. Besides measurements of maximum forces obtainable with various control locations and with the pilot in several attitudes, estimates of forces within the range normally encountered in flight were made to gain an indication of the accuracy of estimating control forces. The maximum aileron forces measured were of the order of 90 pounds, maximum elevator 200 pounds, and maximum rudder 450 pounds. The average forces applied with the controls in the neutral position for the various cockpit attitudes were of the order of 35, 95, and 400 pounds, respectively, for the ailerons, elevators, and rudder.

Gough, M N↗
NASA NTRS1952

Effect on Longitudinal Stability and Control Characteristics of a Boeing B-29 Airplane of Variations in Stick-Force and Control-Rate Characteristics Obtained Through Use of a Booster in the Elevator-Control System

A longitudinal stability and control characteristics of a Boeing B-29 airplane have been measured with a booster incorporated in the elevator-control system. Tests were made to determine the effects on the handling qualities of the test airplane of variations in the pilot's control-force gradients as well as the effects of variations in the maximum rate of control motion supplied by the booster. The results of the control-rate investigation indicate that large airplanes may have satisfactory handling qualities with the booster adjusted to give much lower rates of control motion than those normally used by pilots.

Mathews, Charles W↗
DOE OSTI2026

Historic climate, cosmogenic 10Be, denudation-rate, and geospatial datasets from the Pikes Peak region, Colorado, USA

This data package contains geographic information system (GIS) layers and tabular datasets associated with the study of elevation-dependent denudation rates on Pikes Peak in the Front Range of the Rocky Mountains, Colorado, USA. The package includes GIS layers used to produce the study-area map, including sample locations, sample watershed boundaries, the Pikes Peak batholith, Pleistocene glacier extent, weather station locations, and elevation and hillshade rasters, together with comma-separated value (CSV) tables and matching CSV data dictionaries. These mapped layers provide the geographic framework for interpreting denudation patterns across the Pikes Peak region and for relating sample locations to watershed geometry, bedrock setting, glacial history, and nearby climate stations. The first group of tables reports climate and geospatial context for the study area. These files include station-based temperature and precipitation data used to characterize elevational gradients in mean annual climate and monthly climate seasonality, sample locations, denudation-rate and topographic metrics, fixed frost-cracking model parameters, frost-cracking intensity and precipitation-frequency metrics, and stream-power inversion results. Together, these data provide the basis for evaluating how denudation varies with elevation, climate, and landscape form across sampled catchments on Pikes Peak. The second group of tables reports cosmogenic nuclide and erosion-model results used in the denudation analysis. Included files contain accelerator mass spectrometry (AMS) measurements for in situ-produced cosmogenic beryllium-10 (10Be), including sample identifiers, measured 10Be:9Be ratios, analytical uncertainties, carrier mass, quartz mass, blank corrections, blank-group statistics, and calculated 10Be concentrations and uncertainties. Additional tables summarize stream-power-law inversion results for sampled catchments, including optimized model parameters, predicted erosion rates, residual metrics, channel-pixel counts, and convergence status, as well as regression equations and summary statistics used to evaluate relationships among elevation, climate, frost cracking, precipitation forcing, and denudation rate. The package contains GIS files, comma-separated value files (.csv), Microsoft Excel files (.xlsx), CSV data dictionaries, a file-level metadata table, and a readme text file.

10Be cosmogenic nuclides↗
NASA NTRS1979

Nonlinear decoupled control synthesis for maneuvering aircraft

A control law for decoupling roll rate, angle of attack and sideslip in rapid, nonlinear airplane maneuvers is derived. For simplicity, only moments caused by ailerons, rudder and elevator are considered, and control forces are neglected. Simulated responses of the closed loop system, including the control forces, show that the neglected forces have no significant effects and that large, simultaneous lateral and longitudinal maneuvers can be precisely performed. The violent divergences which occur in open-loop maneuvers of this type are eliminated by the decoupling. The control law showed little sensitivity to 20 percent perturbation in three important stability derivatives.

Singh, S. N.↗
NASA NTRS1989

Summary of longitudinal stability and control parameters as determined from Space Shuttle Challenger flight test data

Estimates of longitudinal stability and control parameters for the space shuttle were determined by applying a maximum likelihood parameter estimation technique to Challenger flight test data. The parameters for pitching moment coefficient, C(m sub alpha), (at different angles of attack), pitching moment coefficient, C(m sub delta e), (at different elevator deflections) and the normal force coefficient, C(z sub alpha), (at different angles of attack) describe 90 percent of the response to longitudinal inputs during Space Shuttle Challenger flights with C(m sub delta e) being the dominant parameter. The values of C(z sub alpha) were found to be input dependent for these tests. However, when C(z sub alpha) was set at preflight predictions, the values determined for C(m sub delta e) changed less than 10 percent from the values obtained when C(z sub alpha) was estimated as well. The preflight predictions for C(z sub alpha) and C(m sub alpha) are acceptable values, while the values of C(z sub delta e) should be about 30 percent less negative than the preflight predictions near Mach 1, and 10 percent less negative, otherwise.

Suit, William T.↗
NASA NTRS2001

Neural blockade during exercise augments central command's contribution to carotid baroreflex resetting

This investigation was designed to determine central command's role on carotid baroreflex (CBR) resetting during exercise. Nine volunteer subjects performed static and rhythmic handgrip exercise at 30 and 40% maximal voluntary contraction (MVC), respectively, before and after partial axillary neural blockade. Stimulus-response curves were developed using the neck pressure-neck suction technique and a rapid pulse train protocol (+40 to -80 Torr). Regional anesthesia resulted in a significant reduction in MVC. Heart rate (HR) and ratings of perceived exertion (RPE) were used as indexes of central command and were elevated during exercise at control force intensity after induced muscle weakness. The CBR function curves were reset vertically with a minimal lateral shift during control exercise and exhibited a further parallel resetting during exercise with neural blockade. The operating point was progressively reset to coincide with the centering point of the CBR curve. These data suggest that central command was a primary mechanism in the resetting of the CBR during exercise. However, it appeared that central command modulated the carotid-cardiac reflex proportionately more than the carotid-vasomotor reflex.

NASA Discipline Cardiopulmonary↗
NASA NTRS1950

Wind-Tunnel Investigation of a 0.6-Scale Model of Hughes MX-904 Tail Surface at Supersonic Speeds Several Combinations of the Tail with Each of Two Foreshortened Body Segments

An investigation has been made in the Langley 9- by 12-inch super-sonic blowdown tunnel at Mach numbers of 1.62 and 1.96 of a partial-span body with one tail surface, designed for use on the Hughes Falcon (MX-904) missile. The present paper extends the work reported in NACA-RM-SL50E10. Force and moment data including elevator hinge moment were obtained for the conditions of the tail in the presence of a small segment of the fore-shortened body, in the presence of a semi-span body and attached to a semi-span body, and for the condition of the foreshortened semi-span body alone.

Guy, Lawrence D.↗
NASA NTRS2007

Development of a HTSMA-Actuated Surge Control Rod for High-Temperature Turbomachinery Applications

In recent years, a demand for compact, lightweight, solid-state actuation systems has emerged, driven in part by the needs of the aeronautics industry. However, most actuation systems used in turbomachinery require not only elevated temperature but high-force capability. As a result, shape memory alloy (SMA) based systems have worked their way to the forefront of a short list of viable options to meet such a technological challenge. Most of the effort centered on shape memory systems to date has involved binary NiTi alloys but the working temperatures required in many aeronautics applications dictate significantly higher transformation temperatures than the binary systems can provide. Hence, a high temperature shape memory alloy (HTSMA) based on NiTiPdPt, having a transformation temperature near 300 C, was developed. Various thermo-mechanical processing schemes were utilized to further improve the dimensional stability of the alloy and it was later extruded/drawn into wire form to be more compatible with envisioned applications. Mechanical testing on the finished wire form showed reasonable work output capability with excellent dimensional stability. Subsequently, the wire form of the alloy was incorporated into a benchtop system, which was shown to provide the necessary stroke requirements of approx.0.125 inches for the targeted surge-control application. Cycle times for the actuator were limited to ~4 seconds due to control and cooling constraints but this cycle time was determined to be adequate for the surge control application targeted as the primary requirement was initial actuation of a surge control rod, which could be completed in approximately one second.

Padula, Santo, II↗
NASA NTRS1944

A Theoretical Investigation of Longitudinal Stability of Airplanes with Free Controls Including Effect of Friction in Control System

The relation between the elevator hinge moment parameters and the control forces for changes in forward speed and in maneuvers is shown for several values of static stability and elevator mass balance. The stability of the short period oscillations is shown as a series of boundaries giving the limits of the stable regions in terms of the elevator hinge moment parameters. The effects of static stability, elevator moment of inertia, elevator mass unbalance, and airplane density are also considered. Dynamic instability is likely to occur if there is mass unbalance of the elevator control system combined with a small restoring tendency (high aerodynamic balance). This instability can be prevented by a rearrangement of the unbalancing weights which, however, involves an increase of the amount of weight necessary. It can also be prevented by the addition of viscous friction to the elevator control system provided the airplane center of gravity is not behind a certain critical position. For high values of the density parameter, which correspond to high altitudes of flight, the addition of moderate amounts of viscous friction may be destabilizing even when the airplane is statically stable. In this case, increasing the viscous friction makes the oscillation stable again. The condition in which viscous friction causes dynamic instability of a statically stable airplane is limited to a definite range of hinge moment parameters. It is shown that, when viscous friction causes increasing oscillations, solid friction will produce steady oscillations having an amplitude proportional to the amount of friction.

Greenberg, Harry↗
NASA NTRS1952

Flight Investigation of a Mechanical Feel Device in an Irreversible Elevator Control System of a Large Airplane

Report presents the results of measurements of the longitudinal stability and control characteristics of a large airplane using a mechanical feel device in combination with a booster incorporated in the elevator-control system. Tests were made to investigate the feasibility of eliminating the aerodynamic control forces through use of a booster and of providing control-feel forces mechanically. The feel device consisted of a centering spring which restrained the control stick through a linkage which was changed as a function of the dynamic pressure. Provisions were made for trimming and for manual adjustment of the force gradient. The system was designed to approximate the control-force characteristics that would result with a conventional elevator control with linear hinge-moment characteristics.

Brown, B Porter↗
NASA NTRS1996

Control of Thermal Deflection, Panel Flutter and Acoustic Fatigue at Elevated Temperatures Using Shape Memory Alloys

The High Speed Civil Transport (HSCT) will have to be designed to withstand high aerodynamic load at supersonic speeds (panel flutter) and high acoustic load (acoustic or sonic fatigue) due to fluctuating boundary layer or jet engine acoustic pressure. The thermal deflection of the skin panels will also alter the vehicle's configuration, thus it may affect the aerodynamic characteristics of the vehicle and lead to poor performance. Shape memory alloys (SMA) have an unique ability to recover large strains completely when the alloy is heated above the characteristic transformation (austenite finish T(sub f)) temperature. The recovery stress and elastic modulus are both temperature dependent, and the recovery stress also depends on the initial strain. An innovative concept is to utilize the recovery stress by embedding the initially strained SMA wire in a graphite/epoxy composite laminated panel. The SMA wires are thus restrained and large inplane forces are induced in the panel at elevated temeperatures. By embedding SMA in composite panel, the panel becomes much stiffer at elevated temperatures. That is because the large tensile inplane forces induced in the panel from the SMA recovery stress. A stiffer panel would certainly yield smaller dynamic responses.

Mei, Chuh↗
NASA NTRS2003

The Cytoskeleton and Force Response Mechanisms

The long term aim of this project was to define the mechanisms by which cells sense and respond to the physical forces experienced at 1g and missing in microgravity. Identification and characterization of the elements of the cells force response mechanism could provide pathways and molecules to serve as targets for pharmacological intervention to mitigate the pathologic effects of microgravity. Mechanical forces experienced by the organism can be transmitted to cells through molecules that allow cells to bind to the extracellular matrix and through other types of molecules which bind cells to each other. These molecules are coupled in large complexes of proteins to structural elements such as the actin cytoskeleton that give the cell the ability to sense, resist and respond to force. Application of small forces to tissue culture cells causes local elevation of intracellular calcium through stretch activated ion channels, increased tyrosine phosphorylation and a restructuring of the actin cytoskeleton. Using collagen coated iron oxide beads and strong magnets, we can apply different levels of force to cells in culture. We have found that force application causes the cells to polymerize actin at the site of mechanical deformation and unexpectedly, to depolymerize actin across the rest of the cell. Observations of GFP- actin expressing cells demonstrate that actin accumulates at the site of deformation within the first five minutes of force application and is maintained for many tens of minutes after force is removed. Consistent with the reinforcement of the cytoskeletal structures underlying the integrin-bead interaction, force also alters the motion of bound magnetic beads. This effect is seen following the removal of the magnetic field, and is only partially ablated by actin disruption with cytochalsin B. While actin is polymerizing locally at the site of force application, force also stimulates a global reduction in actin filament content within the cells. We have examined the roles of several actin filament disassembly factors in the global reduction of cellular actin filaments. The calcium regulated actin filament severing protein gelsolin is not necessary for the increased actin turnover, as cells derived from gelsolin null and wildtype mice still show a reduction in total actin filament content. Instead, our work suggests that the actin binding protein cofilin may be important for these changes in actin dynamics. Cofilin binds to and enhances the disassembly of actin filaments. Using immunological methods, we observe transient changes in the phosphorylation state of cofilin upon force application that suggests that cofilin may mediate actin filament turnover. Early after force application, cofilin is transiently dephosphorylated, activating its actin disassembly activity. Subsequently, we find a hyper-phosphorylation of cofilin, rendering it inactive. This reduction in cofilin activity may explain the stability of the force induced actin structuttes. In testing this hypothesis, we aimed to generate cells that express the constituitively active kinase (LIM-kinase) that phosphorylates cofilin. lnidial attempts in the cell lines used for the our previous studies proved unsuccessful. While we prepare this work for pubication, we are continuing to study other cell lines and tissue sources to determine whether they show a reduction in F-actin content after force application.

Allen, Philip Goodwin↗
NASA NTRS1948

Results obtained during accelerated transonic tests of the Bell XS-1 airplane in flights to a Mach number of 0.92

Results are presented of tests up to a Mach number of 0.92 at altitudes around 30,000 feet. The data obtained show that the airplane can be flown to this Mach number above 30,000 feet. Longitudinal trim changes have been experienced but the forces involved have been small. The elevator effectiveness decreased about one-half with increase of Mach number from 0.70 to 0.87. Buffeting has been experienced in level flight but it has been mild and the associated tail loads have been small. No aileron buzz or other flutter phenomena have been noted.

STABILITY, LONGITUDINAL - DYNAMIC↗
NASA NTRS1994

Late Cenozoic flexural deformation of the middle U.S. Atlantic passive margin

Despite the century-long recognition of regional epeirogeny along the middle Atlantic passive margin, relatively few studies have focused on understanding postrift uplift mechanisms. Here, we demonstrate that epeirogenic uplift of the central Appalachian Piedmont and subsidence of the Salisbury Embayment represent first-order, flexural isostatic processes driven by continental denudation and offshore deposition. Our results show that regional epeirogenic processes, present on all Atlantic-type passive margins, are best resolved by specific stratigraphic and geomorphic relationships, rather than topography. A simple one-dimensional geodynamic model, constrained by well-dated Baltimore Canyon trough, Coastal Plain, and lower Susquehanna River (piedmont) stratigraphy, simulates flexural deforamtion of the U.S. Atlantic margin. The model represents the passive margin lithosphree as a uniformly thick elastic plate, without horizontal compressive stresses, that deforms flexurally under the stress of strike-averaged, vertically applied line loads. Model results illustrate a complex interaction among margin stratigraphy and geomorphology, the isostatic repsonse to denudational and depositional processes, and the modulating influence of exogenic forces such as eustasy. The current elevation, with respect to modern sea level, of fluvial terraces and correlateive Coastal Plain deposits or unconformities is successfully predicted through the synthesis of paleotopography, eustatic change, and margin flexure. Results suggest that the middle U.S. Atlantic margin landward of East Coast Magnetic Anomaly is underlain by lithoshpere with an average elastic thickness of 40 km (flexural rigidity, D = 4 X 10(exp 23) N m), the margin experience an average, long-term denudation rate of approximately 10m/m.y., and the Piedmont has been flexurally upwaped between 35 and 130 meters in the last 15 m.y. Long term isostatic continental uplift resulting rom denudation and basin subsidence resulting rom sediment loading are accomodated primately by a convex-up flexural hinge, physiographically represented by the Fall Zone. Our results elucidate an inherent danger in using topography alone to constrain late-stage passive margin deformation mechanisms. Only through careful synthesis of field stratigraphic and geomorphic elements such as fluvial terraces, Coastal Plain deposits, and offshore stratigraphy can age control be extended from the offshore depositional setting to the erosionally dominated continent. This sudy demonstrates that despite a relatively subdued topography, the middle U.S. Atlantic margin experiences progressive flexural isostatic deformation similar to that proposed for high-relief margins characterized by great escarpments. Thus margin topographic diversity remains a function of other factors, such as lithospheric composition and/or structure, supracrustal stratigraphy and structure, degree of drainage integration, drainage divide migration and climate.

Pazzaglia, Frank J.↗
NASA NTRS1999

Bion 11 Spaceflight Project: Effect of Weightlessness on Single Muscle Fiber Function in Rhesus Monkeys

Although it is well known that microgravity induces considerable limb muscle atrophy, little is known about how weightlessness alters cell function. In this study, we investigated how weightlessness altered the functional properties of single fast and slow striated muscle fibers. Physiological studies were carried out to test the hypothesis that microgravity causes fiber atrophy, a decreased peak force (Newtons), tension (Newtons/cross-sectional area) and power, an elevated peak rate of tension development (dp/dt), and an increased maximal shortening velocity (V(sub o)) in the slow type I fiber, while changes in the fast-twitch fiber are restricted to atrophy and a reduced peak force. For each fiber, we determined the peak force (P(sub o)), V(sub o), dp/dt, the force-velocity relationship, peak power, the power-force relationship, the force-pCa relationship, and fiber stiffness. Biochemical studies were carried out to assess the effects of weightlessness on the enzyme and substrate profile of the fast- and slow-twitch fibers. We predicted that microgravity would increase resting muscle glycogen and glycolytic metabolism in the slow fiber type, while the fast-twitch fiber enzyme profile would be unaltered. The increased muscle glycogen would in part result from an elevated hexokinase and glycogen synthase. The enzymes selected for study represent markers for mitochondrial function (citrate synthase and 0-hydroxyacyl-CoA dehydrogenase), glycolysis (Phosphofructokinase and lactate dehydrogenase), and fatty acid transport (Carnitine acetyl transferase). The substrates analyzed will include glycogen, lactate, adenosine triphosphate, and phosphocreatine.

Fitts, Robert H.↗