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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 NTRS1958

Wind-Tunnel Investigation of the Low-Speed Characteristics of a 1/8-Scale Model of the Republic XP-91 Airplane with a Vee and a Conventional Tail. Addendum - Characteristics with a Revised Conventional Tail and Drooped Wing Tips

Additional wind-tunnel tests were made of a 1/8-scale model of the Republic XP-91 airplane to determine its characteristics with various modifications. The modifications included a revised conventional tail, revised rocket arrangement, drooped wing tips, and revised landing gear and doors. Tests were also made to determine the effectiveness of the control surfaces of the model with the conventional tail and the effect of changing wing incidence and tail length. The revised rocket arrangement provided a considerable increase in the static directional stability contributed by the vee tail at small angles of yaw. The conventional tail provided a greater static directional stability than the vee tail without increasing the rolling moment due to sideslip. The rolling moment die to sideslip was considerable reduced by either drooped wing tips or open main landing-gear doors. The reduction in rolling moment due to sideslip resulting from the drooped tips was less with the landing-gear doors open than with the doors closed. A change in wing incidence from 0 degrees to 6 degrees reduced the elevator angle required for balance by approximately 6 degrees.

Weiberg, James A.↗
NASA NTRS1976

Some theoretical considerations of longitudinal stability in power-on flight with special reference to wind-tunnel testing, November 1942

Some problems relating to longitudinal stability in power-on flight are considered. A derivation is included which shows that, under certain conditions, the rate of change of the pitching moment coefficient with lift coefficient as obtained in wind tunnel tests simulating constant power operation is directly proportional to one of the indices of stability commonly associated with flight analysis, (the slope of the curve relating the elevator angle for trim and lift coefficient). The necessity of analyzing power-on wind tunnel data for trim conditions is emphasized, and a method is provided for converting data obtained from constant thrust tests to simulated constant throttle flight conditions.

Donlan, C. J.↗
NASA NTRS1984

Millstone Hill radar: Capabilities for S/T observations

During the past several years, the 440-MHz radar at Millstone Hill has been modified to detect coherent echoes from clear-air turbulence in the stratosphere/troposphere (S/T) over the altitude range 4-25 km. Two distinct modes of data acquisition have been developed, and data reduction programs have been completed for one of these modes. This mode (I-mode) transmits a 10 microsec (1.5 km) pulse on the fully steerable antenna. Typically, the antenna is set at a low elevation angle (e.g., 15 deg.) to reduce the altitude resolution to approximately 1 km., and power spectra are collected at some 40 range gates. The antenna may be scanned in azimuth to obtain the total wind vector, held fixed to monitor wave motion, or scanned in elevation to monitor the horizontal extent of the turbulent activity. This steerability gives Millstone a flexible system to focus on localized events, such as lee waves or convective storms. An additional advantage at low elevations is the relatively large Doppler shift of the signal, since the LOS velocity contains a large component of the horizontal velocity. This shift separates the turbulence signal sufficiently far from the ground clutter to allow the spectral moments to be readily inferred. Some 500 hours of S/T I-mode data have been reduced to geophysical parameters, and reside on a data base at Millstone Hill.

Loriot, G. B.↗
NASA NTRS1993

New Mars free-air and Bouguer gravity: Correlation with topography, geology and large impact basins

Free-air and Bouguer gravity anomalies from a 50x50 field (MGM635), derived at the Goddard Space Flight Center, with global topography, geology, and the distribution of large impact basins was compared. The free-air gravity anomalies were derived from re-analysis of Viking Orbiter and Mariner 9 tracking data and have a spatial resolution of 250-300 km. Bouguer anomalies were calculated using a 50x50 expansion of the current Mars topography and the GSFC degree 50 geoid as the equipotential reference surface. Rotational flattening was removed using a moment of inertia of 0.365 and the corrections from Table B2 of Sleep and Phillips. Crustal density and mean density were assumed to be 2.9 and 3.93 gm/cm(sup 3). The spherical harmonic topography used has zero mean elevation, and differs from the USGS maps by about 2 km. Comparisons with global geology use a simplified map with about 1/3 the number of units on the current maps. For correlation with impact basins, the recent compilation by Schultz and Frey was used.

Frey, Herbert↗
NASA NTRS1986

Statistical characterization of sea surface geometry for a wave slope field discontinuous in the mean square

Statistics of two-dimensional wave groups, of steep wave events, and of a cascade pattern manifested in the surface geometry in a developed sea state are derived. A systematic view is presented of the spectral moment problem, highlighting its physical meaning and showing its relationship with the theory of random fields. A solution of this problem is suggested that is appropriate to the case of wind-generated surface waves. The solution method treats the surface elevation field as specified on a spatial (temporal) running grid, developing an averaging procedure which employs the Taylor microscale as the mesh size. The technique is illustrated by first exposing errors in direct calculations of the effective surface impedance for a coherently reflected L-band radio wave. The technique is then used to study wave groups and steep waves for a Gaussian, two-dimensional, time-varying surface. Finally, the theory is applied to estimate breaking wave statistics,

Glazman, R. E.↗
NASA NTRS1994

Use of a pitch adjustable foot restraint system: Operator strength capability and load requirements

The zero-gravity environment creates a need for a proper human body restraint system to maintain a comfortable posture with less fatigue and to maximize productivity. In addition, restraint systems must be able to meet the loading demands of maintenance and assembly tasks performed on orbit. The shuttle's primary intravehicular astronaut restraint system is currently a foot loop design that attaches to flat surfaces on the shuttle, allowing for varying mounting locations and easy egress and ingress. However, this design does not allow for elevation, pitch, or foot loop length adjustment. Several prototype foot restraint systems are being evaluated for use aboard the space station and the space shuttle. The JSC Anthropometry and Biomechanics Laboratory initiated this study to quantify the maximum axial forces and moments that would be induced on a foot loop type of restraint while operators performed a torque wrench task, also allowing for angling the restraint pitch angle to study yet another effect. Results indicate that the greatest forces into the torque wrench and into the foot restraint system occur while the operator performs an upward effort. This study did not see any significant difference in the operators' force due to pitch orientation. Thus, in a work environment in which hand holds are available, no significant influence of the pitch angle on forces imparted to the restraint system existed.

Wilmington, Robert P.↗
NASA NTRS1954

Effects of Wing Leading-Edge Camber and Tip Modifications on the Aerodynamic Characteristics of a 1/20-Scale Model of the Convair F-102 Airplane at Transonic Speeds

The effects of several wing leading-edge camber and deflected-tip modifications on the force and moment characteristics of a 1/20-scale model of the Convair F-102 airplane have been determined at Mach numbers from 0.60 t o 1.14 for angles of attack up to 14 deg. in the Langley 8-foot transonic tunnel. The effects of elevator deflections from 0 deg. to -10 deg. were also obtained for a configuration incorporating favorable leading- edge and tip modifications. Leading-edge modifications which had a small amount of constant-chord camber obtained by vertically adjusting the thickness distribution over the forward (3.9 percent of the mean aerodynamic chord) portion of the wing were ineffective in reducing the drag at lifting conditions at transonic speeds. Leading edges with relatively large cambers designed to support nearly elliptical span load distributions at lift coefficients of 0.15 and 0.22 near a Mach number of 1.0 produced substantial reductions in drag at most lift coefficients.

Tempelmeyer, Kenneth E.↗
NASA NTRS2005

Structural Benchmark Tests of Composite Combustion Chamber Support Completed

A series of mechanical load tests was completed on several novel design concepts for extremely lightweight combustion chamber support structures at the NASA Glenn Research Center (http://www.nasa.gov/glenn/). The tests included compliance evaluation, preliminary proof loadings, high-strain cyclic testing, and finally residual strength testing of each design (see the photograph on the left). Loads were applied with single rollers (see the photograph on the right) or pressure plates (not shown) located midspan on each side to minimize the influence of contact stresses on corner deformation measurements. Where rollers alone were used, a more severe structural loading was produced than the corresponding equal-force pressure loading: the maximum transverse shear force existed over the entire length of each side, and the corner bending moments were greater than for a distributed (pressure) loading. Failure modes initiating at the corner only provided a qualitative indication of the performance limitations since the stress state was not identical to internal pressure. Configurations were tested at both room and elevated temperatures. Experimental results were used to evaluate analytical prediction tools and finite-element methodologies for future work, and they were essential to provide insight into the deformation at the corners. The tests also were used to assess fabrication and bonding details for the complicated structures. They will be used to further optimize the design of the support structures for weight performance and the efficacy of corner reinforcement.

Krause, David L.↗
NASA NTRS1954

Matrix methods for determining the longitudinal-stability derivatives of an airplane from transient flight data

Three matrice methods are developed and presented for determining the longitudinal-stability derivatives from transient flight data. In these methods the expressions for some of the stability derivatives are in the form generally used in stability calculations. The first method requires the combination of four measurements in time-history form, two of which must be incremental elevator deflection and incremental tail load and the other two measurements can be chosen from a possible three, namely incremental load factor, pitching velocity, and angle of attack. The method demonstrates the use of the tail load to separate the pitching-moment derivatives and to determine the downwash derivative. (author)

Donegan, James J↗
NASA NTRS1960

Performance, Stability, and Control Investigation at Mach Numbers from 0.4 to 0.9 of a Model of the "Swallow" with Outer Wing Panels Swept 25 degree with and without Power Simulation

An investigation of the performance, stability, and control characteristics of a variable-sweep arrow-wing model (the "Swallow") with the outer wing panels swept 25 deg has been conducted in the Langley 16-foot transonic tunnel. The wing was uncambered and untwisted and had RAE 102 airfoil sections with a thickness-to-chord ratio of 0.14 normal to the leading edge. Four outboard engines located above and below the wing provided propulsive thrust, and, by deflecting in the pitch direction and rotating in the lateral plane, also produced control forces. A pair of swept lateral fins and a single vertical fin were mounted on each engine nacelle to provide aerodynamic stability and control. Jets-off data were obtained with flow-through nacelles, stimulating the effects of inlet flow; jet thrust and hot-jet interference effects were obtained with faired-nose nacelles housing hydrogen peroxide gas generators. Six-component force and moment data were obtained through a Mach number range of 0.40 to 0.90 at angles of attack and angles of sideslip from 0 deg to 15 deg. Longitudinal, directional, and lateral control were obtained by deflecting the nacelle-fin combinations as elevators, rudders, and ailerons at several fixed angles for each control.

Runckel, Jack F.↗
NASA NTRS1933

Effect of stabilizer location upon pitching and yawing moments in spins as shown by tests with the spinning balance

Tests were made with the spinning balance in a 5-foot wind tunnel to study the effect of stabilizer location upon the pitching and yawing moments given by the tail surfaces in spinning attitudes. The tests revealed that the horizontal surfaces, when in a normal location, seriously reduced the effectiveness of the fin and rudder, particularly at angles of attack of 50 degrees or more. The tests also revealed that a more forward or more rearward location gave no consistent or decided improvement; that a lower location greatly increased the shielding so that the yawing moment from the combination was in general less than that given by the bare fuselage; and that a higher location decreased the shielding and gave a favorable interference effect, particularly at the high angles of attack. Additional results regarding the stabilizer and the elevator are given.

Bamber, M J↗
NASA NTRS1923

General theory of thin wing sections

This report contains a new, simple method of calculating the air forces to which thin wings are subjected at small angles of attack, if their curvature is not too great. Two simple integrals are the result. They contain only the coordinates of the wing section. The first integral gives the angle of attack at which the lift of the wing is zero, the second integral gives the moment experienced by the wing when its angle is zero. The two constants thus obtained are sufficient to determine the lift and moment for any other angle of attack. This with the theory of the aerodynamical induction, and with our empirical knowledge of the drag due to friction, the results are valuable for actual wings also. A particular result obtained is the calculation of the elevator effect. (author)

Munk, Max M↗
NASA NTRS2012

Mars Relay Lander and Orbiter Overflight Profile Estimation

This software allows science and mission operations to view graphs of geometric overflights of satellites and landers within the Mars (or other planetary) networks. It improves on the MaROS Web interface within any modern Web browser, in that it adds new capabilities to the MaROS suite. The profile for an overflight is an important element for selecting communication/ overflight opportunities between the landers and orbiters within the Mars network. Unfortunately, determining these estimates is very computationally expensive and difficult to compute by hand. This software allows the user to select different overflights (via the existing MaROS Web interface) and specify the smoothness of the estimation. Estimates for the geometric relationship between a lander and an orbiter are determined based upon the orbital conditions of the orbiter at the moment the orbiter rises above the horizon from the perspective of the lander. It utilizes 2-body orbital equations to propagate the trajectory through the duration of the view period, and returns profiles that represent the range between the two vehicles, and the elevation and azimuth angles of the orbiter as measured from the lander s position. The algorithms assume a 2-body relationship with an ideal, spherical planetary body, so therefore can see errors less than 2% at polar landing sites on Mars. These algorithms are being implemented to provide rough estimates rapidly for the geometry of a geometric view period where more complete data is unavailable, such as for planning purposes. While other software for this task exists, each at the time of this reporting has been contained within a much more complicated package. This tool allows science and mission operations to view the estimates with a few clicks of the mouse.

Wallick, Michael N.↗
NASA NTRS1946

Tests of a 1/5-Scale Model of the Republic XP-84 Airplane (Army Project MX-578) in the Langley 300 MPH 7- by 10-Foot Tunnel

A 1/5-scale model of the Republic x-84 airplane (Army Project MX-578) was tested in the Langley 300 MPH 7- by 10-foot tunnel. The primary object of the tests was twofold: to determine, a practicable method of increasing the longitudinal 3tability in the landing configuration, and to investigate the effects on longitudinal and lateral Stability of various external stored (fuel tanks, bombs, and rockets). The effects of the fuselage dive brakes were also determined, and the critical Mach numbers of certain of the airplane components were estimated. The use of the revised horizontal tail (of larger aspect ratio and area than the original) seemed to be the most feasible expedient for materially increasing the longitudinal stability in the landing configuration. The neutral-point shifts produced by the various external stores were unstable, the largest shift being about 2.5 percent mean aerodynamic chord. No appreciable aerodynamic trim changes were caused by the external stores. From the standpoint of range, maximum s peed, and rate of climb, the advantages of mounting the fuel tanks at the wing tips rather than inboard beneath the wings were clearly demonstrated by the tests. The effective dihedral parameter was the only static lateral-stability derivative appreciably affected by the external stores. At high lift coefficients, the tip-mounted tanks caused a large increase in the effective dihedral parameter (about 40 increase at a lift coefficient of 1.0). This increase was held undesirable, because the tendency toward oscillatory instability that it would cause would be heightened by the increased moments of inertia resulting from the weight of the tanks when carrying fuel. The fuselage dive brakes, when deflected, caused a change in trim tending to nose the airplane up; the neutral point also moved rearward upon deflecting the dive brakes. The amount of elevator required to overcome the change in trim was well within the available range of deflection. It was estimated that a drive-brake deflection of 900 would.decrease the terminal Mach number in a vertical dive by about 0.1. The estimated critical Mach number of the V-front canopy was about 0.04 greater than that of the original canopy. Pressure-distribution tests disclosed severe pressure peaks inside the nose of the jet entrance duct. These peaks, which would lead to separation and consequently poor pressure recovery at, the engine, could be reduced by, using a smaller nose,radius and: a modified internal lip shape

Tucker, Warren A.↗
NASA NTRS1993

Icing effects on aircraft stability and control determined from flight data: Preliminary results

The effects of airframe icing on the stability and control characteristics of the NASA DH-6 Twin Otter icing research aircraft were investigated by flight test. The flight program was developed to obtain the stability and control parameters of the DH-6 in a baseline ('uniced') configuration and an 'artificially iced' configuration for specified thrust conditions. Stability and control parameter identification maneuvers were performed over a wide range of angles of attack for wing flaps retracted (0 deg) and wing flaps partially deflected (10 deg). Engine power was adjusted to hold thrust constant at one of three thrust coefficients (C(sub T) = 0.14, C(sub T) = 0.07, C(subT) = 0.00). This paper presents only the pitching- and yawing-moment results from the flight test program. Stability and control parameters were estimated for the uniced and artificially iced configurations using a modified stepwise regression algorithm. Comparisons of the uniced and iced stability and control parameters are presented for the majority of the flight envelope. The artificial ice reduced the elevator and rudder control effectiveness by 12 percent and 8 percent respectively for the 0 deg flap setting. The longitudinal static stability was also decreased substantially (approximately 10 percent) because of the tail ice. Further discussion is provided to explain some of the effects of ice on the stability and control parameters.

Ratvasky, T. P.↗
NASA NTRS1993

Icing effects on aircraft stability and control determined from flight data - Preliminary results

The effects of airframe icing on the stability and control characteristics of the NASA DH-6 Twin Otter icing research aircraft were investigated by flight test. The flight program was developed to obtain stability and control parameters of the DH-6 in a baseline ('uniced') configuration and an 'artificially iced' configuration for specified thrust conditions. Stability and control parameter identification maneuvers were performed over a wide range of angles of attack for wing flaps retraced (0 deg) and wing flaps partially deflected (10 deg). Engine power was adjusted to hold thrust constant at one of three thrust coefficients (C(sub T) = 0.14, C(sub T) = 0.07, C(sub T) = 0.00). This paper presents only the pitching- and yawing-moment results from the flight test program. Stability and control parameters were estimated for the uniced and artificially iced configurations using a modified stepwise regression algorithm. Comparisons of the uniced and iced stability and control parameters are presented for the majority of the flight envelope. The artificial ice reduced the elevator and rudder control effectiveness by 12 percent and 8 percent respectively for the 0 deg flap setting. The longitudinal static stability was also decreased substantially (approximately 10 percent) because of the tail ice. Further discussion is provided to explain some of the effects of ice on the stability and control parameters.

Ratvasky, T. P.↗
NASA NTRS1982

Shuttle entry GN&C performance during STS-1 and STS-2

Data obtained during the entry segment of the descent phase of the flights are analyzed. The nominal entry profile is defined and a description is given of the guidance, navigation, and control subsystem. Emphasis is placed on the stability and control problems encountered during STS-1 and to the changes made in response to these anomalies. These are: (1) the first roll maneuver was done manually at a reduced roll rate; (2) the nominal elevator position was changed from one degree up to one degree down for Mach numbers greater than 12 to reduce the heat load on the body flap; (3) the pilot was directed to execute small roll maneuvers at dynamic pressures of 4, 8, and 18 psf to help determine the roll moment from the aft yaw jets; (4) the planned test inputs in the transonic region were reduced in magnitude; and (5) the targeted touchdown point was moved 500 feet closer to the runway threshold.

Mcwhorter, L. B.↗