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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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Convected-transient analysis techniques in the finite-element method are used to investigate the deployment and maneuver of large spacecraft structures with multiple-member flexible trusses and frames. Numerical results are presented for several sample problems.
An investigation of the shuttle orbital maneuvering system (OMS) pressure-volume-temperature (P-V-T) propellant gaging module has revealed that the gaging errors due to the combined effects of random instrumentation measurement errors, propellant loading uncertainties, and simplifying assumptions in the software are non-linear over the range of the usable propellant quantity gage (0-100%), with the largest error being at the zero point. When the OMS propellant tanks in the orbiter vehicle pods are filled to contain 100% of the maximum usable propellant, the gaging error at the zero point was determined to be 9.5% for the fuel and 9.5% for the oxidizer. When the OMS propellant tanks initially contain 50% of the maximum usable propellant, the largest gaging error is still 9.5% for the fuel and 9.5% for the oxidizer.
A trade-off analysis between maneuver period, execution errors, and orbit determination uncertainties is carried out for the Ocean Topography Experiment spacecraft for a given nodal equatorial constraint. Semimajor axis and eccentricity are controlled with minimum impulse using the linear theory of optimal transfer between close coplanar near-circular orbits. Ellipses of equal minimum and average maneuver periods are presented in the (3 execution error, 3 orbit determination uncertainty) space for different nodal equatorial constraints enabling the determination of the appropriate combination of execution errors and orbit determination uncertainties that guarantees a mission required minimum maneuver period for a given nodal deadband.
The information presented is based on the experience in the past 12 years at the NASA Dryden Flight Research Center of estimating stability and control derivatives from over 3500 maneuvers from 32 aircraft. The overall approach to the analysis of dynamic flight test data is outlined. General requirements for data and instrumentation are discussed and several examples of the types of problems that may be encountered are presented.
This paper discusses the application of a maximum likelihood estimator to dynamic flight-test data. The information presented is based on the experience in the past twelve years at the NASA Dryden Flight Research Center of estimating stability and control derivatives from over 3,000 maneuvers from 32 aircraft. The overall approach to the analysis of dynamic flight-test data is discussed. Detailed requirements for data and instrumentation are discussed and several examples of the types of problems that may be encountered are presented.
The functional paths of the Orbital Maneuver Subsystem (OMS) is defined. The operational flight instrumentation required for performance monitoring, fault detection, and annunciation is described. The OMS is a pressure fed rocket engine propulsion subsystem. One complete OMS shares each of the two auxiliary propulsion subsystem pods with a reaction control subsystem. Each OMS is composed of a pressurization system, a propellant tanking system, and a gimbaled rocket engine. The design, development, and operation of the system are explained. Diagrams of the system are provided.
An analytical method has been developed for studying the combined effects of rotational coupling and nonlinear aerodynamics on aircraft response for specified control inputs. The method involves the simultaneous solution of two nonlinear equations which are functions of angle of attack, roll rate, and the control inputs. The method is applied to a number of maneuvers for a fighter type aircraft. Time history responses verified the usefulness of the analysis for predicting a variety of response characteristics caused by interacting nonlinear aerodynamic and inertial effects, including spin conditions.
An analytical method was developed for studying the combined effects of rotational coupling and nonlinear aerodynamics on aircraft response for specified control inputs. The method involves the simultaneous solution of two nonlinear equations which are functions of angle attack, roll rate, and control inputs. The method was applied to a number of maneuvers for a fighter-type aircraft. Time history responses verified the usefulness of the analysis for predicting a variety of response characteristics caused by interacting nonlinear aerodynamic and inertial effects, including spin conditions.
A theoretical analysis of helicopter maneuver stability is made and the results are compared with experimental results for both a single and a tandem rotor helicopter. Techniques are described for measuring in flight the significant stability derivatives for use with the theory to aid in design studies of means for achieving marginal maneuver stability for a prototype helicopter.
The maneuver cancellation analysis consists of cost contour plots employed by the Cassini maneuver team. The plots are two-dimensional linear representations of a larger six-dimensional solution to a multi-maneuver, multi-encounter mission at Saturn. By using contours plotted with the dot product of vectors B and R and the dot product of vectors B and T components, it is possible to view the effects delta V on for various encounter positions in the B-plane. The plot is used in operations to help determine if the Approach Maneuver (ensuing encounter minus three days) and/or the Cleanup Maneuver (ensuing encounter plus three days) can be cancelled and also is a linear check of an integrated solution.
A study was conducted in which available airload and blade response data for the NH-3A and CH-53A rotors were analyzed in an attempt to provide greater insight into the sources of rotor vibratory loads in both level and maneuvering flight. Primary emphasis in the study was placed on examining and understanding causes of high-frequency rotor control loads. Secondary objectives were: (1) to examine the effect of number of rotor blades on hub vibratory shear forces and (2) to assess which of the many terms appearing in the hub vibratory shear force expression were of most significance.
Helicopter flight acceleration/deceleration maneuvers are quantified and put to use in the fields of handling qualities, flight training and evaluation of simulator fidelity. The three specific cases include the normal speed change maneuver, the nap-of-the-Earth dash/quickstop, and the decelerating approach to hover. All of these maneuvers share common generic features in terms of pilot adaptation and mathematical description; yet each differs in terms of the essential feedback loop structure, implications for handling qualities requirements, and simulator fidelity criteria.
In the 1990s low earth orbit operations are anticipated which will include the Space Station and orbital maneuver vehicle (OMV) serviceable satellites requiring reboost and coordination despite drag decay and oblateness effects. A low thrust targeting algorithm is described applicable to Space Station and the OMV. Tests were made with Space Station reboost requirements and an oblate gravity model. The reboost requirements were determined based on projected station growth, atmospheric models and anticipated flight profiles. The targeting algorithm as well as the algorithm for predicting orbital decay are perturbation formulations of more 'transcendental' systems and are used in interactive personal computer simulations. Performance results and a discussion for the Space Station problems are provided.
The work accomplished in the summer of 1989 in association with the NASA/ASEE Summer Faculty Research Fellowship Program at Marshall Space Flight Center is summarized. The task involved study of the Orbital Maneuvering Vehicle (OMV) Video Compression Scheme. This included such activities as reviewing the expected scenes to be compressed by the flight vehicle, learning the error characteristics of the communication channel, monitoring the CLASS tests, and assisting in development of test procedures and interface hardware for the bit error rate lab being developed at MSFC to test the VCU/VRU. Numerous comments and suggestions were made during the course of the fellowship period regarding the design and testing of the OMV Video System. Unfortunately from a technical point of view, the program appears at this point in time to be trouble from an expense prospective and is in fact in danger of being scaled back, if not cancelled altogether. This makes technical improvements prohibitive and cost-reduction measures necessary. Fortunately some cost-reduction possibilities and some significant technical improvements that should cost very little were identified.
New flight test maneuvers and analysis techniques for evaluating the dynamic response of in-flight thrust models during throttle transients have been developed and validated. The approach is based on the aircraft and engine performance relationship between thrust and drag. Two flight test maneuvers, a throttle step and a throttle frequency sweep, were developed and used in the study. Graphical analysis techniques, including a frequency domain analysis method, were also developed and evaluated. They provide quantitative and qualitative results. Four thrust calculation methods were used to demonstrate and validate the test technique. Flight test applications on two high-performance aircraft confirmed the test methods as valid and accurate. These maneuvers and analysis techniques were easy to implement and use. Flight test results indicate the analysis techniques can identify the combined effects of model error and instrumentation response limitations on the calculated thrust value. The methods developed in this report provide an accurate approach for evaluating, validating, or comparing thrust calculation methods for dynamic flight applications.
A multielement data reduction and analysis software package has been developed for use with the Langley differential maneuvering simulator (DMS). This package, which has several independent elements, was developed to support all phases of DMS aircraft simulation studies with a variety of both graphical and tabular information. The overall software package is considered unique because of the number, diversity, and sophistication of the element programs available for use in a single study. The purpose of this paper is to discuss the overall DMS data reduction and analysis package by reviewing the development of the various elements of the software, showing typical results that can be obtained, and discussing how each element can be used.
OverFlight is an in-development graphical user interface (GUI) that implements a state-of-the-art rotorcraft maneuvering noise model using a source noise hemisphere approach coupled with the Aircraft NOise Prediction Program 2 (ANOPP2). This GUI stems from a demand for easy-to-use mission planning and community impact acoustic tools that can model the maneuvering flight of a rotary-wing vehicle. This paper covers the models used for the development of OverFlight and model validation efforts. Data from a joint NASA/Army flight test of an MD530F aircraft are used both for source noise hemispheres as well as maneuvering flight data. Analysis of the predicted maneuvering noise shows better agreement that traditional methods currently employed, while also demonstrating maneuvers where the underlying assumptions fail to hold.
A NASA Dryden Flight Research Center program explores the practical application of real-time adaptive configuration optimization for enhanced transport performance on an L-1011 aircraft. This approach is based on calculation of incremental drag from forced-response, symmetric, outboard aileron maneuvers. In real-time operation, the symmetric outboard aileron deflection is directly optimized, and the horizontal stabilator and angle of attack are indirectly optimized. A flight experiment has been conducted from an onboard research engineering test station, and flight research results are presented herein. The optimization system has demonstrated the capability of determining the minimum drag configuration of the aircraft in real time. The drag-minimization algorithm is capable of identifying drag to approximately a one-drag-count level. Optimizing the symmetric outboard aileron position realizes a drag reduction of 2-3 drag counts (approximately 1 percent). Algorithm analysis of maneuvers indicate that two-sided raised-cosine maneuvers improve definition of the symmetric outboard aileron drag effect, thereby improving analysis results and consistency. Ramp maneuvers provide a more even distribution of data collection as a function of excitation deflection than raised-cosine maneuvers provide. A commercial operational system would require airdata calculations and normal output of current inertial navigation systems; engine pressure ratio measurements would be optional.