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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 NTRS2004

Blade-Pitch Control for Quieting Tilt-Rotor Aircraft

A method of reducing the noise generated by a tilt-rotor aircraft during descent involves active control of the blade pitch of the rotors. This method is related to prior such noise-reduction methods, of a type denoted generally as higher-harmonic control (HHC), in which the blade pitch is made to oscillate at a harmonic of the frequency of rotation of the rotor. A tilt-rotor aircraft is so named because mounted at its wing tips are motors that can be pivoted to enable the aircraft to take off and land like a helicopter or to fly like a propeller airplane. When the aircraft is operating in its helicopter mode, the rotors generate more thrust per unit rotor-disk area than helicopter rotors do, thus producing more blade-vortex interaction (BVI) noise. BVI is a major source of noise produced by helicopters and tilt-rotor aircraft during descent: When a rotor descends into its own wake, the interaction of each blade with the blade-tip vortices generated previously gives rise to large air-pressure fluctuations. These pressure fluctuations radiate as distinct, impulsive noise. In general, the pitch angle of the rotor blades of a tilt-rotor aircraft is controlled by use of a swash plate connected to the rotor blades by pitch links. In both prior HHC methods and the present method, HHC control signals are fed as input to swash-plate control actuators, causing the rotor-blade pitch to oscillate. The amplitude, frequency, and phase of the control signal can be chosen to minimize BVI noise.

Betzina, Mark D.↗
NASA NTRSDate not supplied

Transonic Correction to Theodorsen's Theory for Oscillating Airfoil in Pitch and Plunge Toward Flutter

This paper presents a transonic correction method for an oscillating airfoil in pitch and plunge. The proposed method applies correction functions to the Theodorsen’s theory to capture the transonic nonlinear aero- dynamics. These correction functions apply necessary corrections to the amplitudes and the phase angles of the unsteady lift and pitching moment coefficients to account for transonic aerodynamics. The proposed method also postulates a correction for the motion of the aerodynamic center which could be induced by moving shocks. A series of unsteady RANS CFD simulations of the airfoil at the mean aerodynamic chord of the Transonic Truss-Braced Wing aircraft are conducted using FUN3D to provide data to construct these transonic correction functions. The computed responses of the unsteady lift and pitching moment coefficients using these transonic correction functions match the CFD simulation results very well even when the pitching moment coefficient is highly nonlinear. A flutter analysis of an airfoil in pitch and plunge illustrates the potential use of the proposed transonic correction method.

Transonic Flutter↗
NASA NTRS2024

Thermal Conductivity and Mechanical Properties of Epoxy Composites With Hybridized PAN- and Pitch-Based Fiber Architecture

A series of hybrid polyacrylonitrile- (PAN-) and pitch-based carbon fiber/epoxy composites were fabricated and tested to evaluate the influence of hybrid fiber configurations on composite strength, modulus, and through-thickness thermal conductivity. Two grades of pitch-based fiber were selected based on their thermal conductivity: YSH-60A and YSH-80A from Nippon Graphite. These pitch-based fibers were received in tow form and as plain weave to allow flexibility in the architecture of the multifiber laminate. Two hybridization approaches were followed: (1) interleave of pitch-based fiber weave within braided PAN/epoxy prepreg and (2) incorporation of pitch-based fiber tows within a three-dimensional braided preform. These showed considerable impact on overall composite mechanical properties and through-thickness thermal conductivity.

Polymer Composite↗
NASA NTRS2017

Simple Analytical Expressions for Electron Pitch Angle Diffusion Coefficients

In the present paper, we have calculated electron pitch angle diffusion coefficients due to resonant interactions with whistler mode lower band chorus (LBC), upper band chorus (UBC), and electrostatic electron cyclotron harmonic (ECH) waves. Calculations have been performed at two values of the ratio of electron plasma frequency to gyro-frequency and thirteen representative values of electron energies for the plasma sheet electrons. The numerical data of diffusion coefficients have been fitted to simple analytical expressions for each wave mode. These analytical expressions allow for simple evaluation of pitch angle diffusion coefficients for the arbitrary pitch angle, energy, the ambient magnetic field, the wave amplitude, and the ratio of plasma frequency to gyro-frequency. In the case of LBC waves, the analytical coefficients are generally within a factor of two to the numerical coefficients, except at higher pitch angles where the numerical coefficients drop to show negligible values. Likewise, also for UBC waves, the analytical coefficients are generally within a factor of two to the numerical coefficients. The analytical coefficients for ECH waves are generally in agreement with numerical coefficients. However, the analytical expressions developed for ECH waves do not reproduce sharp fluctuations, dips, and gaps, the so-called banded structure observed in the data of numerical coefficients. The effect of the shape variation on the profile of the wave spectral intensity and the effect of cold temperature on the numerical coefficients are also investigated. Applications of the analytical expressions of diffusion coefficients are discussed.

coefficients↗
NASA NTRS2018

Determination of the NOAA-20 VIIRS TEB RVS from Emissive Radiation Measurements During the Pitch Maneuver

The Visible Infrared Imaging Radiometer Suite (VIIRS) is a key sensor carried on the newly launched (November 18, 2017) Joint Polar Satellite System-1 (JPSS-1), now transitioned to NOAA-20, and the Suomi National Polar-orbiting Partnership (SNPP) satellite. The two VIIRS sensors are nearly identical in design. Its on-board calibration components include a solar diffuser (SD) and a solar diffuser stability monitor (SDSM) for the reflective solar bands (RSB), a V-groove blackbody for the thermal emissive bands (TEB), and a space view (SV) port for background subtraction. These on-board calibrators are located at fixed scan angles. The VIIRS response versus scan angle (RVS) was characterized prelaunch in lab ambient conditions and is currently used to calibrate the on-orbit response for all scan angles relative to the calibrator's scan angle. A spacecraft level pitch maneuver was scheduled during the initial intensive Cal/Val testing for both the NOAA-20 and SNPP. The pitch maneuver provided a rare opportunity for VIIRS to make observations of deep space over the entire scan angle range, which can be used to characterize the TEB RVS. This study provides our analysis of the NOAA-20 pitch maneuver data and assessment of the derived TEB RVS. A comparison between the RVS determined by the pitch maneuver observations and prelaunch lab measurements is conducted for each band, detector, and mirror side of the half angle mirror.

VIIRS↗
NASA NTRS1959

Design Guide for Pitch-Up Evaluation and Investigation at High Subsonic Speeds of Possible Limitations Due to Wing-Aspect-Ratio Variations

A design guide is suggested as a basis for indicating combinations of airplane design variables for which the possibilities of pitch-up are minimized for tail-behind-wing and tailless airplane configurations. The guide specifies wing plan forms that would be expected to show increased tail-off stability with increasing lift and plan forms that show decreased tail-off stability with increasing lift. Boundaries indicating tail-behind-wing positions that should be considered along with given tail-off characteristics also are suggested. An investigation of one possible limitation of the guide with respect to the effects of wing-aspect-ratio variations on the contribution to stability of a high tail has been made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range from 0.60 to 0.92. The measured pitching-moment characteristics were found to be consistent with those of the design guide through the lift range for aspect ratios from 3.0 to 2.0. However, a configuration with an aspect ratio of 1.55 failed t o provide the predicted pitch-up warning characterized by sharply increasing stability at the high lifts following the initial stall before pitching up. Thus, it appears that the design guide presented herein might not be applicable when the wing aspect ratios lower than about 2.0.

Spreemann, Kenneth P.↗
NASA NTRS1974

Mirroring within the Fokker-Planck formulation of cosmic ray pitch angle scattering in homogeneous magnetic turbulence

The Fokker-Planck coefficient for pitch angle scattering, appropriate for cosmic rays in homogeneous, stationary, magnetic turbulence, is computed from first principles. No assumptions are made concerning any special statistical symmetries the random field may have. This result can be used to compute the parallel diffusion coefficient for high energy cosmic rays moving in strong turbulence, or low energy cosmic rays moving in weak turbulence. Becuase of the generality of the magnetic turbulence which is allowed in this calculation, special interplanetary magnetic field features such as discontinuities, or particular wave modes, can be included rigorously. The reduction of this results to previously available expressions for the pitch angle scattering coefficient in random field models with special symmetries is discussed. The general existance of a Dirac delta function in the pitch angle scattering coefficient is demonstrated. It is proved that this delta function is the Fokker-Planck prediction for pitch angle scattering due to mirroring in the magnetic field.

Goldstein, M. L.↗
NASA NTRS1974

The Fokker-Planck coefficient for pitch-angle scattering of cosmic rays

For the case of homogeneous, isotropic magnetic field fluctuations, it is shown that most theories which are based on the quasi-linear and adiabatic approximations yield the same integral for the Fokker-Planck coefficient for the pitch-angle scattering of cosmic rays. For example, despite apparent differences, the theories due to Jokipii and to Klimas and Sandri yield the same integral. It is also shown, however, that this integral in most cases has been evaluated incorrectly in the past. For small pitch angles, the errors in previous evaluations are fortuitously of minor importance. For large pitch angles, however, these errors become more significant; and for pitch angles of 90 deg, the actual Fokker-Planck coefficient contains a delta function which has been overlooked in the past. The implications of these corrections on the possibility of relating cosmic-ray diffusion coefficients to observed properties of the interplanetary magnetic field are discussed.

Fisk, L. A.↗
NASA NTRS1973

Pitch paper pilot revisited

Two methods are described for predicting the handling qualities of an aircraft in pitch. Both methods are based on minimizing a pilot rating expression with respect to free pilot parameters. In one case the pilot rating expression was developed from a set of moving base simulation data. In the other case, the pilot rating expression was developed from a set of fixed base simulation data. In both cases pilot rating is primarily a function of pitch attitude and pitch rate; however, in the moving base case, the pilot rating is more sensitive to pitch rate than in the fixed base case. For each method, predicted pilot ratings and performance measures agree well with the measured data corresponding to that case. Both methods are used to predict pilot ratings for a set of flight test configurations and the results of the two methods agree to within one half a rating unit. The predicted ratings in both cases correlate well with the actual pilot ratings from the flight tests.

Arnold, J. D.↗
NASA NTRS1974

Human spatial orientation in the pitch dimension

Two experiments were conducted. In Experiment I, each of eight Ss attempted to place himself at 13 different goal orientations between prone and supine. Deviations of achieved body pitch angles from goal orientations were determined. In Experiment II, each of eight Ss attempted to align a visual target with his morphological horizon while he was placed at each of the 13 goal orientations. Changes in settings of the target were examined. Results indicate that Ss underestimate body pitch when they are tilted less than 60 deg backward or forward from the vertical, overestimate body pitch when they are nearly prone, and accurately estimate body pitch when they are nearly supine. In contrast, Ss set the visual target maximally above the morphological horizon when they are tilted 30 deg forward from the vertical. The findings are discussed in terms of common and different physiological mechanism that may underlie judgments of these types.

Cohen, M. M.↗
NASA NTRS1975

Additional experiments with a four-bladed cyclic pitch stirring model rotor, part 2 of second yearly report

The four bladed pitch stirring rotor model was used in a rotor dynamic wake survey at zero advance ratio, covering 2 deg, 5 deg and 8 deg collective pitch settings. Dynamic wake data were taken in planes .12 and .20 radii below the rotor disk and are to be compared with analytical wake data with parameters to be identified from pitch stirring transients. The model was modified to perform such transients. The instrumentation developed for this purpose is described together with the method of data acquisition and with the test procedures. The hardware and software for several data handling systems are discussed. These systems extract from pitch stirring transients the parameters of analytical dynamic rotor wake models.

Hohenemser, K. H.↗
NASA NTRS1977

Dynamics of high-bypass-engine thrust reversal using a variable-pitch fan

The test program demonstrated that successful and rapid forward-to reverse-thrust transients can be performed without any significant engine operational limitations for fan blade pitch changes through either feather pitch or flat pitch. For through-feather-pitch operation with a flight inlet, fan stall problems were encountered, and a fan blade overshoot technique was used to establish reverse thrust.

Schaefer, J. W.↗
NASA NTRS1976

Reverse-thrust technology for variable-pitch fan propulsion systems

Tests conducted to develop the technology necessary to meet the unique reverse-thrust performance requirements of a variable pitch fan propulsion system are discussed. The losses and distortion associated with the air entering the fan and core compressor from the rear of the engine, the direction of fan blade pitch rotation for best reverse-thrust aeroacoustic performance, and engine response and operating characteristics during forward- to reverse-thrust transients are among the factors studied. The test results of several scale fan models as well as a full-size variable pitch fan engine are summarized. Results show the following: a flared exhaust nozzle makes a good reverse-thrust inlet; acceptable core inlet duct recovery and distortion levels in reverse flow were demonstrated; adequate thrust levels were achieved; forward- to reverse-thrust response time achieved was better than the goal; thrust and noise levels strongly favor reverse through feather pitch; and finally, flight-type inlets make the establishment of reverse flow more difficult.

Sagerser, D. A.↗
NASA NTRS1985

Prediction of wing aeroelastic effects on aircraft lift and pitching moment characteristics

The distribution of flight loads on an aircraft structure determines the lift and pitching moment characteristics of the aircraft. When the load distribution changes due to the aeroelastic response of the structure, the lift and pitching moment characteristics also change. Some estimate of the effect of aeroelasticity on stability and control characteristics, particularly lift and pitching moment, is required for use in aircraft simulation models for evaluation of flight characteristics. This presentation outlines a procedure to incorporate aeroelastic effects into lift and pitching moment data from wind tunnel tests. Results are presented which were obtained from applying this procedure to an aircraft with a very flexible transport-type research wing. The procedure described is generally applicable to all types of aircraft.

Eckstrom, C. V.↗
NASA NTRS1986

Large-Scale Advanced Prop-Fan (LAP) pitch change actuator and control design report

In recent years, considerable attention has been directed toward improving aircraft fuel consumption. Studies have shown that the high inherent efficiency previously demonstrated by low speed turboprop propulsion systems may now be extended to today's higher speed aircraft if advanced high-speed propeller blades having thin airfoils and aerodynamic sweep are utilized. Hamilton Standard has designed a 9-foot diameter single-rotation Large-Scale Advanced Prop-Fan (LAP) which will be tested on a static test stand, in a high speed wind tunnel and on a research aircraft. The major objective of this testing is to establish the structural integrity of large-scale Prop-Fans of advanced construction in addition to the evaluation of aerodynamic performance and aeroacoustic design. This report describes the operation, design features and actual hardware of the (LAP) Prop-Fan pitch control system. The pitch control system which controls blade angle and propeller speed consists of two separate assemblies. The first is the control unit which provides the hydraulic supply, speed governing and feather function for the system. The second unit is the hydro-mechanical pitch change actuator which directly changes blade angle (pitch) as scheduled by the control.

Schwartz, R. A.↗
NASA NTRS1987

Analysis of a fixed-pitch X-wing rotor employing lower surface blowing

Lower surface blowing (LSB) is investigated as an alternative to the variable blade pitch requirement for the X-wing Circulation Control (CC) rotor concept. Addition trailing edge blowing slots on the lower surfaces of CC airfoils provide a bidirectional lift capability that effectively doubles the control range. The operational requirements of this rotor system are detailed and compared to the projected performance attributes of LSB airfoils. Analysis shows that, aerodynamically, LSB supplies a fixed pitch rotor system with the equivalent lift efficiency and rotor control of present CC rotor designs that employ variable blade pitch. Aerodynamic demands of bidirectional lift production are predicted to be within the capabilities of current CC airfoil design methodology. Emphasis in this analysis is given to the high speed rotary wing flight regime unique to stoppable rotor aircraft. The impact of a fixed pitch restriction in hover and low speed flight is briefly discussed.

Schwartz, Alan W.↗
NASA NTRS1989

Reduction of blade-vortex interaction noise using higher harmonic pitch control

An acoustics test using an aeroelastically scaled rotor was conducted to examine the effectiveness of higher harmonic blade pitch control for the reduction of impulsive blade-vortex interaction (BVI) noise. A four-bladed, 110 in. diameter, articulated rotor model was tested in a heavy gas (Freon-12) medium in Langley's Transonic Dynamics Tunnel. Noise and vibration measurements were made for a range of matched flight conditions, where prescribed (open-loop) higher harmonic pitch was superimposed on the normal (baseline) collective and cyclic trim pitch. For the inflow-microphone noise measurements, advantage was taken of the reverberance in the hard walled tunnel by using a sound power determination approach. Initial findings from on-line data processing for three of the test microphones are reported for a 4/rev (4P) collective pitch control for a range of input amplitudes and phases. By comparing these results to corresponding baseline (no control) conditions, significant noise reductions (4 to 5 dB) were found for low-speed descent conditions, where helicopter BVI noise is most intense. For other rotor flight conditions, the overall noise was found to increase. All cases show increased vibration levels.

Brooks, Thomas F.↗
NASA NTRS1989

The separated flow field on a slender wing undergoing transient pitching motions

The flow field surrounding a delta wing undergoing a transient pitching motion was studied experimentally. Of particular importance was the location of the leading edge vortices over the surface of the wing. The study was conducted on a 70-deg sweep flat-plate delta wing pitched about its one-half chord position. It is found that the maximum pitch rate is the key factor involved in the amount of lag experienced by the vortex breakdown during the transient pitching motion.

Thompson, S. A.↗