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NASA NTRS2017

Reconfigurable Cellular Composite Structures for Lighter than Air Vehicles with Scalable Size and Endurance

Engineered non-stochastic cellular materials show promising characteristics on the laboratory scale,with nearly ideal specific stiffness and strength scaling at ultralight mass density. These propertiessuggest performance benefits in any application with combined stiffness and mass constraints, suchas air vehicles. We investigate here the application of re-configurable cellular composite materialsand structures to lighter than air vehicles. We describe the properties and applicability of these materials,provide an example analysis of governing loading conditions associated with airships, showan example optimization method for navigating the design space, and describe how recent advancesin cellular material manufacturing and reconfiguration enable system performance benefits includingnew concepts of operation. Lastly, we propose lighter than air vehicles that are assembled andmaintained in-flight, eliminating structural compromises associated with transitional flight modesand ground handling.Engineered non-stochastic cellular material properties suggest performance benefits in lighter than air vehicles due tostiffness and mass constraints that are intrinsic to the airship design problem. Recent advances in cellular materialmanufacturing and reconfiguration enable system performance benefits including new concepts of operation, such aslighter than air vehicles that are assembled and maintained in-flight, eliminating structural compromises associatedwith transitional flight modes and ground handling. Existing engineered cellular materials display properties allowinglarge large scale airships design as monocoque cellular solids. Inevitable improvements in cellular material propertiesand manufacturing will improve feasibility even further. Given the suggestion that the two most significant technologygaps exist across all current airship projects are manufacturing and assembly processes and ground handling [7],a strategy that encompasses construction and maintenance in flight could provide critical rephrasing of the systemdesign problem through these new concepts of operation. Refactoring of traditional manufacturing, operation, andservice process constraints could extend to other domains in aerospace systems and manufacturing in general.In future work, the complexity of the design task would benefit from a form of optimization in order to find themost suitable geometry for a chosen application. For example, the Sequential Least SQuares Programming (SLSQP)function from within the SciPy Minimize library is a multiobjective constrained optimization method that has beenapplied to fixed wing aircraft design. [17] In this situation it would allow for several objective functions such as drag,bending stiffness, buoyancy and cost of transport to be incorporated into a composite objective function.

Copplestone, Grace↗
NASA NTRS2016

A Computationally-Efficient, Multi-Mechanism Based Framework for the Comprehensive Modeling of the Evolutionary Behavior of Shape Memory Alloys

The report summarizes the accomplishments made during the 4-year duration of the project. Here, the major emphasis is placed on the different tasks performed by the two research teams; i.e., the modeling activities by the University of Akron (UA) team and the experimental and neutron diffraction studies conducted by the University of Central Florida (UCF) team, during this 4-year period. Further technical details are given in the upcoming sections by UA and UCF for each of the milestones/years (together with the corresponding figures and captions).The project majorly involved the development, validation, and application of a general theoretical model that is capable of capturing the nonlinear hysteretic responses, including pseudoelasticity, shape memory effect, rate-dependency, multi-axiality, asymmetry in tension versus compression response of shape memory alloys. Among the targeted goals for the SMA model was its ability to account for the evolutionary character response (including transient and long term behavior under sustained cycles) for both conventional and high temperature (HT) SMAs, as well as being able to simulate some of the devices which exploit these unique material systems. This required extensive (uniaxial and multi-axial) experiments needed to guide us in calibrating and characterizing the model. Moreover, since the model is formulated on the theoretical notion of internal state variables (ISVs), neutron diffraction experiments were needed to establish the linkage between the micromechanical changes and these ISVs. In addition, the design of the model should allow easy implementation in large scale finite element application to study the behavior of devices making use of these SMA materials under different loading controls. Summary of the activities, progress/achievements made during this period is given below in details for the University of Akron and the University (Section 2.0) of Central Florida (Section 3.0).

Alloys↗
NASA NTRS2002

[High Pressure Gas Tanks]

Four high-pressure gas tanks, the basis of this study, were especially made by a private contractor and tested before being delivered to NASA Kennedy Space Center. In order to insure 100% reliability of each individual tank the staff at KSC decided to again submit the four tanks under more rigorous tests. These tests were conducted during a period from April 10 through May 8 at KSC. This application further validates the predictive safety model for accident prevention and system failure in the testing of four high-pressure gas tanks at Kennedy Space Center, called Continuous Hazard Tracking and Failure Prediction Methodology (CHTFPM). It is apparent from the variety of barriers available for a hazard control that some barriers will be more successful than others in providing protection. In order to complete the Barrier Analysis of the system, a Task Analysis and a Biomechanical Study were performed to establish the relationship between the degree of biomechanical non-conformities and the anomalies found within the system on particular joints of the body. This relationship was possible to obtain by conducting a Regression Analysis to the previously generated data. From the information derived the body segment with the lowest percentage of non-conformities was the neck flexion with 46.7%. Intense analysis of the system was conducted including Preliminary Hazard Analysis (PHA), Failure Mode and Effect Analysis (FMEA), and Barrier Analysis. These analyses resulted in the identification of occurrences of conditions, which may be becoming hazardous in the given system. These conditions, known as dendritics, may become hazards and could result in an accident, system malfunction, or unacceptable risk conditions. A total of 56 possible dendritics were identified. Work sampling was performed to observe the occurrence each dendritic. The out of control points generated from a Weighted c control chart along with a Pareto analysis indicate that the dendritics "Personnel not Wearing Proper Protective and Hose/tubing located in high-traffic area" which account for 59.18% of total dendritic frequency need to be addressed to reduce the chance of a hazard from occurring. However, the occurrences of some dendritics are more important than others. As a result immediate, from a Weighted c perspective, corrective action should be taken to ameliorate the cause of the Class A dendritic "Personnel located under suspended or moving loads" rather than just the most commonly occurring dendritics. In any case the vast majority of data obtained indicates that testing operations possess a relatively high degree of safety.

Quintana, Rolando↗
NASA NTRS2014

Pilot Sensorimotor and Cardiovascular Results from the Joint Russian/U.S. Field Test

The primary goal of this research is to determine functional abilities associated with long-duration space flight crews beginning as soon after landing as possible (< 2 hours) with an additional two follow-up measurements sessions on the day of landing. This goal has both sensorimotor and cardiovascular elements, including evaluations of NASA's new anti-orthostatic compression garment and the Russian Kentavr garment. Functional sensorimotor measurements will include, but are not limited to, assessing hand/eye coordination, standing from a seated position (sit-to-stand), walking normally without falling, measurement of dynamic visual acuity, discriminating different forces generated with both the hands and legs, recovering from a fall (standing from a prone position), coordinated walking involving tandem heel-to-toe placement, and determining postural ataxia while standing. The cardiovascular portion of the investigation includes measuring blood pressure and heart rate during a timed stand test in conjunction with postural ataxia testing (quiet stance sway) as well as cardiovascular responses during the other functional tasks. In addition to the immediate post-landing collection of data for the full FT, postflight data is being acquired twice more within the 24 hours after landing and will continue over the subsequent weeks until functional sensorimotor and cardiovascular responses have returned to preflight normative values. The PFT represents a initial evaluation of the feasibility of testing in the field, and is comprised of a jointly agreed upon subset of tests from the full FT and relies heavily on Russia's Institute of Biomedical Problems Sensory-Motor and Countermeasures Laboratories for content and implementation. The PFT has been collected on several ISS missions. Testing on the U.S. side has included: (1) a sit-to-stand test, (2) recovery from a fall where the crewmember began in the prone position on the ground and then stood for 3 minutes while cardiovascular stability was determined and postural ataxia data were acquired, and (3) a tandem heel-to-toe walk test to determine changes in the central locomotor program. Video, cardiovascular parameters (heart rate and blood pressure), data from bodyworn inertial sensors, and severity of postflight motion sickness were collected during each test session. Our Russian investigators have added measurements associated with: (a) obstacle avoidance, (b) muscle compliance and (c) postural adjustments to perturbations (push) applied to the subject's chest area. The level of functional deficit observed in the crew tested to date is typically beyond what was expected and is clearly triggered by the acquisition of gravity loads immediately after landing when the demands for crew intervention in response to emergency operations will be greatest. Clearly measureable performance parameters such as ability to perform a seat egress, recover from a fall or the ability to see clearly when walking, and related physiologic data (orthostatic responses) are required to provide an evidence base for characterizing programmatic risks and the degree of variability among crewmembers for exploration missions where the crew will be unassisted after landing. Overall, these early functional and related physiologic measurements will allow the estimation of nonlinear sensorimotor and cardiovascular recovery trends that have not been previously captured

Reschke, M. F.↗
NASA NTRS2000

Three-Dimensional Electron Optics Model Developed for Traveling-Wave Tubes

A three-dimensional traveling-wave tube (TWT) electron beam optics model including periodic permanent magnet (PPM) focusing has been developed at the NASA Glenn Research Center at Lewis Field. This accurate model allows a TWT designer to develop a focusing structure while reducing the expensive and time-consuming task of building the TWT and hot-testing it (with the electron beam). In addition, the model allows, for the first time, an investigation of the effect on TWT operation of the important azimuthally asymmetric features of the focusing stack. The TWT is a vacuum device that amplifies signals by transferring energy from an electron beam to a radiofrequency (RF) signal. A critically important component is the focusing structure, which keeps the electron beam from diverging and intercepting the RF slow wave circuit. Such an interception can result in excessive circuit heating and decreased efficiency, whereas excessive growth in the beam diameter can lead to backward wave oscillations and premature saturation, indicating a serious reduction in tube performance. The most commonly used focusing structure is the PPM stack, which consists of a sequence of cylindrical iron pole pieces and opposite-polarity magnets. Typically, two-dimensional electron optics codes are used in the design of magnetic focusing devices. In general, these codes track the beam from the gun downstream by solving equations of motion for the electron beam in static-electric and magnetic fields in an azimuthally symmetric structure. Because these two-dimensional codes cannot adequately simulate a number of important effects, the simulation code MAFIA (solution of Maxwell's equations by the Finite-Integration-Algorithm) was used at Glenn to develop a three-dimensional electron optics model. First, a PPM stack was modeled in three dimensions. Then, the fields obtained using the magnetostatic solver were loaded into a particle-in-cell solver where the fully three-dimensional behavior of the beam was simulated in the magnetic focusing field. For the first time, the effects of azimuthally asymmetric designs and critical azimuthally asymmetric characteristics of the focusing stack (such as shunts, C-magnets, or magnet misalignment) on electron beam behavior have been investigated. A cutaway portion of a simulated electron beam focused by a PPM stack is illustrated.

Kory, Carol L.↗
NASA NTRS2015

Affordable Development and Demonstration of a Small NTR Engine and Stage: How Small is Big Enough?

The Nuclear Thermal Rocket (NTR) derives its energy from fission of uranium-235 atoms contained within fuel elements that comprise the engine's reactor core. It generates high thrust and has a specific impulse potential of approximately 900 seconds - a 100% increase over today's best chemical rockets. The Nuclear Thermal Propulsion (NTP) project, funded by NASA's AES program, includes five key task activities: (1) Recapture, demonstration, and validation of heritage graphite composite (GC) fuel (selected as the "Lead Fuel" option); (2) Engine Conceptual Design; (3) Operating Requirements Definition; (4) Identification of Affordable Options for Ground Testing; and (5) Formulation of an Affordable Development Strategy. During FY'14, a preliminary DDT&E plan and schedule for NTP development was outlined by GRC, DOE and industry that involved significant system-level demonstration projects that included GTD tests at the NNSS, followed by a FTD mission. To reduce cost for the GTD tests and FTD mission, small NTR engines, in either the 7.5 or 16.5 klbf thrust class, were considered. Both engine options used GC fuel and a "common" fuel element (FE) design. The small approximately 7.5 klbf "criticality-limited" engine produces approximately 157 megawatts of thermal power (MWt) and its core is configured with parallel rows of hexagonal-shaped FEs and tie tubes (TTs) with a FE to TT ratio of approximately 1:1. The larger approximately 16.5 klbf Small Nuclear Rocket Engine (SNRE), developed by LANL at the end of the Rover program, produces approximately 367 MWt and has a FE to TT ratio of approximately 2:1. Although both engines use a common 35 inch (approximately 89 cm) long FE, the SNRE's larger diameter core contains approximately 300 more FEs needed to produce an additional 210 MWt of power. To reduce the cost of the FTD mission, a simple "1-burn" lunar flyby mission was considered to reduce the LH2 propellant loading, the stage size and complexity. Use of existing and flight proven liquid rocket and stage hardware (e.g., from the RL10B-2 engine and Delta Cryogenic Second Stage) was also maximized to further aid affordability. This paper examines the pros and cons of using these two small engine options, including their potential to support future human exploration missions to the Moon, near Earth asteroids, and Mars, and recommends a preferred size. It also provides a preliminary assessment of the key activities, development options, and schedule required to affordably build, ground test and fly a small NTR engine and stage within a 10-year timeframe.

Spacecraft design↗
NASA NTRS2015

Exercise Equipment Usability Assessment for a Deep Space Concept Vehicle

With international aspirations to send astronauts to deep space, the world is now faced with the complex problem of keeping astronauts healthy in unexplored hostile environments for durations of time never before attempted by humans. The great physical demands imparted by space exploration compound the problem of astronaut health, as the astronauts must not only be healthy, but physically fit upon destination arrival in order to perform the scientific tasks required of them. Additionally, future deep space exploration necessitates the development of environments conducive to long-duration habitation that would supplement propulsive vehicles. Space Launch System (SLS) core stage barrel sections present large volumes of robust structure that can be recycled and used for long duration habitation. This assessment will focus on one such conceptual craft, referred to as the SLS Derived Habitat (SLS-DH). Marshall Space Flight Center's (MSFC) Advanced Concepts Office (ACO) has formulated a high-level layout of this SLS-DH with parameters such as floor number and orientation, floor designations, grid dimensions, wall placement, etc. Yet to be determined, however, is the layout of the exercise area. Currently the SLS-DH features three floors laid out longitudinally, leaving 2m of height between the floor and ceilings. This short distance between levels introduces challenges for proper placement of exercise equipment such as treadmills and stationary bicycles, as the dynamic envelope for the 95th percentile male astronauts is greater than 2m. This study aims to assess the optimal equipment layout and sizing for the exercise area of this habitat. Figure 1 illustrates the layout of the DSH concept demonstrator located at MSFC. The exercise area is located on the lower level, seen here as the front half of the level occupied by a crew member. This small volume does not allow for numerous or bulky exercise machines, so the conceptual equipment has been limited to a treadmill and stationary bicycle. With the most current treadmill aboard the International Space Station (ISS), the Combined Operational Load-Bearing External Resistance Treadmill (COLBERT), being located in an International Standard Payload Rack (ISPR), the bottom of the conceptual treadmill features a height of 38in. Making the treadmill flush with the floor would be impossible in this rack configuration, as the distance from the outer wall of the spacecraft to the bottom floor would be too shallow. From preliminary sizing, the 38in required for the bottom of the treadmill combined with a 78in operational envelope for a 95th percentile may not be accommodated in the exercise area in a vertical orientation. Figure 2 demonstrates the volume required (in maroon) for an ISPR-bound treadmill in the concept demonstrator. Early indications as seen in this figure indicate that the crew members would contact the ceiling in such an arrangement. An assessment will be conducted to evaluate various orientations of exercise equipment in the concept demonstrator. Orientations to be tested include putting the bottom of the treadmill on the wall, having the treadmill at an angle in the floor both horizontally and vertically, and having a shorter (non-rack bound) treadmill in a vertical orientation on the floor. This assessment will yield findings regarding sizing of the area and how well participants feel they could exercise in such an environment. Due to the restrictions of assessing a microgravity vehicle in a normal-gravity environment, simulations in MSFC's Virtual Environments Lab (VEL) may be necessary. Final deliverables will include recommendations regarding the location and size of possible exercise equipment aboard the SLS-Derived DSH.

Rhodes, Brooke M.↗
NASA NTRS2021

Reliability and Safety Assessment of Urban Air Mobility Concept Vehicles

The following work was commissioned by the National Aeronautics and Space Administration (NASA) to guide industry and future regulation related to urban air mobility (UAM). Prior studies compared the relative safety of NASA concept vehicles, Figure ES1, designed for UAM and provided recommendations for industry research, aircraft architectural improvements, and regulatory updates. After the prior study completed, the European Aviation Safety Agency (EASA) released regulatory guidance in the form of a special condition (SC), SC-VTOL-01, for multirotors with distributed propulsion and flight controls (DPFC). The objective of the current work was to develop DPFC architectures that will comply with SC-VTOL-01. Vehicle designs, DPFC architectures, and stability & control (S&C) models were developed to find limitations and trends to guide industry. To guide this task, NASA developed quad, hex, and an octorotor to better define vehicle attributes and trade space. Aircraft for study included electric, hybrid-electric, and turboshaft powerplants and collective and RPM control schemes. Assessments are in terms of the safety level achieved, and/or aircraft component/features needed to meet SC-VTOL-01. The most challenging criteria being the catastrophic failure rate, ≤10-9 catastrophic failures per flight hour, and that no single failures may result in a catastrophic event. A disciplined process was followed, similar to that in Aerospace Recommended Practice (ARP) 4761. A preliminary system safety assessment (PSSA) leveraged prior work as a basis of creating failure rate budgets for system design teams. System designs were updated and iterated upon, working with reliability and safety subject matter experts to develop SC-VTOL-01 compliant designs. Design changes were reflected in updated PSSAs for initial verification of compliance. The DPFC architecture was broken into four system design teams, the (1) flight control system (FCS), (2) drive and power system, (3) thermal management system (TMS), and (4) electrical power and distribution system. The FCS including elements necessary to control the aircraft, drive and power including elements necessary to generate and transmit shaft power, the TMS including elements necessary to maintain temperature limits in all operating environments, and electrical pow-er and distribution including equipment necessary to store and transmit electrical energy. Results found that all aircraft evaluated may have paths to comply with SC-VTOL-01, Figure ES2. However, S&C models showed large power transients that must be addressed and PSSA results show that future work is needed in single load path structures, high voltage power storage and distribution, and in motor/rotor overspeed protection.

Boeing↗
NASA NTRS2023

Subsonic Ultra Green Aircraft Research: Phase IV Final Report – Volume I Mach 0.80 Transonic Truss-Braced Wing High-Speed Design Report

This design report summarizes work performed by the Boeing Subsonic Ultra-Green Aircraft Research (SUGAR) team from December 2016 through June 2018. In Phase IV of the SUGAR program, Boeing is working to improve the productivity of a TTBW configuration by updating the Mach 0.745 vehicle concept to operate efficiently at Mach 0.80. Due to the aerodynamic and structural design challenges associated with adapting the design to a higher speed, design tasks have been broken into several subtasks. The information in this report (Volume I) documents the development of a Mach 0.80 vehicle outer mold line, maturation of TTBW structural concepts, and presents a preliminary high-liftsystem assessment. Results from these studies were integrated into an aircraft-level performance code that estimates the benefits of TTBW technology, both on its own and as a part of the SUGAR integrated technology suite. The aerodynamic performance results presented herein detail the high cruise efficiency of the TTBW concept operating at M=0.80. Results from the RANS code OVERFLOW indicate that the TTBW is aerodynamically well suited for operation at the design M=0.80 transonic cruise Mach number. Aircraft-level performance predictions show that the TTBW offers a 7.2% improvement in fuel burn (per seat) for an economic mission of 900nm, and a 9.0% improvement in fuel burn (per seat) for a 3500nm mission with full passenger payload, relative to an aspect ratio 13 conventional tube and wing configuration of equivalent technology. Integration of the TTBW performance benefits into the SUGAR technology suite shows a 55.9% reduction in fuel burn (for the economic mission) relative to the reference (SUGAR Free) aircraft, which is a consistently sized traditional cantilever wing, single-aisle transport typical of the 2008 fleet. This benefit does not include the performance improvement potential of hybrid-electric systems studied in earlier phases of the SUGAR program Structural concept development work completed in Phase IV has identified several strut attachment concepts that are worth additional development activity – an inboard strut attachment swivel joint concept (which enables the strut to carry axial loads while avoiding strut bending induced by wing twist during flight) significantly simplifies the construction of the main strut. An outboard offset strut attachment concept holds significant potential for further reductions in wing-strut interference drag. Based on work performed to date on Phase IV and the previous phases of the SUGAR program, the TTBW concept continues to remain a viable concept for significantly improving the performance of future aircraft. High-fidelity aerodynamic analysis of the Mach 0.80 TTBW aircraft has shown fuel burn improvement that has exceeded initial expectations despite the increase in cruise Mach number. Structural concept maturation has continued to refine the TTBW structure, and has found no obvious ‘show-stoppers’ to date. Therefore, the potential benefit of improved performance through the use of a very high aspect ratio strut-braced wing continues to warrant additional study

SUGAR↗
NASA NTRS2016

Affordable Development and Demonstration of a Small Nuclear Thermal Rocket (NTR) Engine and Stage: How Small Is Big Enough?

The Nuclear Thermal Rocket (NTR) derives its energy from fission of uranium-235 atoms contained within fuel elements that comprise the engine's reactor core. It generates high thrust and has a specific impulse potential of approximately 900 specific impulse - a 100 percent increase over today's best chemical rockets. The Nuclear Thermal Propulsion (NTP) project, funded by NASA's Advanced Exploration Systems (AES) program, includes five key task activities: (1) Recapture, demonstration, and validation of heritage graphite composite (GC) fuel (selected as the Lead Fuel option); (2) Engine Conceptual Design; (3) Operating Requirements Definition; (4) Identification of Affordable Options for Ground Testing; and (5) Formulation of an Affordable Development Strategy. During fiscal year (FY) 2014, a preliminary Design Development Test and Evaluation (DDT&E) plan and schedule for NTP development was outlined by the NASA Glenn Research Center (GRC), Department of Energy (DOE) and industry that involved significant system-level demonstration projects that included Ground Technology Demonstration (GTD) tests at the Nevada National Security Site (NNSS), followed by a Flight Technology Demonstration (FTD) mission. To reduce cost for the GTD tests and FTD mission, small NTR engines, in either the 7.5 or 16.5 kilopound-force thrust class, were considered. Both engine options used GC fuel and a common fuel element (FE) design. The small approximately 7.5 kilopound-force criticality-limited engine produces approximately157 thermal megawatts and its core is configured with parallel rows of hexagonal-shaped FEs and tie tubes (TTs) with a FE to TT ratio of approximately 1:1. The larger approximately 16.5 kilopound-force Small Nuclear Rocket Engine (SNRE), developed by Los Alamos National Laboratory (LANL) at the end of the Rover program, produces approximately 367 thermal megawatts and has a FE to TT ratio of approximately 2:1. Although both engines use a common 35-inch (approximately 89-centimeters) -long FE, the SNRE's larger diameter core contains approximately 300 more FEs needed to produce an additional 210 thermal megawatts of power. To reduce the cost of the FTD mission, a simple one-burn lunar flyby mission was considered to reduce the liquid hydrogen (LH2) propellant loading, the stage size and complexity. Use of existing and flight proven liquid rocket and stage hardware (e.g., from the RL10B-2 engine and Delta Cryogenic Second Stage) was also maximized to further aid affordability. This paper examines the pros and cons of using these two small engine options, including their potential to support future human exploration missions to the Moon, near Earth asteroids (NEA), and Mars, and recommends a preferred size. It also provides a preliminary assessment of the key activities, development options, and schedule required to affordably build, ground test and fly a small NTR engine and stage within a 10-year timeframe.

Spacecraft design↗
NASA NTRS2020

Investigation of a Helicopter Individual Blade Control (IBC) System in Two Full-Scale Wind Tunnel Tests: Volume I

This report presents the data acquired during the testing of an individual blade control (IBC) system on a full-scale helicopter rotor in two test entries in the NASA Ames 40- by 80-Foot Wind Tunnel. The objective of these investigations was to evaluate the potential benefits of using IBC to improve rotor performance, reduce blade vortex interaction (BVI) noise, and alleviate helicopter vibrations. The wind tunnel tests were an international, collaborative effort between NASA, the U.S. Army Aeroflightdynamics Directorate, ZF Luftfahrttechnik GmbH, Eurocopter Deutschland GmbH, and the German Aerospace Laboratory (DLR). They were conducted as a task of the U.S./German Memorandum of Understanding (MOU) on Helicopter Aeromechanics. The IBC tests were performed using a full-scale BO-105 helicopter rotor mounted to the NASA/U.S. Army Rotor Test Apparatus (RTA). The first test, performed in 1993, was the first full-scale wind tunnel test to explore the effects of an IBC system on rotor vibration, noise, and performance. In this test, the pitch links of the rotor were replaced by servo-actuators. The servo-actuators and IBC control system were designed and manufactured by ZF Luftfahrttechnik GmbH. This control system allowed the pitch of each rotor blade to be changed independently of the other blades. The IBC inputs had large effects on the hub vibrations and BVI noise. However, the rotor hub moments were not retrimmed with each new IBC input. This resulted in an out-of-trim rotor configuration. The same IBC system was used in the second IBC test performed in 1994. This test more carefully investigated the potential of IBC to simultaneously reduce noise and vibration and also investigated the effect of IBC on rotor performance in high-speed-cruise flight. In the 1994 test, the hub moment and rotor thrust were readjusted to maintain rotor trim as the IBC inputs were applied. For this reason, the data taken from the second test are considered to be more accurate, except for some unique IBC input combinations not repeated in the second test. IBC controls that were evaluated were single-frequency inputs from 2/rev to 6/rev and multi-harmonic combinations of these frequencies to form pulses, wavelets, and doublets. Extensive data were acquired for each IBC data point. These data included rotor performance, average and time-varying hub loads, rotor blade bending loads, control system loads, inboard and outboard blade pitch motions, and BVI noise data. The rotor balance hub force and moment data included the mean values, half-peak-to-peak values, and sine/cosine harmonics up to the 20th rotor harmonic. The time history and averaged Fourier spectrum for each measurement are available electronically from NASA Ames Research Center. The data indicate that significant reduction in both BVI noise and hub vibration can be obtained using IBC. The 2/rev input produced the best single-frequency results. At a typical descent flight condition, 2/rev IBC combined with other IBC harmonics reduced the BVI noise up to 12 dB (85 percent) at some microphone locations. At the same time, this input could also reduce the dominant 4/rev vibratory hub loads by up to 75 percent. The data also show that performance improvements of up to 7 percent were obtained using 2/rev IBC at high-speed forward flight conditions. An analysis of the hydraulic power requirements for BVI noise suppression, vibration reduction, and rotor performance improvement is included in this report. This analysis shows that the power required by the IBC system is negligible at low-speed flight conditions, and that a net gain of 3 percent of rotor horsepower can be achieved at high-speed flight conditions.

Investigation↗
NASA NTRS2003

Airloads and Wake Geometry Calculations for an Isolated Tiltrotor Model in a Wind Tunnel

Th tiltrotor aircraft configuration has the potential to revolutionize air transportation by providing an economical combination of vertical take-off and landing capability with efficient, high-speed cruise flight. To achieve this potential it is necessary to have validated analytical tools that will support future tiltrotor aircraft development. These analytical tools must calculate tiltrotor aeromechanical behavior, including performance, structural loads, vibration, and aeroelastic stability, with an accuracy established by correlation with measured tiltrotor data. For many years such correlation has been performed for helicopter rotors (rotors designed for edgewise flight), but correlation activities for tiltrotors have been limited, in part by the absence of appropriate measured data. The recent test of the Tilt Rotor Aeroacoustic Model (TRAM) with a single, U4-scale V-22 rotor in the German-Dutch Wind Tunnel (DNW) now provides an extensive set of aeroacoustic, performance, and structural loads data. This paper will present calculations of airloads, wake geometry, and performance, including correlation with TRAM DNW measurements. The calculations were obtained using CAMRAD II, which is a modern rotorcraft comprehensive analysis, with advanced models intended for application to tiltrotor aircraft as well as helicopters. Comprehensive analyses have received extensive correlation with performance and loads measurements on helicopter rotors. The proposed paper is part of an initial effort to perform an equally extensive correlation with tiltrotor data. The correlation will establish the level of predictive capability achievable with current technology; identify the limitations of the current aerodynamic, wake, and structural models of tiltrotors; and lead to recommendations for research to extend tiltrotor aeromechanics analysis capability. The purpose of the Tilt Rotor Aeroacoustic Model (TRAM) experimental project is to provide data necessary to validate tiltrotor performance and aeroacoustic prediction methodologies and to investigate and demonstrate advanced civil tiltrotor technologies. The TRAM project is a key part of the NASA Short Haul Civil Tiltrotor (SHCT) project. The SHCT project is an element of the Aviation Systems Capacity Initiative within NASA. In April-May 1998 the TRAM was tested in the isolated rotor configuration at the Large Low-speed Facility of the German-Dutch Wind Tunnels (DNW). A preparatory test was conducted in December 1997. These tests were the first comprehensive aeroacoustic test for a tiltrotor, including not only noise and performance data, but airload and wake measurements as well. The TRAM can also be tested in a fill-span configuration, incorporating both rotors Lnd a fuselage model. The wind tunnel installation of the TRAM isolated rotor is shown. The rotor tested in the DNW was a 1/4-scale (9.5 ft diameter) model of the right-hand V-22 proprotor. The rotor and nacelle assembly was attached to an acoustically-treated, isolated rotor test stand through a mechanical pivot (the nacelle conversion axis). The TRAM was analyzed using the rotorcraft comprehensive analysis CAMRAD II. CAMRAD II is an aeromechanical analysis of helicopters and rotorcraft that incorporates a combination of advanced technologies, including multibody dynamics, nonlinear finite elements, and rotorcraft aerodynamics. The trim task finds the equilibrium solution (constant or periodic) for a steady state operating condition, in this case a rotor operating in a wind tunnel. For wind tunnel operation, the thrust and flapping are trimmed to target values. The aerodynamic model includes a wake analysis to calculate the rotor nonuniform induced-velocities, using a free wake geometry. The paper will present the results of CAMRAD II calculations compared to the TRAM DNW measurements for hover performance, helicopter mode performance, and helicopter mode airloads. An example of the hover performance results, comparing both mearements and calculations for the JVX (large scale) and TRAM (small scale) rotors, is shown. An example of the helicopter mode performance, showing the influence of the aerodynamic model (particularly the stall delay model) on the calculated power, induced power, and profile power is also shown. An example of the helicopter mode airloads, showing the influence of various wake and aerodynamic models on the calculations, is shown. Good correlation with measured airloads is obtained using the multiple-trailer wake model. The paper will present additional results, and describe and discuss the aerodynamic behavior in detail.

Johnson, Wayne↗
NASA NTRS2014

Use of Semi-Autonomous Tools for ISS Commanding and Monitoring

As the International Space Station (ISS) has moved into a utilization phase, operations have shifted to become more ground-based with fewer mission control personnel monitoring and commanding multiple ISS systems. This shift to fewer people monitoring more systems has prompted use of semi-autonomous console tools in the ISS Mission Control Center (MCC) to help flight controllers command and monitor the ISS. These console tools perform routine operational procedures while keeping the human operator "in the loop" to monitor and intervene when off-nominal events arise. Two such tools, the Pre-positioned Load (PPL) Loader and Automatic Operators Recorder Manager (AutoORM), are used by the ISS Communications RF Onboard Networks Utilization Specialist (CRONUS) flight control position. CRONUS is responsible for simultaneously commanding and monitoring the ISS Command & Data Handling (C&DH) and Communications and Tracking (C&T) systems. PPL Loader is used to uplink small pieces of frequently changed software data tables, called PPLs, to ISS computers to support different ISS operations. In order to uplink a PPL, a data load command must be built that contains multiple user-input fields. Next, a multiple step commanding and verification procedure must be performed to enable an onboard computer for software uplink, uplink the PPL, verify the PPL has incorporated correctly, and disable the computer for software uplink. PPL Loader provides different levels of automation in both building and uplinking these commands. In its manual mode, PPL Loader automatically builds the PPL data load commands but allows the flight controller to verify and save the commands for future uplink. In its auto mode, PPL Loader automatically builds the PPL data load commands for flight controller verification, but automatically performs the PPL uplink procedure by sending commands and performing verification checks while notifying CRONUS of procedure step completion. If an off-nominal condition occurs during procedure execution, PPL Loader notifies CRONUS through popup messages, allowing CRONUS to examine the situation and choose an option of how PPL loader should proceed with the procedure. The use of PPL Loader to perform frequent, routine PPL uplinks offloads CRONUS to better monitor two ISS systems. It also reduces procedure performance time and decreases risk of command errors. AutoORM identifies ISS communication outage periods and builds commands to lock, playback, and unlock ISS Operations Recorder files. Operation Recorder files are circular buffer files of continually recorded ISS telemetry data. Sections of these files can be locked from further writing, be played back to capture telemetry data that occurred during an ISS loss of signal (LOS) period, and then be unlocked for future recording use. Downlinked Operation Recorder files are used by mission support teams for data analysis, especially if failures occur during LOS. The commands to lock, playback, and unlock Operations Recorder files are encompassed in three different operational procedures and contain multiple user-input fields. AutoORM provides different levels of automation for building and uplinking the commands to lock, playback, and unlock Operations Recorder files. In its automatic mode, AutoORM automatically detects ISS LOS periods, then generates and uplinks the commands to lock, playback, and unlock Operations Recorder files when MCC regains signal with ISS. AutoORM also features semi-autonomous and manual modes which integrate CRONUS more into the command verification and uplink process. AutoORMs ability to automatically detect ISS LOS periods and build the necessary commands to preserve, playback, and release recorded telemetry data greatly offloads CRONUS to perform more high-level cognitive tasks, such as mission planning and anomaly troubleshooting. Additionally, since Operations Recorder commands contain numerical time input fields which are tedious for a human to manually build, AutoORM's ability to automatically build commands reduces operational command errors. PPL Loader and AutoORM demonstrate principles of semi-autonomous operational tools that will benefit future space mission operations. Both tools employ different levels of automation to perform simple and routine procedures, thereby offloading human operators to perform higher-level cognitive tasks. Because both tools provide procedure execution status and highlight off-nominal indications, the flight controller is able to intervene during procedure execution if needed. Semi-autonomous tools and systems that can perform routine procedures, yet keep human operators informed of execution, will be essential in future long-duration missions where the onboard crew will be solely responsible for spacecraft monitoring and control.

Brzezinski, Amy S.↗
NASA NTRS1990

An automatic gore panel mapping system

The Automatic Gore Mapping System is being developed to reduce the time and labor costs associated with manufacturing the External Tank. The present chem-milling processes and procedures are discussed. The down loading of the simulation of the system has to be performed to verify that the simulation package will translate the simulation code into robot code. Also a simulation of this system has to be programmed for a gantry robot instead of the articulating robot that is presently in the system. It was discovered using the simulation package that the articulation robot cannot reach all the point on some of the panels, therefore when the system is ready for production, a gantry robot will be used. Also a hydrosensor system is being developed to replace the point-to-point contact probe. The hydrosensor will allow the robot to perform a non-contact continuous scan of the panel. It will also provide a faster scan of the panel because it will eliminate the in-and-out movement required for the present end effector. The system software is currently being modified so that the hydrosensor will work with the system. The hydrosensor consists of a Krautkramer-Branson transducer encased in a plexiglass nozzle. The water stream pumped through the nozzle is the couplant for the probe. Also, software is being written so that the robot will have the ability to draw the contour lines on the panel displaying the out-of-tolerance regions. Presently the contour lines can only be displayed on the computer screens. Research is also being performed on improving and automating the method of scribing the panels. Presently the panels are manually scribed with a sharp knife. The use of a low power laser or water jet is being studied as a method of scribing the panels. The contour drawing pen will be replaced with scribing tool and the robot will then move along the contour lines. With these developments the Automatic Gore Mapping Systems will provide a reduction in time and labor costs associated with manufacturing the External Task. The system also has the potential of inspecting other manufactured parts.

Shiver, John D.↗
NASA NTRS2015

TTEthernet for Integrated Spacecraft Networks

Aerospace projects have traditionally employed federated avionics architectures, in which each computer system is designed to perform one specific function (e.g. navigation). There are obvious downsides to this approach, including excessive weight (from so much computing hardware), and inefficient processor utilization (since modern processors are capable of performing multiple tasks). There has therefore been a push for integrated modular avionics (IMA), in which common computing platforms can be leveraged for different purposes. This consolidation of multiple vehicle functions to shared computing platforms can significantly reduce spacecraft cost, weight, and design complexity. However, the application of IMA principles introduces significant challenges, as the data network must accommodate traffic of mixed criticality and performance levels - potentially all related to the same shared computer hardware. Because individual network technologies are rarely so competent, the development of truly integrated network architectures often proves unreasonable. Several different types of networks are utilized - each suited to support a specific vehicle function. Critical functions are typically driven by precise timing loops, requiring networks with strict guarantees regarding message latency (i.e. determinism) and fault-tolerance. Alternatively, non-critical systems generally employ data networks prioritizing flexibility and high performance over reliable operation. Switched Ethernet has seen widespread success filling this role in terrestrial applications. Its high speed, flexibility, and the availability of inexpensive commercial off-the-shelf (COTS) components make it desirable for inclusion in spacecraft platforms. Basic Ethernet configurations have been incorporated into several preexisting aerospace projects, including both the Space Shuttle and International Space Station (ISS). However, classical switched Ethernet cannot provide the high level of network determinism required by real-time spacecraft applications. Even with modern advancements, the uncoordinated (i.e. event-driven) nature of Ethernet communication unavoidably leads to message contention within network switches. The arbitration process used to resolve such conflicts introduces variation in the time it takes for messages to be forwarded. TTEthernet1 introduces decentralized clock synchronization to switched Ethernet, enabling message transmission according to a time-triggered (TT) paradigm. A network planning tool is used to allocate each device a finite amount of time in which it may transmit a frame. Each time slot is repeated sequentially to form a periodic communication schedule that is then loaded onto each TTEthernet device (e.g. switches and end systems). Each network participant references the synchronized time in order to dispatch messages at predetermined instances. This schedule guarantees that no contention exists between time-triggered Ethernet frames in the network switches, therefore eliminating the need for arbitration (and the timing variation it causes). Besides time-triggered messaging, TTEthernet networks may provide two additional traffic classes to support communication of different criticality levels. In the rate-constrained (RC) traffic class, the frame payload size and rate of transmission along each communication channel are limited to predetermined maximums. The network switches can therefore be configured to accommodate the known worst-case traffic pattern, and buffer overflows can be eliminated. The best-effort (BE) traffic class behaves akin to classical Ethernet. No guarantees are provided regarding transmission latency or successful message delivery. TTEthernet coordinates transmission of all three traffic classes over the same physical connections, therefore accommodating the full spectrum of traffic criticality levels required in IMA architectures. Common computing platforms (e.g. LRUs) can share networking resources in such a way that failures in non-critical systems (using BE or RC communication modes) cannot impact flight-critical functions (using TT communication). Furthermore, TTEthernet hardware (e.g. switches, cabling) can be shared by both TTEthernet and classical Ethernet traffic.

Loveless, Andrew↗
NASA NTRS2011

Base Flow Investigation of the Apollo AS-202 Command Module

In recent years, both Europe and the US are developing hypersonic research and operational vehicles. These include (re)entry capsules (both ballistic and lifting) and lifting bodies such as ExoMars, EXPERT, ARV, CEV and IXV. The research programs are meant to enable technology and engineering capabilities to support during the next decade the development of affordable (possibly reusable) space transportation systems as well as hypersonic weapons systems for time critical targets. These programs have a broad range of goals, ranging from the qualification of thermal protection systems, the assessment of RCS performances, the development of GNC algorithms, to the full demonstration of the performance and operability of the integrated vehicles. Since the aerothermodynamic characteristics influence nearly all elements of the vehicle design, the accurate prediction of the aerothermal environment is a prerequisite for the design of efficient hypersonic systems. Significant uncertainties in the prediction of the hypersonic aerodynamic and the aerothermal loads can lead to conservative margins in the design of the vehicle including its Outer Mould Line (OML), thermal protection system, structure, and required control system robustness. The current level of aerothermal prediction uncertainties results therefore in reduced vehicle performances (e.g., sub-optimal payload to mass ratio, increased operational constraints). On the other hand, present computational capabilities enable the simulation of three dimensional flow fields with complex thermo-chemical models over complete trajectories and ease the validation of these tools by, e.g., reconstruction of detailed wind tunnel tests performed under identified and controlled conditions (flow properties and vehicle attitude in particular). These controlled conditions are typically difficult to achieve when performing in flight measurements which in turn results in large associated measurement uncertainties. Similar problems arise when attempting to rebuild measurements performed in "hot" ground facilities, where the difficulty level is increased by the addition of the free-flow characterization itself. The implementation of ever more sophisticated thermochemical models is no obvious cure to the aforementioned problems since their effect is often overwhelmed by the large measurement uncertainties incurred in both flight and ground high enthalpy facilities. Concurrent to the previous considerations, a major contributor to the overall vehicle mass of re-entry vehicles is the afterbody thermal protection system. This is due to the large acreage (equal or bigger than that of the forebody) to be protected. The present predictive capabilities for base flows are comparatively lower than those for windward flowfields and offer therefore a substantial potential for improving the design of future re-entry vehicles. To that end, it is essential to address the accuracy of high fidelity CFD tools exercised in the US and EU, which motivates a thorough investigation of the present status of hypersonic flight afterbody heating. This paper addresses the predictive capabilities of after body flow fields of re-entry vehicles investigated in the frame of the NATO/RTO - RTG-043 Task Group and is structured as follows: First, the verification of base flow topologies on the basis of available wind-tunnel results performed under controlled supersonic conditions (i.e., cold flows devoid of reactive effects) is performed. Such tests address the detailed characterization of the base flow with particular emphasis on separation/reattachment and their relation to Mach number effects. The tests have been performed on an Apollo-like re-entry capsule configuration. Second, the tools validated in the frame of the previous effort are exercised and appraised against flight-test data collected during the Apollo AS-202 re-entry.

Walpot, Louis M. G.↗
NASA NTRSDate not supplied

Mars Sample Return, Sample Retrieval Lander, Reaction Control System Jet Interaction Supersonic Wind Tunnel Test Overview with CFD Predictions

NASA's Mars Sample Return campaign will be launching several missions over the next decade that will work together to return rock samples from Mars back to Earth. The Sample Retrieval Lander (SRL) will deliver the Mars Ascent Vehicle and fetch rover to the surface of Mars in 2006. Rock samples collected by the Mars 2020 Perseverance rover, landing in early 2021, will be loaded on the the ascent vehicle to be launched into Mars orbit for retrieval by yet another spacecraft. The Sample Retrieval Lander will be a blunt entry capsule similar to past Mars entry vehicles like Mars Science Laboratory and Viking. The vehicle will fly a guided entry, using a small lift vector produced by a non-zero trim angle of attack to eliminate downrange and crossrange position errors at the point of parachute deploy. This energy and heading management is achieved with a reaction control system (RCS) that directs the bank angle of the vehicle and also minimizes unwanted capsule dynamics. The reaction control system and control design is based on the Mars Science Laboratory and Mars 2020 RCS systems. However, due to packaging constraints, the backshell of this new entry vehicle has a different geometry than those earlier designs. To certify the RCS system for flight the project must characterize the jet plume interactions with the capsule backshell that could impair or significantly augment the RCS control authority. This characterization will be done through a combination of computational fluid dynamics (CFD) analysis and wind tunnel test. Two candidate arrangements of the RCS jets have been identified for the SRL vehicle and are currently under evaluation before final selection. The aero/RCS plume interactions of these candidate configurations have been measured in a supersonic wind tunnel test in NASA Langley's Unitary Plan Wind Tunnel. The test was conducted in the fall of 2020 and data is currently being reduced. An overview of the candidate RCS configurations are presented here with an overview of the wind tunnel model design, jet scaling and scaled nozzle design, and the test matrix. Preliminary CFD runs are presented with an assessment of the predicted plumes and their interaction with the wake flow of the vehicle. The predicted effects of the model sting is provided as well. This high fidelity wind tunnel test is being conducted much earlier in the SRL project than would normally be done. The test was funded as part of a CFD evaluation task funded by NASA's Aerosciences Evaluation and Test Capabilities Project. The objective of the evaluation task was to compare the ability of CFD to predict complex flows with data that can be measured in the Langley Unitary Plan Wind Tunnel. RCS Jet interactions were selected as a type of complex flow that is important to NASA missions. In addition to providing useful data to the SRL project, there was added emphasis on quantifying the accuracy of the CFD predictions and wind tunnel test data. An overview of the uncertainty quantification methodologies for computational and experimental portions of this test is presented.

blunt body↗
NASA NTRS2020

Robust Algorithm for Estimating Total Suspended Solids (TSS) in Inland and Nearshore Coastal Waters

One of the challenging tasks in modern aquatic remote sensing is the retrieval of near-surface concentrations of Total Suspended Solids (TSS). This study aims to present a Statistical, inherent Optical property (IOP) -based, and muLti-conditional Inversion proceDure (SOLID) for enhanced retrievals of satellite-derived TSS under a wide range of in-water bio-optical conditions in rivers, lakes, estuaries, and coastal waters. In this study, using a large in situ database (N > 3500), the SOLID model is devised using a three-step procedure: (a) water-type classification of the input remote sensing reflectance (R(sub rs)), (b) retrieval of particulate backscattering (b(sub bp)) in the red or near-infrared (NIR) regions using semi-analytical, machine-learning, and empirical models, and (c) estimation of TSS from b(sub bp) via water-type-specific empirical models. Using an independent subset of our in situ data (N = 2729) with TSS ranging from 0.1 to 2626.8 [g/m (exp 3)], the SOLID model is thoroughly examined and compared against several state-of-the-art algorithms (Miller and McKee, 2004; Nechad et al., 2010; Novoa et al., 2017; Ondrusek et al., 2012; Petus et al., 2010). We show that SOLID outperforms all the other models to varying degrees, i.e., from 10 to > 100%, depending on the statistical attributes (e.g., global versus water-type-specific metrics). For demonstration purposes, the model is implemented for images acquired by the MultiSpectral Imager aboard Sentinel-2A/B over the Chesapeake Bay, San-Francisco-Bay-Delta Estuary, Lake Okeechobee, and Lake Taihu. To enable generating consistent, multimission TSS products, its performance is further extended to, and evaluated for, other missions, such as the Ocean and Land Color Instrument (OLCI), Moderate Resolution Imaging Spectroradiometer (MODIS), Visible Infrared Imaging Radiometer Suite (VIIRS), and Operational Land Imager (OLI). Sensitivity analyses on uncertainties induced by the atmospheric correction indicate that 10% uncertainty in Rrs leads to < 20% uncertainty in TSS retrievals from SOLID. While this study suggests that SOLID has a potential for producing TSS products in global coastal and inland waters, our statistical analysis certainly verifies that there is still a need for improving retrievals across a wide spectrum of particle loads.

Total suspended solids↗