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This paper will present an overview of the test campaign that included vibration, pyro-shock, landing loads, acoustic noise, thermal vacuum and solar simulation testing at the Jet Propulsion Laboratory Environmental Test Laboratory facilities in Pasadena, California.
An active landing gear has been created by connecting the hydraulic piston in an oleo strut to a hydraulic supply. A controller modulates the pressure in the oleo to achieve the desired dynamic characteristics. Tests on ground rigs (documented by a film) have demonstrated the successful alleviation of induced structural ground loads and the next step will be a flight test using a fighter aircraft.
This investigation was intended to throw light on a number of problems: 1) obtain a time history of the force acting on the gear wheels during take-off and landing runs; 2) obtain the time history of the direction of this force (magnitude of its three components along the coordinate axes); 3) derive conclusions as to the design load factors. In connection with the latter, of special interest was the solution of such problems as: a) the dynamic loads in the three main landing attitudes; b) the problem of the true direction of the forces for each of the three "pure" types of landing; c) combination of the above types; d) the comparison for each of the chassis members of the computed force (according to the design standards) with the actual force measured in the tests so as to determine the actual factors of safety.
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An experimental investigation was made at the Langley landing loads track to obtain data on the maximum spin-up coefficients of friction developed by a landing gear having a static-load rating of 20,000 pounds. The forward speeds ranged from 0 to approximately 180 feet per second and the sinking speeds, from 2.7 feet per second to 9.4 feet per second. The results indicated the variation of the maximum spin-up coefficient of friction with forward speed and vertical load. Data obtained during this investigation are also compared with some results previously obtained for nonrolling tires to show the effect of forward speed.
Techniques to calculate structural design loads for Surveyor spacecraft during lunar landing
Results of analytical and experimental investigations of a series-hydraulic active control landing gear show that such a gear is feasible when using existing hardware and is very effective in reducing loads, relative to those generated by a conventional (passive year) gear, transmitted to the airframe during ground operations. Analytical results obtained from an active gear, flexible aircraft, take-off and landing analysis are in good agreement with experimental data and indicate that the analysis is a valid tool for study and initial design of series-hydraulic active control landing gears. An analytical study of a series-hydraulic active control main landing gear on an operational supersonic airplane shows that the active gear has the potential for improving the dynamic response of the aircraft and significantly reducing structural fatigue damage during ground operations.
The effects of interaction between a landing gear and a flexible airplane structure on the behavior of the landing gear and the loads in the structure have been studied by treating the equations of motion of the airplane and the landing gear as a coupled system. The landing gear is considered to have nonlinear characteristics typical of conventional gears, namely, velocity-squared damping, polytropic air-compression springing, and exponential tire force-deflection characteristics. For the case where only two modes of the structure are considered, an equivalent three-mass system is derived for representing the airplane and landing-gear combination, which may be used to simulate the effects of structural flexibility in jig drop tests of landing gears. As examples to illustrate the effects of interaction, numerical calculations, based on the structural properties of two large airplanes having considerably different mass and flexibility characteristics, are presented.
This article presents an application of the Kalman filtering technique to estimate loads on a wind turbine. The approach combines a mechanical model and a set of measurements to estimate signals that are not available in the measurements, such as wind speed, thrust, tower position, and tower loads. The model is severalfold faster than real time and is intended to be run online, for instance, to evaluate real-time fatigue life consumption of a field turbine using a digital twin, perform condition monitoring, or assess loads for dedicated control strategies. The mechanical model is built using a Rayleigh–Ritz approach and a set of joint coordinates. We present a general method and illustrate it using a 2-degrees-of-freedom (DOF) model of a wind turbine and using rotor speed, generator torque, pitch, and tower-top acceleration as measurement signals. The different components of the model are tested individually. The overall method is evaluated by computing the errors in estimated tower-bottom-equivalent moment from a set of simulations. From this preliminary study, it appears that the tower-bottom-equivalent moment is obtained with about 10 % accuracy. The limitation of the model and the required steps forward are discussed.
Space Shuttle users are required to design their payload to the Shuttle loads environment. This loads environment covers mission phases from prelaunch to landing. Transient response loads analyses are required for lift-off and landing events. Other mission events are analyzed statically because they result in payload loads that either change slowly or are lower than lift-off and landing loads. Response data from flight instrumentation located on the orbiter and payloads have been compared to preflight design conditions and to nominal predictions. The results have verified that the design loads envelop flight responses.
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Bureau of Aeronautics Design Specifications SS-IC-2 for water loads in sheltered water are compared with experimental water loads obtained during a full--scale landing investigation. This investigation was conducted with a JRS-1 flying boat which has a 20 degrees dead-rise V-bottom with a partial chine flare. The range of landing conditions included airspeeds between 88 and 126 feet per second, sinking speeds between 1.6 and 9.1 feet per second, flight angles less than 6 degrees, and trims between 2 degrees and 12 degrees. Landings were moderate and were made in calm water. Measurements were obtained of maximum over-all loads, maximum pitching moments, and pressure distributions. Maximum experimental loads include over-all load factors of 2g, moments of 128,000 pound-feet, and maximum local pressures greater than 40 pounds per square inch. Experimental over-all loads are approximately one-half the design values, while local pressures are of the same order as or larger than pressures calculated from specifications for plating, stringer, floor, and frame design. The value of this comparison is limited, to some extent, by the moderate conditions of the test and by the necessary simplifying assumptions used in comparing the specifications with the experimental loads.
Large stiffened cylinders used in launch vehicles (LV), such as the Space Shuttle External Tank, are manufactured by welding multiple curved panel sections into complete cylinders. The effects of the axial weld lands between the panel sections on the buckling load were studied, along with the interaction between the acreage stiffener arrangement and the weld land geometry. This document contains the results of the studies.
The problem of shimmy of a castering wheel, such as the nose wheel of a tricycle gear airplane, is treated analytically. The flexibility of the tire is considered to be the primary cause of shimmy. The rather simple theory developed agrees rather well with previous experimental results. The author suggests that shimmy may be eliminated through a suitable choice of landing gear dimensions in lieu of a damper.
The well-calibrated spectral radiances measured by MODIS will be processed to retrieve daily aerosol properties that include optical thickness and mass loading over land and optical thickness, the mean particle size of the dominant mode and the ratio between aerosol modes over ocean. In addition, after launch, aerosol single scattering albedo will be calculated as an experimental product. The retrieval process over land is based on a dark target method that identifies appropriate targets in the mid-IR channels and uses an empirical relationship found between the mid-ER and the visible channels to estimate surface reflectance in the visible from the mid-HZ reflectance measured by satellite. The method employs new aerosol models for industrial, smoke and dust aerosol. The process for retrieving aerosol over the ocean makes use of the wide spectral band from 0.55-2.13 microns and a look-up table constructed from combinations of five accumulation modes and five coarse modes. Both the over land and over ocean algorithms have been validated with satellite and airborne radiance measurements. We estimate that MODIS will be able to measure aerosol optical thickness (t) to within 0.05 +/- 0.2t over land and to within 0.05 +/- 0.05t over ocean. Much of the earth's surface is located far from aerosol sources and experience very low aerosol optical thickness. Will the accuracy expected from MODIS retrievals be sufficient to measure the global aerosol direct and indirect forcing? We are attempting to answer this question using global model results and cloud climatology.
During the next decades, manned space missions are expected to be aiming at the Lagrange points, near Earth asteroids, and Mars flyby and/or landing. The question is therefore: Are we ready to go? To answer this with a yes, we are currently using the International Space Station to develop an integrated human physiological countermeasure suite. The integrated countermeasure suite will most likely encounter: 1) Exercise devices for aerobic, dynamic and resistive exercise training; 2) sensory‐motor computer training programs and anti‐motion sickness medication for preparing EVAs and G‐transitions; 3) lower limb bracelets for preventing and/or treating the VIIP (vision impairment and intracranial pressure) syndrome; 4) nutritional components for maintenance of bone, muscle, the cardiovascular system and preventing oxidative stress and damage and immune deficiencies (e. g. omega‐3 fatty acids, PRO/K, anti‐oxidants and less salt and iron); 5) bisphosphonates for preventing bone degradation.; 6) lower body compression garment and oral salt and fluid loading for landing on a planetary surface to combat orthostatic intolerance; 7) laboratory analysis equipment for individualized monitoring of biomarkers in blood, urine and saliva for estimation of health status in; 8) advanced ultrasound techniques for monitoring bone and cardiovascular health; and 9) computer modeling programs for individual health status assessments of efficiency and subsequent adjustments of countermeasures. In particular for future missions into deep space, we are concerned with the synergistic effects of weightlessness, radiation, operational constraints and other spaceflight environmental factors. Therefore, increased collaboration between physiological, behavioral, radiation and space vehicle design disciplines are strongly warranted. Another venue we are exploring in NASA's Human Research Program is the usefulness of artificial gravity for mitigating the health risks of long duration weightlessness.
Here, the development of robust and high-performance battery systems is crucial for the advancement of Electric Vertical Takeoff and Landing (eVTOL) vehicles for urban air mobility. This study evaluates the performance of different lithium-ion battery chemistries under Electric Vertical Takeoff and Landing (eVTOL) load profiles. The actual flight data coupled with physical models is used to create discharge profiles for testing on developed lithium-ion cells for eVTOLs. The performance of a standard liquid electrolyte (1.2 M LiPF 6 in EC:EMC), labeled Gen-2, is benchmarked and compared with a fast-charging electrolyte (1.2 M LiFSI in EC:EMC), labeled XFC. Cell analysis involves the use of various techniques, such as impedance spectroscopy, polarization curves, and capacity retention measurements. Capacity retention is stable for both systems over 500 cycles, but unique discharge capacity trends are observed for different mission segments. During the initial takeoff hover stages, Gen-2 electrolytes experience substantial voltage fade, while XFC electrolytes maintain consistent behavior. In general, the Gen-2 electrolyte demonstrated lower discharge overpotentials and higher decay during cycling compared to the XFC electrolyte. This work highlights the complexity of eVTOL battery behavior and provides insights into battery system design, contributing to the advancement of battery energy storage solutions for urban air mobility.