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NASA NTRSDate not supplied

Velocity Measurements Across an Oblique Shock Using Pulse-Burst Cross-Correlation DGV

Pulse-burst cross-correlation Doppler global velocimetry is performed in the NASA Langley Unitary Plan Wind Tunnel. The technique is used to make planar velocity measurements across an oblique shockwave, which is generated by a large splitter plate set at a -2° angle of attack in a Mach 2.4 flow. Assessment of the velocimetry indicates agreement with theoretical velocity values to within 0.5 percent on average, while the precision of the measurements was within 1.4 percent. The success of the initial measurements warrant further investigation of the technique for more complex flowfields.

lasers,↗
NASA NTRSDate not supplied

Velocity Measurements Across an Oblique Shock Using Pulse-burst Cross-correlation DGV

Pulse-burst cross-correlation Doppler global velocimetry is performed in the NASA Langley Unitary Plan Wind Tunnel. The technique is used to make planar velocity measurements across an oblique shockwave, which is generated by a large splitter plate set at a -2° angle of attack in a Mach 2.4 flow. Assessment of the velocimetry indicates agreement with theoretical velocity values to within 0.6 percent on average. The single-scan spatial velocity precision is measured to be between 0.3 and 0.5 m/s, while the ensemble (1σ) precision of the measurements was within 2.2 percent of the measured velocities. The promising results encountered in this testing campaign indicate that the technique could be useful for studying more complex flow fields.

lasers↗
NASA NTRSDate not supplied

Dynamic Mode Decomposition of Unsteady Pressure-Sensitive Paint Measurements for the NASA Unitary Plan Wind Tunnel Tests

This paper describes the Dynamic Mode Decomposition (DMD) of the pressures on the scale model of the Space Launch System (SLS) Block 1 cargo vehicle with the Unsteady Pressure-Sensitive Paint (uPSP) measurements, which were collected in the Ascent Transient Aerodynamics Tests with the Unitary Plan Wind Tunnel 11-by-11-foot Transonic Wind Tunnel in September 2019 at NASA Ames Research Center. The work described in this paper is a part of NASA’s development of a new state-of-the-art uPSP capability in production wind tunnels. The conventional DMD algorithm is based on the Singular Value Decomposition (SVD) of the data matrix. For the matrix of the uPSP measurements of the SLS ATAT, the number of rows is equal to the number of nodes in the grid of the scale model, and the number of columns is equal to the number of frames in the videos taken with 4 Phantom high-speed cameras. In this paper, it is verified that, for the time series with zero mean value, the DMD is equivalent to the decomposition with the Discrete Fourier Transform (DFT). Considering the uPSP is mainly used in the assessment of the unsteady, aerodynamic phenomena, the DMD of the uPSP measurements can be implemented in two steps: (1) subtract the mean value from the uPSP measurement on each of the grid nodes; (2) apply the Fast Fourier Transform (FFT) on the resulting zero-mean time series. The DMD of the uPSP measurements with FFT has two advantages: (1) the computational complexity of FFT is O(N*logN), where N is the length of the time series; (2) compared to the SVD-based DMD algorithm, the DMD with FFT can be easily implemented in parallel processing. A sample matrix of uPSP measurements, at the size of 341 grid nodes and 128 frames, is generated. Figures 1 and 2 show the eigenvalues and the ratios of the eigenvectors, respectively, of the sample matrix, without and with the mean value removed on each of the grid nodes, computed with the SVD-based DMD and the FFT. The figures demonstrate the equivalence of the SVD-based DMD and the decomposition with DFT/FFT for the time series with zero mean value. The results of DMD of the uPSP measurements of the SLS ATAT in September 2019 are presented in the paper. The DMD modes at different frequencies are shown, the aerodynamic phenomena (e.g. shockwave and vortex shedding) are demonstrated and the correlation of the DMD modes with the test configuration parameter (e.g., the Mach Number) is discussed. Figure 3 shows a software tool to visualize the DMD modes. The code to implement the algorithm described in this paper was written in C, with libraries of FFTW for FFT and MPI/OpenMP for parallel processing, and executed on the NASA Pleiades supercomputer. Funding for this research was provided by the NASA Aerosciences Evaluation and Test Capabilities Project.

Pressure-Sensitive Paint↗
NASA NTRSDate not supplied

Uncertainty Quantification of CFD Model Assumptions Against Sonic Boom Noise Prediction of a Commercial Supersonic Transport

This paper presents the results of uncertainty modeling of sonic boom noise generation from commercial supersonic transport considering the Spalart-Allmaras (SA) turbulence modeling parameters as well as Mach number, angle of attack and altitude. Sample generation and analysis for this uncertainty model was performed by UQPCE, which is a software package developed at the NASA Langley Research Center. To build the uncertainty model, 42 cases of sonic boom noise calculation were performed. Computation of the ground noise can be briefly summarized in two steps. First, the near field pressure waveforms are sampled from CFD calculation using the NASA Langley’s FUN3D solver. Second, this information is passed to an atmospheric propagation code, sBOOM, which solves an augmented Burger’s equation and simulates how the near field waveforms will change while passing through the atmosphere. The ground signature is further processed to obtain the perceived loudness, PLdB. Having a high spatial resolution near the shockwave in the CFD calculation is critical in sonic boom noise prediction. Because the variation in the input parameters for the current uncertainty quantification (UQ) study is likely to lead to change in shock location, angle and strength, the grid adaptation for shock capturing is independently applied for each condition. The final mesh used in the CFD calculation consists of approximately 420 million cells. The pressure signatures are sampled at three, four and five body lengths away from the aircraft to make sure the three dimensional effects around the aircraft are resolved. The results of the UQ analysis shows that within the three aleatory variables, the angle of attack had the most impact against ground noise, followed by the altitude and the Mach number. Between the two SA model parameters, the Kármán constant (𝜅) was significantly more important than the turbulent Prandtl number (𝜎), but these two parameters were only marginally significant in the overall prediction variance in ground noise. The UQ procedure explained in this paper can be widely applied to other model parameters.

Uncertainty Quantification↗
NASA NTRSDate not supplied

A Mars 2020 Perseverance SuperCam Perspective on the Igneous Nature of the Máaz Formation at Jezero Crater, Mars

The Mars2020 Perseverance rover landed in Jezero crater in February 2020,and first encountered the Máaz formation (or Crater floor-fractured rough(Cf-fr) unit previously mapped based on orbital data[1]).In this study, we use data from the SuperCam instrument(SCAM) to show that the Máaz formation has an igneous origin. SuperCam is a remote-sensing instrument onboard Perseverance, and investigates the texture, mineralogy, and chemistry of rocks and soils, as well as atmospheric features [2,3]. SuperCam comprises the Remote Micro Imager (RMI) to provide high-resolution images, laser-induced breakdown spectroscopy (LIBS)to investigate the major and minor element chemistry of materials, Raman, and passive visible-near infrared (VISIR) spectroscopy to analyze the mineralogy of targets, and time-resolved luminescence spectroscopy (TRLS)to measure organic fluorescence and inorganic luminescence. In addition, the microphone (MIC) can constrain the rock hardness through measurements of the shockwave of LIBS shots. In this study, we use LIBS-based major-oxide compositions (MOC),quantified using the calibration in [2].

Mars 2020↗
NASA NTRSDate not supplied

An Overview of NASA's Low Boom Flight Demonstration

NASA will soon begin a series of tests that will collect nationally representative data on how people perceive low noise supersonic overflights. For half a century, civilian aircraft have been required to fly slower than the speed of sound over land to prevent “creating an unacceptable situation” on the ground due to sonic booms. However, new aircraft shaping techniques have led to dramatic changes in how shockwaves from supersonic flight merge together as they travel to the ground. What used to sound like a boom on the ground will be transformed into a thump. NASA is now building a full-scale, piloted demonstration aircraft called the X-59 to demonstrate low noise supersonic flight. In 2024, the X-59 aircraft will commence a national series of community overflight tests to collect data on how people perceive “sonic thumps.” The community response data will be provided to national and international noise regulators as they consider creating new standards that allow supersonic flight over land at acceptably low noise levels.

Sonic Boom↗
NASA NTRSDate not supplied

Statistical Engineering Toward Commercial Supersonic Flight: NASA's Quesst Mission

NASA’s Quesst Mission has dual goals of demonstrating low-noise supersonic technology in flight and surveying public reactions to low-noise supersonic overflight. For half a century, commercial aircraft have been required to fly slower than the speed of sound over land to prevent “creating an unacceptable situation” on the ground due to sonic booms. However, aircraft shaping techniques honed through decades of research have dramatically changed the way shockwaves from supersonic flight merge together as they travel to the ground. What used to sound like a boom on the ground will be transformed into a thump. NASA is now building a full-scale, piloted demonstration aircraft called the X-59 to demonstrate low-noise supersonic flight. In 2024, the X-59 aircraft will commence a national series of community overflight surveys to collect data on how people perceive “sonic thumps.” The results will be provided to national and international noise regulators as they consider creating new standards that allow commercial supersonic flight over land at acceptably low noise levels. In this presentation we provide historical context for the current prohibitions on supersonic commercial flight. Using data collected during earlier NASA tests, we demonstrate how generalized linear mixed models can be used to inform the functional dose-response curve. We also illustrate simulation experiments of the variability of sonic thump exposure across the United States. Finally, we discuss some of the challenges in designing the future community studies and generalizing them to a nationally-representative dose-response curve.

Quesst↗
NASA NTRSDate not supplied

Preparations for Quesst Acoustics Validation

- Acoustic Validation Goals & Objectives - Overview and Concept of Operations - New Ground Systems Development - State-of-the sonic boom ground recording system - Unattended recording system trigger - X-59 sonic boom flight path planning tool - Real-time sonic boom prediction display - New Airborne Systems Development - Airborne near field probing system - In-flight, full-scale shockwave imagery systems - Real-time relative position pilot display - Acoustic Validation Test Approach

Larry J. Cliatt, II↗
NASA NTRSDate not supplied

Scope and Goals of NASA's Quesst Community Test Campaign with the X-59 Aircraft

In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This paper provides an update on the planned experimental scope and key goals of the community test campaign.

sonic boom↗
NASA NTRSDate not supplied

An Overview of the NASA Quesst Community Test Campaign with the X-59 Aircraft

In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of community overflight tests to collect data on how people perceive the sounds from this new design. The data collected will support national and international noise regulators’ efforts as they consider new standards that would allow supersonic flight over land at low noise levels. This presentation provides an overview of the community test campaign, including the scope, key objectives, stakeholders, and challenges.

Jonathan Rathsam↗
NASA NTRSDate not supplied

Scope and Goals of the NASA Quesst Community Test Campaign With the X-59 Aircraft

In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, experimental aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This paper provides an update on the planned experimental scope and key goals of the community test campaign.

sonic boom↗
NASA NTRSDate not supplied

NASA’s Quesst Community Survey Campaign with the X-59 Aircraft

In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, research aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This presentation summarizes the NASA Quesst community survey campaign and motivates key topics for focused technical discussions.

sonic boom↗
NASA NTRSDate not supplied

Characterization of Naturally-Occurring Particles in the Nasa Langley 0.3-m Transonic Cryogenic Tunnel Using PTV

Naturally-occurring particles within the NASA Langley 0.3-m Transonic Cryogenic Tunnel are characterized for their aerodynamic performance using particle tracking velocimetry. Two sets of experiments were conducted to observe different behaviors of the particles. The normal shockwave emanating from the top surface of a supercritical airfoil was used to induce velocity lag in the particles, and the subsequent spatial decay of the velocity was used to estimate the effective diameter of the particles. Mean particle diameters between 1.6 and 1.9 𝝁m were measured, with sizes ranging from 0.2 to 3.5 𝝁m over the entire ensemble. The response of particles to separated flow was investigated. By operating in “high-lift” (low Mach number, high angle of attack) conditions with a semi-span airfoil, the ability of particles to detect separated flow on the upper surface of the airfoil was assessed. Transition from fully attached flow to fully separated flow was observed on the top surface of the airfoil accompanying a variation of angle of attack from 8° to 12°. Examination of velocity distributions indicates less than 10 percent of particle trajectories did not respond to the regions of separated flow. These results are promising, but further facility-specific work is needed to answer the broader question of particle tracking reliability.

Transonic↗
NASA NTRSDate not supplied

Characterization of Naturally-Occurring Particles in the NASA Langley 0.3-m Transonic Cryogenic Tunnel Using PTV

Naturally-occurring particles within the NASA Langley 0.3-m Transonic Cryogenic Tunnel are characterized for their aerodynamic performance using particle tracking velocimetry. Two sets of experiments were conducted to observe different behaviors of the particles. The normal shockwave emanating from the top surface of a supercritical airfoil was used to induce velocity lag in the particles, and the subsequent spatial decay of the velocity was used to estimate the effective diameter of the particles. Mean particle diameters between 1.6 and 1.9 𝝁m were measured, with sizes ranging from 0.2 to 3.5 𝝁m over the entire ensemble. The response of particles to separated flow was investigated. By operating in “high-lift” (low Mach number, high angle of attack) conditions with a semi-span airfoil, the ability of particles to detect separated flow on the upper surface of the airfoil was assessed. Transition from fully attached flow to fully separated flow was observed on the top surface of the airfoil accompanying a variation of angle of attack from 8° to 12°. Examination of velocity distributions indicates less than 10 percent of particle trajectories did not respond to the regions of separated flow. These results are promising, but further facility-specific work is needed to answer the broader question of particle tracking reliability.

Transonic↗
NASA NTRSDate not supplied

Understanding the Response of Common Spacecraft Shields to Hypervelocity Impacts of Meteorite and Other Terrestrial Analog Materials

Micrometeoroid and orbital debris (MMOD) populations can vary significantly in composition, density, and homogeneity. Hypervelocity testing campaigns intended to design and optimize MMOD shields for spacecraft are recognizing the need to investigate shield response from different types of impactors that span the range of densities observed in the MMOD population, such as nylon, Al, Al 2 O 3 , steel, and Cu. These tests, however, still pre-dominantly employ spherical and homogenous projectiles. Adding any compositional or mineralogical complexity to the impactor, such as what would be expected from a polymineralic micrometeoroid, for ex-ample, will be concomitant with a more complex shockwave structure in the projectile after it impacts the outer surface of any type of MMOD shield. The magnitude of these complexities will depend on how varied the mineralogy of the projectile is, but in the case of a metal-bearing chondrite, the disparate shock impendence between adjacent metal and silicate grains will potentially create localized areas of shock focusing (local increase in nominal shock pressure), or shock shadowing (local decrease in nominal shock pressure). The response of a MMOD shield is generally predicted using a ballistic limit equation – a semiempirical curve, derived from hypervelocity testing data, that denotes a particle diameter (for a given set of impact conditions such as projectile density and impact angle) when a shield will fail as a function of impact speed. These curves exhibit inflection points as a function of impact speed that represent when the projectile experiences sufficient pressure to fragment, melt, or vaporize. The introduction of shock focusing and shadowing in a heterogenous projectile will add uncertainty to the predicted pressures needed to go through each transition, leading to increased uncertainty in the expected performance of the MMOD shield. Therefore, it is necessary to explore the performance of MMOD shields in hypervelocity tests against more complex, natural projectile materials. To this end we have conducted a comparative test series to begin investigating the impact damage caused by meteoritic and terrestrial-analog projectiles, to that of spherical Al projectiles of similar mass.

Impact testing↗
NASA NTRSDate not supplied

NASA’s Quesst Community Survey Campaign with the X-59 Aircraft

In its mission to expand knowledge and improve aviation, NASA conducts research to address sonic boom noise, the prime barrier to overland supersonic flight. For half a century, civilian aircraft have been required to fly slower than the speed of sound when over land to prevent sonic boom disturbances to communities under the flight path. However, lower noise levels may be achieved via new aircraft shaping techniques that reduce the merging of shockwaves generated during supersonic flight. As part of its Quesst mission, NASA is building a piloted, research aircraft called the X-59 to demonstrate low noise supersonic flight. After initial flight testing to ensure the aircraft performs as designed, NASA will begin a national campaign of supersonic flights over communities to collect data on how people perceive the sounds from this new design. The data collected will support the efforts of national and international noise regulators to develop new standards that would allow supersonic flight over land at low noise levels. This presentation summarizes the NASA Quesst community survey campaign.

supersonic flight↗
NASA NTRS2002

The x-ray luminosities of Herbig-Haro objects

We find that our analytic model reproduces the observed X-ray luminosity of HH 2, and we propose that HH 80/81 is a good candidate for future observations with Chandra.

Herbig-Haro objects jets outflows kinematics dynam↗
NASA NTRS2016

Background Oriented Schlieren (BOS) of a Supersonic Aircraft in Flight

This article describes the development and use of Background Oriented Schlieren on a full-scale supersonic jet in flight. A series of flight tests was performed in October, 2014 and February 2015 using the flora of the desert floor in the Supersonic Flight Corridor on the Edwards Air Force Base as a background. Flight planning was designed based on the camera resolution, the mean size and color of the predominant plants, and the navigation and coordination of two aircraft. Software used to process the image data was improved with additional utilities. The planning proved to be effective and the vast majority of the passes of the target aircraft were successfully recorded. Results were obtained that are the most detailed schlieren imagery of an aircraft in flight to date.

Schlieren imaging↗