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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

Modeling and analysis methodology for aeroelastically tailored chordwise deformable wings

Structural concepts have been created which produce chordwise camber deformation that results in enhanced lift. A wing box can be tailored to utilize each of these with composites. In attempting to optimize the aerodynamic benefits, we have found there are two optimal designs that are of interest. There is a weight optimum which corresponds to the maximum lift per unit structural weight. There is also a lift optimum that corresponds to maximum absolute lift. New structural models, the basic deformation mechanisms that are utilized and typical analytical results are presented. It appears that lift enhancements of sufficient magnitude can be produced to render this type of wing tailoring of practical interest. Experiments and finite element correlations are performed which confirm the validity of the theoretical models utilized.

Rehfield, Lawrence W.↗
NASA NTRS2011

Kinematics and Kinetics of Squat and Deadlift Exercises with Varying Stance Widths

The primary motion of squat and deadlift exercise involves flexion and extension of the hips, knees, and ankles, but each exercise can be performed with variations in stance width. These variations may result in differing kinematics and ground reaction forces (GRF), which may in turn affect joint loading. PURPOSE: The purpose of this investigation was to compare ankle, knee, and hip kinematics and kinetics of normal squat (NS), wide-stance squat (WS), normal deadlift (ND), and sumo deadlift (SD). We hypothesized that hip joint kinematics and work at each joint would differ between exercise variations. METHODS: Six subjects (3 m/3 f; 70.0 plus or minus 13.7 kg; 168 plus or minus 9.9 cm) performed each lift in normal gravity on the ground-based version of the Advanced Resistive Exercise Device (ARED) used on the International Space Station. The ARED provided resistance with a combination vacuum tube/flywheel mechanism designed to replicate the gravitational and inertial forces of free weights. Subjects completed each lift with their 10-repetition maximum load. Kinematic data were collected at 250 Hz by a 12-camera motion-capture system (Smart-D, BTS Bioengineering, Milan, Italy), and GRF data were collected at 1000 Hz with independent force platforms for each leg (Model 9261, Kistler Instruments AG, Winterhur, Switzerland). All data were captured simultaneously on a single workstation. The right leg of a single lift for each motion was analyzed. Modeling software (OpenSim 2.2.0, Simbios, Palo Alto, CA) determined joint kinematics and net positive and negative work at each lower extremity joint. Total work was found as the sum of work across all joints and was normalized by system mass. Effect sizes and their 95% confidence intervals were computed between conditions. RESULTS: Peak GRF were similar for each lift. There were no differences between conditions in hip flexion range of motion (ROM). For hip adduction ROM, there were no differences between the NS, WS, and SD. However, hip adduction ROM was greater during the NS and SD than during the ND. Hip rotation ROM was greater during the WS than during the NS and SD, and was greater during the SD than during the ND. For knee and ankle flexion ROM, the ND, WS, and SD were not different, but ROM was greater during the NS than the ND and greater during the WS than the SD. Total eccentric work was greater during the WS than the SD. Otherwise, there were no differences in eccentric or concentric work between conditions. CONCLUSIONS: Although squat and deadlift exercises consist of similar motions, there are kinematic differences between them that depend on stance width. Total eccentric and concentric work are similar for different lifts, but differing kinematics may require activation of different musculature for each variation. With respect to each condition, in the ND the ROM of each joint tended to be less, and the WS tended to trade knee motion for hip motion. PRACTICAL APPLICATIONS: Knowledge of differences in kinematics and kinetics between different squat and deadlift variations is important for coaches and rehabilitation personnel to understand when prescribing exercise. Our results suggest that each variation of the squat and deadlift should be considered a separate exercise that may induce different long-term training effects.

DeWitt, John K.↗
NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗
NASA NTRS2019

Modeling Turboshaft Engines for the Revolutionary Vertical Lift Technology Project

Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design and performance under the Revolutionary Vertical Lift Technology (RVLT) Project. These models were developed using open data sources, assuming current and advanced technology levels, and range from 650 to 7,500 shaft output horsepower (485 to 5,600 kW). Documenting the methodology, assumptions, and resulting performance realizes important benefits NASA and the aviation community. NASA concept vehicle efforts using these propulsion models can be more readily shared among the government, industry and university community as common baselines to support current and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various modeling conceptual vehicle and mission analysis environments advanced, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To perform this effort, the turboshaft engine is briefly discussed, highlighting the specific components and their expected performance characteristics over the power range and technology levels considered. Engine configurations will also be discussed as they will vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight will be reported, noting trends that are important for system studies. The effect of advanced propulsion technologies on RVLT concept vehicles are also reported. Finally, potential future propulsion modeling work will be proposed.

Snyder, Christopher A.↗
NASA NTRS1984

The structural optimization of a spreader bar for twin lift helicopter operations

An optimization study was performed to develop a minimum weight spreader bar to allow two helicopters to lift the same payload. With this arrangement, the maximum payload that can be lifted is almost doubled without the expense of designing and building a new helicopter. The concept has had some limited use by civil helicopter operators using small helicopters and has been demonstrated in large scale by two CH-54's which successfully lifted a total load of 20 ton. To this point, rather heavy available beams or tower structures have been used for the spreader bar. Since the weight of the bar not only detracts from payload but also adds to the logistics problem, there are more than the usual incentives to minimize weight. Since the design requirement is for classic beam column with uniform side loads resulting from bar weight and aerodynamic drag, the design problem is particularly amenable to optimization. A study has been performed at Sikorsky to establish the minimum weight for a spreader bar sized to carry a load equal to the capacity of two Army BLACK HAWK helicopters. Toward this end, a computer program was written to analyze the spreader bar deflections and stresses and coupled to the NASA developed CONMIN optimization routines.

Dobyns, A.↗
NASA NTRS1972

Predicted flight characteristics of the augmentor wing jet STOL research aircraft

An existing deHavilland C-8A airplane has been modified into an augmentor wing flight test vehicle. Research objectives are to verify the augmentor flap concept and to produce data for STOL airworthiness criteria. The Modified C-8A provides the means for jet-STOL flight research down to a 60 knot approach speed. The airplane has a high thrust-to-weight ratio, high-lift flap system, vectored thrust, powerful flight controls, and lateral-directional stability augmentation system. Normal performance and handling qualities are expected to be satisfactory. Analysis and piloted simulator results indicate that stability and control characteristics in conventional flight are rated satisfactory. Handling qualities in the STOL regime are also generally satisfactory, although pilot workload is high about the longitudinal axis.

Spitzer, R. E.↗
NASA NTRS1979

The significance of wing end configuration in airfoil design for civil aviation aircraft

Lift-dependent induced drag in commercial aviation aircraft is discussed, with emphasis on the necessary compromises between wing and configuration modifications which better lift performance and the weight gains accompanying such modifications. Triangular, rectangular and elliptical configurations for wing ends are considered; attention is also given to airfoil designs incorporating winglets. Water tunnel tests of several configurations are reported. In addition, applications of wing and modifications to advanced technology commercial aviation aircraft and the Airbus A-300 are mentioned.

Zimmer, H.↗
NASA NTRS1981

Concept definition and aerodynamic technology studies for single-engine V/STOL fighter/attack aircraft

The results obtained in the early stages of a research program to develop aerodynamic technology for single-engine V/STOL fighter/attack aircraft projected for the post-1990 period are summarized. This program includes industry studies jointly sponsored by NASA and the Navy. Four contractors have identified promising concepts featuring a variety of approaches for providing propulsive lift. Vertical takeoff gross weights range from about 10,000 to 13,600 kg (22,000 to 30,000 lb). The aircraft have supersonic capability, are highly maneuverable, and have significant short takeoff overload capability. The contractors have estimated the aerodynamics and identified aerodynamic uncertainties associated with their concepts. Wind-tunnel research programs will be formulated to investigate these uncertainties. A description of the concepts is emphasized.

Nelms, W. P.↗
NASA NTRS1986

Water-Thickness Gage

Gage for determining depth of water buildup on outside of aircraft relatively simple to operate and yields result independent of conductivity of water. Gage used to evaluate effects of water on lift and detect water weight excesses. Dual-sensor gage eliminates effects of water conductivity, providing direct correlation between resistivity and water thickness.

Weinstein, L. M.↗
NASA NTRS2017

Trajectory Dispersed Vehicle Process for Space Launch System

The Space Launch System (SLS) vehicle is part of NASA's deep space exploration plans that includes manned missions to Mars. Manufacturing uncertainties in design parameters are key considerations throughout SLS development as they have significant effects on focus parameters such as lift-off-thrust-to-weight, vehicle payload, maximum dynamic pressure, and compression loads. This presentation discusses how the SLS program captures these uncertainties by utilizing a 3 degree of freedom (DOF) process called Trajectory Dispersed (TD) analysis. This analysis biases nominal trajectories to identify extremes in the design parameters for various potential SLS configurations and missions. This process utilizes a Design of Experiments (DOE) and response surface methodologies (RSM) to statistically sample uncertainties, and develop resulting vehicles using a Maximum Likelihood Estimate (MLE) process for targeting uncertainties bias. These vehicles represent various missions and configurations which are used as key inputs into a variety of analyses in the SLS design process, including 6 DOF dispersions, separation clearances, and engine out failure studies.

Statham, Tamara↗
NASA NTRS1959

The Problem of Obtaining High Lift-Drag Ratios at Supersonic Speeds

The importance of the lift to drag ratio is well known to all aircraft designers since it gives, to a great extent, the aerodynamic efficiency of the airplane. Aerodynamic efficiency, however, is only one component of the grand compromise that a completed airplane represents. At subsonic speeds, lift-drag ratios of well over 200 have been measured in wind tunnels on airfoil sections; but few powered aircraft have attained (L/D) value of 20. It is invariably true that the requirements of stability and control, structure, and flight operation all contribute to reducing the design (L/D) (sub max)) considerably below those exotic values which can be predicted from unrestricted aerodynamic theory. If, however, a certain range or operating efficiency is required, there is most certainly a minimum (L/D) (sub max)) value for which the goals are just attainable. If we examine the range equation we see that range is proportional to the lift-drag ratio, the thermopropulsive efficiency, and the logarithm of the initial to final weight ratio. The appearance of the lift-drag ratio as a linear factor in the range equation indicates that every attempt should be made to increase (L/D) (sub max)); however, the search for higher (L/D)max may lead to strange and unorthodox configurations. Most frequently, such configurations are ruled out by the adverse effects of their geometry on the weight ratios. In the present paper, we will deal with the maximum lift-drag ratio problem for conventional configurations having a wing and a body in close proximity to each other. No attempt will be made to select a particular configuration as being the best. However, the promising direction to go from the aerodynamic view will be stressed with the understanding that the other factors may outweight the aerodynamics

Brown, Clinton E.↗
NASA NTRS2019

Modeling Turboshaft Engines for the Revolutionary Vertical Lift Technology Project

Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design in support of the National Aeronautics and Space Administration's (NASA) Aeronautics Mission Research Directorate's (ARMD) Revolutionary Vertical Lift Technology (RVLT) Project. These models were developed using open data sources, assuming current and advanced technology levels, and range from 650 to 7,500 shaft output horsepower (485 to 5,600 kilowatts). Documenting the methodology, assumptions, and resulting performance realizes important benefits for NASA and the aviation community. NASA concept vehicle efforts using these propulsion models can more readily shared among the government, industry and university community as common baselines to support current and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various modeling conceptual vehicle and mission analysis environments advance, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To perform this effort, the turboshaft engine is briefly discussed, highlighting the specific components and their expected performance characteristics over the power range and technology levels considered. Engine configurations will also be discussed as they will vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight will be reported, noting trends that are important for system studies. The effect of advanced propulsion technologies on RVLT-concept vehicles are also reported. Finally, potential future propulsion modeling work will be proposed.

Snyder, Christopher A.↗
NASA NTRS1992

Contraction-Only Exercise Machine

Standard knee-extension machine modified so subject experiences force only when lifting leg against stack of weights. Exerts little force on leg while being lowered. Hydraulic cylinder and reservoir mounted on frame of exercise machine. Fluid flows freely from cylinder to reservoir during contraction (lifting) but in constricted fashion from reservoir to cylinder during extension (lowering).

Doerr, Donald F.↗
NASA NTRSDate not supplied

Modeling Turboshaft Engines for the Revolutionary Vertical Lift Technology Project, Expanded

Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design and performance under the Revolutionary Vertical Lift Technology (RVLT) Project in 2019 by Snyder in Ref. 1. These models were developed using open data sources, assuming present and future technology levels, and range from 650 to 5,000 output shaft horsepower (485 to 3,730 kW). This paper expands on the previous research, extending the power ranges from 200 to 15000 output shaft horsepower (150 to 11,200 kW) and documenting the methodology, assumptions, and engine performance realizes important benefits for NASA and the aviation community. NASA concept vehicle study efforts using these baseline propulsion models can be more readily shared among the government, industry, and university community to support present and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various modeling conceptual vehicle and mission analysis environments advance, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To expand on the previous effort, the turboshaft engine is briefly discussed, highlighting the specific components, and expected performance characteristics over the updated power range and technology levels considered. Additional engine configurations will also be discussed as they vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight will be updated, noting trends that are important for system studies. Finally, the effect of advanced propulsion technologies on RVLT concept vehicles are also reported along with the tools and software methods used to complete the analysis.

VTOL↗
NASA NTRSDate not supplied

Modeling Turboshaft Engines for the Revolutionary Vertical Lift Technology Project, Expanded

Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design and performance under the Revolutionary Vertical Lift Technology (RVLT) Project in 2019 by Snyder in Ref. 1. These models were developed using open data sources, assuming present and future technology levels, and range from 650 to 5,000 output shaft horsepower (485 to 3,730 kW). This paper expands on the previous research, extending the power ranges from 200 to 15000 output shaft horsepower (150 to 11,200 kW) and documenting the methodology, assumptions, and engine performance realizes important benefits for NASA and the aviation community. NASA concept-vehicle study efforts using these baseline propulsion models can be more readily shared among the government, industry, and university community to support present and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various modeling conceptual vehicle and mission analysis environments advance, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To expand on the previous effort, the turboshaft engine is briefly discussed, highlighting the specific components, and expected performance characteristics over the updated power range and technology levels considered. Additional engine configurations will also be discussed as they vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight will be updated, noting trends that are important for system studies. Finally, the effect of advanced propulsion technologies on RVLT concept vehicles are also reported along with the tools and software methods used to complete the analysis

VTOL↗
NASA NTRS2023

Modeling Turboshaft Engines for the Revolutionary Vertical Lift Technology Project, Expanded

Turboshaft engine performance and weight models were developed to support conceptual propulsion and vehicle mission design and performance under the Revolutionary Vertical Lift Technology (RVLT) Project in 2019 by Snyder in Reference 7. These models were developed using open data sources, assuming present and future technology levels, and range from 650 to 5,000 output shaft horsepower (485 to 3,730 kW). This paper expands on the previous research, extending the power ranges from 200 to 15000 output shaft horsepower (150 to 11,200 kW) and documenting the methodology, assumptions, and engine performance realizes important benefits for NASA and the aviation community. NASA concept-vehicle study efforts using these baseline propulsion models can be more readily shared among the government, industry, and university community to support present and future work. Assessing the benefits of advanced technologies and new configurations can be facilitated using these models, which helps guide technology investment. As the various conceptual vehicle and mission analysis simulations are developed, these models can be used directly for broader systems analysis studies, including optimization within the propulsion model itself. To expand on the previous effort, the turboshaft engine is briefly discussed, highlighting the specific components, and expected performance characteristics over the updated power range and technology levels considered. Additional engine configurations will also be discussed as they vary based on power output and assumed technology level. Engine performance, such as airflow, power output and weight are updated, noting important trends for system studies. Finally, the effect of advanced propulsion technologies on public reference models including RVLT concept vehicles are reported along with the tools and software methods used to complete the analysis.

VTOL↗
NASA NTRS1976

Feasibility study of modern airships, phase 2. Volume 1: Heavy lift airship vehicle. Book 1: Overall study results

A Heavy Lift Airship combining buoyant lift derived from a conventional helium-filled non-rigid airship hull with propulsive lift derived from conventional helicopter rotors was investigated. The buoyant lift essentially offsets the empty weight of the vehicle; thus the rotor thrust is available for useful load and to maneuver and control the vehicle. Such a vehicle is capable of providing a quantum increase in current vertical lifting capability. Certain critical deficiencies of past airships are significantly minimized or eliminated.

Source record↗
NASA NTRS1961

Take-off Distances of a Supersonic Transport Configuration as Affected by Airplane Rotation During the Take-off Run

The take-off distances over a 35-foot obstacle have been determined for a supersonic transport configuration characterized by a low maximum lift coefficient at a high angle of attack and by high drag due to lift. These distances were determined analytically by means of an electronic digital computer. The effects of rotation speed, rotation angle, and rotation time were determined. A few configuration changes were made to determine the effects of thrust-weight ratio, wing loading, maximum lift coefficient, and induced drag on the take-off distance. The required runway lengths based on Special Civil Air Regulation No. SR-422B were determined for various values of rotation speed and compared with those based on full engine power. Increasing or decreasing the rotation speed as much as 5 knots from the value at which the minimum take-off distance occurred increased the distance only slightly more than 1 percent for the configuration studied. Under-rotation by 1 deg to 1.5 deg increased the take-off distance by 9 to 15 percent. Increasing the time required for rotation from 3 to 5 seconds had a rather small effect on the take-off distance when the values of rotation speed were near the values which result in the shortest take-off distance. When the runway length is based on full engine power rather than on SR-422B, the rotation speed which results in the shortest required runway length is 10 knots lower and the runway length is 4.3 percent less.

Hall, Albert W.↗