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At least 109 records · Page 6

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NASA NTRS1985

Differential electron scattering cross sections for the 3 (2)S to 3 (2)P0 h, k transitions in Mg II - Comparison of experiment and theory

Angular differential electron scattering cross sections are reported for the unresolved inelastic 3s (2)S to 3p (2)P0 h, k transitions in Mg II for the first time. Relative differential cross sections have been measured at 35 eV and 50 eV in the angular range of Theta between 6 and 17 deg using the newly developed electron energy loss technique in a crossed electron-ion beam geometry. Theoretical values have been calculated in a five-state close-coupling approximation in which 3s, 3p, 3d, 4s, and 4p states were included, and to which measurements were normalized at Theta = 12 deg.

Williams, I. D.↗

NASA NTRS1986

The interaction between a strong longitudinal vortex and a turbulent boundary layer

This paper presents the preliminary results of a long-term investigation of the interaction of strong longitudinal vortices with turbulent boundary layers. A pair of trailing vortices is generated by a delta wing, which is mounted ahead of a flat plate so that the trailing vortices merge with the boundary layer on the upper surface of the flat plate, while the non-rolled-up part of the delta-wing wake passes below the plate. This approximates an aircraft wing with a close-coupled canard. The measurements show how the boundary-layer fluid is first subjected to large cross flow and is then transported away from the plate to circulate around the vortex core.

Cutler, A. D.↗

NASA NTRS1985

X-29 initial flight test results

It is announced that the X-29 forward-swept-wing (FSW) aircraft has been built, with flight testing under way and proceeding smoothly. The X-29 is a single-seat, single-engine supersonic aircraft that blends an optimized FSW, a close-coupled near-coplar canard, an F-5A forward fuselage module employing two side-mounted engine inlets, and a new aft fuselage. An F404-GE-400 engine with afterburner provides about 16,000 lb of thrust. The X-29 was designed to be near neutrally stable in the supersonic region to minimize drag; it becomes highly unstable transonically and subsonically, which dictates the use of a computerized fly-by-wire flight control system capable of stabilizing the aircraft. The X-29 advanced technology demonstrator began flight testing on Dec. 14, 1984; by Sept. 26, 1985, its envelope had been expanded to 0.75 Mach, 350 knots estimated airspeed, and 30,000 feet altitude. The aircraft has flown with very few problems and aerodynamic, structural, and control system results have correlated well with predictions. Areas where prediction and performance are not so well correlated are noted.

Ishmael, S. D.↗

NASA NTRS1986

A 25-LBF gaseous oxygen/gaseous hydrogen thruster for space station application

A prototype 25 lb sub f gaseous oxygen/gaseous hydrogen thruster for Space Station propulsion application was designed and fabricated by Rocketdyne and endurance tested at the NASA/Marshall space Flight Center. The thruster incorporates a regeneratively cooled thrust chamber with a nozzle exit area ratio of 30, a 12-element coaxial injector, a spark igniter, and close-coupled propellant valves. Test results indicate that all major technology issues for long-life gaseous oxygen/gaseous hydrogen thrusters for Space Station application have been resolved.

Heckert, B. J.↗

NASA NTRS1987

Preliminary flight assessment of the X-29A advanced technology demonstrator

Several new technologies integrated on the X-29A advanced technology demonstrator are being evaluated for the next generation of fighter aircraft. Some of the most noteworthy ones are the forward-swept wing, digital fly-by-wire flight control system, close-coupled wing-canard configuration, aeroelastically tailored composite wing skins, three-surface pitch control configuration, and a highly unstable airframe. The expansion of the aircraft 1-g and maneuver flight envelopes was recently completed over a two-year period in 84 flights. Overall flight results confirmed the viability of the aircraft design, and good agreement with preflight predictions was obtained. The individual technologies' operational workability and performance were confirmed. This paper deals with the flight test results and the preliminary evaluation of the X-29A design and technologies. A summary of the primary technical findings in structural static loads, structural dynamic characteristics, flight control system characteristics, aerodynamic stability and control, and aerodynamic performance is presented.

Hicks, John W.↗

NASA NTRS1985

Propulsion and airframe aerodynamic interactions of supersonic V/STOL configurations, phase 1

A wind tunnel model of a supersonic V/STOL fighter configuration has been tested to measure the aerodynamic interaction effects which can result from geometrically close-coupled propulsion system/airframe components. The approach was to configure the model to present two different test techniques. One was a coventional test technique composed of two test modes. In the Flow-Through mode, absolute configuration aerodynamics are measured, including inlet/airframe interactions. In the Jet-Effects mode, incremental nozzle/airframe interactions are measured. The other test technique is a propulsion simulator approach, where a subscale, externally powered engine is mounted in the model. This allows proper measurement of inlet/airframe and nozzle/airframe interactions simultaneously.

Mraz, M. R.↗

NASA NTRS1986

Wright Brothers Lectureship in Aeronautics: Experience with HiMAT remotely piloted research vehicle - An alternate flight test approach

The highly maneuverable aircraft technology (HiMAT) program explored the various and complex interactions of advanced technologies, such as aeroelastic tailoring, close-coupled canard, and relaxed static stability. A 0.44-subscale remotely piloted research vehicle (RPRV) of a hypothetical fighter airplane was designed and flight-tested to determine the effects of these interactions and to define the design techniques appropriate for advanced fighter technologies. Flexibility and high maneuverability were provided by flight control laws implemented in ground-based computers and telemetered to the vehicle control system during flight tests. The high quality of the flight-measured data and their close correlation with the analytical design modeling proved that the RPRV is a viable and cost-effective tool for developing aerodynamic, structure, and control law requirements for highly maneuverable fighter airplanes of the future.

Deets, D. A.↗

NASA NTRS1987

Effective collision strengths for electron impact excitations in S II

Electron impact collision strengths for forbidden, semiforbidden, and allowed transitions in S II calculated using the R-matrix method are presented. Configuration interaction wave functions are used to represent the six target states included in the calculation. At low impact energies the collision strengths are dominated by resonances for several transitions. The contribution from higher partial waves is obtained in the close-coupling approximation with exchange terms omitted. Results are presented for the effective collision strengths over a wide temperature range (5000-150,000 K) of astrophysical interest. The present results for the 4S(0) yields 2P(0) transition are 20-30 percent lower than previous calculations, while for the 4S(0) yields 2D(0) transition they are in good agreement. The results are approximately 30 percent higher than those of Ho and Henry (1983) for the 4S(0) yields 2P(0) transition at 80,000 K, and the difference between the two results increases with decreasing temperatures (under 80,000 K).

Tayal, S. S.↗

NASA NTRS1987

Electron-impact excitation cross sections for the b 3Sigma(+)nu state of H2

Differential and integral cross sections for electron-impact excitation of the b 3Sigma(+)nu state of H2 have been determined in the 20-100-eV impact energy region. The calibration of the cross sections was achieved through the H2 elastic scattering cross sections, which in turn were normalized to absolute He elastic scattering cross sections. Comparison is made with available experimental data and with theoretical results applying Born-Ochkur-Rudge, distorted-wave, and close-coupling approximations.

Khakoo, M. A.↗

NASA NTRS1987

Measurement of electron-impact excitation in boronlike carbon

The cross section for the electron-impact excitation of C(+) (2s2 2p 2P0)-(2s2p2 2D) is measured in a colliding-beams apparatus for several collision energies near the threshold for the process. A cross section of (1.1 + or - 0.3) x 10 to the -16th sq cm at threshold is found. Reasonable agreement is found with close-coupling calculations.

Lafyatis, G. P.↗

NASA NTRS1986

Flight testing the X-29

A testing status report is presented for the X-29 forward-swept-wing experimental aircraft, which integrates such advanced technologies as an aeroelastically tailored composite wing, a thin supercritical airfoil, three-surface pitch control, discrete variable camber, full-authority close-coupled canards, static instability, and digital fly-by-wire flight controls. X-29 flight test results to date raise several issues pertinent to the design of future combat aircraft flight control systems; for example, they bring into question the current MIL-8785C requirements on control system time delays.

Smith, Rogers E.↗

NASA NTRS1985

Parametric study of supersonic STOVL flight characteristics

A number of different control devices and techniques are evaluated to determine their suitability for increasing the short takeoff performance of a supersonic short-takeoff/vertical landing (STOVL) aircraft. Analysis was based on a rigid-body mathematical model of the General Dynamics E-7, a single engine configuration that utilizes ejectors and thrust deflection for propulsive lift. Alternatives investigated include increased static pitch, the addition of a close-coupled canard, use of boundary layer control to increase the takeoff lift coefficient, and the addition of a vectorable aft fan air nozzle. Other performance studies included the impact of individual E-7 features, the sensitivity to ejector performance, the effect of removing the afterburners, and a determination of optional takeoff and landing transition methods. The results pertain to both the E-7 and other configurations. Several alternatives were not as well suited to the E-7 characteristics as they would be to an alternative configuration, and vice versa. A large amount of supporting data for each analysis is included.

Rapp, David C.↗

NASA NTRS1986

PAN AIR analysis of the NASA/MCAIR 279-3: An advanced supersonic V/STOL fighter/attack aircraft

PAN AIR is a computer program for predicting subsonic or supersonic linear potential flow about arbitrary configurations. The program was applied to a highly complex single-engine-cruise V/STOL fighter/attack aircraft. Complexities include a close-coupled canard/wing, large inlets, and four exhaust nozzles mounted directly under the wing and against the fuselage. Modeling uncertainties involving canard wake location and flow-through approximation through the inlet and the exhaust nozzles were investigated. The recently added streamline capability of the program was utilized to evaluate visually the predicted flow over the model. PAN AIR results for Mach numbers of 0.6, 0.9, and angles of attack of 0, 5, and 10 deg. were compared with data obtained in the Ames 11- by 11-Foot Transonic Wind tunnel, at a Reynolds number of 3.69 x 10 to the 6th power based on c bar.

Madson, Michael D.↗

NASA NTRS1987

Preliminary flight assessment of the X-29A advanced technology demonstrator

Hicks, John W.↗

NASA NTRS1988

25-LBF GO2/GH2 space station thruster

Multiple 25-lbf oxygen/gaseous hydrogen thruster assemblies for the Space Station propulsion application were designed and fabricated by Rocketdyne and endurance tested at the NASA/Marshall Space Flight Center. The thrusters incorporate a regeneratively cooled thrust chamber with a nozzle area ratio of 30, a 12-element coaxial injector, an ignition system, and close-coupled propellant valves. The various thruster configurations comprised of mating different injectors and thrust chambers. Over 2 million lbf-sec of impulse was demonstrated at mixture ratios from 3 to 8.4 at vacuum conditions. A thruster was subjected to over 10,000 pulses during which minimum impulse bits of less than 0.5 lb/sec were repeatedly and reliably demonstrated. A total operating time of 25.6 hr was accumulated on the thruster assemblies with one 6.1-hr. continuous firing duration. The thrusters operated between a thrust range of 11.2 and 36.6 lbf. The test results indicate that all major technology issues for long-life gaseous oxygen/gaseous hydrogen thrusters for the Space Station application have been resolved.

Finden, L. E.↗

NASA NTRS1988

Performance of a small centrifugal pump in He I and He II

The performance characteristics of a small centrifugal pump in He I and He II are determined over the temperature range of 1.6 to 4.2 K. The single-stage pump is powered by a close-coupled cryogenic induction motor. In the absence of cavitation, pump performance (head and capacity) was found to be identical for He I and He II. Developed heads up to 16 m and capacities of up to 900 liters/hr are obtained at 7000 rpm. A three-blade screw inducer was shown to require much less suction head than a six-blade propeller inducer.

Ludtke, P. R.↗

NASA NTRS1988

Electron-impact excitation of atomic oxygen

A close-coupling approximation is employed to theoretically investigate the excitation of the 3s3S0 and 3p3P states of atomic oxygen for electron impact energies ranging from 13.87-100 eV. The target states included in the expansion of the total wave function are modeled by accurate configuration-interaction wave functions. The results are consistent with recent experimental findings for the dipole-allowed 3P-3s3S0 transition.

Tayal, S. S.↗

NASA NTRS1988

Cavitation characteristics of a small centrifugal pump in He I and He II

The cavitation characteristics of a small preinduced centrifugal pump operating in He I and He II over the temperature range 1.8-4.2 K are presented. The pump and close-coupled induction motor operate immersed in liquid helium. A six-blade propeller inducer and a three-blade screw inducer were both tested. With this pump configuration using either inducer, there is a tremendous difference between the cavitation characteristics of He I and He II. The net positive suction head requirements for this pump with the screw inducer could not be determined for He I, but it is less than -100 mm and, depending on flow rate, ranges between 35 and 165 mm for He II.

Ludtke, P. R.↗