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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 109 records · Page 6
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NASA NTRS1978

Induced velocity field of a jet in a crossflow

An experimental investigation of a subsonic round jet exhausting perpendicularly from a flat plate into a subsonic crosswind of the same temperature was conducted. Velocity and pressure measurements were made in planes perpendicular to the path of the jet for ratios of jet velocity to crossflow velocity ranging from 3 to 10. The results of these measurements are presented in tabular and graphical forms. A pair of diffuse contrarotating vortices is identified as a significant feature of the flow, and the characteristics of the vortices are discussed.

Fearn, R. L.↗
NASA NTRS1978

Ground winds for Kennedy Space Center, Florida (1978 version)

Ground level runway wind statistics are presented for the Kennedy Space Center, Florida area. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway. This document supersedes NASA CR-128995 and should be used in place of it.

Johnson, D. L.↗
NASA NTRS1977

Risk of natural environment changes after Space Shuttle deorbit decision

The purpose of the present paper is to point out the risk of change of certain natural environment events that may be of concern in Space Shuttle landing analyses and deorbit decisions. These events are: precipitation, except light rain showers; thunderstorms with ceilings below 4000 ft; runway crosswinds above 20 knots peak at 33 ft; and thunderstorms in the descending glide path. Risk calculations showed that for deorbit decisions made one hour before landing, the maximum risk of change from favorable to unfavorable natural environment conditions is approximately 12 percent, the risk existing for only a few hours in midafternoon. Thunderstorms in the glide path account for more than three fourths of the total risk.

Brown, S. C.↗
NASA NTRS1977

An empirical model for ocean radar backscatter and its application in inversion routine to eliminate wind speed and direction effects

Several regression models were tested to explain the wind direction dependence of the 1975 JONSWAP (Joint North Sea Wave Project) scatterometer data. The models consider the radar backscatter as a harmonic function of wind direction. The constant term accounts for the major effect of wind speed and the sinusoidal terms for the effects of direction. The fundamental accounts for the difference in upwind and downwind returns, while the second harmonic explains the upwind-crosswind difference. It is shown that a second harmonic model appears to adequately explain the angular variation. A simple inversion technique, which uses two orthogonal scattering measurements, is also described which eliminates the effect of wind speed and direction. Vertical polarization was shown to be more effective in determining both wind speed and direction than horizontal polarization.

Dome, G. J.↗
NASA NTRS1978

Properties of aspect-ratio-4.0 rectangular jets in a subsonic crossflow

A series of wind-tunnel and laboratory tests were conducted at the NASA Langley V/STOL tunnel facility to determine both the detailed structure and the induced effects of aspect-ratio-4.0 rectangular jets both in a subsonic crosswind and in quiescent conditions. Wind-tunnel tests were conducted on both blunt (nozzle major axis normal to free stream) and streamwise (nozzle major axis parallel to free stream) nozzle orientations for jet injection angles ranging from 15 to 90 degrees at jet-to-crossflow velocity ratios of 4, 8, and 10. Results indicate that the blunt nozzle induced effects are more significant than those produced by comparable streamwise-oriented jets and that both the flow-field structure and induced effects of streamwise-oriented rectangular jets are quite similar to those created by round jets. Additionally, it is shown that significant differences exist in the vortex flow fields generated by the same rectangular nozzle mounted in two different test hardware configurations.

Thames, F. C.↗
NASA NTRS1979

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Baber, H. T., Jr.↗
NASA NTRS1979

Ground winds for Kennedy Space Center, Florida, 1979 revision

Revised ground-level runway wind statistics for the Kennedy Space Center, Florida area are presented. Crosswind, headwind, tailwind, and headwind reversal percentage frequencies are given with respect to month and hour for the Kennedy Space Center Space Shuttle runway.

Johnson, D. L.↗
NASA NTRS1979

An in-flight simulator investigation of roll and yaw control power requirements for STOL approach and landing: Development of capability and preliminary results

A six-degree-of-freedom variable-response research aircraft was used to determine the minimum lateral-directional control power required for desirable and acceptable levels of handling qualities for the STOL landing approach task in a variety of simulated atmospheric disturbance conditions for a range of lateral-directional response characteristics. Topics covered include the in-flight simulator, crosswind simulation, turbulence simulation, test configurations, and evaluation procedures. Conclusions based on a limited sampling of simulated STOL transport configurations flown to touchdown out of 6 deg, 75 kt MLS approaches, usually with a sidestep maneuver are discussed.

Ellis, D. R.↗
NASA NTRS1979

Velocity field of a round jet in a cross flow for various jet injection angles and velocity ratios

A subsonic round jet injected from a flat plate into a subsonic crosswind of the same temperature was investigated. Velocity and pressure measurements in planes perpendicular to the path of the jet were made for nominal jet injection angles of 45 deg, 60 deg, 75 deg, 90 deg, and 105 deg and for jet/cross flow velocity ratios of four and eight. The velocity measurements were obtained to infer the properties of the vortex pair associated with a jet in a cross flow. Jet centerline and vortex trajectories were determined and fit with an empirical equation that includes the effects of jet injection angle, jet core length, and jet/cross flow velocity ratios.

Fearn, R. L.↗
NASA NTRS1979

Data reduction and analysis of graphite fiber release experiments

The burn and burn/explode effects on aircraft structures were examined in a series of fifteen outdoor tests conducted to verify the results obtained in previous burn and explode tests of carbon/graphite composite samples conducted in a closed chamber, and to simulate aircraft accident scenarios in which carbon/graphite fibers would be released. The primary effects that were to be investigaged in these tests were the amount and size distribution of the conductive fibers released from the composite structures, and how these various sizes of fibers transported downwind. The structures included plates, barrels, aircraft spoilers and a cockpit. The heat sources included a propane gas burner and 20 ft by 20 ft and 40 ft by 60 ft JP-5 pool fires. The larger pool fire was selected to simulate an aircraft accident incident. The passive instrumentation included sticky paper and sticky bridal veil over an area 6000 ft downwind and 3000 ft crosswind. The active instrumentation included instrumented meteorological towers, movies, infrared imaging cameras, LADAR, high voltage ball gages, light emitting diode gages, microwave gages and flame velocimeter.

Lieberman, P.↗
NASA NTRS1980

CF6 jet engine performance improvement: New fan

As part of the NASA sponsored engine component improvement program, and fan package was developed to reduce fuel consumption in current CF6 turbofan aircraft engine. The new fan package consist of an improved fan blade, reduced fan tip clearance due to a fan case stiffener, and a smooth fan casing tip shroud. CF6 engine performance and acoustic tests demonstrated the predicted 1.8% improvement in cruise sfc without an increase in engine noise. Power management thrust/fan speed characteristics were defined. Mechanical and structural integrity was demonstrated in model fan rotor photoelastic stress tests, full-size fan blade bench fatigue tests, and CF6 engine bird ingestion, crosswind, and cyclic endurance tests. The fan was certified in the CF6-500c2/E2 engines and is in commerical service on the Boeing 747-200, Douglas DC-10-30, and Atrbus industrie A300B aircraft.

Fasching, W. A.↗
NASA NTRS1980

Carbon fiber plume sampling for large scale fire tests at Dugway Proving Ground

Carbon fiber sampling instruments were developed: passive collectors made of sticky bridal veil mesh, and active instruments using a light emitting diode (LED) source. These instruments measured the number or number rate of carbon fibers released from carbon/graphite composite material when the material was burned in a 10.7 m (35 ft) dia JP-4 pool fire for approximately 20 minutes. The instruments were placed in an array suspended from a 305 m by 305 m (1000 ft by 1000 ft) Jacob's Ladder net held vertically aloft by balloons and oriented crosswind approximately 140 meters downwind of the pool fire. Three tests were conducted during which released carbon fiber data were acquired. These data were reduced and analyzed to obtain the characteristics of the released fibers including their spatial and size distributions and estimates of the number and total mass of fibers released. The results of the data analyses showed that 2.5 to 3.5 x 10 to the 8th power single carbon fibers were released during the 20 minute burn of 30 to 50 kg mass of initial, unburned carbon fiber material. The mass released as single carbon fibers was estimated to be between 0.1 and 0.2% of the initial, unburned fiber mass.

Chovit, A. R.↗
NASA NTRS1979

Evaluation of a pilot workload metric for simulated VTOL landing tasks

A methodological approach to measuring workload was investigated for evaluation of new concepts in VTOL aircraft displays. Multivariate discriminant functions were formed from conventional flight performance and/or visual response variables to maximize detection of experimental differences. The flight performance variable discriminant showed maximum differentiation between crosswind conditions. The visual response measure discriminant maximized differences between fixed vs. motion base conditions and experimental displays. Physiological variables were used to attempt to predict the discriminant function values for each subject/condition/trial. The weights of the physiological variables in these equations showed agreement with previous studies. High muscle tension, light but irregular breathing patterns, and higher heart rate with low amplitude all produced higher scores on this scale and thus, represented higher workload levels.

North, R. A.↗
NASA NTRS1980

Results of a low-speed wind tunnel test of the MDC 2.2M supersonic cruise aircraft configuration

Results of a low speed test conducted in the Full Scale Tunnel at NASA Langley using an advanced supersonic cruise vehicle configuration are presented. These tests used a 10 percent scale model of a configuration that had demonstrated high aerodynamic performance at Mach 2.2 during a previous test program. The low speed model has leading and trailing edge flaps designed to improve low speed lift to drag ratios at high lift and includes devices for longitudinal and lateral/directional control. The results obtained during the low speed test program have shown that full span leading edge flaps are required for maximum performance. The amount of deflection of the leading edge flap must increase with C sub L to obtain the maximum benefit. Over 80 percent of full leading edge suction was obtained up to lift off C sub L's of 0.65. A mild pitch up occurred at about 6 deg angle of attack with and without the leading edge flap deflected. The pitch up is controllable with the horizontal tail. Spoilers were found to be preferable to spoiler/deflectors at low speeds. The vertical tail maintained effectiveness up to the highest angle of attack tested but the tail on directional stability deteriorated at high angles of attack. Lateral control was adequate for landing at 72 m/sec in a 15.4 m/sec crosswind.

Yip, L. P.↗
NASA NTRS1980

Simulator investigation of arrow-wing low-speed handling qualities

Low speed handling qualities of arrow wings were investigated with a piloted simulator. Existing aerodynamic data were used from NASA SCAT 15F tunnel tests augmented with Lockheed low speed wind tunnel test data. Two arrow wing planforms were chosen for the simulation effort a Mach 2.0 design and a Mach 2.7 design. These designs are in the SCAT 15F Mach 2.7 design family, having the same beta AR and beta cot lambda. Piloted simulation results indicate that both the Mach 2.0 and Mach 2.7 planforms have satisfactory longitudinal flying qualities. However, in the control of bank angle the Mach 2.0 planform demonstrates satisfactory handling qualities while the Mach 2.7 planform is unacceptable. This situation applies for crosswind landings at FAA limits and for lineup in heavy turbulence. The low speed superiority of the Mach 2 planform with its lower sweep and higher aspect ratio is also shown by its ability to approach at least 8 m/s slower than the Mach 2.7 planform without degradation in handling qualities.

Averett, B. T.↗
NASA NTRS1979

Velocity field near the jet orifice of a round jet in a crossflow

Experimentally determined velocities at selected locations near the jet orifice are presented and analyzed for a round jet in crossflow. Jet-to-crossflow velocity ratios of four and eight were studied experimentally for a round subsonic jet of air exhausting perpendicularly through a flat plate into a subsonic crosswind of the same temperature. Velocity measurements were made in cross sections to the jet plume located from one to four jet diameters from the orifice. Jet centerline and vortex properties are presented and utilized to extend the results of a previous study into the region close to the jet orifice.

Fearn, R. L.↗
NASA NTRS1981

Simulation of Heavy Lift Airship dynamics over large ranges of incidence and speed

A nonlinear, multibody, six-degrees-of-freedom digital simulation has been developed to study generic Heavy Lift Airship (HLA) dynamics and control. The basic aerodynamic functions developed to model the hull, tail, and rotor loads continuously over all incidence ranges are reviewed and applied to a Quadrotor HLA with a low fineness ratio hull and a small vee-tail. Trim calculations for a test vehicle suggest control power deficiencies in crosswind stationkeeping for the unloaded vehicle. Gust responses show the importance of correctly calculating loads due to accelerated relative motion of air and hull. Numerically linearized dynamics for the test vehicle show the existence of a divergent yaw mode, and an oscillatory pitch mode whose stability characteristics are sensitive to flight speed. A considerable improvement in the vehicle's stability and response results from a simple multi-axis closed-loop control system operating on the rotors and propeller blades.

Tischler, M. B.↗