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Analysis and validation of characteristics of general purpose airborne simulator for simulation of aerodynamic characteristics of large transport aircraft
Mineral dust aerosols have radiative impacts on Earth's atmosphere, have been implicated in local and regional air quality issues, and have been identified as vectors for transporting disease pathogens and bringing mineral nutrients to terrestrial and oceanic ecosystems. We present for the first time dust simulations using online transport and meteorological analysis in the NASA Finite-Volume General Circulation Model (FVGCM). Our dust formulation follows the formulation in the offline Georgia Institute of Technology-Goddard Global Ozone Chemistry Aerosol Radiation and Transport Model (GOCART) using a topographical source for dust emissions. We compare results of the FVGCM simulations with GOCART, as well as with in situ and remotely sensed observations. Additionally, we estimate budgets of dust emission and transport into various regions.
The formation and evolution of the polar laminated terrain depends on rates of dust transport to the polar caps. A simplified dynamical model is shown similar to models used to simulate terrestrial stratospheric polar warmings could simulate certain observed features of the circulation during Martian global dust storms. Model simulations of dust transport showed that substantial quantities of dust, enough to produce optical depths of approx. 1, could reach the pole during these storms.
The Arrow 227 is a student-designed commercial transport for use in a overnight package delivery network. The major goal of the concept was to provide the delivery service with the greatest potential return on investment. The design objectives of the Arrow 227 were based on three parameters; production cost, payload weight, and aerodynamic efficiency. Low production cost helps to reduce initial investment. Increased payload weight allows for a decrease in flight cycles and, therefore, less fuel consumption than an aircraft carrying less payload weight and requiring more flight cycles. In addition, fewer flight cycles will allow a fleet to last longer. Finally, increased aerodynamic efficiency in the form of high L/D will decrease fuel consumption.
Methods to reduce the fatigue test time for structural materials which are candidates for supersonic transport airplanes were investigated by conducting real-time and accelerated fatigue tests. The tests employed sequences of stresses and temperatures to simulate the flights of a Mach 3 transport airplane. Some of the simulated flights were altered to determine the effect of the design mean stress and the number of stress cycles per flight on fatigue life. Salt solution was also applied in other tests. Notched Ti-8Al-1Mo-1V and Ti-6Al-4V were used in the investigation.
Possibilities for reducing fatigue-test time for supersonic-transport materials and structures were studied in tests with simulated flight-by-flight loading. In order to determine whether short-time tests were feasible, the results of accelerated tests (2 sec per flight) were compared with the results of real-time tests (96 min per flight). The effects of design mean stress, the stress range for ground-air-ground cycles, simulated thermal stress, the number of stress cycles in each flight, and salt corrosion were studied. The flight-by-flight stress sequences were applied to notched sheet specimens of Ti-8Al-1Mo-1V and Ti-6Al-4V titanium alloys. A linear cumulative-damage analysis accounted for large changes in stress range of the simulated flights but did not account for the differences between real-time and accelerated tests. The fatigue lives from accelerated tests were generally within a factor of two of the lives from real-time tests; thus, within the scope of the investigation, accelerated testing seems feasible.
The Global Modeling Initiative (GMI) has integrated two 36-year simulations of an ozone recovery scenario with an offline chemistry and tra nsport model using two different meteorological inputs. Physically ba sed diagnostics, derived from satellite and aircraft data sets, are d escribed and then used to evaluate the realism of temperature and transport processes in the simulations. Processes evaluated include barri er formation in the subtropics and polar regions, and extratropical w ave-driven transport. Some diagnostics are especially relevant to sim ulation of lower stratospheric ozone, but most are applicable to any stratospheric simulation. The global temperature evaluation, which is relevant to gas phase chemical reactions, showed that both sets of me teorological fields have near climatological values at all latitudes and seasons at 30 hPa and below. Both simulations showed weakness in upper stratospheric wave driving. The simulation using input from a g eneral circulation model (GMI(GCM)) showed a very good residual circulation in the tropics and Northern Hemisphere. The simulation with inp ut from a data assimilation system (GMI(DAS)) performed better in the midlatitudes than it did at high latitudes. Neither simulation forms a realistic barrier at the vortex edge, leading to uncertainty in the fate of ozone-depleted vortex air. Overall, tracer transport in the offline GML(GCM) has greater fidelity throughout the stratosphere tha n it does in the GMI(DAS)
As part of NASA's Aviation Safety and Security Program, research has been in progress to develop aerodynamic modeling methods for simulations that accurately predict the flight dynamics characteristics of large transport airplanes in upset conditions. The motivation for this research stems from the recognition that simulation is a vital tool for addressing loss-of-control accidents, including applications to pilot training, accident reconstruction, and advanced control system analysis. The ultimate goal of this effort is to contribute to the reduction of the fatal accident rate due to loss-of-control. Research activities have involved accident analyses, wind tunnel testing, and piloted simulation. Results have shown that significant improvements in simulation fidelity for upset conditions, compared to current training simulations, can be achieved using state-of-the-art wind tunnel testing and aerodynamic modeling methods. This paper provides a summary of research completed to date and includes discussion on key technical results, lessons learned, and future research needs.
Dust and sand transportation and deposition by Martian atmospheric processes, discussing facilities necessary for simulation
The chemistry climate models that contributed simulations for past and future ozone evolution to the 2010 Scientific Assessment of Ozone Depletion were subject to extensive evaluation by the SPARC (Stratospheric Processes and their Role in Climate) CCMVal (Chemistry-Climate Model Validation) activity. The sensitivity of ozone to changes in composition and climate varies among the models, but the relationship between these variations and the model evaluations of CCMVal is not obvious. We have learned that the transport evaluation can be used to interpret the comparisons between observed and simulated columns of chlorine reservoirs, hydrochloric acid (HCl) and chlorine nitrate (ClONO2); these comparisons were part of the CCMVal evaluation of chemistry. The simulations with best performance on the transport diagnostics most faithfully reproduce the evolution and seasonal variation of the chlorine reservoirs as observed at NDACC (Network for Detection of Atmospheric Composition Change) stations (NyAlesund 78.9N, Kiruna 67.8N, Harestua 60.2N, Jungfraujoch 46.6N, Toronto 43.6N, Kitt Peak 31.9N, Izana 28.3N, Mauna Loa 19.5N, Lauder 45S and Arrival Heights 77.8S). In the simulations, the HCl in the lower stratosphere depends on total inorganic chlorine (Cly) and partitioning between HCl and ClON02. Total inorganic chlorine depends on the fractional release of chlorine from source gases, and ratio of ClON02 to HCl is inversely dependent on methane and varies quadratically with ozone. Simulated HCl from various models may agree with observations even though Cly is in error, partitioning is in error, or both. Simulated ozone sensitivity to chlorine is shown to be greater for models that produce larger values of chlorine nitrate for background chlorine levels, and vice versa. Comparisons with the NDACC data show why the models with 'best' transport have similar sensitivity to chlorine change. The realistic evolution of the simulated HCl and ClONO2 columns suggests realistic levels of Cly in the lower atmosphere. In addition, the wide range values for the sensitivity of ozone to chlorine obtained from the CCMVal simulations is explained by the wide range in lower atmospheric columns of ClONO2 and the concomitant wide range of levels for chlorine monoxide.
In-flight dynamic simulator used to evaluate problems of low-speed approach and landing of supersonic transport
The problems of transport delay in a flight simulator, such as its sources and effects, are reviewed. Then their effects on a pilot-in-the-loop control system are investigated with simulations. Three current prominent delay compensators the lead/lag filter, McFarland filter, and the Sobiski/Cardullo filter were analyzed and compared. This paper introduces two novel delay compensation techniques an adaptive predictor using the Kalman estimator and a state space predictive filter using a reference aerodynamic model. Applications of these two new compensators on recorded data from the NASA Langley Research Center Visual Motion Simulator show that they achieve better compensation over the current ones.
The Rice convection model (RCM) has been modified to a form suitable for Jupiter (RCM-J) to study plasma interchange motion in and near the Io plasma torus. The net result of the interchange is that flux tubes, heavily loaded with torus plasma, are transported outward, to be replaced by tubes containing little low-energy (less than 1 keV) plasma. The process is numerically simulated in terms of time evolution from an initial torus that is longitudinally asymmetric and with gradually decreasing density outward from Io's orbit. In the simulations, the nonlinear stage of the instability characteristically exhibits outreaching fingers of heavily-loaded flux tubes that lengthen at an accelerating rate. The principal finding is that the primary geometrical form of outward transport of torus plasma in Jupiter's magnetosphere is through long, outward-moving fingers of plasma. In the simulations, the fingers mainly form in the active sector of the Io torus (the heavier side of the asymmetric torus), and they are spaced longitudinally roughly 20 deg apart.
Design problems of supersonic transports identified in piloted-simulator studies
A series of wind tunnel tests were conducted to assess the effects of leading edge ice contamination upon the performance of a short-haul transport. The wind tunnel test was conducted in the NASA Langley 14 by 22 foot facility. The test article was a 1/8 scale twin-engine short-haul jet transport model. Two separate leading edge ice contamination configurations were tested in addition to the uncontaminated baseline configuration. Several aircraft configurations were examined including various flap and slat deflections, with and without landing gear. Data gathered included force measurements via an internal six-component force balance, pressure measurements through 700 electronically scanned wing pressure ports, and wing surface flow visualization measurements. The artificial ice contamination caused significant performance degradation and caused visible changes demonstrated by the flow visualization. The data presented here is just a portion of the data gathered. A more complete data report is planned for publication as a NASA Technical Memorandum and data supplement.
Transport delay in a multirate flight simulation environment is examined. An equivalent systems model is developed that quantifies the contributions of individual components and their sampled-data interactions. Mathematical algorithms used in the discrete implementation are also considered, because they are important elements of a flight simulation system. The equivalent systems model was used to demonstrate the consistency and accuracy of data obtained in the flight simulation facility at Ames Research Center. It showed that effective time delays in simulation models, including delays in scene presentation to the pilot, are considerably less than might be assumed by casual examination of raw data obtained from component-level experiments.
We simulate the transport of magnetic flux in the Sun s photosphere by an evolving pattern of cellular horizontal flows (supergranules). Characteristics of the simulated flow pattern can match observed characteristics including the velocity power spectrum, cell lifetimes, and cell motions in longitude and latitude. Simulations using an average, and north-south symmetric, meridional motion of the cellular pattern produce polar magnetic fields that are too weak in the North and too strong in the South. Simulations using cellular patterns with meridional motions that evolve with the observed changes in strength and north-south asymmetry will be analyzed to see if they reproduce the polar field evolution observed during the rise of Cycle 24.
We simulate the transport of magnetic flux in the Sun s photosphere by an evolving pattern of cellular horizontal flows (supergranules). Characteristics of the simulated flow pattern match observed characteristics including the velocity power spectrum, cell lifetimes, and cell pattern motion in longitude and latitude. Simulations using an average, and north-south symmetric, meridional motion of the cellular pattern produce polar magnetic fields that are too weak in the North and too strong in the South. Simulations using cellular patterns with meridional motions that evolve with the observed changes in strength and north-south asymmetry will be analyzed to see if they reproduce the polar field evolution observed during the rise of Cycle 24.