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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Rocket-based vector magnetic measurements of Sq ionospheric currents near sporadic E.

A rocket-borne vector magnetometer has been used to infer the current magnitude, direction, and distribution of midlatitude ionospheric currents near sporadic E. Complete vector information returned throughout the flight indicates that a southward equivalent surface current (vertically integrated current) of 0.15 amp/m was encountered between the altitudes of 104 and 118 km in both ascending and descending portions of the flight. Vertical distribution of the current within the layer was approximately uniform, and the layer was found to be horizontal within the accuracy of the experiment. The data are consistent with the assumption that a sporadic-E layer observed by Wallops Island ionosondes significantly altered the usual Sq current flow pattern by concentrating the current into a narrow altitude range, and by horizontally focusing the current flow into the sporadic-E region with attendant reduction of current density outside the region.

Cloutier, P. A.↗
NASA NTRS1953

Flight Tests of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in a Setup Simulating that Proposed for Captive-Flight Tests in a Hangar, TED No. NACA DE 368

An experimental investigation has been conducted to determine the dynamic stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane in test setups representing the setup proposed for use in the first flight tests of the full-scale airplane in the Moffett Field airship hangar. The investigation was conducted in two parts: first, tests with the model flying freely in an enclosure simulating the hangar, and second, tests with the model partially restrained by an overhead line attached to the propeller spinner and ground lines attached to the wing and tail tips. The results of the tests indicated that the airplane can be flown without difficulty in the Moffett Field airship hangar if it does not approach too close to the hangar walls. If it does approach too close to the walls, the recirculation of the propeller slipstream might cause sudden trim changes which would make smooth flight difficult for the pilot to accomplish. It appeared that the tethering system proposed by Convair could provide generally satisfactory restraint of large-amplitude motions caused by control failure or pilot error without interfering with normal flying or causing any serious instability or violent jerking motions as the tethering lines restrained the model.

Lovell, Powell M., Jr.↗
NASA NTRSDate not supplied

An L1 Adaptive Control Augmentation for a Lift Plus-Cruise Vehicle

This paper presents anL1adaptive control augmentation for a Lift-Plus-Cruise (L+C)vehicle. This class of vehicles operates in three flight modes with different dynamic behavior: vertical, transition, and forward flight. A robust uniform controller is used as a baseline to stabilize the system throughout these flight modes. The uniform controller is a linear control law designed around trim conditions of the aircraft and includes control allocation to achieve the desired forces and moments on the vehicle. TheL1control augmentation is designed for each of these trim conditions to compensate for the nonlinear time- and state-dependent uncertainties in the vehicle dynamics. The augmented control output is then added to the desired force and moment commands on the vehicle. Simulation results demonstrate the effectiveness of control augmentation for reducing the effects of unmodeled dynamics, reduced actuator effectiveness, and time-dependent disturbances. Effectiveness is demonstrated through tracking error metrics.

Andrew Patterson↗
NASA NTRS1950

Flight Investigation of the Effect of Various Vertical-Tail Modifications on the Directional Stability and Control Characteristics of a Propeller-Driven Fighter Airplane

A flight investigation was made to determine the effect of various vertical-tail modifications and of some combinations of these modifications on the directional stability and control characteristics of a propeller-driven fighter airplane. Six different vertical-tail configurations were investigated to determine the lateral-directional oscillation characteristics, the sideslip characteristics, the yaw due to ailerons in rudder-fixed rolls from turns and pull-outs, the trim changes due to speed changes, and the tim changes due to power changes. Results of the tests showed that increasing the aspect ratio of the vertical tail by 40 percent while increasing the area by only 12 percent approximately doubled the directional stability of the airplane. The pilots considered the directional characteristics of the airplane unsatisfactory with original vertical tail but satisfactory with the enlarged vertical tail. The ventral and dorsal fins tested had little effect on the directional stability of the airplane but were effective in eliminating rudder-force reversals in high-engine-power sideslips.

Johnson, Harold I↗
NASA NTRS1977

Dynamics of ultralight aircraft: Dive recovery of hang gliders

Longitudinal control of a hang glider by weight shift is not always adequate for recovery from a vertical dive. According to Lanchester's phugoid theory, recovery from rest to horizontal flight ought to be possible within a distance equal to three times the height of fall needed to acquire level flight velocity. A hang glider, having a wing loading of 5 kg sq m and capable of developing a lift coefficient of 1.0, should recover to horizontal flight within a vertical distance of about 12 m. The minimum recovery distance can be closely approached if the glider is equipped with a small all-moveable tail surface having sufficient upward deflection.

Jones, R. T.↗
NASA NTRS1993

Design criteria for integrated flight/propulsion control systems for STOVL fighter aircraft

As part of NASA's program to develop technology for short takeoff and vertical landing (STOVL) fighter aircraft, control system designs have been developed for a conceptual STOVL aircraft. This aircraft is representative of the class of mixed-flow remote-lift concepts that was identified as the preferred design approach by the US/UK STOVL Joint Assessment and Ranking Team. The control system designs have been evaluated throughout the powered-lift flight envelope on Ames Research Center's Vertical Motion Simulator. Items assessed in the control system evaluation were: maximum control power used in transition and vertical flight, control system dynamic response associated with thrust transfer for attitude control, thrust margin in the presence of ground effect and hot gas ingestion, and dynamic thrust response for the engine core. Effects of wind, turbulence, and ship airwake disturbances are incorporated in the evaluation. Results provide the basis for a reassessment of existing flying qualities design criteria applied to STOVL aircraft.

Franklin, James A.↗
NASA NTRS2001

A Cognitive Engineering Analysis of the Vertical Navigation (VNAV) Function

A cognitive engineering analysis of the Flight Management System (FMS) Vertical Navigation (VNAV) function has identified overloading of the VNAV button and overloading of the Flight Mode Annunciator (FMA) used by the VNAV function. These two types of overloading, resulting in modal input devices and ambiguous feedback, are well known sources of operator confusion, and explain, in part, the operational issues experienced by airline pilots using VNAV in descent and approach. A proposal to modify the existing VNAV design to eliminate the overloading is discussed. The proposed design improves pilot's situational awareness of the VNAV function, and potentially reduces the cost of software development and improves safety.

Sherry, Lance↗
NASA NTRS1973

Aircraft symmetric flight optimization

Review of the development of gradient techniques and their application to aircraft optimal performance computations in the vertical plane of flight. Results obtained using the method of gradients are presented for attitude- and throttle-control programs which extremize the fuel, range, and time performance indices subject to various trajectory and control constraints, including boundedness of engine throttle control. A penalty function treatment of state inequality constraints which generally appear in aircraft performance problems is outlined. Numerical results for maximum-range, minimum-fuel, and minimum-time climb paths for a hypothetical supersonic turbojet interceptor are presented and discussed. In addition, minimum-fuel climb paths subject to various levels of ground overpressure intensity constraint are indicated for a representative supersonic transport. A variant of the Gel'fand-Tsetlin 'method of ravines' is reviewed, and two possibilities for further development of continuous gradient processes are cited - namely, a projection version of conjugate gradients and a curvilinear search.

Falco, M.↗
NASA NTRSDate not supplied

TPSAS-NF1676L-32084-DND

We present aerosol and cloud observations obtained from the satellite-, aircraft- and ship-based measurements of the North Atlantic Aerosols and Marine Ecosystems Study (NAAMES). The data span three seasons (November 2015, May 2016, and September 2017), which correspond to substantial variation in ocean ecosystem characteristics, continental long-range transport, and local aerosol-cloud microphysics and meteorology. For example, below-cloud aerosol number concentrations in November 2015 were of order 10-50 cm-3, while concentrations observed in May and September were of order 100-500 cm-3. Here, we focus on 20 cloud sampling flight modules carried out during NAAMES, which encompass approximately 27 flight hours of the more than 220 NAAMES project flight hours. The nominal cloud module pattern consists of a series of 5-6 vertically-stacked, horizontal flight legs of 10-15 minute duration (~50-90 km in length) that profile the near-surface (300 ft. altitude) and below-cloud aerosol characteristics, the cloud properties near cloud base and top, the aerosol properties above cloud, and finally a high-altitude remote sensing leg that characterizes the cloud top and above-cloud atmosphere. Ship-based aerosol and ceilometer measurements provide the below-cloud context over time, while GOES satellite imagery and cloud retrieval products fill in the above-cloud story.

Richard H Moore↗
NASA NTRS1989

Meteorological atlas of the Northern Hemisphere lower stratosphere for January and February 1989 during the Airborne Arctic Stratospheric Expedition

Northern Hemisphere meteorological data for the months of January and February 1989 in the lower stratosphere are shown. National Meteorological Center (NMC) data, and Total Ozone Mapping Spectrometer (TOMS) data are used to display polar stereographic projections of 100-mb temperatures, 50-mb temperatures, 50-mb geopotential heights, total ozone, and Ertel's potential vorticity (Epv) on both 400 K and 460 K isentropic surfaces. In addition, latitude/height cross sections at 10 E of balanced wind isotachs, wind vectors, potential temperature, and temperature are also shown. Horizontal traces of NASA ER-2 and DC-8 flight tracks are also included. Vertical profiles of NMC temperatures following flight paths of both aircraft are shown. In addition, vertical profiles of wind speed are contoured following the ER-2 for estimating the lateral penetration into the polar vortex, while vertical profiles of Ertel's potential vorticity are included for estimating the vertical penetration of the DC-8 into the stratosphere.

Newman, Paul A.↗
NASA NTRS1979

A review of some head-up display formats

Two alternate head-up display devices (HUD) were compared for properties relevant to the accurate performance of concurrent tasks in real flight conditions and in various flight modes. The comparisons were made to find the disorientation resistance of the HUDs along with the tracking accuracy, interference resistance, fixation resistance, and error resistance. The use of displacement and flight path information for vertical control is discussed in terms of flight stability. Several combinations of symbols and driving signals are described, including a compensated control law, which were used in simulated flight to deal with wind shear.

Naish, J. M.↗
NASA NTRS1956

Flight Investigation of the Stability and Control Characteristics of Vertically Rising Airplane Research Model with Swept or Unswept Wings and X- or +-tails

The take-off, landing, hovering, and transition flight characteristics of a propeller-driven, fighter-type, vertically rising airplane model were obtained from time histories of the flights and from the pilots' opinions of the flight characteristics. In general, there were no major differences in the behavior of any of the configurations, all of which performed satisfactorily.

CONTROL, LATERAL↗
NASA NTRS1959

Water-Landing Characteristics of a Reentry Capsule

Experimental and theoretical investigations have been made to determine the water-landing characteristics of a conical-shaped reentry capsule having a segment of a sphere as the bottom. For the experimental portion of the investigation, a 1/12-scale model capsule and a full-scale capsule were tested for nominal flight paths of 65 deg and 90 deg (vertical), a range of contact attitudes from -30 deg to 30 deg, and a full-scale vertical velocity of 30 feet per second at contact. Accelerations were measured by accelerometers installed at the centers of gravity of the model and full-scale capsules. For the model test the accelerations were measured along the X-axis (roll) and Z-axis (yaw) and for the full-scale test they were measured along the X-axis (roll), Y-axis (pitch), and Z-axis (yaw). Motions and displacements of the capsules that occurred after contact were determined from high-speed motion pictures. The theoretical investigation was conducted to determine the accelerations that might occur along the X-axis when the capsule contacted the water from a 90 deg flight path at a 0 deg attitude. Assuming a rigid body, computations were made from equations obtained by utilizing the principle of the conservation of momentum. The agreement among data obtained from the model test, the full-scale test, and the theory was very good. The accelerations along the X-axis, for a vertical flight path and 0 deg attitude, were in the order of 40g. For a 65 deg flight path and 0 deg attitude, the accelerations along the X-axis were in the order of 50g. Changes in contact attitude, in either the positive or negative direction from 0 deg attitude, considerably reduced the magnitude of the accelerations measured along the X-axis. Accelerations measured along the Y- and Z-axes were relatively small at all test conditions.

John R McGehee↗
NASA NTRS1958

Water Landing Characteristics of a Reentry Capsule

Experimental and theoretical investigations have been made to determine the water-landing characteristics of a conical-shaped reentry capsule having a segment of a sphere as the bottom. For the experimental portion of the investigation, a 1/12-scale model capsule and a full-scale capsule were tested for nominal flight paths of 65 deg and 90 deg (vertical), a range of contact attitudes from -30 deg to 30 deg, and a full-scale vertical velocity of 30 feet per second at contact. Accelerations were measured by accelerometers installed at the centers of gravity of the model and full-scale capsules. For the model test the accelerations were measured along the X-axis (roll) and Z-axis (yaw) and for the full-scale test they were measured along the X-axis (roll), Y-axis (pitch), and Z-axis (yaw). Motions and displacements of the capsules that occurred after contact were determined from high-speed motion pictures. The theoretical investigation was conducted to determine the accelerations that might occur along the X-axis when the capsule contacted the water from a 90 deg flight path at a 0 deg attitude. Assuming a rigid body, computations were made from equations obtained by utilizing the principle of the conservation of momentum. The agreement among data obtained from the model test, the full-scale test, and the theory was very good. The accelerations along the X-axis, for a vertical flight path and 0 deg attitude, were in the order of 40g. For a 65 deg flight path and 0 deg attitude, the accelerations along the X-axis were in the order of 50g. Changes in contact attitude, in either the positive or negative direction from 0 deg attitude, considerably reduced the magnitude of the accelerations measured along the X-axis. Accelerations measured along the Y- and Z-axes were relatively small at all test conditions.

John R McGehee↗