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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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12 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1934

The effect of trim angle on the take-off performance

Data obtained at the N.A.C.A. tank from tests on the models of three flying-boat hulls - N.A.C.A. models 11-A, 16, and 22 - are used to demonstrate the effect of trim angle on water resistance. A specific example is taken, and data from Model 11-A are used to show that the trim angle giving the minimum water resistance will give minimum total air-plus-water resistance. Total-resistance curves for best trimmed angles and other angles are compared for the same example. The effect of wind on best trim angles and upon the take-off and run is shown by the working of an example. The possibility of using tank data on trim angles as aid in piloting is discussed, and an instrument for use in determining the trim angle of seaplanes is described. The importance of maintaining the best trim angle throughout the take-off is indicated.

Shoemaker, James M↗
NASA NTRS1933

A Complete Tank Test of a Model of a Flying-boat Hull - N.A.C.A. Model No.11-A

Model No. 11-A was designed as an improvement over N.A.C.A. Model No. 11, a complete test of which is described in N.A.C.A. Technical Note No. 464. In contrast with the longitudinal upward curvature in the planing bottom forward of the main step on Model 11-A was made as flat as practicable. Otherwise, the two models have very nearly the same form. The results of towing tests made on Model 11-A in the N.A.C.A. tank over a wide range of speed, load on the water, and trim angle are presented, both as original test data and as non dimensional coefficients. A comparison is made with similar results from the test of Model No. 11. The practical significance of the improvement obtained is demonstrated by applying the data from the new form to the illustrative design problem use in the note on Model NO. 11.

Parkinson, John B↗
NASA NTRS1937

Hydrodynamic Tests in the N.A.C.A. Tank of a Model of the Hull of the Short Calcutta Flying Boat

The hydrodynamic characteristics of a model of the hull of the Short Calcutta (N.A.C.A. Model 47) are presented in non-dimensional form. This model represents one of a series of hulls of successful foreign and domestic flying boats the characteristics of which are being obtained under similar test conditions in the N.A.C.A. tank. The take-off distance and time for a flying boat having the hull of the Calcutta are compared at two values of the gross load with the corresponding distances and times for the same flying boat having hulls of two representative American types, the Sikorsky S-40 and the N.A.C.A. 11-A. This comparison indicates that for hulls of the widely different forms compared, the differences in take-off time and distance are negligible.

Ward, Kenneth E↗
NASA NTRS1937

Tank tests of two models of flying-boat hulls to determine the effect of ventilating the step

The results of tests made in the N.A.C.A. tank on two models of flying-boat hulls to determine the effect of ventilating the step are given graphically. The step of N.A.C.A. model 11-C was ventilated in several different ways and it was found that the resistance of the normal form is not appreciably affected by artificial ventilation in any of the forms tried. Further tests made with the depth of the step of model 11-C reduced likewise show no appreciable effect on the resistance from ventilation of the step. Tests were made on a model of the hull of the Navy P3M-1 flying-boat hull both with and without ventilation of the step. It was found that the discontinuity which is obtained in the resistance curves of this model is eliminated by ventilating the step.

Dawson, John R↗
NASA NTRS1961

Preliminary Investigation of Impact on Multiple-Sheet Structures and an Evaluation of the Meteoroid Hazard to Space Vehicles

Small pyrex glass spheres, representative of stoney meteoroids, were fired into 2024-T3 aluminum alclad multiple-sheet structures at velocities to 11,000 feet per second to evaluate the effectiveness of multisheet hull construction as a means of increasing the resistance of a spacecraft to meteoroid penetrations. The results of these tests indicate that increasing the number of sheets in a structure while keeping the total sheet thickness constant and increasing the spacing between sheets both tend to increase the penetration resistance of a structure of constant weight per unit area. In addition, filling the space between the sheets with a light filler material was found to substantially increase structure penetration resistance with a small increase in weight. An evaluation of the meteoroid hazard to space vehicles is presented in the form of an illustrative-example for two specific lunar mission vehicles, a single-sheet, monocoque hull vehicle and a glass-wool filled, double-sheet hull vehicle. The evaluation is presented in terms of the "best" and the "worst" conditions that might be expected as determined from astronomical and satellite measurements, high-speed impact data, and hypothesized meteoroid structures and compositions. It was observed that the vehicle flight time without penetration can be increased significantly by use of multiple-sheet rather than single-sheet hull construction with no increase in hull weight. Nevertheless, it is evident that a meteoroid hazard exists, even for the vehicle with the selected multiple-sheet hull.

Nysmith, C. Robert↗
NASA NTRS1933

A Complete Tank Test of a Model of Flying-boat Hull - N.A.C.A. Model 16

A model of a 2-step flying-boat hull, of the type generally used in England, was tested according to the complete method described in the N.A.C.A. Technical Note No. 464. The lines of this model were taken from offsets given by Mr. William Munro in Flight, May 29, 1931. The data cover the range of loads, speeds, and trim angles that may be of use in applying the hull form to the design of any seaplane. The results are reduced to nondimensional form to aid application to design problems and facilitate comparison with the performance of other hulls. The water characteristics of Model 16 are compared with those of Model 11-A, which is representative of current American practice. The results show that when the two forms are applied to a given seaplane design under optimum conditions for each, the performance of Model 16 will be somewhat inferior to that of Model 11-A.

Shoemaker, James H↗
NASA NTRS1992

Design of a pressurized lunar rover

A pressurized lunar rover is necessary for future long-term habitation of the moon. The rover must be able to safely perform many tasks, ranging from transportation and reconnaissance to exploration and rescue missions. Numerous designs were considered in an effort to maintain a low overall mass and good mobility characteristics. The configuration adopted consists of two cylindrical pressure hulls passively connected by a pressurized flexible passageway. The vehicle has an overall length of 11 meters and a total mass of seven metric tons. The rover is driven by eight independently powered two meter diameter wheels. The dual-cylinder concept allows a combination of articulated frame and double Ackermann steering for executing turns. In an emergency, the individual drive motors allow the option of skid steering as well. Two wheels are connected to either side of each cylinder through a pinned bar which allows constant ground contact. Together, these systems allow the rover to easily meet its mobility requirements. A dynamic isotope power system (DIPS), in conjunction with a closed Brayton cycle, supplied the rover with a continuous supply of 8.5 kW. The occupants are all protected from the DIPS system's radiation by a shield of tantalum. The large amount of heat produced by the DIPS and other rover systems is rejected by thermal radiators. The thermal radiators and solar collectors are located on the top of the rear cylinder. The solar collectors are used to recharge batteries for peak power periods. The rover's shell is made of graphite-epoxy coated with multi-layer insulation (MLI). The graphite-epoxy provides strength while the thermally resistant MLI gives protection from the lunar environment. An elastomer separates the two materials to compensate for the thermal mismatch. The communications system allows for communication with the lunar base with an option for direct communication with earth via a lunar satellite link. The various links are combined into one signal broadcast in the S-band at 2.3 GHz. The rover is fitted with a parabolic reflector disk for S-band transmission, and an omnidirectional antenna for local extravehicular activity (EVA) communication. The rover's guidance, navigation, and control subsystem consists of an inertial guidance system, an orbiting lunar satellite, and an obstacle avoidance system. In addition, the rover is equipped with a number of external fixtures including two telerobotic arms, lights, cameras, EVA storage, manlocks, a docking fixture, solar panels, thermal radiators, and a scientific airlock. In conclusion, this rover meets all of the design requirements and clearly surpasses them in the areas of mobility and maneuverability.

Bhardwaj, Manoj↗
NASA NTRS1992

Pressurized Lunar Rover (PLR)

The objective of this project was to design a manned pressurized lunar rover (PLR) for long-range transportation and for exploration of the lunar surface. The vehicle must be capable of operating on a 14-day mission, traveling within a radius of 500 km during a lunar day or within a 50-km radius during a lunar night. The vehicle must accommodate a nominal crew of four, support two 28-hour EVA's, and in case of emergency, support a crew of six when near the lunar base. A nominal speed of ten km/hr and capability of towing a trailer with a mass of two mt are required. Two preliminary designs have been developed by two independent student teams. The PLR 1 design proposes a seven meter long cylindrical main vehicle and a trailer which houses the power and heat rejection systems. The main vehicle carries the astronauts, life support systems, navigation and communication systems, lighting, robotic arms, tools, and equipment for exploratory experiments. The rover uses a simple mobility system with six wheels on the main vehicle and two on the trailer. The nonpressurized trailer contains a modular radioisotope thermoelectric generator (RTG) supplying 6.5 kW continuous power. A secondary energy storage for short-term peak power needs is provided by a bank of lithium-sulfur dioxide batteries. The life support system is partly a regenerative system with air and hygiene water being recycled. A layer of water inside the composite shell surrounds the command center allowing the center to be used as a safe haven during solar flares. The PLR 1 has a total mass of 6197 kg. It has a top speed of 18 km/hr and is capable of towing three metric tons, in addition to the RTG trailer. The PLR 2 configuration consists of two four-meter diameter, cylindrical hulls which are passively connected by a flexible passageway, resulting in the overall vehicle length of 11 m. The vehicle is driven by eight independently suspended wheels. The dual-cylinder concept allows articulated as well as double Ackermann steering. The primary power of 8 kW is supplied by a dynamic isotope system using a closed Brayton cycle with a xenon-hydrogen mixture as the working fluid. A sodium-sulfur battery serves as the secondary power source. Excess heat produced by the primary power system and other rover systems is rejected by radiators located on the top of the rear cylinder. The total mass of the PLR 2 is 7015 kg. Simplicity and low total weight have been the driving principles behind the design of PLR 1. The overall configuration consists of a 7-m-long, 3-m-diameter cylindrical main vehicle and a two-wheeled trailer. The cylinder of the main body is capped by eight-section, faceted, semi-hemispherical ends. The trailer contains the RTG power source and is not pressurized. The shell of the main body is constructed of a layered carbon fiber/foam/Kevlar sandwich structure. Included in the shell is a layer of water for radiation protection. The layer of water extends from the front of the rover over the crew compartment and creates a safe haven for the crew during a solar flare-up. The carbon fiber provides the majority of the strength and stiffness and the Kevlar provides protection from micrometeoroids. The Kevlar is covered with a gold foil and multi-layer insulation (MLI) to reduce radiation degradation and heat transfer through the wall. A thin thermoplastic layer seals the fiber and provides additional strength.

Creel, Kenneth↗
NASA NTRS1936

Tank Tests of a Model of the NC Flying-boat Hull - N.A.C.A. Model 44

A 1/7.06 full-size model of the NC-type hull was tested in the N.A.C.A. tank by both the general method and the specific or free-to-trim method. The results of the tests are given in curves plotted as non dimensional coefficients and are compared with the test results of N.A.C.A. model 11-A. The NC model (N.A.C.A. model 44) shows higher resistance than model 11-A at hump speed but lower resistance at high speeds. Model 44 has a higher best trim angle at the jump and a lower maximum positive trimming moment than model 11-A. At high speeds the best trim angle and the trimming moments of the two models are approximately the same.

Bell, Joe W↗
NASA NTRS1938

A general tank test of a model of the hull of the Pem-1 flying boat including a special working chart for the determination of hull performance

The results of a general tank test of a 1/6 full-size model of the hull of the Pem-1 flying boat (N.A.C.A. model 18) are given in non-dimensional form. In addition to the usual curves, the results are presented in a new form that makes it possible to apply them more conveniently than in the forms previously used. The resistance was compared with that of N.A.C.A. models 11-C and 26(Sikorsky S-40) and was found to be generally less than the resistance of either.

Dawson, John R↗
NASA NTRS1993

Generalized seismic analysis

There is a constant need to be able to solve for enforced motion of structures. Spacecraft need to be qualified for acceleration inputs. Truck cargoes need to be safeguarded from road mishaps. Office buildings need to withstand earthquake shocks. Marine machinery needs to be able to withstand hull shocks. All of these kinds of enforced motions are being grouped together under the heading of seismic inputs. Attempts have been made to cope with this problem over the years and they usually have ended up with some limiting or compromise conditions. The crudest approach was to limit the problem to acceleration occurring only at a base of a structure, constrained to be rigid. The analyst would assign arbitrarily outsized masses to base points. He would then calculate the magnitude of force to apply to the base mass (or masses) in order to produce the specified acceleration. He would of necessity have to sacrifice the determination of stresses in the vicinity of the base, because of the artificial nature of the input forces. The author followed the lead of John M. Biggs by using relative coordinates for a rigid base in a 1975 paper, and again in a 1981 paper . This method of relative coordinates was extended and made operational as DMAP ALTER packets to rigid formats 9, 10, 11, and 12 under contract N60921-82-C-0128. This method was presented at the twelfth NASTRAN Colloquium. Another analyst in the field developed a method that computed the forces from enforced motion then applied them as a forcing to the remaining unknowns after the knowns were partitioned off. The method was translated into DMAP ALTER's but was never made operational. All of this activity jelled into the current effort. Much thought was invested in working out ways to unshakle the analysis of enforced motions from the limitations that persisted.

Butler, Thomas G.↗
NASA NTRS2017

Electron Scattering by High-Frequency Whistler Waves at Earth's Bow Shock

Electrons are accelerated to non-thermal energies at shocks in space and astrophysical environments. While different mechanisms of electron acceleration have been proposed, it remains unclear how non-thermal electrons are produced out of the thermal plasma pool. Here, we report in situ evidence of pitch-angle scattering of non-thermal electrons by whistler waves at Earths bow shock. On 2015 November 4, the Magnetospheric Multiscale (MMS) mission crossed the bow shock with an Alfvn Mach number is approximately 11 and a shock angle of approximately 84deg. In the ramp and overshoot regions, MMS revealed bursty enhancements of non-thermal (0.52 keV) electron flux, correlated with high-frequency (0.2 - 0.4 Omega(sub ce), where Omega(sub ce) is the cyclotron frequency) parallel-propagating whistler waves. The electron velocity distribution (measured at 30 ms cadence) showed an enhanced gradient of phase-space density at and around the region where the electron velocity component parallel to the magnetic field matched the resonant energy inferred from the wave frequency range. The flux of 0.5 keV electrons (measured at 1ms cadence) showed fluctuations with the same frequency. These features indicate that non-thermal electrons were pitch-angle scattered by cyclotron resonance with the high-frequency whistler waves. However, the precise role of the pitch-angle scattering by the higher-frequency whistler waves and possible nonlinear effects in the electron acceleration process remains unclear.

Oka, M.↗