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Three different unequal power sharing approaches for parallel operation of converters - droop, master-slave, and proportional adjustment - are discussed. The approaches have been incorporated in the breadboard dc-dc converter units used in the space station power management and distribution dc test bed at the Lewis Research Center, where the system operation has been verified.
High density-altitude operations of helicopters with advanced performance and maneuver capabilities have lead to fundamental research on active high-lift system concepts for rotor blades. The requirement for this type of system was to improve the sectional lift-to-drag ratio by alleviating dynamic stall on the retreating blade while simultaneously reducing the transonic drag rise of the advancing blade. Both measured and computational results showed that a Variable Droop Leading Edge (VDLE) airfoil is a viable concept for application to a rotor high-lift system. Results are presented for a series of 2D compressible dynamic stall wind tunnel tests with supporting CFD results for selected test cases. These measurements and computations show a dramatic decrease in the drag and pitching moment associated with severe dynamic stall when the VDLE concept is applied to the Boeing VR-12 airfoil. Test results also show an elimination of the negative pitch damping observed in the baseline moment hysteresis curves.
Helicopters in high-speed forward flight usually experience large regions of dynamic stall over the retreating side of the rotor disk. The rapid variations in the lift and pitching moments associated with the stall process can result in vibratory loads, and can cause fatigue and failure of pitch links. In some instances, the large time lag between the aerodynamic forces and the blade motion can trigger stall flutter. A number of techniques for the alleviation of dynamic stall have been proposed and studied by researchers. Passive and active control techniques have both been explored. Passive techniques include the use of high solidity rotors that reduce the lift coefficients of individual blades, leading edge slots and leading edge slats. Active control techniques include steady and unsteady blowing, and dynamically deformable leading edge (DDLE) airfoils. Considerable amount of experimental and numerical data has been collected on the effectiveness of these concepts. One concept that has not received as much attention is the drooped-leading edge airfoil idea. It has been observed in wind tunnel studies and flight tests that drooped leading edge airfoils can have a milder dynamic stall, with a significantly milder load hysteresis. Drooped leading edge airfoils may not, however, be suitable at other conditions, e.g. in hover, or in transonic flow. Work needs to be done on the analysis and design of drooped leading edge airfoils for efficient operation in a variety of flight regimes (hover, dynamic stall, and transonic flow). One concept that is worthy of investigation is the dynamically drooping airfoil, where the leading edge shape is changed roughly once-per-rev to mitigate the dynamic stall.
High power converters that are used in space power subsystems are limited in power handling capability due to component and thermal limitations. For applications, such as Space Station Freedom, where multi-kilowatts of power must be delivered to user loads, parallel operation of converters becomes an attractive option when considering overall power subsystem topologies. TRW developed three different unequal power sharing approaches for parallel operation of converters. These approaches, known as droop, master-slave, and proportional adjustment, are discussed and test results are presented.
The computer pipelines used to process digital infrared astronomical images from NASA's Spitzer Space Telescope require various input calibration-data files for characterizing the attributes and behaviors of the onboard focal-plane-arrays and their detector pixels, such as operability, dark-current offset, linearity, non- uniformity, muxbleed, droop, and point-response functions. The telescope has three very different science instruments, each with three or four spectral-band-pass channels, depending on the instrument. Moreover, each instrument has various operating modes (e-g., full array or sub-array in one case) and parameters (e.g., integration time). Calibration data that depend on these considerations are needed by pipelines for generating both science products (production pipelines) and higher-level calibration products (calibration pipelines). The calibration files are created in various formats either 'off-line' or by the aforementioned calibration pipelines, depending on the above configuration details. Also, the calibration files are generally applicable to a certain time period and therefore must be selected accordingly for a given raw input image to be correctly processed. All of this complexity in selecting and retrieving calibration files for pipeline processing is handled by a procedural software-program called 'caltrans' . This software, which is implemented in C and interacts with an Informix database, was developed at the Spitzer Science Center (SSC) and is now deployed in SSC daily operations. The software is rule-based, very flexible, and, for efficiency, capable of retrieving multiple calibration files with a single software-execution command.
Researchers within the eXternal Visibility System (XVS) element of the High-Speed Research (HSR) program developed and evaluated display concepts that will provide the flight crew of the proposed High-Speed Civil Transport (HSCT) with integrated imagery and symbology to permit path control and hazard avoidance functions while maintaining required situation awareness. The challenge of the XVS program is to develop concepts that would permit a no-nose-droop configuration of an HSCT and expanded low visibility HSCT operational capabilities. This study was one of a series of experiments exploring the 'design space' restrictions for physical placement of an XVS display. The primary experimental issues here was 'conformality' of the forward display vertical position with respect to the side window in simulated flight. 'Conformality' refers to the case such that the horizon and objects appear in the same relative positions when viewed through the forward windows or display and the side windows. This study quantified the effects of visual conformality on pilot flight path control and hazard avoidance performance. Here, conformality related to the positioning and relationship of the artificial horizon line and associated symbology presented on the forward display and the horizon and associated ground, horizon, and sky textures as they would appear in the real view through a window presented in the side window display. No significant performance consequences were found for the non-conformal conditions.
A computer program, the Propeller Nacelle Aerodynamic Performance Prediction Analysis (PANPER), was developed for the prediction and analysis of the performance and airflow of propeller-nacelle configurations operating over a forward speed range inclusive of high speed flight typical of recent propfan designs. A propeller lifting line, wake program was combined with a compressible, viscous center body interaction program, originally developed for diffusers, to compute the propeller-nacelle flow field, blade loading distribution, propeller performance, and the nacelle forebody pressure and viscous drag distributions. The computer analysis is applicable to single and coaxial counterrotating propellers. The blade geometries can include spanwise variations in sweep, droop, taper, thickness, and airfoil section type. In the coaxial mode of operation the analysis can treat both equal and unequal blade number and rotational speeds on the propeller disks. The nacelle portion of the analysis can treat both free air and tunnel wall configurations including wall bleed. The analysis was applied to many different sets of flight conditions using selected aerodynamic modeling options. The influence of different propeller nacelle-tunnel wall configurations was studied. Comparisons with available test data for both single and coaxial propeller configurations are presented along with a discussion of the results.
The use of a computer code for the calculation of two dimensional inlet flow fields in a supersonic free stream and a nonorthogonal mesh-generation code are illustrated by specific examples. Input, output, and program operation and use are given and explained for the case of supercritical inlet operation at a subdesign Mach number (M Mach free stream = 2.09) for an isentropic-compression, drooped-cowl inlet. Source listings of the computer codes are also provided.
The primary heater controller for Burst Alert Telescope (BAT) loop heat pipe (LHP) #0 failed on March 31, 2010. It has been disabled. The secondary heater circuit is operational. However the set point tolerance of the secondary heater controller is significantly out of specifications. A novel variable conductance heat pipe (VCHP) is used to pre-condition the LHP propylene liquid before it returns to the compensation chamber (CC). Due to the limit on the quantity of power switches, the LHP and VCHP temperatures are controlled by different channels of the same heater controller. For this reason, the VCHP heater controller channel is also out of specification. It caused larger tolerances in the temperature of the propylene liquid returning to the CC. As a result, there were intermittent temperature droops every 10-14 days at the coldest attitude during the eclipse. After the set point of the secondary heater controller was gradually increased from 8 C to 8.7 C, there was no temperature droop for over four months.
This paper presents the results of a nine month study of the HSCT flight deck challenges and assessment of its benefits. Operational requirements are discussed and the most significant findings for specified advanced concepts are highlighted. These concepts are a no nose-droop configuration, a far forward cockpit location and advanced crew monitoring and control of complex systems. Results indicate that the no nose-droop configuration is critically dependent on the design and development of a safe, reliable and certifiable synthetic vision system (SVS). This configuration would cause significant weight, performance and cost penalties. A far forward cockpit configuration with a tandem seating arrangement allows either an increase in additional payload or potential downsizing of the vehicle leading to increased performance efficiency and reductions in emissions. The technologies enabling such capabilities, which provide for Category III all-weather opreations on every flight represent a benefit multiplier in a 20005 ATM network in terms of enhanced economic viability and environmental acceptability.
The first three VISSR Atmospheric Sounders (VAS) were launched on GOES-4, -5, and -6 in 1980, 1981 and 1983. Postlaunch radiometric performance is assessed for noise, biases, registration and reliability, with special attention to calibration and problems in the data processing chain. The postlaunch performance of the VAS radiometer meets its prelaunch design specifications, particularly those related to image formation and noise reduction. The best instrument is carried on GOES-5, currently operational as GOES-EAST. Single sample noise is lower than expected, especially for the small longwave and large shortwave detectors. Detector to detector offsets are correctable to within the resolution limits of the instrument. Truncation, zero point and droop errors are insignificant. Absolute calibration errors, estimated from HIRS and from radiation transfer calculations, indicate moderate, but stable biases. Relative calibration errors from scanline to scanline are noticeable, but meet sounding requirements for temporarily and spatially averaged sounding fields of view. The VAS instrument is a potentially useful radiometer for mesoscale sounding operations. Image quality is very good. Soundings derived from quality controlled data meet prelaunch requirements when calculated with noise and bias resistant algorithms.
In mid-1991 NASA contracted with industry to study the high-speed civil transport (HSCT) flight deck challenges and assess the benefits, prior to initiating their High Speed Research Program (HSRP) Phase 2 efforts, then scheduled for FY-93. The results of this nine-month effort are presented, and a number of the most significant findings for the specified advanced concepts are highlighted: (1) a no nose-droop configuration; (2) a far forward cockpit location; and (3) advanced crew monitoring and control of complex systems. The results indicate that the no nose-droop configuration is critically dependent upon the design and development of a safe, reliable, and certifiable Synthetic Vision System (SVS). The droop-nose configuration would cause significant weight, performance, and cost penalties. The far forward cockpit location, with the conventional side-by-side seating provides little economic advantage; however, a configuration with a tandem seating arrangement provides a substantial increase in either additional payload (i.e., passengers) or potential downsizing of the vehicle with resulting increases in performance efficiencies and associated reductions in emissions. Without a droop nose, forward external visibility is negated and takeoff/landing guidance and control must rely on the use of the SVS. The technologies enabling such capabilities, which de facto provides for Category 3 all-weather operations on every flight independent of weather, represent a dramatic benefits multiplier in a 2005 global ATM network: both in terms of enhanced economic viability and environmental acceptability.
The factors involved in high-angle-of-attack directional divergence phenomena for the EA-6B ECM aircraft have been investigated in NASA-Langley wind tunnel facilities in order to evaluate airframe modifications which would eliminate or delay such divergence to angles-of-attack farther removed from the operational flight envelope of the aircraft. The results obtained indicate that an adverse sidewash at the aft fuselage and vertical tail location is responsible for the directional stability loss, and that the sidewash is due to a vortex system generated by the fuselage-wing juncture. Modifications encompassing a wing inboard leading edge droop, a wing glove strake, and a vertical fin extension, have significantly alleviated the stability problem.
The absolute radiometry of the Advanced Land Imager during the first year on orbit (November 21,2000 - November 21, 2001) is presented. Results derived from solar, lunar, ground truth, and internal reference lamp measurements are presented. An 18% drop in the radiometric response of the Band 1p data since preflight calibration at Lincoln Laboratory is observed using all techniques. This decrease cannot be accounted for by preflight calibration errors, stray light, or contamination of the focal plane. A slight drooping of the VNIR response toward the blue and a 5-12% increase in the Band 5 response is also apparent in all the data. Radiometric response correction factors have been calculated and preflight calibration coefficients have been updated in order to provide +/- 5% agreement between the measured solar, lunar, and ground truth data and the expected values. The radiometric stability of the ALI during the first year of operation is also presented for each spectral band. Internal reference lamp data indicate the focal plane has been stable to within 1% for bands 1p, 1, 2, 5p, 5, 7, pan and 3% for Bands 3,4, 4p since launch. Solar, lunar, and ground truth measurements indicate the optical train and solar diffuser of the instrument has been stable to within 1% since initial measurements on orbit in late December 2000.
This paper presents an overview of recent developments in an effort to predict transient aeroelastic rotor response during shipboard engage and disengage sequences. The blade is modeled as an elastic beam undergoing in flap, lag, extension and torsion. The blade equations of motion are formulated using Hamilton's principle and they are spatially discretized using the finite element method. The discretized blade equations of motion are integrated for a specified rotor speed run-up or run-down profile. Blade element theory is used to calculate quasi-steady or unsteady aerodynamic loads in linear and nonlinear regimes. The analysis is capable of simulating both articulated, hingeless, and gimballed rotor systems. Validation of the rotor code is discussed, including correlation with droop stop impact tests and wind tunnel experiments. Predictions of safe engagement and disengagement envelopes, limited by excessive blade tip deflections or hub moments, are presented. Future directions of study are also discussed.
Nonlinear equations of motion for a cantilever rotor blade are derived for the hovering flight condition. The blade is assumed to have twist, precone, droop, sweep, torque offset and blade root offset, and the elastic axis and the axes of center of mass, tension, and aerodynamic center coincident at the quarter chord. The blade is cantilevered in bending, but has a torsional root spring to simulate pitch link flexibility. Aerodynamic forces acting on the blade are derived from strip theory based on quasi-steady two-dimensional airfoil theory. The equations are hybrid, consisting of one integro-differential equation for root torsion and three integro-partial differential equations for flatwise and chordwise bending and elastic torsion. The equations are specialized for a uniform blade and reduced to nonlinear ordinary differential equations by Galerkin's method. They are linearized for small perturbation motions about the equilibrium operating condition. Modal analysis leads to formulation of a standard eigenvalue problem where the elements of the stability matrix depend on the solution of the equilibrium equations. Two different forms of the root torsion equation are derived that yield virtually identical numerical results. This provides a reasonable check for the accuracy of the equations.
An investigation was made to determine the static longitudinal and lateral stability and control characteristics of a l/6-scale model of the revised Republic XF-84H airplane with and without the propeller operating. The model had a 40deg swept wing of aspect ratio 3.45 and was equipped with a thin, three-blade supersonic-type propeller. Modifications incorporated in the revised model included a raised horizontal tail, increased rudder size, wing fences at 65 percent semispan, and a modified wing leading edge outboard of the fences. The test results for flap-retracted and flap-deflected conditions indicated that the revised configuration should be satisfactory for most normal flight conditions provided the angle of attack does not exceed the angle for pitch-up. An abrupt pitch-up tendency of the model was evident for the zero thrust condition above approximately 15' angle of attack. Although the effects of power were destabilizing, power-on longitudinal stability was satisfactory through the angle-of-attack range for which the model was stable with zero thrust. Above the angle of attack for pitch-up, an uncontrollable left roll-off tendency would be expected with power on and slats retracted. Projection of wing slats or use of leading-edge chord-extensions with only the left extension drooped were found beneficial in controlling the roll-off tendency with power on; however the most effective means found was projection of only the left slat.