Extreme Environments Test Capabilities at NASA GRC for Parker Hannifin Visit

NASA Technical Reports Server (NTRS)

Arnett, Lori

2016-01-01

The presentation includes general description on the following test facilities: Fuel Cell Testing Lab, Structural Dynamics Lab, Thermal Vacuum Test Facilities - including a description of the proposed Kinetic High Altitude Simulator concept, EMI Test Lab, and the Creek Road Cryogenic Complex - specifically the Small Multi-purpose Research Facility (SMiRF) and the Cryogenics Components Lab 7 (CCL-7).

An effective combined environment test facility

NASA Technical Reports Server (NTRS)

Deitch, A.

1980-01-01

A critical missile component required operational verification while subjected to combined environments within and beyond flight parameters. The testing schedule necessitated the design and fabrication of a test facility in order to provide the specified temperatures combined with humidity, altitude and vibration.

A3 Subscale Rocket Hot Fire Testing

NASA Technical Reports Server (NTRS)

Saunders, G. P.; Yen, J.

2009-01-01

This paper gives a description of the methodology and results of J2-X Subscale Simulator (JSS) hot fire testing supporting the A3 Subscale Diffuser Test (SDT) project at the E3 test facility at Stennis Space Center, MS (SSC). The A3 subscale diffuser is a geometrically accurate scale model of the A3 altitude simulating rocket test facility. This paper focuses on the methods used to operate the facility and obtain the data to support the aerodynamic verification of the A3 rocket diffuser design and experimental data quantifying the heat flux throughout the facility. The JSS was operated at both 80% and 100% power levels and at gimbal angle from 0 to 7 degrees to verify the simulated altitude produced by the rocket-rocket diffuser combination. This was done with various secondary GN purge loads to quantify the pumping performance of the rocket diffuser. Also, special tests were conducted to obtain detailed heat flux measurements in the rocket diffuser at various gimbal angles and in the facility elbow where the flow turns from vertical to horizontal upstream of the 2nd stage steam ejector.

Advanced nozzle and engine components test facility

NASA Technical Reports Server (NTRS)

Beltran, Luis R.; Delroso, Richard L.; Delrosario, Ruben

1992-01-01

A test facility for conducting scaled advanced nozzle and engine component research is described. The CE-22 test facility, located in the Engine Research Building of the NASA Lewis Research Center, contains many systems for the economical testing of advanced scale-model nozzles and engine components. The combustion air and altitude exhaust systems are described. Combustion air can be supplied to a model up to 40 psig for primary air flow, and 40, 125, and 450 psig for secondary air flow. Altitude exhaust can be simulated up to 48,000 ft, or the exhaust can be atmospheric. Descriptions of the multiaxis thrust stand, a color schlieren flow visualization system used for qualitative flow analysis, a labyrinth flow measurement system, a data acquisition system, and auxiliary systems are discussed. Model recommended design information and temperature and pressure instrumentation recommendations are included.

Preliminary Evaluation of Altitude Scaling for Turbofan Engine Ice Crystal Icing

NASA Technical Reports Server (NTRS)

Tsao, Jen-Ching

2017-01-01

Preliminary evaluation of altitude scaling for turbofan engine ice crystal icing simulation was conducted during the 2015 LF11 engine icing test campaign in PSL.The results showed that a simplified approach for altitude scaling to simulate the key reference engine ice growth feature and associated icing effects to the engine is possible. But special considerations are needed to address the facility operation limitation for lower altitude engine icing simulation.

Application of Background Oriented Schlieren for Altitude Testing of Rocket Engines

NASA Technical Reports Server (NTRS)

Wernet, Mark P.; Stiegemeier, Benjamin R.

2017-01-01

A series of experiments was performed to determine the feasibility of using the Background Oriented Schlieren, BOS, flow visualization technique to image a simulated, small, rocket engine, plume under altitude test conditions. Testing was performed at the NASA Glenn Research Centers Altitude Combustion Stand, ACS, using nitrogen as the exhaust gas simulant. Due to limited optical access to the facility test capsule, all of the hardware required to conduct the BOS were located inside the vacuum chamber. During the test series 26 runs were performed using two different nozzle configurations with pressures in the test capsule around 0.3 psia. No problems were encountered during the test series resulting from the optical hardware being located in the test capsule and acceptable resolution images were captured. The test campaign demonstrated the ability of using the BOS technique for small, rocket engine, plume flow visualization during altitude testing.

Aerojet - Attitude Control Engines. Chapter 3, Appendix E

NASA Technical Reports Server (NTRS)

Pfeifer, Gerald R.

2009-01-01

All the engines were both qualification and acceptance tested at Marquardt s facilities. After we won the Apollo Program contract, we went off and built two vacuum test facilities, which simulated altitude continuous firing for as long as we wanted to run an engine. They would run days and days with the same capability we had on steam ejection. We did all of the testing in both for the qualification and the acceptance test. One of them was a large ball, which was an eighteen-foot diameter sphere, evacuated again with a big steam ejector system that could be used for system testing; that s where we did the Lunar Excursion Module testing. We put the whole cluster in there and tested the entire cluster at the simulated altitude conditions. The lowest altitude we tested at - typically an acceptance test - was 105,000 feet simulated altitude. The big ball - because people were interested in what they called goop formation, which is an unburned hydrazine product migrating to cold surfaces on different parts of spacecraft - was built to address those kinds of issues. We ran long-life tests in a simulated space environment with the entire inside of the test cell around the test article, liquid nitrogen cooled, so it could act as getter for any of the exhaust products. That particular facility could pull down to about 350,000 feet (atmosphere) equivalent altitude, which was pushing pretty close to the thermodynamic triple point of the MMH. It was a good test facility. Those facilities are no longer there. When the guys at Marquardt sold the company to what eventually became part of Aerojet, all those test facilities were cut off at the roots. I think they have a movie studio there at this point. That part of it is truly not recoverable, but it did some excellent high-altitude, space-equivalent testing at the time. Surprisingly, we had very few problems while testing in the San Fernando Valley. In the early 1960s, nobody had ever seen dinitrogen tetroxide (N2O4), so that wasn't too big a deal. We really did only make small, red clouds. In all the hundreds of thousands of tests and probably well over one million firings that I was around that place for, in all that thirty-something years, we had a total of one serious injury associated with rocket engine testing and propellants. Because we were trying to figure out what propellants would really be good, we tried all of the fun stuff like the carbon tetrafluoride, chlorine pentafluoride, and pure fluorine. The materials knowledge wasn't all that great at the time. On one test, the fluorine we had didn't react well with the copper they were using for tubing, and it managed to cause another unscheduled disassembly of the facility. It was very serious. It's like one of those Korean War stories. The technician happened to be walking past the test facility when it decided to blow itself up. A piece of copper tubing pierced one cheek and came out the other. That was the only serious accident in all of the engines handled in all those years. Now, we did have a problem with the EPA later because they figured out what the brown clouds were about. We built a whole bunch of exhaust mitigation scrubbers to take care of engine testing in the daytime. In general, we operated the big shuttle (RCS) engine, the 870- pounder at nominal conditions; they scrubbed the effluents pretty well. If you operated that same 870-pound force engine at a level where you get a lot of excess oxidizer, yeah, there s a brown cloud. But, you know, it doesn't show up well in the dark. They did do some of that. But, that s gone; it was addressed one way or another. RELEASED -

Langley Mach 4 scramjet test facility

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Torrence, M. G.; Anderson, G. Y.; Northam, G. B.; Mackley, E. A.

1985-01-01

An engine test facility was constructed at the NASA Langley Research Center in support of a supersonic combustion ramjet (scramjet) technology development program. Hydrogen combustion in air with oxygen replenishment provides simulated air at Mach 4 flight velocity, pressure, and true total temperature for an altitude range from 57,000 to 86,000 feet. A facility nozzle with a 13 in square exit produces a Mach 3.5 free jet flow for engine propulsion tests. The facility is described and calibration results are presented which demonstrate the suitability of the test flow for conducting scramjet engine research.

Description and Operation of the A3 Subscale Facility

NASA Technical Reports Server (NTRS)

Saunders, G. P.; Varner, D. G.; Grover, J. B.

2010-01-01

The purpose of this paper is to give an overview of the general design and operation of the A3 Subscale test facility. The goal is to provide the reader with a general understanding of what the major facility systems are, where they are located, and how they are used to meet the objectives supporting the design of the A3 altitude rocket test facility. This paper also provides the reader with the background information prior to reading the subsequent papers detailing the design and test results of the various systems described herein.

Liquid Oxygen/Liquid Methane Test Summary of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

NASA Technical Reports Server (NTRS)

Melcher, John C., IV; Allred, Jennifer K.

2009-01-01

Tests were conducted with the RS18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA s Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propellant systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to approx.120,000 ft (approx.37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. Propellant flow rate was measured using a coriolis-style mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup. LO2 flow ranged from 5.9-9.5 lbm/sec (2.7-4.3 kg/sec), and LCH4 flow varied from 3.0-4.4 lbm/sec (1.4-2.0 kg/sec) during the RS-18 hot-fire test series. Thrust was measured using three load cells in parallel. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Data was obtained at multiple chamber pressures, and calculations were performed for specific impulse, C* combustion efficiency, and thrust vector alignment. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes.

Green Propellant Test Capabilities of the Altitude Combustion Stand at the NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Kubiak, Jonathan M.; Arnett, Lori A.

2016-01-01

The NASA Glenn Research Center (GRC) is committed to providing simulated altitude rocket test capabilities to NASA programs, other government agencies, private industry partners, and academic partners. A primary facility to support those needs is the Altitude Combustion Stand (ACS). ACS provides the capability to test combustion components at a simulated altitude up to 100,000 ft. (approx.0.2 psia/10 Torr) through a nitrogen-driven ejector system. The facility is equipped with an axial thrust stand, gaseous and cryogenic liquid propellant feed systems, data acquisition system with up to 1000 Hz recording, and automated facility control system. Propellant capabilities include gaseous and liquid hydrogen, gaseous and liquid oxygen, and liquid methane. A water-cooled diffuser, exhaust spray cooling chamber, and multi-stage ejector systems can enable run times up to 180 seconds to 16 minutes. The system can accommodate engines up to 2000-lbf thrust, liquid propellant supply pressures up to 1800 psia, and test at the component level. Engines can also be fired at sea level if needed. The NASA GRC is in the process of modifying ACS capabilities to enable the testing of green propellant (GP) thrusters and components. Green propellants are actively being explored throughout government and industry as a non-toxic replacement to hydrazine monopropellants for applications such as reaction control systems or small spacecraft main propulsion systems. These propellants offer increased performance and cost savings over hydrazine. The modification of ACS is intended to enable testing of a wide range of green propellant engines for research and qualification-like testing applications. Once complete, ACS will have the capability to test green propellant engines up to 880 N in thrust, thermally condition the green propellants, provide test durations up to 60 minutes depending on thrust class, provide high speed control and data acquisition, as well as provide advanced imaging and diagnostics such as infrared (IR) imaging.

Update on the NASA Glenn Propulsion Systems Lab Ice Crystal Cloud Characterization (2015, 2016)

NASA Technical Reports Server (NTRS)

Van Zante, Judith; Bencic, Timothy; Ratvasky, Thomas

2016-01-01

NASA Glenn's Propulsion Systems Lab, an altitude engine test facility, was outfitted with a spray system to generate ice crystals in 2011. Turbine engines and driven rigs can experience ice crystal icing at flight altitudes, temperatures and Mach numbers. To support these tests, four ice crystal characterizations have been conducted in two different facility configurations. In addition, super-cooled liquid and mixed phase clouds have also been generated. This paper represents a work in progress. It will describe some of the 11-parameter calibration space, and how those parameters interact with each other, the instrumentation used to characterize the cloud and present a sample of the cloud characterization results.

Project Hermes 'Use of Smartphones for Receiving Telemetry and Commanding a Satellite'

NASA Technical Reports Server (NTRS)

Maharaja, Rishabh (Principal Investigator)

2016-01-01

TCPIP protocols can be applied for satellite command, control, and data transfer. Project Hermes was an experiment set-up to test the use of the TCPIP protocol for communicating with a space bound payload. The idea was successfully demonstrated on high altitude balloon flights and on a sub-orbital sounding rocket launched from NASAs Wallops Flight Facility. TCPIP protocols can be applied for satellite command, control, and data transfer. Project Hermes was an experiment set-up to test the use of the TCPIP protocol for communicating with a space bound payload. The idea was successfully demonstrated on high altitude balloon flights and on a sub-orbital sounding rocket launched from NASAs Wallops Flight Facility.

Evaluation of a simplified gross thrust calculation method for a J85-21 afterburning turbojet engine in an altitude facility

NASA Technical Reports Server (NTRS)

Baer-Riedhart, J. L.

1982-01-01

A simplified gross thrust calculation method was evaluated on its ability to predict the gross thrust of a modified J85-21 engine. The method used tailpipe pressure data and ambient pressure data to predict the gross thrust. The method's algorithm is based on a one-dimensional analysis of the flow in the afterburner and nozzle. The test results showed that the method was notably accurate over the engine operating envelope using the altitude facility measured thrust for comparison. A summary of these results, the simplified gross thrust method and requirements, and the test techniques used are discussed in this paper.

Ice Crystal Icing Engine Testing in the NASA Glenn Research Center's Propulsion Systems Laboratory (PSL): Altitude Investigation

NASA Technical Reports Server (NTRS)

Oliver, Michael J.

2015-01-01

The National Aeronautics and Space Administration conducted a full scale ice crystal icing turbofan engine test in the NASA Glenn Research Centers Propulsion Systems Laboratory (PSL) Facility in February 2013. Honeywell Engines supplied the test article, an obsolete, unmodified Lycoming ALF502-R5 turbofan engine serial number LF01 that experienced an un-commanded loss of thrust event while operating at certain high altitude ice crystal icing conditions. These known conditions were duplicated in the PSL for this testing.

Update on the NASA Glenn Propulsion Systems Lab Ice Crystal Cloud Characterization (2015)

NASA Technical Reports Server (NTRS)

Van Zante, Judith F.; Bencic, Timothy J.; Ratvasky, Thomas P.

2016-01-01

NASA Glenn's Propulsion Systems Lab (PSL), an altitude engine test facility, was outfitted with a spray system to generate ice crystals. The first ice crystal characterization test occurred in 2012. At PSL, turbine engines and driven rigs can experience ice crystal icing at flight altitudes, temperatures and Mach numbers. To support these tests, four ice crystal characterizations have been conducted in two different facility configurations. In addition, super-cooled liquid and mixed phase clouds have also been generated. This paper will discuss the recent learning from the previous two calibrations. It will describe some of the 12-parameter calibration space, and how those parameters interact with each other, the instrumentation used to characterize the cloud and present a sample of the cloud characterization results.

Systems Design and Experimental Evaluation of a High-Altitude Relight Test Facility

NASA Astrophysics Data System (ADS)

Paxton, Brendan

Novel advances in gas turbine engine combustor technology, led by endeavors into fuel efficiency and demanding environmental regulations, have been fraught with performance and safety concerns. While the majority of low emissions gas turbine engine combustor technology has been necessary for power generation applications, the push for ultra-low NOx combustion in aircraft jet engines has been ever present. Recent state-of-the-art combustor designs notably tackle historic emissions challenges by operating at fuel-lean conditions, which are characterized by an increase in the amount of air flow sent to the primary combustion zone. While beneficial in reducing NOx emissions, the fuel-lean mechanisms that characterize these combustor designs rely heavily upon high-energy and high-velocity air flows to sufficiently mix and atomize fuel droplets, ultimately leading to flame stability concerns during low-power operation. When operating at high-altitude conditions, these issues are further exacerbated by the presence of low ambient air pressures and temperatures, which can lead to engine flame-out situations and hamper engine relight attempts. To aid academic and industrial research ventures into improving the high-altitude lean blow-out and relight performance of modern gas turbine engine combustor technologies, the High-Altitude Relight Test Facility (HARTF) was designed and constructed at the University of Cincinnati (UC) Combustion and Fire Research Laboratory (CFRL). Following its construction, an experimental evaluation of its abilities to facilitate optically-accessible ignition, combustion, and spray testing for gas turbine engine combustor hardware at simulated high-altitude conditions was performed. In its evaluation, performance limit references were established through testing of the HARTF vacuum and cryogenic air-chilling capabilities. These tests were conducted with regard to end-user control---the creation and the maintenance of a realistic high-altitude environment simulation. To evaluate future testing applications, as well as to understand the abilities of the HARTF to accommodate different sizes and configurations of industrial gas turbine engine combustor hardware, ignition testing was conducted at challenging high-altitude windmilling conditions with a linearly-arranged five-swirler array, replicating the implementation of a multi-cup combustor sector.

Index of Nuclear Weapon Effects Simulators. Sanitized

DTIC Science & Technology

1983-06-01

124 TRESTLE Facility ..................................................... 125 Vertical EMP Simulator ( VEMPS ...82171 SIMULATOR: Vertical EMP Simulator ( VEMPS ) TYPE: EMP AGENCY: US Army LOCATION: HOL1.0’od ridge, V, Research Facility POINT OF CONTACT...DESCRIPTION: The VEMPS facility is I radiating elect, asettc pulse (EMP) stilateor used to expose test obJects to the simulated effects of high altitude EIP

A3 Subscale Diffuser Test Article Design

NASA Technical Reports Server (NTRS)

Saunders, G. P.

2009-01-01

This paper gives a detailed description of the design of the A3 Subscale Diffuser Test (SDT) Article Design. The subscale diffuser is a geometrically accurate scale model of the A3 altitude rocket facility. It was designed and built to support the SDT risk mitigation project located at the E3 facility at Stennis Space Center, MS (SSC) supporting the design and construction of the A3 facility at SSC. The subscale test article is outfitted with a large array of instrumentation to support the design verification of the A3 facility. The mechanical design of the subscale diffuser and test instrumentation are described here

Define and Quantify the Physics of Air Flow, Pressure Drop and Aerosol Collection in Nuclear Grade HEPA Filters

DOE Office of Scientific and Technical Information (OSTI.GOV)

Moore, Murray E.

Objective: Develop a set of peer-review and verified analytical methods to adjust HEPA filter performance to different flow rates, temperatures and altitudes. Experimental testing will measure HEPA filter flow rate, pressure drop and efficiency to verify the analytical approach. Nuclear facilities utilize HEPA (High Efficiency Particulate Air) filters to purify air flow for workspace ventilation. However, the ASME AG-1 technical standard (Code on Nuclear Air and Gas Treatment) does not adequately describe air flow measurement units for HEPA filter systems. Specifically, the AG-1 standard does not differentiate between volumetric air flow in ACFM (actual cubic feet per minute)compared to massmore » flow measured in SCFM (standard cubic feet per minute). More importantly, the AG-1 standard has an overall deficiency for using HEPA filter devices at different air flow rates, temperatures, and altitudes. Technical Approach: The collection efficiency and pressure drops of 18 different HEPA filters will be measured over a range of flow rates, temperatures and altitudes. The experimental results will be compared to analytical scoping calculations. Three manufacturers have allocated six HEPA filters each for this effort. The 18 filters will be tested at two different flow rates, two different temperatures and two different altitudes. The 36 total tests will be conducted at two different facilities: the ATI Test facilities (Baltimore MD) and the Los Alamos National Laboratory (Los Alamos NM). The Radiation Protection RP-SVS group at Los Alamos has an aerosol wind tunnel that was originally designed to evaluate small air samplers. In 2010, modifications were started to convert the wind tunnel for HEPA filter testing. (Extensive changes were necessary for the required aerosol generators, HEPA test fixtures, temperature control devices and measurement capabilities.) To this date, none of these modification activities have been funded through a specific DOE or NNSA program. This is expected to require six months of time, after receipt of funding. Benefits: US DOE facilities that use HEPA filters will benefit from access to the new operational measurement methods. Uncertainty and guesswork will be removed from HEPA filter operations.« less

NASA Engine Icing Research Overview: Aeronautics Evaluation and Test Capabilities (AETC) Project

NASA Technical Reports Server (NTRS)

Veres, Joseph P.

2015-01-01

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported by airlines under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion by the engine. The ice crystals can result in degraded engine performance, loss of thrust control, compressor surge or stall, and flameout of the combustor. The Aviation Safety Program at NASA has taken on the technical challenge of a turbofan engine icing caused by ice crystals which can exist in high altitude convective clouds. The NASA engine icing project consists of an integrated approach with four concurrent and ongoing research elements, each of which feeds critical information to the next element. The project objective is to gain understanding of high altitude ice crystals by developing knowledge bases and test facilities for testing full engines and engine components. The first element is to utilize a highly instrumented aircraft to characterize the high altitude convective cloud environment. The second element is the enhancement of the Propulsion Systems Laboratory altitude test facility for gas turbine engines to include the addition of an ice crystal cloud. The third element is basic research of the fundamental physics associated with ice crystal ice accretion. The fourth and final element is the development of computational tools with the goal of simulating the effects of ice crystal ingestion on compressor and gas turbine engine performance. The NASA goal is to provide knowledge to the engine and aircraft manufacturing communities to help mitigate, or eliminate turbofan engine interruptions, engine damage, and failures due to ice crystal ingestion.

Altitude test of several afterburner configurations on a turbofan engine with a hydrogen heater to simulate an elevated turbine discharge temperature

NASA Technical Reports Server (NTRS)

Johnsen, R. L.; Cullom, R. R.

1977-01-01

A performance test of several experimental afterburner configurations was conducted with a mixed-flow turbofan engine in an altitude facility. The simulated flight conditions were for Mach 1.4 at two altitudes, 12,190 and 14,630 meters. Turbine discharge temperatures of 889 and 1056 K were used. A production afterburner was tested for comparison. The research afterburners included partial forced mixers with V-gutter flameholders, a carburetted V-gutter flameholder, and a triple ring V-gutter flameholder with four swirl-can fuel mixers. Fuel injection variations were included. Performance data shown include augmented thrust ratio, thrust specific fuel consumption, combustion efficiency, and total pressure drop across the afterburner.

Low thrust rocket test facility

NASA Technical Reports Server (NTRS)

Arrington, Lynn A.; Schneider, Steven J.

1990-01-01

A low thrust chemical rocket test facility has recently become operational at the NASA-Lewis. The new facility is used to conduct both long duration and performance tests at altitude over a thruster's operating envelope using hydrogen and oxygen gas for propellants. The facility provides experimental support for a broad range of objectives, including fundamental modeling of fluids and combustion phenomena, the evaluation of thruster components, and life testing of full rocket designs. The major mechanical and electrical systems are described along with aspects of the various optical diagnostics available in the test cell. The electrical and mechanical systems are designed for low down time between tests and low staffing requirements for test operations. Initial results are also presented which illustrate the various capabilities of the cell.

Python Turboprop Prepared for a Test in the Altitude Wind Tunnel

NASA Image and Video Library

1949-08-21

A 3670-horsepower Armstrong-Siddeley Python turboprop being prepared for tests in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. In 1947 Lewis researcher Walter Olsen led a group of representatives from the military, industry, and the NACA on a fact finding mission to investigate the technological progress of British turbojet manufacturers. Afterwards several British engines, including the Python, were brought to Cleveland for testing in Lewis’s altitude facilities. The Python was a 14-stage axial-flow compressor turboprop with a fixed-area nozzle and contra-rotating propellers. Early turboprops combined the turbojet and piston engine technologies. They could move large quantities of air so required less engine speed and thus less fuel. This was very appealing to the military for some applications. The military asked the NACA to compare the Python’s performance at sea to that at high altitudes. The NACA researchers studied the Python in the Altitude Wind Tunnel from July 1949 through January 1950. It was the first time the tunnel was used to study an engine with the sole purpose of learning about, not improving it. They analyzed the engine’s dynamic response using a frequency response method at altitudes between 10,000 to 30,000 feet. Lewis researchers found that they could predict the dynamic response characteristics at any altitude from the data obtained from any other specific altitude. This portion of the testing was completed during a single test run.

Ice Accretion Measurements on an Airfoil and Wedge in Mixed-Phase Conditions

NASA Technical Reports Server (NTRS)

Struk, Peter; Bartkus, Tadas; Tsao, Jen-Ching; Currie, Tom; Fuleki, Dan

2015-01-01

This paper describes ice accretion measurements from experiments conducted at the National Research Council (NRC) of Canada's Research Altitude Test Facility during 2012. Due to numerous engine power loss events associated with high altitude convective weather, potential ice accretion within an engine due to ice crystal ingestion is being investigated collaboratively by NASA and NRC. These investigations examine the physical mechanisms of ice accretion on surfaces exposed to ice crystal and mixed phase conditions, similar to those believed to exist in core compressor regions of jet engines. A further objective of these tests is to examine scaling effects since altitude appears to play a key role in this icing process.

Temperature measurement using infrared imaging systems during turbine engine altitude testing

NASA Technical Reports Server (NTRS)

Burns, Maureen E.

1994-01-01

This report details the use of infrared imaging for temperature measurement and thermal pattern determination during simulated altitude engine testing in the NASA Lewis Propulsion Systems Laboratory. Three identical argon-cooled imaging systems were installed in the facility exhaust collector behind sapphire windows to look at engine internal surfaces. The report describes the components of each system, presents the specifics of the complicated installation, and explains the operation of the systems during engine testing. During the program, several problems emerged, such as argon contamination system, component overheating, cracked sapphire windows, and other unexplained effects. This report includes a summary of the difficulties as well as the solutions developed. The systems performed well, considering they were in an unusually harsh exhaust environment. Both video and digital data were recorded, and the information provided valuable material for the engineers and designers to quickly make any necessary design changes to the engine hardware cooling system. The knowledge and experience gained during this program greatly simplified the installation and use of the systems during later test programs in the facility. The infrared imaging systems have significantly enhanced the measurement capabilities of the facility, and have become an outstanding and versatile testing resource in the Propulsion Systems Laboratory.

NASA Lewis Propulsion Systems Laboratory Customer Guide Manual

NASA Technical Reports Server (NTRS)

Soeder, Ronald H.

1994-01-01

This manual describes the Propulsion Systems Laboratory (PSL) at NASA Lewis Research Center. The PSL complex supports two large engine test cells (PSL-3 and PSL-4) that are capable of providing flight simulation to altitudes of 70,000 ft. Facility variables at the engine or test-article inlet, such as pressure, temperature, and Mach number (up to 3.0 for PSL-3 and up to 6.0 planned for PSL-4), are discussed. Support systems such as the heated and cooled combustion air systems; the altitude exhaust system; the hydraulic system; the nitrogen, oxygen, and hydrogen systems; hydrogen burners; rotating screen assemblies; the engine exhaust gas-sampling system; the infrared imaging system; and single- and multiple-axis thrust stands are addressed. Facility safety procedures are also stated.

Diffuser Test

NASA Image and Video Library

2007-09-13

Tests begun at Stennis Space Center's E Complex Sept. 13 evaluated a liquid oxygen lead for engine start performance, part of the A-3 Test Facility Subscale Diffuser Risk Mitigation Project at SSC's E-3 Test Facility. Phase 1 of the subscale diffuser project, completed Sept. 24, was a series of 18 hot-fire tests using a 1,000-pound liquid oxygen and gaseous hydrogen thruster to verify maximum duration and repeatability for steam generation supporting the A-3 Test Stand project. The thruster is a stand-in for NASA's developing J-2X engine, to validate a 6 percent scale version of A-3's exhaust diffuser. Testing the J-2X at altitude conditions requires an enormous diffuser. Engineers will generate nearly 4,600 pounds per second of steam to reduce pressure inside A-3's test cell to simulate altitude conditions. A-3's exhaust diffuser has to be able to withstand regulated pressure, temperatures and the safe discharge of the steam produced during those tests. Before the real thing is built, engineers hope to work out any issues on the miniature version. Phase 2 testing is scheduled to begin this month.

Techniques utilized in the simulated altitude testing of a 2D-CD vectoring and reversing nozzle

NASA Technical Reports Server (NTRS)

Block, H. Bruce; Bryant, Lively; Dicus, John H.; Moore, Allan S.; Burns, Maureen E.; Solomon, Robert F.; Sheer, Irving

1988-01-01

Simulated altitude testing of a two-dimensional, convergent-divergent, thrust vectoring and reversing exhaust nozzle was accomplished. An important objective of this test was to develop test hardware and techniques to properly operate a vectoring and reversing nozzle within the confines of an altitude test facility. This report presents detailed information on the major test support systems utilized, the operational performance of the systems and the problems encountered, and test equipment improvements recommended for future tests. The most challenging support systems included the multi-axis thrust measurement system, vectored and reverse exhaust gas collection systems, and infrared temperature measurement systems used to evaluate and monitor the nozzle. The feasibility of testing a vectoring and reversing nozzle of this type in an altitude chamber was successfully demonstrated. Supporting systems performed as required. During reverser operation, engine exhaust gases were successfully captured and turned downstream. However, a small amount of exhaust gas spilled out the collector ducts' inlet openings when the reverser was opened more than 60 percent. The spillage did not affect engine or nozzle performance. The three infrared systems which viewed the nozzle through the exhaust collection system worked remarkably well considering the harsh environment.

Liquid Rocket Engine Testing - Historical Lecture: Simulated Altitude Testing at AEDC

NASA Technical Reports Server (NTRS)

Dougherty, N. S.

2010-01-01

The span of history covered is from 1958 to the present. The outline of this lecture draws from historical examples of liquid propulsion testing done at AEDC primarily for NASA's Marshall Space Flight Center (NASA/MSFC) in the Saturn/Apollo Program and for USAF Space and Missile Systems dual-use customers. NASA has made dual use of Air Force launch vehicles, Test Ranges and Tracking Systems, and liquid rocket altitude test chambers / facilities. Examples are drawn from the Apollo/ Saturn vehicles and the testing of their liquid propulsion systems. Other examples are given to extend to the family of the current ELVs and Evolved ELVs (EELVs), in this case, primarily to their Upper Stages. The outline begins with tests of the XLR 99 Engine for the X-15 aircraft, tests for vehicle / engine induced environments during flight in the atmosphere and in Space, and vehicle staging at high altitude. The discussion is from the author's perspective and background in developmental testing.

Skylab Medical Experiments Altitude Test /SMEAT/ facility design and operation.

NASA Technical Reports Server (NTRS)

Hinners, A. H., Jr.; Correale, J. V.

1973-01-01

This paper presents the design approaches and test facility operation methods used to successfully accomplish a 56-day test for Skylab to permit evaluation of selected Skylab medical experiments in a ground test simulation of the Skylab environment with an astronaut crew. The systems designed for this test include the two-gas environmental control system, the fire suppression and detection system, equipment transfer lock, ground support equipment, safety systems, potable water system, waste management system, lighting and power system, television monitoring, communications and recreation systems, and food freezer.

Preliminary Results From a Heavily Instrumented Engine Ice Crystal Icing Test in a Ground Based Altitude Test Facility

NASA Technical Reports Server (NTRS)

Flegel, Ashlie B.; Oliver, Michael J.

2016-01-01

Preliminary results from the heavily instrumented ALF502R-5 engine test conducted in the NASA Glenn Research Center Propulsion Systems Laboratory are discussed. The effects of ice crystal icing on a full scale engine is examined and documented. This same model engine, serial number LF01, was used during the inaugural icing test in the Propulsion Systems Laboratory facility. The uncommanded reduction of thrust (rollback) events experienced by this engine in flight were simulated in the facility. Limited instrumentation was used to detect icing on the LF01 engine. Metal temperatures on the exit guide vanes and outer shroud and the load measurement were the only indicators of ice formation. The current study features a similar engine, serial number LF11, which is instrumented to characterize the cloud entering the engine, detect/ characterize ice accretion, and visualize the ice accretion in the region of interest. Data were acquired at key LF01 test points and additional points that explored: icing threshold regions, low altitude, high altitude, spinner heat effects, and the influence of varying the facility and engine parameters. For each condition of interest, data were obtained from some selected variations of ice particle median volumetric diameter, total water content, fan speed, and ambient temperature. For several cases the NASA in-house engine icing risk assessment code was used to find conditions that would lead to a rollback event. This study further helped NASA develop necessary icing diagnostic instrumentation, expand the capabilities of the Propulsion Systems Laboratory, and generate a dataset that will be used to develop and validate in-house icing prediction and risk mitigation computational tools. The ice accretion on the outer shroud region was acquired by internal video cameras. The heavily instrumented engine showed good repeatability of icing responses when compared to the key LF01 test points and during day-to-day operation. Other noticeable observations are presented.

Preliminary Results From a Heavily Instrumented Engine Ice Crystal Icing Test in a Ground Based Altitude Test Facility

NASA Technical Reports Server (NTRS)

Flegel, Ashlie B.; Oliver, Michael J.

2016-01-01

Preliminary results from the heavily instrumented ALF502R-5 engine test conducted in the NASA Glenn Research Center Propulsion Systems Laboratory are discussed. The effects of ice crystal icing on a full scale engine is examined and documented. This same model engine, serial number LF01, was used during the inaugural icing test in the Propulsion Systems Laboratory facility. The uncommanded reduction of thrust (rollback) events experienced by this engine in flight were simulated in the facility. Limited instrumentation was used to detect icing on the LF01 engine. Metal temperatures on the exit guide vanes and outer shroud and the load measurement were the only indicators of ice formation. The current study features a similar engine, serial number LF11, which is instrumented to characterize the cloud entering the engine, detect/characterize ice accretion, and visualize the ice accretion in the region of interest. Data were acquired at key LF01 test points and additional points that explored: icing threshold regions, low altitude, high altitude, spinner heat effects, and the influence of varying the facility and engine parameters. For each condition of interest, data were obtained from some selected variations of ice particle median volumetric diameter, total water content, fan speed, and ambient temperature. For several cases the NASA in-house engine icing risk assessment code was used to find conditions that would lead to a rollback event. This study further helped NASA develop necessary icing diagnostic instrumentation, expand the capabilities of the Propulsion Systems Laboratory, and generate a dataset that will be used to develop and validate in-house icing prediction and risk mitigation computational tools. The ice accretion on the outer shroud region was acquired by internal video cameras. The heavily instrumented engine showed good repeatability of icing responses when compared to the key LF01 test points and during day-to-day operation. Other noticeable observations are presented.

Liquid Oxygen/Liquid Methane Test Results of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

NASA Technical Reports Server (NTRS)

Melcher, John C., IV; Allred, Jennifer K.

2009-01-01

Tests were conducted with the RS-18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA's Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propulsion systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to 122,000 ft (37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. LO2 flow ranged from 5.9 - 9.5 lbm/sec (2.7 - 4.3 kg/sec), and LCH4 flow varied from 3.0 - 4.4 lbm/sec (1.4 - 2.0 kg/sec) during the RS-18 hot-fire test series. Propellant flow rate was measured using a coriolis mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup due to two-phase flow effects. Subsequent cold-flow testing demonstrated that the propellant manifolds must be adequately flushed in order for the coriolis flow meters to give accurate data. The coriolis flow meters were later shown to provide accurate steady-state data, but the turbine flow meter data should be used in transient phases of operation. Thrust was measured using three load cells in parallel, which also provides the capability to calculate thrust vector alignment. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes. All of these objectives were met with the RS-18 data and additional testing data from subsequent LO2/methane test programs in 2009 which included the first simulated-altitude pyrotechnic ignition demonstration of LO2/methane.

The 0.040-scale space shuttle orbiter base heating model tests in the Lewis Research Center space power facility

NASA Technical Reports Server (NTRS)

Dezelick, R. A.

1976-01-01

Space shuttle base heating tests were conducted using a 0.040-scale model in the Plum Brook Space Power Facility of The NASA Lewis Research Center. The tests measured heat transfer rates, pressure distributions, and gas recovery temperatures on the orbiter vehicle 2A base configuration resulting from engine plume impingement. One hundred and sixty-eight hydrogen-oxygen engine firings were made at simulated flight altitudes ranging from 120,000 to 360,000 feet.

The Use of Environmental Test Facilities for Purposes Beyond Their Original Design

NASA Technical Reports Server (NTRS)

Fisher, Terry C.; Marner, W. J.

2000-01-01

Increasing demands from space flight project offices are requiring environmental testing facilities to become more versatile with increased capabilities. At the same time, maintaining a cost-effective approach to test operations has driven efforts to use these facilities for purposes beyond their original design. This paper presents an overview of the Jet Propulsion Laboratory's efforts to provide JPL's space flight projects with test facilities to meet unique test requirements and to serve the needs of selected outside customers. The large number of recent Mars Missions, including the Mars Pathfinder project, have required testing of components and systems in a Martian surface environment in facilities originally designed for deep space testing. The unique problems associated with performing these tests are discussed, along with practical solutions. Other unique test requirements are discussed including the use of space simulation chambers for testing high altitude balloon gondolas and the use of vacuum chambers for system level test firing of an ion propulsion engine.

Pretest uncertainty analysis for chemical rocket engine tests

NASA Technical Reports Server (NTRS)

Davidian, Kenneth J.

1987-01-01

A parametric pretest uncertainty analysis has been performed for a chemical rocket engine test at a unique 1000:1 area ratio altitude test facility. Results from the parametric study provide the error limits required in order to maintain a maximum uncertainty of 1 percent on specific impulse. Equations used in the uncertainty analysis are presented.

Model investigation of inlet plenum flow straightening techniques for altitude test facility

NASA Technical Reports Server (NTRS)

Riddlebaugh, S. M.; Linke, H. G.

1976-01-01

An investigation was conducted to evaluate and improve the quality of the airflow to be supplied to the engine in altitude test chambers 3 and 4 of the Propulsion Systems Laboratory at the Lewis Research Center. One-twentieth-scale models of the inlet plenum chamber of the two test chambers were used in the investigation to minimize time and cost. It was possible to reduce the velocity spread in the inlet plenum from approximately 100 m/sec (330 ft/sec) to approximately 10 m/sec (30 ft/sec) through the combined use of flow diverters, multiple spaced screens, flow straighteners, and turning vanes.

Integrated Cryogenic Propulsion Test Article Thermal Vacuum Hotfire Testing

NASA Technical Reports Server (NTRS)

Morehead, Robert L.; Melcher, J. C.; Atwell, Matthew J.; Hurlbert, Eric A.

2017-01-01

In support of a facility characterization test, the Integrated Cryogenic Propulsion Test Article (ICPTA) was hotfire tested at a variety of simulated altitude and thermal conditions in the NASA Glenn Research Center Plum Brook Station In-Space Propulsion Thermal Vacuum Chamber (formerly B2). The ICPTA utilizes liquid oxygen and liquid methane propellants for its main engine and four reaction control engines, and uses a cold helium system for tank pressurization. The hotfire test series included high altitude, high vacuum, ambient temperature, and deep cryogenic environments, and several hundred sensors on the vehicle collected a range of system level data useful to characterize the operation of an integrated LOX/Methane spacecraft in the space environment - a unique data set for this propellant combination.

Liquid Rocket Engine Testing Overview

NASA Technical Reports Server (NTRS)

Rahman, Shamim

2005-01-01

Contents include the following: Objectives and motivation for testing. Technology, Research and Development Test and Evaluation (RDT&E), evolutionary. Representative Liquid Rocket Engine (LRE) test compaigns. Apollo, shuttle, Expandable Launch Vehicles (ELV) propulsion. Overview of test facilities for liquid rocket engines. Boost, upper stage (sea-level and altitude). Statistics (historical) of Liquid Rocket Engine Testing. LOX/LH, LOX/RP, other development. Test project enablers: engineering tools, operations, processes, infrastructure.

A series of low-altitude aerial radiological surveys of selected regions within Areas 3, 5, 8, 9, 11, 18, and 25 at the Nevada Test Site

DOE Office of Scientific and Technical Information (OSTI.GOV)

Colton, D.P.

1999-12-01

A series of low-altitude, aerial radiological surveys of selected regions within Areas 3, 5, 8, 9, 11, 18,and 25 of the Nevada Test Site was conducted from December 1996 through June 1999. The surveys were conducted for the US Department of Energy by the Remote Sensing Laboratory, located in Las Vegas, Nevada, and maintained and operated by Bechtel Nevada. The flights were conducted at a nominal altitude of 15 meters above ground level along a set of parallel flight lines spaced 23 meters apart. The purpose of these low-altitude surveys was to measure, map, and define the areas of americium-241more » activity. The americium contamination will be used to determine the areas of plutonium contamination. Americium-241 activity was detected within 8 of the 11 regions. The three regions where americium-241 was not detected were in the inactive Nuclear Rocket Development Station complex in Area 25, which encompassed the Test Cell A and Test Cell C reactor test stands and the Reactor Maintenance Assembly and Disassembly facility.« less

LDSD Ready for Launch

NASA Image and Video Library

2015-06-05

NASA's Low-Density Supersonic Decelerator (LDSD) hangs from a launch tower at U.S. Navy's Pacific Missile Range Facility in Kauai, Hawaii. The saucer-shaped vehicle will test two devices for landing heavy payloads on Mars: an inflatable donut-shaped device and a supersonic parachute. The launch tower helps link the vehicle to a balloon; once the balloon floats up, the vehicle is released from the tower and the balloon carries it to high altitudes. The vehicle's rocket takes it to even higher altitudes, to the top of the stratosphere, where the supersonic test begins. http://photojournal.jpl.nasa.gov/catalog/PIA19342

LDSD on the Launch Tower

NASA Image and Video Library

2015-06-05

NASA's Low-Density Supersonic Decelerator (LDSD) hangs from a launch tower at U.S. Navy's Pacific Missile Range Facility in Kauai, Hawaii. The saucer-shaped vehicle will test two devices for landing heavy payloads on Mars: an inflatable donut-shaped device and a supersonic parachute. The launch tower helps link the vehicle to a balloon; once the balloon floats up, the vehicle is released from the tower and the balloon carries it to high altitudes. The vehicle's rocket takes it to even higher altitudes, to the top of the stratosphere, where the supersonic test begins. http://photojournal.jpl.nasa.gov/catalog/PIA19343

High-Altitude Electromagnetic Pulse (HEMP) Testing

DTIC Science & Technology

2011-11-10

Security Classification Guide ( SCG ). b. The HEMP simulation facility shall have a measured map of the peak amplitude waveform of the...Quadripartite Standardization Agreement s, sec second SCG security classification guide SN serial number SOP Standard Operating Procedure

Advances in Engine Test Capabilities at the NASA Glenn Research Center's Propulsion Systems Laboratory

NASA Technical Reports Server (NTRS)

Pachlhofer, Peter M.; Panek, Joseph W.; Dicki, Dennis J.; Piendl, Barry R.; Lizanich, Paul J.; Klann, Gary A.

2006-01-01

The Propulsion Systems Laboratory at the National Aeronautics and Space Administration (NASA) Glenn Research Center is one of the premier U.S. facilities for research on advanced aeropropulsion systems. The facility can simulate a wide range of altitude and Mach number conditions while supplying the aeropropulsion system with all the support services necessary to operate at those conditions. Test data are recorded on a combination of steady-state and highspeed data-acquisition systems. Recently a number of upgrades were made to the facility to meet demanding new requirements for the latest aeropropulsion concepts and to improve operational efficiency. Improvements were made to data-acquisition systems, facility and engine-control systems, test-condition simulation systems, video capture and display capabilities, and personnel training procedures. This paper discusses the facility s capabilities, recent upgrades, and planned future improvements.

An Overview of Follow-On Testing Activities of the A-3 Subscale Diffuser Test Project

NASA Technical Reports Server (NTRS)

Ryan, James E.

2009-01-01

An overview of NASA Stennis Space Center's (SSC) A-3 Subscale Diffuser Test (SDT) Project is presented. The original scope of the SDT Project, conducted from April 2007 to January 2008, collected data to support mitigation of risk associated with design and procurement activities of the A-3 Test Stand Project, an effort to construct a simulated altitude test facility at SSC in support of NASA's Constellation Program. Follow-on tests were conducted from May 2008 through August 2009, utilizing the SDT test setup as a testbed for additional risk mitigation activities. Included are descriptions of the Subscale Diffuser (SD) test article, the test facility configuration, and test approaches.

ED01-0146-3

NASA Image and Video Library

2001-04-28

The 247-foot length of the Helios prototype wing is in evidence as the high-altitude, solar-powered flying wing rests on its ground dolly during pre-flight tests at the U.S. Navy's Pacific Missile Range Facility on Kaua'i, Hawaii.

Subscale Flight Testing for Aircraft Loss of Control: Accomplishments and Future Directions

NASA Technical Reports Server (NTRS)

Cox, David E.; Cunningham, Kevin; Jordan, Thomas L.

2012-01-01

Subscale flight-testing provides a means to validate both dynamic models and mitigation technologies in the high-risk flight conditions associated with aircraft loss of control. The Airborne Subscale Transport Aircraft Research (AirSTAR) facility was designed to be a flexible and efficient research facility to address this type of flight-testing. Over the last several years (2009-2011) it has been used to perform 58 research flights with an unmanned, remotely-piloted, dynamically-scaled airplane. This paper will present an overview of the facility and its architecture and summarize the experimental data collected. All flights to date have been conducted within visual range of a safety observer. Current plans for the facility include expanding the test volume to altitudes and distances well beyond visual range. The architecture and instrumentation changes associated with this upgrade will also be presented.

Exhaust-Gas Pressure and Temperature Survey of F404-GE-400 Turbofan Engine

NASA Technical Reports Server (NTRS)

Walton, James T.; Burcham, Frank W., Jr.

1986-01-01

An exhaust-gas pressure and temperature survey of the General Electric F404-GE-400 turbofan engine was conducted in the altitude test facility of the NASA Lewis Propulsion System Laboratory. Traversals by a survey rake were made across the exhaust-nozzle exit to measure the pitot pressure and total temperature. Tests were performed at Mach 0.87 and a 24,000-ft altitude and at Mach 0.30 and a 30,000-ft altitude with various power settings from intermediate to maximum afterburning. Data yielded smooth pressure and temperature profiles with maximum jet temperatures approximately 1.4 in. inside the nozzle edge and maximum jet temperatures from 1 to 3 in. inside the edge. A low-pressure region located exactly at engine center was noted. The maximum temperature encountered was 3800 R.

Recent Advances in the LEWICE Icing Model

NASA Technical Reports Server (NTRS)

Wright, William B.; Addy, Gene; Struk, Peter; Bartkus, Tadas

2015-01-01

This paper will describe two recent modifications to the Glenn ICE software. First, a capability for modeling ice crystals and mixed phase icing has been modified based on recent experimental data. Modifications have been made to the ice particle bouncing and erosion model. This capability has been added as part of a larger effort to model ice crystal ingestion in aircraft engines. Comparisons have been made to ice crystal ice accretions performed in the NRC Research Altitude Test Facility (RATFac). Second, modifications were made to the run back model based on data and observations from thermal scaling tests performed in the NRC Altitude Icing Tunnel.

Altitude Wind Tunnel at NASA Glenn Research Center: An Interactive History

NASA Technical Reports Server (NTRS)

2008-01-01

When constructed in the Early 1940s, the Altitude Wind Tunnel (AWT) at NASA Glenn Research Center was the nation's only wind tunnel capable of studying full scale engines under realistic flight conditions. It played a significant role in the development of the first U.S. jet engines as well as technologies such as the afterburner and variable-area nozzle. In the late 1950s, the tunnels interior components were removed so that hardware for Project Mercury could be tested in altitude conditions. In 1961, a portion of the tunnel was converted into one of the country's first large vacuum tanks and renamed the Space Power Chamber (SPC). SPC was used extensively throughout the 1960s for the Centaur rocket program. This multimedia piece allows one to interactively learn about the Altitude Wind Tunnel facility. and the research performed there. The piece contains: (1) A chronological history of the AWT from its construction during World War II and the testing of early jet engines, through the Mercury and Centaur programs of the 1960s and up to the final use of the building for the Microwave Systems laboratory. (2) Photographic surveys of the facility in it wind tunnel, vacuum tank and final configurations. (3) Browsable gallery of over 200 captioned photographs and video clips.(4) A nine minute documentary of the AWT produced by NASA in 1961 (5) Links to over 70 reports and publications related to AWT research and the history of the NACA.

Primary Exhaust Cooler at the Propulsion Systems Laboratory

NASA Image and Video Library

1952-09-21

One of the two primary coolers at the Propulsion Systems Laboratory at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Engines could be run in simulated altitude conditions inside the facility’s two 14-foot-diameter and 24-foot-long test chambers. The Propulsion Systems Laboratory was the nation’s only facility that could run large full-size engine systems in controlled altitude conditions. At the time of this photograph, construction of the facility had recently been completed. Although not a wind tunnel, the Propulsion Systems Laboratory generated high-speed airflow through the interior of the engine. The air flow was pushed through the system by large compressors, adjusted by heating or refrigerating equipment, and de-moisturized by air dryers. The exhaust system served two roles: reducing the density of the air in the test chambers to simulate high altitudes and removing hot gases exhausted by the engines being tested. It was necessary to reduce the temperature of the extremely hot engine exhaust before the air reached the exhauster equipment. As the air flow exited through exhaust section of the test chamber, it entered into the giant primary cooler seen in this photograph. Narrow fins or vanes inside the cooler were filled with water. As the air flow passed between the vanes, its heat was transferred to the cooling water. The cooling water was cycled out of the system, carrying with it much of the exhaust heat.

The 88-Inch Cyclotron: A One-Stop Facility for Electronics Radiation and Detector Testing

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kireeff Covo, M.; Albright, R. A.; Ninemire, B. F.

In outer space down to the altitudes routinely flown by larger aircrafts, radiation can pose serious issues for microelectronics circuits. The 88-Inch Cyclotron at Lawrence Berkeley National Laboratory is a sector-focused cyclotron and home of the Berkeley Accelerator Space Effects Facility, where the effects of energetic particles on sensitive microelectronics are studied with the goal of designing electronic systems for the space community. This paper describes the flexibility of the facility and its capabilities for testing the bombardment of electronics by heavy ions, light ions, and neutrons. Experimental capabilities for the generation of neutron beams from deuteron breakups and radiationmore » testing of carbon nanotube field effect transistor will be discussed.« less

High-altitude medical and operations problems and solutions for the Millimeter Array

NASA Astrophysics Data System (ADS)

Napier, Peter J.; West, John B.

1998-07-01

The 5000m altitude of the potential site for the Millimeter Array (MMA) in Northern Chile is so high that high-altitude problems for both the staff and equipment must be considered and included in planing for the facility. The very good accessibility of the site, only one hour's drive from the nearest town at altitude 2440m, makes it possible for MMA workers to sleep and perform much of their work at low altitude. Workers on the site will have 11 percent less oxygen available than workers at Mauna Kea Observatory. It is expected that the mental abilities and ability to do hard physical labor of workers on the high site will be reduced by 10 percent to 30 percent compared to sea-level. In-doors working areas on the MMA site will have their atmospheres oxygen enriched to provide an effective working altitude of 3500m where loss of mental ability should be small. Tests of oxygen enrichment at high-altitude Chilean mines and at the University of California White Mountain Research Station show that it is feasible and economic. Problems of equipment operation at 5000m altitude are expected to be manageable.

Altitude Wind Tunnel Operating at Night

NASA Image and Video Library

1945-04-21

The Altitude Wind Tunnel (AWT) during one of its overnight runs at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The AWT was run during night hours so that its massive power loads were handled when regional electric demands were lowest. At the time the AWT was among the most complex wind tunnels ever designed. In order to simulate conditions at high altitudes, NACA engineers designed innovative new systems that required tremendous amounts of electricity. The NACA had an agreement with the local electric company that it would run its larger facilities overnight when local demand was at its lowest. In return the utility discounted its rates for the NACA during those hours. The AWT could produce wind speeds up to 500 miles per hour through its 20-foot-diameter test section at the standard operating altitude of 30,000 feet. The airflow was created by a large fan that was driven by an 18,000-horsepower General Electric induction motor. The altitude simulation was accomplished by large exhauster and refrigeration systems. The cold temperatures were created by 14 Carrier compressors and the thin atmosphere by four 1750-horsepower exhausters. The first and second shifts usually set up and broke down the test articles, while the third shift ran the actual tests. Engineers would often have to work all day, then operate the tunnel overnight, and analyze the data the next day. The night crew usually briefed the dayshift on the tests during morning staff meetings.

Crew Dragon Demonstration Mission 1

NASA Image and Video Library

2018-06-13

SpaceX’s Crew Dragon is at NASA’s Plum Brook Station in Ohio, ready to undergo testing in the In-Space Propulsion Facility — the world’s only facility capable of testing full-scale upper-stage launch vehicles and rocket engines under simulated high-altitude conditions. The chamber will allow SpaceX and NASA to verify Crew Dragon’s ability to withstand the extreme temperatures and vacuum of space. This is the spacecraft that SpaceX will fly during its Demonstration Mission 1 flight test under NASA’s Commercial Crew Transportation Capability contract with the goal of returning human spaceflight launch capabilities to the U.S.

Multi-Axis Space Inertia Test Facility inside the Altitude Wind Tunnel

NASA Image and Video Library

1960-04-21

The Multi-Axis Space Test Inertial Facility (MASTIF) in the Altitude Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Although the Mercury astronaut training and mission planning were handled by the Space Task Group at Langley Research Center, NASA Lewis played an important role in the program, beginning with the Big Joe launch. Big Joe was a singular attempt early in the program to use a full-scale Atlas booster and simulate the reentry of a mockup Mercury capsule without actually placing it in orbit. A unique three-axis gimbal rig was built inside Lewis’ Altitude Wind Tunnel to test Big Joe’s attitude controls. The control system was vital since the capsule would burn up on reentry if it were not positioned correctly. The mission was intended to assess the performance of the Atlas booster, the reliability of the capsule’s attitude control system and beryllium heat shield, and the capsule recovery process. The September 9, 1959 launch was a success for the control system and heatshield. Only a problem with the Atlas booster kept the mission from being a perfect success. The MASTIF was modified in late 1959 to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig then spun on three axes from 2 to 50 rotations per minute. Small nitrogen gas thrusters were used by the astronauts to bring the MASTIF under control.

Space Power Facility at NASA’s Plum Brook Station

NASA Image and Video Library

1969-02-21

Exterior view of the Space Power Facility at the National Aeronautics and Space Administration’s (NASA) Plum Brook Station in Sandusky, Ohio. The $28.4-million facility, which began operations in 1969, is the largest high vacuum chamber ever built. The chamber is 100 feet in diameter and 120 feet high. It produces a vacuum deep enough to simulate the conditions at 300 miles altitude. The facility can sustain a high vacuum; simulate solar radiation via a 4-megawatt quartz heat lamp array, solar spectrum by a 400-kilowatt arc lamp, and cold environments. The Space Power Facility was originally designed to test nuclear power sources for spacecraft during long durations in a space atmosphere, but it was never used for that purpose. The facility’s first test in 1970 involved a 15 to 20-kilowatt Brayton Cycle Power System for space applications. Three different methods of simulating solar heat were employed during the Brayton tests. The facility was also used for jettison tests of the Centaur Standard Shroud. The shroud was designed for the new Titan-Centaur rocket that was scheduled to launch the Viking spacecraft to Mars. The new shroud was tested under conditions that simulated the time from launch to the separation of the stages. Test programs at the facility include high-energy experiments, shroud separation tests, Mars Lander system tests, deployable Solar Sail tests and International Space Station hardware tests.

Popping a Hole in High-Speed Pursuits

NASA Technical Reports Server (NTRS)

2005-01-01

NASA s Plum Brook Station, a 6,400-acre, remote test installation site for Glenn Research Center, houses unique, world-class test facilities, including the world s largest space environment simulation chamber and the world s only laboratory capable of full-scale rocket engine firings and launch vehicle system level tests at high-altitude conditions. Plum Brook Station performs complex and innovative ground tests for the U.S. Government (civilian and military), the international aerospace community, as well as the private sector. Popping a Hole in High-Speed Pursuits Recently, Plum Brook Station s test facilities and NASA s engineering experience were combined to improve a family of tire deflating devices (TDDs) that helps law enforcement agents safely, simply, and successfully stop fleeing vehicles in high-speed pursuit

Feasibility of Conducting J-2X Engine Testing at the Glenn Research Center Plum Brook Station B-2 Facility

NASA Technical Reports Server (NTRS)

Schafer, Charles F.; Cheston, Derrick J.; Worlund, Armis L.; Brown, James R.; Hooper, William G.; Monk, Jan C.; Winstead, Thomas W.

2008-01-01

A trade study of the feasibility of conducting J-2X testing in the Glenn Research Center (GRC) Plum Brook Station (PBS) B-2 facility was initiated in May 2006 with results available in October 2006. The Propulsion Test Integration Group (PTIG) led the study with support from Marshall Space Flight Center (MSFC) and Jacobs Sverdrup Engineering. The primary focus of the trade study was on facility design concepts and their capability to satisfy the J-2X altitude simulation test requirements. The propulsion systems tested in the B-2 facility were in the 30,000-pound (30K) thrust class. The J-2X thrust is approximately 10 times larger. Therefore, concepts significantly different from the current configuration are necessary for the diffuser, spray chamber subsystems, and cooling water. Steam exhaust condensation in the spray chamber is judged to be the key risk consideration relative to acceptable spray chamber pressure. Further assessment via computational fluid dynamics (CFD) and other simulation capabilities (e.g. methodology for anchoring predictions with actual test data and subscale testing to support investigation.

THE LARGE HIGH PRESSURE ARC PLASMA GENERATOR: A FACILITY FOR SIMULATING MISSLE AND SATELLITE RE-ENTRY. Research Report 56

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rose, P.; Powers, W.; Hritzay, D.

1959-06-01

The development of an arc wind tunnel capable of stagnation pressures in the excess of twenty atmospheres and using as much as fifteen megawatts of electrical power is described. The calibration of this facility shows that it is capable of reproducing the aerodynamic environment encountered by vehicles flying at velocities as great as satellite velocity. Its use as a missile re-entry material test facility is described. The large power capacity of this facility allows one to make material tests on specimens of size sufficient to be useful for material development yet at realistic energy and Reynolds number values. By themore » addition of a high-capacity vacuum system, this facility can be used to produce the low density, high Mach number environment needed for simulating satellite re-entry, as well as hypersonic flight at extreme altitudes. (auth)« less

Preliminary Results From a Heavily Instrumented Engine Ice Crystal Icing Test in a Ground Based Altitude Test Facility

NASA Technical Reports Server (NTRS)

Flegel, Ashlie B.; Oliver, Michael J.

2016-01-01

Preliminary results from the Heavily Instrumented ALF503R-5 Engine test conducted in the NASA Glenn Research Center Propulsion Systems Laboratory will be discussed. The effects of ice crystal icing on a full scale engine is examined and documented. This model engine, serial number LF01, was used during the inaugural icing test in the PSL facility. The reduction of thrust (rollback) events experienced by this engine in flight were replicated in the facility. Limited instrumentation was used to detect icing. Metal temperature on the exit guide vanes and outer shroud and the load measurement were the only indicators of ice formation. The current study features a similar engine, serial number LF11, which is instrumented to characterize the cloud entering the engine, detect characterize ice accretion, and visualize the ice accretion in the region of interest.

Validation of vision-based obstacle detection algorithms for low-altitude helicopter flight

NASA Technical Reports Server (NTRS)

Suorsa, Raymond; Sridhar, Banavar

1991-01-01

A validation facility being used at the NASA Ames Research Center is described which is aimed at testing vision based obstacle detection and range estimation algorithms suitable for low level helicopter flight. The facility is capable of processing hundreds of frames of calibrated multicamera 6 degree-of-freedom motion image sequencies, generating calibrated multicamera laboratory images using convenient window-based software, and viewing range estimation results from different algorithms along with truth data using powerful window-based visualization software.

Computational Analyses in Support of Sub-scale Diffuser Testing for the A-3 Facility. Part 3; Aero-Acoustic Analyses and Experimental Validation

NASA Technical Reports Server (NTRS)

Allgood, Daniel C.; Graham, Jason S.; McVay, Greg P.; Langford, Lester L.

2008-01-01

A unique assessment of acoustic similarity scaling laws and acoustic analogy methodologies in predicting the far-field acoustic signature from a sub-scale altitude rocket test facility at the NASA Stennis Space Center was performed. A directional, point-source similarity analysis was implemented for predicting the acoustic far-field. In this approach, experimental acoustic data obtained from "similar" rocket engine tests were appropriately scaled using key geometric and dynamic parameters. The accuracy of this engineering-level method is discussed by comparing the predictions with acoustic far-field measurements obtained. In addition, a CFD solver was coupled with a Lilley's acoustic analogy formulation to determine the improvement of using a physics-based methodology over an experimental correlation approach. In the current work, steady-state Reynolds-averaged Navier-Stokes calculations were used to model the internal flow of the rocket engine and altitude diffuser. These internal flow simulations provided the necessary realistic input conditions for external plume simulations. The CFD plume simulations were then used to provide the spatial turbulent noise source distributions in the acoustic analogy calculations. Preliminary findings of these studies will be discussed.

The NASA Altitude Wind Tunnel (AWT): Its role in advanced icing research and development

NASA Technical Reports Server (NTRS)

Blaha, B. J.; Shaw, R. J.

1985-01-01

Currently experimental aircraft icing research is severely hampered by limitations of ground icing simulation facilities. Existing icing facilities do not have the size, speed, altitude, and icing environment simulation capabilities to allow accurate studies to be made of icing problems occurring for high speed fixed wing aircraft and rotorcraft. Use of the currently dormant NASA Lewis Altitude Wind Tunnel (AWT), as a proposed high speed propulsion and adverse weather facility, would allow many such problems to be studied. The characteristics of the AWT related to adverse weather simulation and in particular to icing simulation are discussed, and potential icing research programs using the AWT are also included.

ER-2 High Altitude Solar Cell Calibration Flights

NASA Technical Reports Server (NTRS)

Myers, Matthew; Wolford, David; Snyder, David; Piszczor, Michael

2015-01-01

Evaluation of space photovoltaics using ground-based simulators requires primary standard cells which have been characterized in a space or near-space environment. Due to the high cost inherent in testing cells in space, most primary standards are tested on high altitude fixed wing aircraft or balloons. The ER-2 test platform is the latest system developed by the Glenn Research Center (GRC) for near-space photovoltaic characterization. This system offers several improvements over GRC's current Learjet platform including higher altitude, larger testing area, onboard spectrometers, and longer flight season. The ER-2 system was developed by GRC in cooperation with NASA's Armstrong Flight Research Center (AFRC) as well as partners at the Naval Research Laboratory and Air Force Research Laboratory. The system was designed and built between June and September of 2014, with the integration and first flights taking place at AFRC's Palmdale facility in October of 2014. Three flights were made testing cells from GRC as well as commercial industry partners. Cell performance data was successfully collected on all three flights as well as solar spectra. The data was processed using a Langley extrapolation method, and performance results showed a less than half a percent variation between flights, and less than a percent variation from GRC's current Learjet test platform.

Multi-Axis Test Facility

NASA Image and Video Library

1959-11-01

Multi-Axis Test Facility, Space Progress Report, November 1, 1959: The Multi Axis Space Test Inertia Facility [MASTIF], informally referred to as the Gimbal Rig, was installed inside the Altitude Wind Tunnel. The rig, which spun on three axis simultaneously, was used to train the Mercury astronauts on how to bring a spinning spacecraft under control and to determine the effects of rapid spinning on the astronaut's eyesight and psyche. Small gaseous nitrogen jets were operated by the pilot to gain control of the rig after it had been set in motion. Part 1 shows pilot Joe Algranti in the rig as it rotates over one, two, and three axis. It also has overall views of the test set-up with researchers and technicians on the test platform. Part 2 shows Algranti being secured in the rig prior to the test. The rig is set in motion and the pilot slowly brings it under control. The Mercury astronauts trained on the MASTIF in early spring of 1960.

Image Analysis for Facility Siting: a Comparison of Lowand High-altitude Image Interpretability for Land Use/land Cover Mapping

NASA Technical Reports Server (NTRS)

Borella, H. M.; Estes, J. E.; Ezra, C. E.; Scepan, J.; Tinney, L. R.

1982-01-01

For two test sites in Pennsylvania the interpretability of commercially acquired low-altitude and existing high-altitude aerial photography are documented in terms of time, costs, and accuracy for Anderson Level II land use/land cover mapping. Information extracted from the imagery is to be used in the evaluation process for siting energy facilities. Land use/land cover maps were drawn at 1:24,000 scale using commercially flown color infrared photography obtained from the United States Geological Surveys' EROS Data Center. Detailed accuracy assessment of the maps generated by manual image analysis was accomplished employing a stratified unaligned adequate class representation. Both 'area-weighted' and 'by-class' accuracies were documented and field-verified. A discrepancy map was also drawn to illustrate differences in classifications between the two map scales. Results show that the 1:24,000 scale map set was more accurate (99% to 94% area-weighted) than the 1:62,500 scale set, especially when sampled by class (96% to 66%). The 1:24,000 scale maps were also more time-consuming and costly to produce, due mainly to higher image acquisition costs.

Electromagnetic Test-Facility characterization: an identification approach

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zicker, J.E.; Candy, J.V.

The response of an object subjected to high energy, transient electromagnetic (EM) fields sometimes called electromagnetic pulses (EMP), is an important issue in the survivability of electronic systems (e.g., aircraft), especially when the field has been generated by a high altitude nuclear burst. The characterization of transient response information is a matter of national concern. In this report we discuss techniques to: (1) improve signal processing at a test facility; and (2) parameterize a particular object response. First, we discuss the application of identification-based signal processing techniques to improve signal levels at the Lawrence Livermore National Laboratory (LLNL) EM Transientmore » Test Facility. We identify models of test equipment and then use these models to deconvolve the input/output sequences for the object under test. A parametric model of the object is identified from this data. The model can be used to extrapolate the response to these threat level EMP. Also discussed is the development of a facility simulator (EMSIM) useful for experimental design and calibration and a deconvolution algorithm (DECONV) useful for removing probe effects from the measured data.« less

Vibration testing of the JE-M-604-4-IUE rocket motor (Thiokol P/N E 28639-03)

NASA Technical Reports Server (NTRS)

Alt, R. E.; Tosh, J. T.

1976-01-01

The NASA International Ultraviolet Explorer (IUE) rocket motor (TE-M-604-4), a solid fuel, spherical rocket motor, was vibration tested in the Impact, Vibration, and Acceleration (IVA) Test Unit of the von Karman Gas Dynamics Facility (VKF). The objective of the test program was to subject the motor to qualification levels of sinusoidal and random vibration prior to the altitude firing of the motor in the Propulsion Development Test Cell (T-3), Engine Test Facility (ETF), AEDC. The vibration testing consisted of a low level sine survey from 5 to 2,000 Hz, followed by a qualification level sine sweep and qualification level random vibration. A second low level sine survey followed the qualification level testing. This sequence of testing was accomplished in each of three orthogonal axes. No motor problems were observed due to the imposition of these dynamic environments.

Experimental Investigation of Diffuser Pressure-ratio Control with Shock-positioning Limit on 28-inch Ram-jet Engine

NASA Technical Reports Server (NTRS)

Dunbar, William R; Wentworth, Carl B; Crowl, Robert J

1957-01-01

The performance of a control system designed for variable thrust applications was determined in an altitude free-jet facility at various Mach numbers, altitudes and angles of attack for a wide range of engine operation. The results are presented as transient response characteristics for step disturbances in fuel flow and stability characteristics as a function of control constants and engine operating conditions. The results indicate that the control is capable of successful operation over the range of conditions tested, although variations in engine gains preclude optimum response characteristics at all conditions with fixed control constants.

Investigation of thermospheric winds relative to space station orbital altitudes

NASA Technical Reports Server (NTRS)

Susko, M.

1984-01-01

An investigation of thermospheric winds, relative to the space station orbital altitudes, was made in order to provide information that is useful in an environmental disturbance assessment. Current plans are for this low Earth orbiting facility to orbit at an inclination of 28.5 deg. The orbital altitudes were not yet defined due to the evolutionary configuration of the Space Station. The upper and lower bounds of the orbital altitudes will be based on constraints set by the drag and expected orbital decay and delivery altitude capability of the Shuttle. The orbital altitude will be estimated on the order of 500 km. Neutral winds in the region from about 80 to 600 km which were derived from satellite drag data, Fabry-Perot interferometers, sounding rockets, ground-based optical Doppler techniques, incoherent scatter radar measurements from Millstone Hill combined with the mass spectrometer and lithium trail neutral wind measurements are examined. The equations of motion of the low Earth orbiting facility are also discussed.

Mississippi lieutenant governor visits Stennis

NASA Image and Video Library

2009-10-01

Stennis Space Center Director Gene Goldman (left) stands with Mississippi Lt. Gov. Phil Bryant at the A-3 Test Stand construction site during an Oct. 1 visit by the state official. During his tour, Bryant was updated on construction of the first large test stand at Stennis since the 1960s. The A-3 stand will be used to conduct simulated high-altitude testing on the next generation of rocket engines that will take humans back to the moon and possibly beyond. In addition to touring Stennis facilities, Bryant visited the INFINITY Science Center construction site, where he was updated on work under way to construct a 72,000-square-foot facility that will showcase the science underpinning the missions of NASA and resident agencies at Stennis.

Comparison of flight results with digital simulation for a digital electronic engine control in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Burcham, F. W., Jr.

1983-01-01

Substantial benefits of a full authority digital electronic engine control on an air breathing engine were demonstrated repeatedly in simulation studies, ground engine tests, and engine altitude test facilities. A digital engine electronic control system showed improvements in efficiency, performance, and operation. An additional benefit of full authority digital controls is the capability of detecting and correcting failures and providing engine health diagnostics.

Modeling Potential Carbon Monoxide Exposure Due to Operation of a Major Rocket Engine Altitude Test Facility Using Computational Fluid Dynamics

NASA Technical Reports Server (NTRS)

Blotzer, Michael J.; Woods, Jody L.

2009-01-01

This viewgraph presentation reviews computational fluid dynamics as a tool for modelling the dispersion of carbon monoxide at the Stennis Space Center's A3 Test Stand. The contents include: 1) Constellation Program; 2) Constellation Launch Vehicles; 3) J2X Engine; 4) A-3 Test Stand; 5) Chemical Steam Generators; 6) Emission Estimates; 7) Located in Existing Test Complex; 8) Computational Fluid Dynamics; 9) Computational Tools; 10) CO Modeling; 11) CO Model results; and 12) Next steps.

An assessment of the use of antimisting fuel in turbofan engines

NASA Technical Reports Server (NTRS)

Fiorentino, A. J.; Planell, J. R.

1983-01-01

An evaluation was made on the effects of using antimisting kerosene (AMK) on the performance of the components from the fuel system and the combustor of current in service JT8D aircraft engines. The objectives were to identify if there were any problems associated with using antimisting kerosene and to determine the extent of shearing or degradation required to allow the engine components to achieve satisfactory operation. The program consisted of a literature survey and a test program which evaluated the antimisting kerosene fuel in laboratory and bench component testing, and assessed the performance of the combustor in a high pressure facility and in an altitude relight/cold ignition facility.

Documentation of Atmospheric Conditions During Observed Rising Aircraft Wakes

NASA Technical Reports Server (NTRS)

Zak, J. Allen; Rodgers, William G., Jr.

1997-01-01

Flight tests were conducted in the fall of 1995 off the coast of Wallops Island, Virginia in order to determine characteristics of wake vortices at flight altitudes. A NASA Wallops Flight Facility C130 aircraft equipped with smoke generators produced visible wakes at altitudes ranging from 775 to 2225 m in a variety of atmospheric conditions, orientations (head wind, cross wind), and airspeeds. Meteorological and aircraft parameters were collected continuously from a Langley Research Center OV-10A aircraft as it flew alongside and through the wake vortices at varying distances behind the C130. Meteorological data were also obtained from special balloon observations made at Wallops. Differential GPS capabilities were on each aircraft from which accurate altitude profiles were obtained. Vortices were observed to rise at distances beyond a mile behind the C130. The maximum altitude was 150 m above the C130 in a near neutral atmosphere with significant turbulence. This occurred from large vertical oscillations in the wakes. There were several cases when vortices did not descend after a very short initial period and remained near generation altitude in a variety of moderately stable atmospheres and wind shears.

Summary of Altitude Pulse Testing of a 100-lbf L02/LCH4 Reaction Control Engine

NASA Technical Reports Server (NTRS)

Marshall, William M.; Kleinhenz, Julie E.

2011-01-01

Recently, liquid oxygen-liquid methane (LO2/LCH4) has been considered as a potential "green" propellant alternative for future exploration missions. The Propulsion and Cryogenic Advanced Development (PCAD) project has been tasked by NASA to develop this propulsion combination to enable safe and cost effective exploration missions. To date, limited experience with such combinations exist, and as a result a comprehensive test program is critical to demonstrating the viability of implementing such a system. The NASA Glenn Research Center has conducted a test program of a 100-lbf (445-N) reaction control engine (RCE) at the center s Altitude Combustion Stand (ACS), focusing on altitude testing over a wide variety of operational conditions. The ACS facility includes a unique propellant conditioning feed system (PCFS) which allows precise control of propellant inlet conditions to the engine. Engine performance as a result of these inlet conditions was examined extensively during the test program. This paper is a companion to the previous specific impulse testing paper, and discusses the pulsed mode operation portion of testing, with a focus on minimum impulse bit (I-bit) and repeatable pulse performance. The engine successfully demonstrated target minimum impulse bit performance at all conditions, as well as successful demonstration of repeatable pulse widths. Some anomalous conditions experienced during testing are also discussed, including a double pulse phenomenon which was not noted in previous test programs for this engine.

Airstart performance of a digital electronic engine control system in an F-15 airplane

NASA Technical Reports Server (NTRS)

Licata, S. J.; Burcham, F. W., Jr.

1983-01-01

The airstart performance of the F100 engine equipped with a digital electronic engine control (DEEC) system was evaluated in an F-15 airplane. The DEEC system incorporates closed-loop airstart logic for improved capability. Spooldown and jet fuel starter-assisted airstarts were made over a range of airspeeds and altitudes. All jet fuel starter-assisted airstarts were successful, with airstart time varying from 35 to 60 sec. All spooldown airstarts at airspeeds of 200 knots and higher were successful; airstart times ranged from 45 sec at 250 knots to 135 sec at 200 knots. The effects of altitude on airstart success and time were small. The flight results agreed closely with previous altitude facility test results. The DEEC system provided successful airstarts at airspeeds at least 50 knots lower than the standard F100 engine control system.

ED01-0209-1

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown moments after takeoff, beginning its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

ED01-0209-3

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown over the Pacific Ocean during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

ED01-0209-2

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown over the Pacific Ocean during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

Estimate of air carrier and air taxi crash frequencies from high altitude en route flight operations

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sanzo, D.; Kimura, C.Y.; Prassinos, P.G.

1996-06-03

In estimating the frequency of an aircraft crashing into a facility, it has been found convenient to break the problem down into two broad categories. One category estimates the aircraft crash frequency due to air traffic from nearby airports, the so-called near-airport environment. The other category estimates the aircraft crash frequency onto facilities due to air traffic from airways, jet routes, and other traffic flying outside the near-airport environment The total aircraft crash frequency is the summation of the crash frequencies from each airport near the facility under evaluation and from all airways, jet routes, and other traffic near themore » facility of interest. This paper will examine the problems associated with the determining the aircraft crash frequencies onto facilities outside the near-airport environment. This paper will further concentrate on the estimating the risk of aircraft crashes to ground facilities due to high altitude air carrier and air taxi traffic. High altitude air carrier and air taxi traffic will be defined as all air carrier and air taxi flights above 18,000 feet Mean Sea Level (MSL).« less

Flight-determined engine exhaust characteristics of an F404 engine in an F-18 airplane

NASA Technical Reports Server (NTRS)

Ennix, Kimberly A.; Burcham, Frank W., Jr.; Webb, Lannie D.

1993-01-01

Personnel at the NASA Langley Research Center (NASA-Langley) and the NASA Dryden Flight Research Facility (NASA-Dryden) recently completed a joint acoustic flight test program. Several types of aircraft with high nozzle pressure ratio engines were flown to satisfy a twofold objective. First, assessments were made of subsonic climb-to-cruise noise from flights conducted at varying altitudes in a Mach 0.30 to 0.90 range. Second, using data from flights conducted at constant altitude in a Mach 0.30 to 0.95 range, engineers obtained a high quality noise database. This database was desired to validate the Aircraft Noise Prediction Program and other system noise prediction codes. NASA-Dryden personnel analyzed the engine data from several aircraft that were flown in the test program to determine the exhaust characteristics. The analysis of the exhaust characteristics from the F-18 aircraft are reported. An overview of the flight test planning, instrumentation, test procedures, data analysis, engine modeling codes, and results are presented.

Heat transfer and pressure drop performance of a finned-tube heat exchanger proposed for use in the NASA Lewis Altitude Wind Tunnel

NASA Technical Reports Server (NTRS)

Vanfossen, G. J.

1985-01-01

A segment of the heat exchanger proposed for use in the NASA Lewis Altitude Wind Tunnel (AWT) facility has been tested under dry and icing conditions. The heat exchanger has the largest pressure drop of any component in the AWT loop. It is therefore critical that its performance be known at all conditions before the final design of the AWT is complete. The heat exchanger segment is tested in the NASA Lewis Icing Research Tunnel (IRT) in order to provide an icing cloud environment similar to what will be encountered in the AWT. Dry heat transfer and pressure drop data are obtained and compared to correlations available in the literature. The effects of icing sprays on heat transfer and pressure drop are also investigated.

In-flight thrust determination on a real-time basis

NASA Technical Reports Server (NTRS)

Ray, R. J.; Carpenter, T.; Sandlin, T.

1984-01-01

A real time computer program was implemented on a F-15 jet fighter to monitor in-flight engine performance of a Digital Electronic Engine Controlled (DEES) F-100 engine. The application of two gas generator methods to calculate in-flight thrust real time is described. A comparison was made between the actual results and those predicted by an engine model simulation. The percent difference between the two methods was compared to the predicted uncertainty based on instrumentation and model uncertainty and agreed closely with the results found during altitude facility testing. Data was obtained from acceleration runs of various altitudes at maximum power settings with and without afterburner. Real time in-flight thrust measurement was a major advancement to flight test productivity and was accomplished with no loss in accuracy over previous post flight methods.

EMP Vulnerabilities of Telecommunications Facilities and Their Relevance to EMP Protection Standards

DTIC Science & Technology

1980-06-01

capacitor must be capable of withstanding surges of two and one-half times the rated voltage with a rise time of the surge to half crest voltage of 4...n Executive Summary This report identifies and categorizes the reasons for High Altitude Electromagnetic Pulse (HEMP) vulnerability of terrestrial...for the design, installation and maintenance of telecommunication facilities. 1.1 Background High- altitude EMP (HEMP) vulnerabilities and effects

Effects of Altitude on Turbojet Engine Performance

NASA Technical Reports Server (NTRS)

Fleming, William A

1951-01-01

Component and over-all performance characteristics of several turbojet engines investigated in the altitude facilities of the NACA Lewis Laboratory during the last several years are summarized to indicate the effects of altitude on turbojet engine performance. Data presented show that failure of turbojet engine performance to generalize for all altitudes can be traced to reductions in compressor efficiency, corrected air flow, and combustion efficiency at altitude. In addition, it is shown that although engines of different design may have equal thrusts at sea level, the thrusts at altitude may vary widely because of differences in compressor performance characteristics from one engine to another.

Central Control Room in the Engine Research Building

NASA Image and Video Library

1968-11-21

Operators in the Engine Research Building’s Central Control Room at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The massive 4.25-acre Engine Research Building contains dozens of test cells, test stands, and altitude chambers. A powerful a collection of compressors and exhausters located in the central portion of the basement provides process air and exhaust for these test areas. This system is connected to similar process air systems in the laboratory’s other large test facilities. The Central Control Room coordinates this activity and communicates with the local utilities. The panels on the wall contain schematics with indicator lights and instrumentation for the atmospheric exhaust, altitude exhaust, refrigerated air, and process air systems. The process air equipment included twelve exhausters, four compressors, refrigeration system, cooling water, and an exhaust system. The operators in the control room kept in contact with engineers running the process air system and those conducting the tests in the test cells. The operators also coordinated with the local power companies to make sure enough electricity was available to operate the powerful compressors and exhausters.

Modeling of Highly Instrumented Honeywell Turbofan Engine Tested with Ice Crystal Ingestion in the NASA Propulsion System Laboratory

NASA Technical Reports Server (NTRS)

Veres, Joseph P.; Jorgenson, Philip C. E.; Jones, Scott M.

2016-01-01

The Propulsion Systems Laboratory (PSL), an altitude test facility at NASA Glenn Research Center, has been used to test a highly instrumented turbine engine at simulated altitude operating conditions. This is a continuation of the PSL testing that successfully duplicated the icing events that were experienced in a previous engine (serial LF01) during flight through ice crystal clouds, which was the first turbofan engine tested in PSL. This second model of the ALF502R-5A serial number LF11 is a highly instrumented version of the previous engine. The PSL facility provides a continuous cloud of ice crystals with controlled characteristics of size and concentration, which are ingested by the engine during operation at simulated altitudes. Several of the previous operating points tested in the LF01 engine were duplicated to confirm repeatability in LF11. The instrumentation included video cameras to visually illustrate the accretion of ice in the low pressure compressor (LPC) exit guide vane region in order to confirm the ice accretion, which was suspected during the testing of the LF01. Traditional instrumentation included static pressure taps in the low pressure compressor inner and outer flow path walls, as well as total pressure and temperature rakes in the low pressure compressor region. The test data was utilized to determine the losses and blockages due to accretion in the exit guide vane region of the LPC. Multiple data points were analyzed with the Honeywell Customer Deck. A full engine roll back point was modeled with the Numerical Propulsion System Simulation (NPSS) code. The mean line compressor flow analysis code with ice crystal modeling was utilized to estimate the parameters that indicate the risk of accretion, as well as to estimate the degree of blockage and losses caused by accretion during a full engine roll back point. The analysis provided additional validation of the icing risk parameters within the LPC, as well as the creation of models for estimating the rates of blockage growth and losses.

Centaur Rocket in Space Propulsion Research Facility (B-2)

NASA Image and Video Library

1969-07-21

A Centaur second-stage rocket in the Space Propulsion Research Facility, better known as B‒2, operating at NASA’s Plum Brook Station in Sandusky, Ohio. Centaur was designed to be used with an Atlas booster to send the Surveyor spacecraft to the moon in the mid-1960s. After those missions, the rocket was modified to launch a series of astronomical observation satellites into orbit and send space probes to other planets. Researchers conducted a series of systems tests at the Plum Brook test stands to improve the Centaur fuel pumping system. Follow up full-scale tests in the B-2 facility led to the eventual removal of the boost pumps from the design. This reduced the system’s complexity and significantly reduced the cost of a Centaur rocket. The Centaur tests were the first use of the new B-2 facility. B‒2 was the world's only high altitude test facility capable of full-scale rocket engine and launch vehicle system level tests. It was created to test rocket propulsion systems with up to 100,000 pounds of thrust in a simulated space environment. The facility has the unique ability to maintain a vacuum at the rocket’s nozzle while the engine is firing. The rocket fires into a 120-foot deep spray chamber which cools the exhaust before it is ejected outside the facility. B‒2 simulated space using giant diffusion pumps to reduce chamber pressure 10-6 torr, nitrogen-filled cold walls create cryogenic temperatures, and quartz lamps replicate the radiation of the sun.

Augmentor transient capability of an F100 engine equipped with a digital electronic engine control

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Pai, G. D.

1984-01-01

An F100 augmented turbofan engine equipped with digital electronic engine control (DEEC) system was evaluated. The engine was equipped with a specially modified augmentor to provide improved steady state and transient augmentor capability. The combination of the DEEC and the modified augmentor was evaluated in sea level and altitude facility tests and then in four different flight phases in an F-15 aircraft. The augmentor configuration, logic, and test results are presented.

AIAA Aerospace America Magazine - Year in Review Article, 2010

NASA Technical Reports Server (NTRS)

Figueroa, Fernando

2010-01-01

NASA Stennis Space Center has implemented a pilot operational Integrated System Health Management (ISHM) capability. The implementation was done for the E-2 Rocket Engine Test Stand and a Chemical Steam Generator (CSG) test article; and validated during operational testing. The CSG test program is a risk mitigation activity to support building of the new A-3 Test Stand, which will be a highly complex facility for testing of engines in high altitude conditions. The foundation of the ISHM capability are knowledge-based integrated domain models for the test stand and CSG, with physical and model-based elements represented by objects the domain models enable modular and evolutionary ISHM functionality.

Skylab Shroud in the Space Power Facility

NASA Image and Video Library

1970-12-21

The 56-foot tall, 24,400-pound Skylab shroud installed in the Space Power Facility’s vacuum chamber at the National Aeronautics and Space Administration’s (NASA) Plum Brook Station. The Space Power Facility, which began operations in 1969, is the largest high vacuum chamber ever built. The chamber is 100 feet in diameter and 120 feet high. It can produce a vacuum deep enough to simulate the conditions at 300 miles altitude. The Space Power Facility was originally designed to test nuclear-power sources for spacecraft during long durations in a space atmosphere, but it was never used for that purpose. Payload shrouds are aerodynamic fairings to protect the payload during launch and ascent to orbit. The Skylab mission utilized the largest shroud ever attempted. Unlike previous launches, the shroud would not be jettisoned until the spacecraft reached orbit. NASA engineers designed these tests to verify the dynamics of the jettison motion in a simulated space environment. Fifty-four runs and three full-scale jettison tests were conducted from mid-September 1970 to June 1971. The shroud behaved as its designers intended, the detonators all fired, and early design issues were remedied by the final test. The Space Power Facility continues to operate today. The facility can sustain a high vacuum; simulate solar radiation via a 4-megawatt quartz heat lamp array, solar spectrum by a 400-kilowatt arc lamp, and cold environments. Test programs at the facility include high-energy experiments, shroud separation tests, Mars Lander system tests, deployable Solar Sail tests and International Space Station hardware tests.

ED01-0209-5

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown near the Hawaiian islands of Niihau and Lehua during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

ED01-0209-7

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown near the Hawaiian island of Niihau during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

ED01-0209-4

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown near the Hawaiian island of Niihau during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

ED01-0209-6

NASA Image and Video Library

2001-07-14

The solar-electric Helios Prototype flying wing is shown near the Hawaiian islands of Niihau and Lehua during its first test flight on solar power from the U.S. Navy's Pacific Missile Range Facility on Kauai, Hawaii, July 14, 2001. The 18-hour flight was a functional checkout of the aircraft's systems and performance in preparation for an attempt to reach sustained flight at 100,000 feet altitude later this summer.

Geodetic Imaging Lidar: Applications for high-accuracy, large area mapping with NASA's upcoming high-altitude waveform-based airborne laser altimetry Facility

NASA Astrophysics Data System (ADS)

Blair, J. B.; Rabine, D.; Hofton, M. A.; Citrin, E.; Luthcke, S. B.; Misakonis, A.; Wake, S.

2015-12-01

Full waveform laser altimetry has demonstrated its ability to capture highly-accurate surface topography and vertical structure (e.g. vegetation height and structure) even in the most challenging conditions. NASA's high-altitude airborne laser altimeter, LVIS (the Land Vegetation, and Ice Sensor) has produced high-accuracy surface maps over a wide variety of science targets for the last 2 decades. Recently NASA has funded the transition of LVIS into a full-time NASA airborne Facility instrument to increase the amount and quality of the data and to decrease the end-user costs, to expand the utilization and application of this unique sensor capability. Based heavily on the existing LVIS sensor design, the Facility LVIS instrument includes numerous improvements for reliability, resolution, real-time performance monitoring and science products, decreased operational costs, and improved data turnaround time and consistency. The development of this Facility instrument is proceeding well and it is scheduled to begin operations testing in mid-2016. A comprehensive description of the LVIS Facility capability will be presented along with several mission scenarios and science applications examples. The sensor improvements included increased spatial resolution (footprints as small as 5 m), increased range precision (sub-cm single shot range precision), expanded dynamic range, improved detector sensitivity, operational autonomy, real-time flight line tracking, and overall increased reliability and sensor calibration stability. The science customer mission planning and data product interface will be discussed. Science applications of the LVIS Facility include: cryosphere, territorial ecology carbon cycle, hydrology, solid earth and natural hazards, and biodiversity.

Acoustic interactions between an altitude test facility and jet engine plumes: Theory and experiments

NASA Technical Reports Server (NTRS)

Ahuja, K. K.; Jones, R. R., III; Tam, C. K.; Massey, K. C.; Fleming, A. J.

1992-01-01

The overall objective of the described effort was to develop an understanding of the physical mechanisms involved in the flow/acoustic interactions experienced in full-scale altitude engine test facilities. This is done by conducting subscale experiments and through development of a theoretical model. Model cold jet experiments with an axisymmetric convergent nozzle are performed in a test setup that stimulates a supersonic jet exhausting into a cylindrical diffuser. The measured data consist of detailed flow visualization data and acoustic spectra for a free and a ducted plume. It is shown that duct resonance is most likely responsible by theoretical calculations. Theoretical calculations also indicate that the higher discrete tones observed in the measurements are related to the screech phenomena. Limited experiments on the sensitivity of a free 2-D, C-D nozzle to externally imposed sound are also presented. It is shown that a 2-D, C-D nozzle with a cutback is less excitable than a 2-D C-D nozzle with no cutback. At a pressure ratio of 1.5 unsteady separation from the diverging walls of the nozzle is noticed. This separation switches from one wall to the opposite wall thus providing an unsteady deflection of the plume. It is shown that this phenomenon is related to the venting provided by the cutback section.

Preparation for Scaling Studies of Ice-Crystal Icing at the NRC Research Altitude Test Facility

NASA Technical Reports Server (NTRS)

Struk, Peter M.; Bencic, Timothy J.; Tsao, Jen-Ching; Fuleki, Dan; Knezevici, Daniel C.

2013-01-01

This paper describes experiments conducted at the National Research Council (NRC) of Canadas Research Altitiude Test Facility between March 26 and April 11, 2012. The tests, conducted collaboratively between NASA and NRC, focus on three key aspects in preparation for later scaling work to be conducted with a NACA 0012 airfoil model in the NRC Cascade rig: (1) cloud characterization, (2) scaling model development, and (3) ice-shape profile measurements. Regarding cloud characterization, the experiments focus on particle spectra measurements using two shadowgraphy methods, cloud uniformity via particle scattering from a laser sheet, and characterization of the SEA Multi-Element probe. Overviews of each aspect as well as detailed information on the diagnostic method are presented. Select results from the measurements and interpretation are presented which will help guide future work.

Modeling Commercial Turbofan Engine Icing Risk With Ice Crystal Ingestion

NASA Technical Reports Server (NTRS)

Jorgenson, Philip C. E.; Veres, Joseph P.

2013-01-01

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which are ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. The PSL test has helped to calibrate the engine icing computational tool to assess the risk of ice accretion. The results from the computer simulation identified prevalent trends in wet bulb temperature, ice particle melt ratio, and engine inlet temperature as a function of altitude for predicting engine icing risk due to ice crystal ingestion.

Test Capabilities and Recent Experiences in the NASA Langley 8-Foot High Temperature Tunnel

NASA Technical Reports Server (NTRS)

Hodge, Jeffrey S.; Harvin, Stephen F.

2000-01-01

The NASA Langley 8-Foot High Temperature Tunnel is a combustion-heated hypersonic blowdown-to-atmosphere wind tunnel that provides flight enthalpy simulation for Mach numbers of 4, 5, and 7 through an altitude range from 50,000 to 120,000 feet. The open-.jet test section is 8-ft. in diameter and 12-ft. long. The test section will accommodate large air-breathing hypersonic propulsion systems as well as structural and thermal protection system components. Stable wind tunnel test conditions can be provided for 60 seconds. Additional test capabilities are provided by a radiant heater system used to simulate ascent or entry heating profiles. The test medium is the combustion products of air and methane that are burned in a pressurized combustion chamber. Oxygen is added to the test medium for air-breathing propulsion tests so that the test gas contains 21 percent molar oxygen. The facility was modified extensively in the late 1980's to provide airbreathing propulsion testing capability. In this paper, a brief history and general description of the facility are presented along with a discussion of the types of supported testing. Recently completed tests are discussed to explain the capabilities this facility provides and to demonstrate the experience of the staff.

Validation Ice Crystal Icing Engine Test in the Propulsion Systems Laboratory at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Oliver, Michael J.

2014-01-01

The Propulsion Systems Laboratory (PSL) is an existing altitude simulation jet engine test facility located at NASA Glenn Research Center in Cleveland, OH. It was modified in 2012 with the integration of an ice crystal cloud generation system. This paper documents the inaugural ice crystal cloud test in PSL--the first ever full scale, high altitude ice crystal cloud turbofan engine test to be conducted in a ground based facility. The test article was a Lycoming ALF502-R5 high bypass turbofan engine, serial number LF01. The objectives of the test were to validate the PSL ice crystal cloud calibration and engine testing methodologies by demonstrating the capability to calibrate and duplicate known flight test events that occurred on the same LF01 engine and to generate engine data to support fundamental and computational research to investigate and better understand the physics of ice crystal icing in a turbofan engine environment while duplicating known revenue service events and conducting test points while varying facility and engine parameters. During PSL calibration testing it was discovered than heated probes installed through tunnel sidewalls experienced ice buildup aft of their location due to ice crystals impinging upon them, melting and running back. Filtered city water was used in the cloud generation nozzle system to provide ice crystal nucleation sites. This resulted in mineralization forming on flow path hardware that led to a chronic degradation of performance during the month long test. Lacking internal flow path cameras, the response of thermocouples along the flow path was interpreted as ice building up. Using this interpretation, a strong correlation between total water content (TWC) and a weaker correlation between median volumetric diameter (MVD) of the ice crystal cloud and the rate of ice buildup along the instrumented flow path was identified. For this test article the engine anti-ice system was required to be turned on before ice crystal icing would occur. The ice crystal icing event, an uncommanded reduction in thrust, was able to be turned on and off by manipulating cloud TWC. A flight test point where no ice crystal icing event occurred was also duplicated in PSL. Physics based computational tools were successfully used to predict tunnel settings to induce ice buildup along the low pressure compression system flow path for several test points at incrementally lower altitudes, demonstrating that development of ice crystal icing scaling laws is potentially feasible. Analysis of PSL test data showed that uncommanded reduction in thrust occurs during ice crystal cloud on operation prior to fan speed reduction. This supports previous findings that the reduction of thrust for this test article is due to ice buildup leading to a restricted airflow from either physical or aerodynamic blockage in the engine core flow path.

Validation Ice Crystal Icing Engine Test in the Propulsion Systems Laboratory at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Oliver, Michael J.

2014-01-01

The Propulsion Systems Laboratory (PSL) is an existing altitude simulation jet engine test facility located at NASA Glenn Research Center in Clevleand, OH. It was modified in 2012 with the integration of an ice crystal cloud generation system. This paper documents the inaugural ice crystal cloud test in PSLthe first ever full scale, high altitude ice crystal cloud turbofan engine test to be conducted in a ground based facility. The test article was a Lycoming ALF502-R5 high bypass turbofan engine, serial number LF01. The objectives of the test were to validate the PSL ice crystal cloud calibration and engine testing methodologies by demonstrating the capability to calibrate and duplicate known flight test events that occurred on the same LF01 engine and to generate engine data to support fundamental and computational research to investigate and better understand the physics of ice crystal icing in a turbofan engine environment while duplicating known revenue service events and conducting test points while varying facility and engine parameters. During PSL calibration testing it was discovered than heated probes installed through tunnel sidewalls experienced ice buildup aft of their location due to ice crystals impinging upon them, melting and running back. Filtered city water was used in the cloud generation nozzle system to provide ice crystal nucleation sites. This resulted in mineralization forming on flow path hardware that led to a chronic degradation of performance during the month long test. Lacking internal flow path cameras, the response of thermocouples along the flow path was interpreted as ice building up. Using this interpretation, a strong correlation between total water content (TWC) and a weaker correlation between median volumetric diameter (MVD) of the ice crystal cloud and the rate of ice buildup along the instrumented flow path was identified. For this test article the engine anti-ice system was required to be turned on before ice crystal icing would occur. The ice crystal icing event, an uncommanded reduction in thrust, was able to be turned on and off by manipulating cloud TWC. A flight test point where no ice crystal icing event occurred was also duplicated in PSL. Physics based computational tools were successfully used to predict tunnel settings to induce ice buildup along the low pressure compression system flow path for several test points at incrementally lower altitudes, demonstrating that development of ice crystal icing scaling laws is potentially feasible. Analysis of PSL test data showed that uncommanded reduction in thrust occurs during ice crystal cloud on operation prior to fan speed reduction. This supports previous findings that the reduction of thrust for this test article is due to ice buildup leading to a restricted airflow from either physical or aerodynamic blockage in the engine core flow path.

Reduction of Altitude Diffuser Jet Noise Using Water Injection

NASA Technical Reports Server (NTRS)

Allgood, Daniel C.; Saunders, Grady P.; Langford, Lester A.

2014-01-01

A feasibility study on the effects of injecting water into the exhaust plume of an altitude rocket diffuser for the purpose of reducing the far-field acoustic noise has been performed. Water injection design parameters such as axial placement, angle of injection, diameter of injectors, and mass flow rate of water have been systematically varied during the operation of a subscale altitude test facility. The changes in acoustic far-field noise were measured with an array of free-field microphones in order to quantify the effects of the water injection on overall sound pressure level spectra and directivity. The results showed significant reductions in noise levels were possible with optimum conditions corresponding to water injection at or just upstream of the exit plane of the diffuser. Increasing the angle and mass flow rate of water injection also showed improvements in noise reduction. However, a limit on the maximum water flow rate existed as too large of flow rate could result in un-starting the supersonic diffuser.

Reduction of Altitude Diffuser Jet Noise Using Water Injection

NASA Technical Reports Server (NTRS)

Allgood, Daniel C.; Saunders, Grady P.; Langford, Lester A.

2011-01-01

A feasibility study on the effects of injecting water into the exhaust plume of an altitude rocket diffuser for the purpose of reducing the far-field acoustic noise has been performed. Water injection design parameters such as axial placement, angle of injection, diameter of injectors, and mass flow rate of water have been systematically varied during the operation of a subscale altitude test facility. The changes in acoustic far-field noise were measured with an array of free-field microphones in order to quantify the effects of the water injection on overall sound pressure level spectra and directivity. The results showed significant reductions in noise levels were possible with optimum conditions corresponding to water injection at or just upstream of the exit plane of the diffuser. Increasing the angle and mass flow rate of water injection also showed improvements in noise reduction. However, a limit on the maximum water flow rate existed as too large of flow rate could result in un-starting the supersonic diffuser.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING OF CONCRETE

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING OF CONCRETE KSC-375C-10036.31 108-KSC-375C-10036.31, P-21426, ARCHIVE-04502 Aerial oblique of Shuttle runway facilities. Pouring concrete on runway. Direction north - altitude 100'.

Flight Research Using F100 Engine P680063 in the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Conners, Timothy R.; Maxwell, Michael D.

1994-01-01

The value of flight research in developing and evaluating gas turbine engines is high. NASA Dryden Flight Research Center has been conducting flight research on propulsion systems for many years. The F100 engine has been tested in the NASA F-15 research airplane in the last three decades. One engine in particular, S/N P680063, has been used for the entire program and has been flown in many pioneering propulsion flight research activities. Included are detailed flight-to-ground facility tests; tests of the first production digital engine control system, the first active stall margin control system, the first performance-seeking control system; and the first use of computer-controlled engine thrust for emergency flight control. The flight research has been supplemented with altitude facility tests at key times. This paper presents a review of the tests of engine P680063, the F-15 airplanes in which it flew, and the role of the flight test in maturing propulsion technology.

A Tale of Two Chambers: Iterative Approaches and Lessons Learned from Life Support Systems Testing in Altitude Chambers

NASA Technical Reports Server (NTRS)

Callini, Gianluca

2016-01-01

With a brand new fire set ablaze by a serendipitous convergence of events ranging from a science fiction novel and movie ("The Martian"), to ground-breaking recent discoveries of flowing water on its surface, the drive for the journey to Mars seems to be in a higher gear than ever before. We are developing new spacecraft and support systems to take humans to the Red Planet, while scientists on Earth continue using the International Space Station as a laboratory to evaluate the effects of long duration space flight on the human body. Written from the perspective of a facility test director rather than a researcher, and using past and current life support systems tests as examples, this paper seeks to provide an overview on how facility teams approach testing, the kind of information they need to ensure efficient collaborations and successful tests, and how, together with researchers and principal investigators, we can collectively apply what we learn to execute future tests.

Development of Augmented Spark Impinging Igniter System for Methane Engines

NASA Technical Reports Server (NTRS)

Marshall, William M.; Osborne, Robin J.; Greene, Sandra E.

2017-01-01

The Lunar Cargo Transportation and Landing by Soft Touchdown (Lunar CATALYST) program is establishing multiple no-funds-exchanged Space Act Agreement (SAA) partnerships with U.S. private sector entities. The purpose of this program is to encourage the development of robotic lunar landers that can be integrated with U.S. commercial launch capabilities to deliver payloads to the lunar surface. NASA can share technology and expertise under the SAA for the benefit of the CATALYST partners. MSFC seeking to vacuum test Augmented Spark Impinging (ASI) igniter with methane and new exciter units to support CATALYST partners and NASA programs. ASI has previously been used/tested successfully at sea-level, with both O2/CH4 and O2/H2 propellants. Conventional ignition exciter systems historically experienced corona discharge issues in vacuum. Often utilized purging or atmospheric sealing on high voltage lead to remedy. Compact systems developed since PCAD could eliminate the high-voltage lead and directly couple the exciter to the spark igniter. MSFC developed Augmented Spark Impinging (ASI) igniter. Successfully used in several sea-level test programs. Plasma-assisted design. Portion of ox flow is used to generate hot plasma. Impinging flows downstream of plasma. Additional fuel flow down torch tube sleeve for cooling near stoichiometric torch flame. Testing done at NASA GRC Altitude Combustion Stand (ACS) facility 2000-lbf class facility with altitude simulation up to around 100,000 ft. (0.2 psia [10 Torr]) via nitrogen driven ejectors. Propellant conditioning systems can provide temperature control of LOX/CH4 up to test article.

Development and application of dynamic simulations of a subsonic wind tunnel

NASA Technical Reports Server (NTRS)

Szuch, J. R.; Cole, G. L.; Seidel, R. C.; Arpasi, D. J.

1986-01-01

Efforts are currently underway at NASA Lewis to improve and expand ground test facilities and to develop supporting technologies to meet anticipated aeropropulsion research needs. Many of these efforts have been focused on a proposed rehabilitation of the Altitude Wind Tunnel (AWT). In order to insure a technically sound design, an AWT modeling program (both analytical and physical) was initiated to provide input to the AWT final design process. This paper describes the approach taken to develop analytical, dynamic computer simulations of the AWT, and the use of these simulations as test-beds for: (1) predicting the dynamic response characteristics of the AWT, and (2) evaluating proposed AWT control concepts. Plans for developing a portable, real-time simulator for the AWT facility are also described.

Element Material Exposure Experiment by EFFU

NASA Technical Reports Server (NTRS)

Hashimoto, Yoshihiro; Ito, Masaaki; Ishii, Masahiro

1992-01-01

The National Space Development Agency of Japan (NASDA) is planning to perform an 'Element Material Exposure Experiment' using the Exposed Facility Flyer Unit (EFFU). This paper presents an initial design of experiments proposed for this project by our company. The EFFU is installed on the Space Flyer Unit (SFU) as a partial model of the Space Station JEM exposed facility. The SFU is scheduled to be launched by H-2 rocket in January or February of 1994, then various tests will be performed for three months, on orbit of 500 km altitude, and it will be retrieved by the U.S. Space Shuttle and returned to the ground. The mission sequence is shown.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING CONCRETE ON RUNWAY

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] POURING CONCRETE ON RUNWAY KSC-375C-10036.32 108-KSC-375C-10036.32, P-21425, ARCHIVE-04501 Aerial oblique of Shuttle Landing Facility. Pouring concrete on runway. Direction North - Altitude 100'.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] SAFING AND PARKING AREA

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] SAFING AND PARKING AREA KSC-375C-0654.18 108-KSC-375C-654.18, P-18812, ARCHIVE-04493 Aerial oblique - safing and parking area, Shuttle Orbiter Landing Facility. Altitude 800' direction- west.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY CONSTRUCTION

NASA Technical Reports Server (NTRS)

1974-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY CONSTRUCTION KSC-374C-10236.33 108-KSC-374C-10236.33, P-15911, ARCHIVE-04477 Shuttle runway facility construction progress - oblique vertical, altitude 3,000 ft. time 1030 - direction south - south half from center.

The INAF/IAPS Plasma Chamber for ionospheric simulation experiment

NASA Astrophysics Data System (ADS)

Diego, Piero

2016-04-01

The plasma chamber is particularly suitable to perform studies for the following applications: - plasma compatibility and functional tests on payloads envisioned to operate in the ionosphere (e.g. sensors onboard satellites, exposed to the external plasma environment); - calibration/testing of plasma diagnostic sensors; - characterization and compatibility tests on components for space applications (e.g. optical elements, harness, satellite paints, photo-voltaic cells, etc.); - experiments on satellite charging in a space plasma environment; - tests on active experiments which use ion, electron or plasma sources (ion thrusters, hollow cathodes, field effect emitters, plasma contactors, etc.); - possible studies relevant to fundamental space plasma physics. The facility consists of a large volume vacuum tank (a cylinder of length 4.5 m and diameter 1.7 m) equipped with a Kaufman type plasma source, operating with Argon gas, capable to generate a plasma beam with parameters (i.e. density and electron temperature) close to the values encountered in the ionosphere at F layer altitudes. The plasma beam (A+ ions and electrons) is accelerated into the chamber at a velocity that reproduces the relative motion between an orbiting satellite and the ionosphere (≈ 8 km/s). This feature, in particular, allows laboratory simulations of the actual compression and depletion phenomena which take place in the ram and wake regions around satellites moving through the ionosphere. The reproduced plasma environment is monitored using Langmuir Probes (LP) and Retarding Potential Analyzers (RPA). These sensors can be automatically moved within the experimental space using a sled mechanism. Such a feature allows the acquisition of the plasma parameters all around the space payload installed into the chamber for testing. The facility is currently in use to test the payloads of CSES satellite (Chinese Seismic Electromagnetic Satellite) devoted to plasma parameters and electric field measurements in a polar orbit at 500 km altitude.

Martin B–26 Marauder at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1943-09-21

The Aircraft Engine Research Laboratory’s first aircraft, a Martin B–26B Marauder, parked in front of the Flight Research Building in September 1943. The military loaned the B–26B to the National Advisory Committee for Aeronautics (NACA) to augment the lab’s studies of the Wright Aeronautical R–2800 engines. The military wanted to improve the engine cooling in order to increase the bomber’s performance. On March 17, 1943, the B–26B performed the very first research flight at the NACA’s new engine laboratory. The B–26B received its “Widowmaker” nickname during the rushed effort to transition the new aircraft from design to production and into the sky. During World War II, however, the B–26B proved itself to be a capable war machine. The U.S. lost fewer Marauders than any other type of bomber employed in the war. The B–26B was originally utilized at low altitudes in the Pacific but had its most success at high altitudes over Europe. The B–26B’s flight tests in Cleveland during 1943 mapped the R-2800 engine’s behavior at different altitudes and speeds. The researchers were then able to correlate engine performance in ground facilities to expected performance at different altitudes. They found that air speed, cowl flap position, angle of attack, propeller thrust, and propeller speed influenced inlet pressure recovery and exhaust distribution. The flight testing proceeded quickly, and the B–26B was transferred elsewhere in October 1943.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY AND PARKING APRON

NASA Technical Reports Server (NTRS)

1974-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] RUNWAY AND PARKING APRON KSC-374C-10236.23 108-KSC-374C-10236.23, P-15909, ARCHIVE-04476 Shuttle runway facility construction progress - oblique vertical, altitude 1,000 ft. Time 1100 - direction E - Shuttle Park area.

Liquid Methane/Liquid Oxygen Propellant Conditioning Feed System (PCFS) Test Rigs

NASA Technical Reports Server (NTRS)

Skaff, A.; Grasl, S.; Nguyen, C.; Hockenberry S.; Schubert, J.; Arrington, L.; Vasek, T.

2008-01-01

As part of their Propulsion and Cryogenic Advanced Development (PCAD) program, NASA has embarked upon an effort to develop chemical rocket engines which utilize non-toxic, cryogenic propellants such as liquid oxygen (LO2) and liquid methane (LCH4). This effort includes the development and testing of a 100 lbf Reaction Control Engine (RCE) that will be used to evaluate the performance of a LO2/LCH4 rocket engine over a broad range of propellant temperatures and pressures. This testing will take place at NASA-Glenn Research Center's (GRC) Research Combustion Laboratory (RCL) test facility in Cleveland, OH, and is currently scheduled to begin in late 2008. While the initial tests will be performed at sea level, follow-on testing will be performed at NASA-GRC's Altitude Combustion Stand (ACS) for altitude testing. In support of these tests, Sierra Lobo, Inc. (SLI) has designed, developed, and fabricated two separate portable propellant feed systems under the Propellant Conditioning and Feed System (PCFS) task: one system for LCH4, and one for LO2. These systems will be capable of supplying propellants over a large range of conditions from highly densified to several hundred pounds per square inch (psi) saturated. This paper presents the details of the PCFS design and explores the full capability of these propellant feed systems.

The Multi-Axis Space Test Inertia Facility in the Altitude Wind Tunnel

NASA Image and Video Library

1959-12-21

National Aeronautics and Space Administration (NASA) pilot Joe Algranti tests the Multi-Axis Space Test Inertia Facility (MASTIF) inside the Altitude Wind Tunnel while researcher Robert Miller looks on. The MASTIF was a three-axis rig with a pilot’s chair mounted in the center to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig then spun on three axes from 2 to 50 rotations per minute. Small nitrogen gas thrusters were used by the astronauts to bring the MASTIF under control. The device was originally designed in early 1959 without the chair and controllers. It was used by Lewis researchers to determine if the Lewis-designed autopilot system could rectify the capsule’s attitude following separation. If the control system failed to work properly, the heatshield would be out of place and the spacecraft would burn up during reentry. The system was flight tested during the September 1959 launch of the Lewis-assembled Big Joe capsule. The MASTIF was adapted in late 1959 for the astronaut training. NASA engineers added a pilot’s chair, a hand controller, and an instrument display to the MASTIF in order familiarize the astronauts with the sensations of an out-of-control spacecraft. NASA Lewis researcher James Useller and Algranti perfected and calibrated the MASTIF in the fall of 1959. In February and March 1960, the seven Project Mercury astronauts traveled to Cleveland to train on the MASTIF.

Brayton Cycle Power System in the Space Power Facility

NASA Image and Video Library

1969-07-21

Set up of a Brayton Cycle Power System test in the Space Power Facility’s massive vacuum chamber at the National Aeronautics and Space Administration’s (NASA) Plum Brook Station in Sandusky, Ohio. The $28.4-million facility, which began operations in 1969, is the largest high vacuum chamber ever built. The chamber is 100 feet in diameter and 120 feet high. It can produce a vacuum deep enough to simulate the conditions at 300 miles altitude. The Space Power Facility was originally designed to test nuclear-power sources for spacecraft, but it was never used for that purpose. The Space Power Facility was first used to test a 15 to 20-kilowatt Brayton Cycle Power System for space applications. Three different methods of simulating solar heat were employed during the tests. Lewis researchers studied the Brayton power system extensively in the 1960s and 1970s. The Brayton engine converted solar thermal energy into electrical power. The system operated on a closed-loop Brayton thermodynamic cycle with a helium-xenon gas mixture as its working fluid. A space radiator was designed to serve as the system’s waste heat rejecter. The radiator was later installed in the vacuum chamber and tested in a simulated space environment to determine its effect on the power conversion system. The Brayton system was subjected to simulated orbits with 62 minutes of sun and 34 minutes of shade.

Geant4 simulation of the CERN-EU high-energy reference field (CERF) facility.

PubMed

Prokopovich, D A; Reinhard, M I; Cornelius, I M; Rosenfeld, A B

2010-09-01

The CERN-EU high-energy reference field facility is used for testing and calibrating both active and passive radiation dosemeters for radiation protection applications in space and aviation. Through a combination of a primary particle beam, target and a suitable designed shielding configuration, the facility is able to reproduce the neutron component of the high altitude radiation field relevant to the jet aviation industry. Simulations of the facility using the GEANT4 (GEometry ANd Tracking) toolkit provide an improved understanding of the neutron particle fluence as well as the particle fluence of other radiation components present. The secondary particle fluence as a function of the primary particle fluence incident on the target and the associated dose equivalent rates were determined at the 20 designated irradiation positions available at the facility. Comparisons of the simulated results with previously published simulations obtained using the FLUKA Monte Carlo code, as well as with experimental results of the neutron fluence obtained with a Bonner sphere spectrometer, are made.

Turbojet Performance and Operation at High Altitudes with Hydrogen and Jp-4 Fuels

NASA Technical Reports Server (NTRS)

Fleming, W A; Kaufman, H R; Harp, J L , Jr; Chelko, L J

1956-01-01

Two current turbojet engines were operated with gaseous-hydrogen and JP-4 fuels at very high altitudes and a simulated Mach number of 0.8. With gaseous hydrogen as the fuel stable operation was obtained at altitudes up to the facility limit of about 90,000 feet and the specific fuel consumption was only 40 percent of that with JP-4 fuel. With JP-4 as the fuel combustion was unstable at altitudes above 60,000 to 65,000 feet and blowout limits were reached at 75,000 to 80,000 feet. Over-all performance, component efficiencies, and operating range were reduced considerable at very high altitudes with both fuels.

Experimental cold-flow evaluation of a ram air cooled plug nozzle concept for afterburning turbojet engines

NASA Technical Reports Server (NTRS)

Straight, D. M.; Harrington, D. E.

1973-01-01

A concept for plug nozzles cooled by inlet ram air is presented. Experimental data obtained with a small scale model, 21.59-cm (8.5-in.) diameter, in a static altitude facility demonstrated high thrust performance and excellent pumping characteristics. Tests were made at nozzle pressure ratios simulating supersonic cruise and takeoff conditions. Effect of plug size, outer shroud length, and varying amounts of secondary flow were investigated.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

NASA F-18 jets prepare for takeoff from the agency's Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Several flights a day have been taking place the week of Aug. 21, 2017 to measure the effects of sonic booms. It is part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

NASA pilots board an F-18 jet prior to take off from the agency's Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Several flights a day have been taking place the week of Aug. 21, 2017 to measure the effects of sonic booms. It is part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

A NASA F-18 jet is prepared for takeoff from the agency's Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Several flights a day have been taking place the week of Aug. 21, 2017 to measure the effects of sonic booms. It is part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

A NASA F-18 jet takes off from the agency's Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Several flights a day have been taking place the week of Aug. 21, 2017 to measure the effects of sonic booms. It is part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

A NASA pilot boards an F-18 jet prior to take off from the agency's Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Several flights a day have been taking place the week of Aug. 21, 2017 to measure the effects of sonic booms. It is part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Lightning flash density versus altitude and storm structure from observations with UHF- and S-band radars

NASA Technical Reports Server (NTRS)

Mazur, V.; Gerlach, J. C.; Rust, W. D.

1984-01-01

The UHF-(70.5 cm wavelength) and S-band (10 cm wavelength) radar at NASA/Wallops Island Research Facility in Virginia, U.S.A. have been used to relate lightning activity with altitude and with the reflectivity structure of thunderstorms. Two centers of lightning flash density were found; one between 6 and 8 km altitude and another between 11 and 15 km. Previously announced in STAR as N83-31206

Credit WCT. Photographic copy of photograph, view looking northeast down ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Credit WCT. Photographic copy of photograph, view looking northeast down onto new Dd test station from Test Stand "D" tower. Hatch of Dd test cell is open, and a test engine sits on a dolly nearby awaiting mounting. Note the water-cooled diffuser on the east end of the test chamber; this was soon replaced with a new diffuser and a steam-driven ejector for simulated high-altitude tests. A closed circuit television camera is mounted on the west end of the test cell. At the lower left of the view are fuel and oxidizer run tanks which supply propellants for test runs. (JPL negative no. 384-2650-A, 8 February 1961) - Jet Propulsion Laboratory Edwards Facility, Test Stand D, Edwards Air Force Base, Boron, Kern County, CA

Vehicle-Level Oxygen/Methane Propulsion System Hotfire Testing at Thermal Vacuum Conditions

NASA Technical Reports Server (NTRS)

Morehead, Robert L.; Melcher, J. C.; Atwell, Matthew J.; Hurlbert, Eric A.; Desai, Pooja; Werlink, Rudy

2017-01-01

A prototype integrated liquid oxygen/liquid methane propulsion system was hot-fire tested at a variety of simulated altitude and thermal conditions in the NASA Glenn Research Center Plum Brook Station In-Space Propulsion Thermal Vacuum Chamber (formerly B2). This test campaign served two purposes: 1) Characterize the performance of the Plum Brook facility in vacuum accumulator mode and 2) Collect the unique data set of an integrated LOX/Methane propulsion system operating in high altitude and thermal vacuum environments (a first). Data from this propulsion system prototype could inform the design of future spacecraft in-space propulsion systems, including landers. The test vehicle for this campaign was the Integrated Cryogenic Propulsion Test Article (ICPTA), which was constructed for this project using assets from the former Morpheus Project rebuilt and outfitted with additional new hardware. The ICPTA utilizes one 2,800 lbf main engine, two 28 lbf and two 7 lbf reaction control engines mounted in two pods, four 48-inch propellant tanks (two each for liquid oxygen and liquid methane), and a cold helium system for propellant tank pressurization. Several hundred sensors on the ICPTA and many more in the test cell collected data to characterize the operation of the vehicle and facility. Multiple notable experiments were performed during this test campaign, many for the first time, including pressure-fed cryogenic reaction control system characterization over a wide range of conditions, coil-on-plug ignition system demonstration at the vehicle level, integrated main engine/RCS operation, and a non-intrusive propellant mass gauging system. The test data includes water-hammer and thermal heat leak data critical to validating models for use in future vehicle design activities. This successful test campaign demonstrated the performance of the updated Plum Brook In-Space Propulsion thermal vacuum chamber and incrementally advanced the state of LOX/Methane propulsion technology through numerous system-level and subsystem experiments.

Meteor Impact Model in the new Space Power Chambers

NASA Image and Video Library

1962-09-21

S-65 Meteor Impact Model set up in the former Altitude Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center just days after the September 12, 1962 rededication of the facility as the Space Power Chamber. Although larger test chambers would later be constructed, the rapid conversion of the wind tunnel into two space tanks allowed the facility to play a vital role in the early years of the space program. The eastern section of the tunnel, seen here became a vacuum chamber capable of simulating 100 miles altitude. This space tank was envisioned for the study of small satellites like this one. The transfer of the Centaur Program to Lewis one month late, however, permanently changed this mission. NASA was undertaking an in depth study at the time on the effect of micrometeoroids on satellites. Large space radiators were particularly vulnerable to damage from the small particles of space debris. In order to determine the hazard from meteoroids researchers had to define the flux rate relative to the mass and the velocity distribution because the greater the mass or the velocity of a meteoroid the greater the damage.

A Review of Solar-Powered Aircraft Flight Activity at the Pacific Missile Range Test Facility, Kauai, Hawaii

NASA Technical Reports Server (NTRS)

Ehernberger, L. J.; Donohue, Casey; Teets, Edward H., Jr.

2004-01-01

A series of solar-powered aircraft have been designed and operated by AeroVironment, Inc. (Monrovia, CA) as a part of National Aeronautics and Space Administration (NASA) objectives to develop energy-efficient high-altitude long-endurance platforms for earth observations and communications applications. Flight operations have been conducted at NASA's Dryden Flight Research Center, Edwards CA and at the U.S. Navy Pacific Missile Range Facility (PMRF) at Barking Sands, Kauai, HI. These aircraft flown at PMRF are named Pathfinder , Pathfinder Plus and Helios . Sizes of these three aircraft range from 560 lb with a 99-ft wingspan to 2300 lb with a 247-ft wingspan. Available payload capacity reaches approximately 200 lb. Pathfinder uses six engines and propellers: Pathfinder Plus 8; and Helios 14. The 2003 Helios fuel cell configurations used 10 engines and propellers. The PMRF was selected as a base of operations because if offers optimal summertime solar exposure, low prevailing wind-speeds on the runway, modest upper-air wind-speeds and the availability of suitable airspace. Between 1997 and 2001, successive altitude records of 71,530 ft, 80,200 ft, and 96,863 ft were established. Flight durations extended to 18 hours.

Developments in Test Facility and Data Networking for the Altitude Test Stand at the John C. Stennis Space Center: A General Overview

NASA Technical Reports Server (NTRS)

Hebert, Phillip W.

2008-01-01

NASA/SSC's Mission in Rocket Propulsion Testing Is to Acquire Test Performance Data for Verification, Validation and Qualification of Propulsion Systems Hardware: Accurate, Reliable, Comprehensive, and Timely. Data Acquisition in a Rocket Propulsion Test Environment Is Challenging: a) Severe Temporal Transient Dynamic Environments; b) Large Thermal Gradients; c) Vacuum to high pressure regimes. A-3 Test Stand Development is equally challenging with respect to accommodating vacuum environment, operation of a CSG system, and a large quantity of data system and control channels to determine proper engine performance as well as Test Stand operation. SSC is currently in the process of providing modernized DAS, Control Systems, Video, and network systems for the A-3 Test Stand to overcome these challenges.

Development flight tests of the Viking decelerator system.

NASA Technical Reports Server (NTRS)

Murrow, H. N.; Eckstrom, C. V.; Henke, D. W.

1973-01-01

Significant aspects of a low altitude flight test phase of the overall Viking decelerator system development are given. This test series included nine aircraft drop tests that were conducted at the Joint Parachute Test Facility, El Centro, California, between September 1971 and May 1972. The test technique and analytical planning method utilized to best simulate loading conditions in a low density environment are presented and some test results are shown to assess their adequacy. Performance effects relating to suspension line lengths of 1.7 D sub o with different canopy loadings are noted. System hardware developments are described, in particular the utilization of a fabric deployment mortar cover which remained attached to the parachute canopy. Finally, the contribution of this test series to the overall program is assessed.

Airborne Science Program: Observing Platforms for Earth Science Investigations

NASA Technical Reports Server (NTRS)

Mace, Thomas H.

2009-01-01

This slide presentation reviews the Airborne Science Program and the platforms used for conducting investigations for the Earth System Science. Included is a chart that shows some of the aircraft and the operational altitude and the endurance of the aircraft, views of the Dryden Aircraft Operation Facility, and some of the current aircraft that the facility operates, and the varieties of missions that are flown and the type of instrumentation. Also included is a chart showing the attributes of the various aircraft (i.e., duration, weight for a payload, maximum altitude, airspeed and range) for comparison

Evaluation of a Gentex (registered trademark) ORO-NASAL Oxygen Mask for Integration with the Aqualung (registered trademark) Personal Helicopter Oxygen Delivery System (PHODS)

DTIC Science & Technology

2008-07-13

the hypobaric facility. • Dr. Arnold Angelici and Mr. Robert Shaffstall of the FAA/CAMI for their expertise and invaluable participation during the...10 7. FAA Research Hypobaric (Altitude) Chamber...12 Figure 7. FAA Research Hypobaric (Altitude) Chamber. Procedures

Rocketdyne Development of RBCC Engine for Low Cost Access to Space

NASA Technical Reports Server (NTRS)

Ortwerth, P.; Ratekin, G.; Goldman, A.; Emanuel, M.; Ketchum, A.; Horn, M.

1997-01-01

Rocketdyne is pursuing the conceptual design and development of a Rocket Based Combined Cycle (RBCC) engine for booster and SSTO, advanced reusable space transportation ARTT systems under contract with NASA Marshall Space Flight Center. The Rocketdyne concept is fixed geometry integrated Rocket, Ram Scramjet which is Hydrogen fueled and uses Hydrogen regenerative cooling. Vision vehicle integration studies have determined that scramjet operation to Mach 12 has high payoff for low cost reusable space transportation. Rocketdyne is internally developing versions of the concept for other applications in high speed aircraft and missiles with Hydrocarbon fuel systems. Subscale engine ground testing is underway for all modes of operation from takeoff to Mach 8. High altitude Rocket only mode tests will be completed as part of the ground test program to validate high expansion ratio performance. A unique feature of the ground test series is the inclusion of dynamic trajectory simulation with real time Mach number, altitude, engine throttling, and RBCC mode changes in a specially modified freejet test facility at GASL. Preliminary cold flow Air Augmented Rocket mode test results and Short Combustor tests have met program goals and have been used to integrate all modes of operation in a single combustor design with a fixed geometry inlet for design confirmation tests. A water cooled subscale engine is being fabricated and installed for test beginning the last quarter of 1997.

Design Evolution and Verification of the A-3 Chemical Steam Generator

NASA Technical Reports Server (NTRS)

Kirchner, Casey K.

2009-01-01

Following is an overview of the Chemical Steam Generator system selected to provide vacuum conditions for a new altitude test facility, the A-3 Test Stand at Stennis Space Center (SSC) in Bay St. Louis, MS. A-3 will serve as NASA s primary facility for altitude testing of the J-2X rocket engine, to be used as the primary propulsion device for the upper stages of the Ares launch vehicles. The Chemical Steam Generators (CSGs) will produce vacuum conditions in the test cell through the production and subsequent supersonic ejection of steam into a diffuser downstream of the J-2X engine nozzle exit. The Chemical Steam Generators chosen have a rich heritage of operation at rocket engine altitude test facilities since the days of the Apollo program and are still in use at NASA White Sands Test Facility (WSTF) in New Mexico. The generators at WSTF have been modified to a degree, but are still very close to the heritage design. The intent for the A-3 implementation is to maintain this heritage design as much as possible, making minimal updates only where necessary to substitute for obsolete parts and to increase reliability. Reliability improvements are especially desired because the proposed system will require 27 generators, which is nine times the largest system installed in the 1960s. Improvements were suggested by the original design firm, Reaction Motors, by NASA SSC and NASA WSTF engineers, and by the A-3 test stand design contractor, Jacobs Technology, Inc. (JTI). This paper describes the range of improvements made to the design to date, starting with the heritage generator and the minor modifications made over time at WSTF, to the modernized configuration which will be used at A-3. The paper will discuss NASA s investment in modifications to SSC s E-2 test facility fire a full-scale Chemical Steam Generator in advance of the larger steam system installation at A-3. Risk mitigation testing will be performed in early 2009 at this test facility to verify that the CSGs operate as expected. The generator which will undergo this testing is of the most recent A-3 configuration, and will be instrumented far in excess of what is normally required for operation. The extra data will allow for easier troubleshooting and more complete knowledge of expected generator performance. In addition, the early testing will give SSC personnel experience in operating the CSG systems, which will expedite the process of installation and activation at A-3. Each Chemical Steam Generator is supported by a complement of valves, instruments, and flow control devices, with the entire assembly called a "module." The generators will be installed in groups of three, historically called "units". A module is so called because of its modular ability to be replaced or serviced without disturbing the other two modules installed on the same unit. A module is pictured in Figure 1, shown with its generator secured by white bands in its shipping (vs. installed) configuration. The heritage system at WSTF is composed of a single unit (three generator modules), pictured in Figure 2 as it was installed in 1965. In contrast, A-3 will have nine units operating in parallel to achieve vacuum conditions appropriate for testing the J-2X engine. Each of the combustors operates in two modes and achieves the so-called "full-steam" mode after all three of its stages ignite. Ignition of the first stage is achieved by exciting a spark plug; the second stage and main stage are lit by the flame front of the previous stage. The main stage burns approximately 97% of the total propellant flow and uses the heat energy to vaporize water into superheated steam. While the main stage remains unlit, the combustor is in so-called "idle" mode. In the WSTF system, this idle mode is not optimized for water usage, and does not need to be, as the water is pumped from a large reservoir. The water supply at A-3 will be contained in tanks with finite volume, so water optimization is preferred for the modnized configuration. Multiple solutions for this issue have been proposed, with the leading concept being a change to the operational definition of "idle mode," with the generator running in a lower heat flux condition.

Analysis of 100-lb(sub f) (445-N) LO2-LCH4 Reaction Control Engine Impulse Bit Performance

NASA Technical Reports Server (NTRS)

Marshall, William M.; Klenhenz, Julie E.

2012-01-01

Recently, liquid oxygen-liquid methane (LO2-LCH4) has been considered as a potential green propellant alternative for future exploration missions. The Propulsion and Cryogenic Advanced Development (PCAD) project was tasked by NASA to develop this propulsion combination to enable safe and cost-effective exploration missions. To date, limited experience with such combinations exist, and as a result a comprehensive test program is critical to demonstrating with the viability of implementing such a system. The NASA Glenn Research Center conducted a test program of a 100-lbf (445-N) reaction control engine (RCE) at the Center s Altitude Combustion Stand (ACS), focusing on altitude testing over a wide variety of operational conditions. The ACS facility includes unique propellant conditioning feed systems (PCFS), which allow precise control of propellant inlet conditions to the engine. Engine performance as a result of these inlet conditions was examined extensively during the test program. This paper is a companion to the previous specific impulse testing paper, and discusses the pulsed-mode operation portion of testing, with a focus on minimum impulse bit (MIB) and repeatable pulse performance. The engine successfully demonstrated target MIB performance at all conditions, as well as successful demonstration of repeatable pulse widths. Some anomalous conditions experienced during testing are also discussed, including a double pulse phenomenon, which was not noted in previous test programs for this engine.

40 CFR 610.34 - Special test conditions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... the device was installed. (b) High altitude. Devices for which specific claims of improved fuel economy at high altitude are made may be tested using the procedures in subpart D, at altitudes above 4000 feet. For other devices, testing at high altitude may be necessary for determining whether a device...

Facility Will Help Transition Models Into Operations

NASA Astrophysics Data System (ADS)

Kumar, Mohi

2009-02-01

The U.S. National Oceanic and Atmospheric Administration's Space Weather Prediction Center (NOAA SWPC), in partnership with the U.S. Air Force Weather Agency (AFWA), is establishing a center to promote and facilitate the transition of space weather models to operations. The new facility, called the Developmental Testbed Center (DTC), will take models used by researchers and rigorously test them to see if they can withstand continued use as viable warning systems. If a model used in a space weather warning system crashes or fails to perform well, severe consequences can result. These include increased radiation risks to astronauts and people traveling on high-altitude flights, national security vulnerabilities from the loss of military satellite communications, and the cost of replacing damaged military and commercial spacecraft.

The U.S. Lab is moved to payload canister

NASA Technical Reports Server (NTRS)

2000-01-01

The U.S. Laboratory Destiny, a component of the International Space Station, glides above two Multi-Purpose Logistics Modules (MPLMs), Raffaello (far left) and Leonardo, in the Space Station Processing Facility. Destiny is being moved to a payload canister for transfer to the Operations and Checkout Building where it will be tested in the altitude chamber. Destiny is scheduled to fly on mission STS-98 in early 2001. During the mission, the crew will install the Lab in the Space Station during a series of three space walks. The STS-98 mission will provide the Station with science research facilities and expand its power, life support and control capabilities. The U.S. Lab module continues a long tradition of microgravity materials research, first conducted by Skylab and later Shuttle and Spacelab missions. Destiny is expected to be a major feature in future research, providing facilities for biotechnology, fluid physics, combustion, and life sciences research.

The U.S. Lab is moved to payload canister

NASA Technical Reports Server (NTRS)

2000-01-01

- The U.S. Laboratory Destiny, a component of the International Space Station, is lifted off a weigh stand (below) in the Space Station Processing Facility. The module is being moved to a payload canister for transfer to the Operations and Checkout Building where it will be tested in the altitude chamber. Destiny is scheduled to fly on mission STS-98 in early 2001. During the mission, the crew will install the Lab in the Space Station during a series of three space walks. The STS-98 mission will provide the Station with science research facilities and expand its power, life support and control capabilities. The U.S. Lab module continues a long tradition of microgravity materials research, first conducted by Skylab and later Shuttle and Spacelab missions. Destiny is expected to be a major feature in future research, providing facilities for biotechnology, fluid physics, combustion, and life sciences research.

Flight Qualification of the NASA's Super Pressure Balloon

NASA Astrophysics Data System (ADS)

Cathey, Henry; Said, Magdi; Fairbrother, Debora

Designs of new balloons to support space science require a number of actual flights under various flight conditions to qualify them to as standard balloon flight offerings to the science community. Development of the new Super Pressure Balloon for the National Aeronautics and Space Administration’s Balloon Program Office has entailed employing new design, analysis, and production techniques to advance the state of the art. Some of these advances have been evolutionary steps and some have been revolutionary steps requiring a maturing understanding of the materials, designs, and manufacturing approaches. The NASA Super Pressure Balloon development end goal is to produce a flight vehicle that is qualified to carry a ton of science instrumentation, at an altitude greater than 33 km while maintaining a near constant pressure altitude for extended periods of up to 100 days, and at any latitude on the globe. The NASA’s Balloon Program Office has pursued this development in a carefully executed incremental approach by gradually increasing payload carrying capability and increasing balloon volume to reach these end goal. A very successful test flight of a ~200,700 m3 balloon was launch in late 2008 from Antarctica. This balloon flew for over 54 days at a constant altitude and circled the Antarctic continent almost three times. A larger balloon was flown from Antarctica in early 2011. This ~422,400 m3 flew at a constant altitude for 22 days making one circuit around Antarctica. Although the performance was nominal, the flight was terminated via command to recover high valued assets from the payload. The balloon designed to reach the program goals is a ~532,200 m3 pumpkin shaped Super Pressure Balloon. A test flight of this balloon was launched from the Swedish Space Corporation’s Esrange Balloon Launch Facilities near Kiruna, Sweden on 14 August, 2012. This flight was another success for this development program. Valuable information was gained from this short test flight by successfully demonstrated balloon vehicle performance, obtained a large amount of videos, measured balloon differential pressure, obtained temperature and altitude data, assessed structure strength through pressurization, and demonstrated the balloon vehicles altitude stability. This flight was the first of several to qualify this design for the science community. Results of the most recent flights will be presented. Some of the related material characterization testing which is vital to the balloon design development for the balloon will also be presented. Additionally, this paper will provide a current overview of the development and qualification approach pursued for the NASA’s Super Pressure Balloon. Future plans and goals of future test flights will also be presented. This will include the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

Modeling of Commercial Turbofan Engine With Ice Crystal Ingestion: Follow-On

NASA Technical Reports Server (NTRS)

Jorgenson, Philip C. E.; Veres, Joseph P.; Coennen, Ryan

2014-01-01

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Modeling of Commercial Turbofan Engine with Ice Crystal Ingestion; Follow-On

NASA Technical Reports Server (NTRS)

Jorgenson, Philip C. E.; Veres, Joseph P.; Coennen, Ryan

2014-01-01

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Computational Fluid Dynamics Simulation of Dual Bell Nozzle Film Cooling

NASA Technical Reports Server (NTRS)

Braman, Kalen; Garcia, Christian; Ruf, Joseph; Bui, Trong

2015-01-01

Marshall Space Flight Center (MSFC) and Armstrong Flight Research Center (AFRC) are working together to advance the technology readiness level (TRL) of the dual bell nozzle concept. Dual bell nozzles are a form of altitude compensating nozzle that consists of two connecting bell contours. At low altitude the nozzle flows fully in the first, relatively lower area ratio, nozzle. The nozzle flow separates from the wall at the inflection point which joins the two bell contours. This relatively low expansion results in higher nozzle efficiency during the low altitude portion of the launch. As ambient pressure decreases with increasing altitude, the nozzle flow will expand to fill the relatively large area ratio second nozzle. The larger area ratio of the second bell enables higher Isp during the high altitude and vacuum portions of the launch. Despite a long history of theoretical consideration and promise towards improving rocket performance, dual bell nozzles have yet to be developed for practical use and have seen only limited testing. One barrier to use of dual bell nozzles is the lack of control over the nozzle flow transition from the first bell to the second bell during operation. A method that this team is pursuing to enhance the controllability of the nozzle flow transition is manipulation of the film coolant that is injected near the inflection between the two bell contours. Computational fluid dynamics (CFD) analysis is being run to assess the degree of control over nozzle flow transition generated via manipulation of the film injection. A cold flow dual bell nozzle, without film coolant, was tested over a range of simulated altitudes in 2004 in MSFC's nozzle test facility. Both NASA centers have performed a series of simulations of that dual bell to validate their computational models. Those CFD results are compared to the experimental results within this paper. MSFC then proceeded to add film injection to the CFD grid of the dual bell nozzle. A series of nozzle pressure ratios and film coolant flow rates are investigated to determine the effect of the film injection on the nozzle flow transition behavior. The results of this CFD study of a dual bell with film injection are presented in this paper.

APEX 3D Propeller Test Preliminary Design

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

2002-01-01

A low Reynolds number, high subsonic mach number flight regime is fairly uncommon in aeronautics. Most flight vehicles do not fly under these aerodynamic conditions. However, recently there have been a number of proposed aircraft applications (such as high altitude observation platforms and Mars aircraft) that require flight within this regime. One of the main obstacles to flight under these conditions is the ability to reliably generate sufficient thrust for the aircraft. For a conventional propulsion system, the operation and design of the propeller is the key aspect to its operation. Due to the difficulty in experimentally modeling the flight conditions in ground-based facilities, it has been proposed to conduct propeller experiments from a high altitude gliding platform (APEX). A preliminary design of a propeller experiment under the low Reynolds number, high mach number flight conditions has been devised. The details of the design are described as well as the potential data that will be collected.

Ice Crystal Icing Engine Testing in the NASA Glenn Research Center's Propulsion Systems Laboratory: Altitude Investigation

NASA Technical Reports Server (NTRS)

Oliver, Michael J.

2014-01-01

The National Aeronautics and Space Administration (NASA) conducted a full scale ice crystal icing turbofan engine test using an obsolete Allied Signal ALF502-R5 engine in the Propulsion Systems Laboratory (PSL) at NASA Glenn Research Center. The test article used was the exact engine that experienced a loss of power event after the ingestion of ice crystals while operating at high altitude during a 1997 Honeywell flight test campaign investigating the turbofan engine ice crystal icing phenomena. The test plan included test points conducted at the known flight test campaign field event pressure altitude and at various pressure altitudes ranging from low to high throughout the engine operating envelope. The test article experienced a loss of power event at each of the altitudes tested. For each pressure altitude test point conducted the ambient static temperature was predicted using a NASA engine icing risk computer model for the given ambient static pressure while maintaining the engine speed.

UHF Radar observations at HAARP with HF pump frequencies near electron gyro-harmonics and associated ionospheric effects

NASA Astrophysics Data System (ADS)

Watkins, Brenton; Fallen, Christopher; Secan, James

Results for HF modification experiments at the HAARP facility in Alaska are presented for experiments with the HF pump frequency near third and fourth electron gyro-harmonics. A UHF diagnostic radar with range resolution of 600 m was used to determine time-dependent altitudes of scattering from plasma turbulence during heating experiments. Experiments were conducted with multiple HF frequencies stepped by 20 kHz above and below the gyro-harmonic values. During times of HF heating the HAARP facility has sufficient power to enhance large-scale ionospheric densities in the lower ionosphere (about 150-200 km altitude) and also in the topside ionosphere (above about 350 km). In the lower ionosphere, time-dependent decreases of the altitude of radar scatter result from electron density enhancements. The effects are substantially different even for relatively small frequency steps of 20 kHz. In all cases the time-varying altitude decrease of radar scatter stops about 5-10 km below the gyro-harmonic altitude that is frequency dependent; we infer that electron density enhancements stop at this altitude where the radar signals stop decreasing with altitude. Experiments with corresponding total electron content (TEC) data show that for HF interaction altitudes above about 170 km there is substantial topside electron density increases due to upward electron thermal conduction. For lower altitudes of HF interaction the majority of the thermal energy is transferred to the neutral gas and no significant topside density increases are observed. By selecting an appropriate HF frequency a little greater than the gyro-harmonic value we have demonstrated that the ionospheric response to HF heating is a self-oscillating mode where the HF interaction altitude moves up and down with a period of several minutes. If the interaction region is above about 170 km this also produces a continuously enhanced topside electron density and upward plasma flux. Experiments using an FM scan with the HF frequency increasing near the gyro-harmonic value were conducted. The FM scan rate was sufficiently slow that the electron density was approximately in an equilibrium state. For these experiments the altitude of the HF interaction follows a near straight line downward parallel to the altitude-dependent gyro-harmonic level.

Integrated gas analyzer for complete monitoring of turbine engine test cells.

PubMed

Markham, James R; Bush, Patrick M; Bonzani, Peter J; Scire, James J; Zaccardi, Vincent A; Jalbert, Paul A; Bryant, M Denise; Gardner, Donald G

2004-01-01

Fourier transform infrared (FT-IR) spectroscopy is proving to be reliable and economical for the quantification of many gas-phase species during testing and development of gas turbine engines in ground-based facilities such as sea-level test cells and altitude test cells. FT-IR measurement applications include engine-generated exhaust gases, facility air provided as input to engines, and ambient air in and around test cells. Potentially, the traditionally used assembly of many gas-specific single gas analyzers will be eliminated. However, the quest for a single instrument capable of complete gas-phase monitoring at turbine engine test cells has previously suffered since the FT-IR method cannot measure infrared-inactive oxygen molecules, a key operational gas to both air-breathing propulsion systems and test cell personnel. To further the quest, the FT-IR sensor used for the measurements presented in this article was modified by integration of a miniature, solid-state electrochemical oxygen sensor. Embedded in the FT-IR unit at a location near the long-effective-optical-path-length gas sampling cell, the amperometric oxygen sensor provides simultaneous, complementary information to the wealth of spectroscopic data provided by the FT-IR method.

Hot-Fire Testing of 5N and 22N HPGP Thrusters

NASA Technical Reports Server (NTRS)

Burnside, Christopher G.; Pedersen, Kevin W.; Pierce, Charles W.

2015-01-01

This hot-fire test continues NASA investigation of green propellant technologies for future missions. To show the potential for green propellants to replace some hydrazine systems in future spacecraft, NASA Marshall Space Flight Center (MSFC) is continuing to embark on hot-fire test campaigns with various green propellant blends.NASA completed hot-fire testing of 5N and 22N HPGP thrusters at the Marshall Space Flight Center’s Component Development Area altitude test stand in April 2015. Both thrusters are ground test articles and not flight ready units, but are representative of potential flight hardware with a known path towards flight application. The purpose of the 5N testing was to perform facility check-outs and generate a small set of data for comparison to ECAPS and Orbital ATK data sets. The 5N thruster performed as expected with thrust and propellant flow-rate data generated that are similar to previous testing at Orbital ATK. Immediately following the 5N testing, and using the same facility, the 22N testing was conducted on the same test stand with the purpose of demonstrating the 22N performance. The results of 22N testing indicate it performed as expected.The results of the hot-fire testing are presented in this paper and presentation.

Space Suit Electrocardiographic Electrode Selection: Are commercial electrodes better than the old Apollo technology?

NASA Technical Reports Server (NTRS)

Redmond, M.; Polk, J. D.; Hamilton, D.; Schuette, M.; Guttromson, J.; Guess, T.; Smith, B.

2005-01-01

The NASA Manned Space Program uses an electrocardiograph (ECG) system to monitor astronauts during extravehicular activity (EVA). This ECG system, called the Operational Bioinstrumentation System (OBS), was developed during the Apollo era. Throughout the Shuttle program these electrodes experienced failures during several EVAs performed from the Space Shuttle and International Space Station (ISS) airlocks. An attempt during Shuttle Flight STS-109 to replace the old electrodes with new commercial off-the-shelf (COTS) disposable electrodes proved unsuccessful. One assumption for failure of the STS-109 COTS electrodes was the expansion of trapped gases under the foam electrode pad, causing the electrode to be displaced from the skin. Given that our current electrodes provide insufficient reliability, a number of COTS ECG electrodes were tested at the NASA Altitude Manned Chamber Test Facility. Methods: OBS disposable electrodes were tested on human test subjects in an altitude chamber simulating an Extravehicular Mobility Unit (EMU) operating pressure of 4.3 psia with the following goals: (1) to confirm the root cause of the flight certified, disposable electrode failure during flight STS-109. (2) to identify an adequate COTS replacement electrode and determine if further modifications to the electrodes are required. (3) to evaluate the adhesion of each disposable electrode without preparation of the skin with isopropyl alcohol. Results: There were several electrodes that failed the pressure testing at 4.3psia, including the electrodes used during flight STS-109. Two electrodes functioned well throughout all testing and were selected for further testing in an EMU at altitude. A vent hole placed in all electrodes was also tested as a possible solution to prevent gas expansion from causing electrode failures. Conclusions: Two failure modes were identified: (1) foam-based porous electrodes entrapped air bubbles under the pad (2) poor adhesion caused some electrodes to fail

Development and flight test of a deployable precision landing system

NASA Technical Reports Server (NTRS)

Sim, Alex G.; Murray, James E.; Neufeld, David C.; Reed, R. Dale

1994-01-01

A joint NASA Dryden Flight Research Facility and Johnson Space Center program was conducted to determine the feasibility of the autonomous recovery of a spacecraft using a ram-air parafoil system for the final stages of entry from space that included a precision landing. The feasibility of this system was studied using a flight model of a spacecraft in the generic shape of a flattened biconic that weighed approximately 150 lb and was flown under a commercially available, ram-air parachute. Key elements of the vehicle included the Global Positioning System guidance for navigation, flight control computer, ultrasonic sensing for terminal altitude, electronic compass, and onboard data recording. A flight test program was used to develop and refine the vehicle. This vehicle completed an autonomous flight from an altitude of 10,000 ft and a lateral offset of 1.7 miles that resulted in a precision flare and landing into the wind at a predetermined location. At times, the autonomous flight was conducted in the presence of winds approximately equal to vehicle airspeed. Several novel techniques for computing the winds postflight were evaluated. Future program objectives are also presented.

Snow management practices in French ski resorts

NASA Astrophysics Data System (ADS)

Spandre, Pierre; Francois, Hugues; George-Marcelpoil, Emmanuelle; Morin, Samuel

2016-04-01

Winter tourism plays a fundamental role in the economy of French mountain regions but also in other countries such as Austria, USA or Canada. Ski operators originally developed grooming methods to provide comfortable and safe skiing conditions. The interannual variability of snow conditions and the competition with international destinations and alternative tourism activities encouraged ski resorts to mitigate their dependency to weather conditions through snowmaking facilities. However some regions may not be able to produce machine made snow due to inadequate conditions and low altitude resorts are still negatively impacted by low snow seasons. In the meantime, even though the operations of high altitude resorts do not show any dependency to the snow conditions they invest in snowmaking facilities. Such developments of snowmaking facilities may be related to a confused and contradictory perception of climate change resulting in individualistic evolutions of snowmaking facilities, also depending on ski resorts main features such as their altitude and size. Concurrently with the expansion of snowmaking facilities, a large range of indicators have been used to discuss the vulnerability of ski resorts such as the so-called "100 days rule" which was widely used with specific thresholds (i.e. minimum snow depth, dates) and constraints (i.e. snowmaking capacity). The present study aims to provide a detailed description of snow management practices and major priorities in French ski resorts with respect to their characteristics. We set up a survey in autumn 2014, collecting data from 56 French ski operators. We identify the priorities of ski operators and describe their snowmaking and grooming practices and facilities. The operators also provided their perception of the ski resort vulnerability to snow and economic challenges which we could compare with the actual snow conditions and ski lift tickets sales during the period from 2001 to 2012.

Bell P–63A King Cobra at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-01-21

The Army Air Forces lent the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory a Bell P–63A King Cobra in October 1943 to complement the lab's extensive efforts to improve the Allison V–1710 engine. The V–1710-powered P–63A was a single-seat fighter that could reach speeds of 410 miles per hour and an altitude of 43,000 feet. The fighter, first produced in 1942, was an improvement on Bell’s P–39, but persistent performance problems at high altitudes prevented its acceptance by the Air Corps. Instead many of the P–63s were transferred to the Soviet Union. Almost every test facility at the NACA’s engine lab was used to study the Allison V–1710 engine and its supercharger during World War II. Researchers were able to improve the efficiency, capacity and pressure ratio of the supercharger. They found that improved cooling significantly reduced engine knock in the fuel. Once the researchers were satisfied with their improvements, the new supercharger and cooling components were installed on the P–63A. The Flight Research Division first established the aircraft’s normal flight performance parameters such as speed at various altitudes, rate of climb, and peak altitude. Ensuing flights established the performance parameters of the new configuration in order to determine the improved performance. The program increased V–1710’s horsepower from 1650 to 2250.

Acute and Chronic Altitude-Induced Cognitive Dysfunction in Children and Adolescents.

PubMed

Rimoldi, Stefano F; Rexhaj, Emrush; Duplain, Hervé; Urben, Sébastien; Billieux, Joël; Allemann, Yves; Romero, Catherine; Ayaviri, Alejandro; Salinas, Carlos; Villena, Mercedes; Scherrer, Urs; Sartori, Claudio

2016-02-01

To assess whether exposure to high altitude induces cognitive dysfunction in young healthy European children and adolescents during acute, short-term exposure to an altitude of 3450 m and in an age-matched European population permanently living at this altitude. We tested executive function (inhibition, shifting, and working memory), memory (verbal, short-term visuospatial, and verbal episodic memory), and speed processing ability in: (1) 48 healthy nonacclimatized European children and adolescents, 24 hours after arrival at high altitude and 3 months after return to low altitude; (2) 21 matched European subjects permanently living at high altitude; and (3) a matched control group tested twice at low altitude. Short-term hypoxia significantly impaired all but 2 (visuospatial memory and processing speed) of the neuropsychological abilities that were tested. These impairments were even more severe in the children permanently living at high altitude. Three months after return to low altitude, the neuropsychological performances significantly improved and were comparable with those observed in the control group tested only at low altitude. Acute short-term exposure to an altitude at which major tourist destinations are located induces marked executive and memory deficits in healthy children. These deficits are equally marked or more severe in children permanently living at high altitude and are expected to impair their learning abilities. Copyright © 2016 Elsevier Inc. All rights reserved.

{open_quotes}Airborne Research Australia (ARA){close_quotes} a new research aircraft facility on the southern hemisphere

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hacker, J.M.

1996-11-01

{open_quotes}Airborne Research Australia{close_quotes} (ARA) is a new research aircraft facility in Australia. It will serve the scientific community of Australia and will also make its aircraft and expertise available for commercial users. To cover the widest possible range of applications, the facility will operate up to five research aircraft, from a small, low-cost platform to medium-sized multi-purpose aircraft, as well as a unique high altitude aircraft capable of carrying scientific loads to altitudes of up to 15km. The aircraft will be equipped with basic instrumentation and data systems, as well as facilities to mount user-supplied instrumentation and systems internally andmore » externally on the aircraft. The ARA operations base consisting of a hangar, workshops, offices, laboratories, etc. is currently being constructed at Parafield Airport near Adelaide/South Australia. The following text reports about the current state of development of the facility. An update will be given in a presentation at the Conference. 6 figs.« less

Planning for Plume Diagnostics for Ground Testing of J-2X Engines at the SSC

NASA Technical Reports Server (NTRS)

SaintCyr, William W.; Tejwani, Gopal D.; McVay, Gregory P.; Langford, Lester A.; SaintCyr, William W.

2010-01-01

John C. Stennis Space Center (SSC) is the premier test facility for liquid rocket engine development and certification for the National Aeronautics and Space Administration (NASA). Therefore, it is no surprise that the SSC will play the most prominent role in the engine development testing and certification for the J-2X engine. The Pratt & Whitney Rocketdyne J-2X engine has been selected by the Constellation Program to power the Ares I Upper Stage Element and the Ares V Earth Departure Stage in NASA s strategy of risk mitigation for hardware development by building on the Apollo program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. Accordingly, J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development and testing efforts. In order to leverage SSC s successful and innovative expertise in the plume diagnostics for the space shuttle main engine (SSME) health monitoring,1-10 this paper will present a blueprint for plume diagnostics for various proposed ground testing activities for J-2X at SSC. Complete description of the SSC s test facilities, supporting infrastructure, and test facilities is available in Ref. 11. The A-1 Test Stand is currently being prepared for testing the J-2X engine at sea level conditions. The A-2 Test Stand is currently being used for testing the SSME and may also be used for testing the J-2X engine at sea level conditions in the future. Very recently, ground-breaking ceremony for the new A-3 rocket engine test stand took place at SSC on August 23, 2007. A-3 is the first large - scale test stand to be built at the SSC since the A and B stands were constructed in the 1960s. The A-3 Test Stand will be used for testing J-2X engines under vacuum conditions simulating high altitude operation at approximately 30,480 m (100,000 ft). To achieve the simulated altitude environment, chemical steam generators using isopropyl alcohol, LOX, and RELEASED - Printed documents may be obsolete; validate prior to use. water would run for the duration of the test and would generate approximately 2096 Kg/s of steam to reduce pressure in the test cell and downstream of the engine. The testing at the A-3 Test Stand is projected to begin in late 2010, meanwhile the J-2X component testing on A-1 is scheduled to begin later this year.

De-icing of the altitude wind tunnel turning vanes by electro-magnetic impulse

NASA Technical Reports Server (NTRS)

Zumwalt, G. W.; Ross, R.

1986-01-01

The Altitude Wind Tunnel at the NASA-Lewis facility is being proposed for a refurbishment and moderization. Two major changes are: (1) the increasing of the test section Mach number to 0.90, and (2) the addition of spray nozzles to provide simulation of flight in icing clouds. Features to be retained are the simulation of atmospheric temperature and pressure to 50,000 foot altitude and provision for full-scale aircraft engine operation by the exhausting of the aircraft combustion gases and ingestion of air to replace that used in combustion. The first change required a re-design of the turning vanes in the two corners downstream of the test section due to the higher Mach number at the corners. The second change threatens the operation of the turning vanes by the expected ice build-up, particulary on the first-corner vanes. De-icing by heat has two drawbacks: (1) an extremely large amount of heat is required, and (2) the melted ice would tend to collect as ice on some other surfaces in the tunnel, namely, the tunnel propellers and the cooling coils. An alternate de-icing method had been under development for three years under NASA-Lewis grants to the Wichita State University. This report describes the electro-impulse de-icing (EIDI) method and the testing work done to assess its applicability to wind tunnel turning vane de-icing. Tests were conducted in the structural dynamics laboratory and in the NASA Icing Research Tunnel. Good ice protection was achieved at lower power consumption and at a wide range of tunnel operations conditions. Recommendations for design and construction of the system for this application of the EIDI method are given.

Chinese-Mandarin: Basic Dialogues for Airport Facilities.

ERIC Educational Resources Information Center

Defense Language Inst., Washington, DC.

This booklet seeks to introduce basic dialogues for utilization at airport facilities. The English version of the phraseology is provided with the Chinese Mandarin text. The phraseology includes material on: (1) departure control, (2) high altitude penetration, (3) beacon identification, (4) arrival control, (5) circling approach, (6) final…

Deep Space Test Bed for Radiation Studies

NASA Technical Reports Server (NTRS)

Adams, James H.; Adcock, Leonard; Apple, Jeffery; Christl, Mark; Cleveand, William; Cox, Mark; Dietz, Kurt; Ferguson, Cynthia; Fountain, Walt; Ghita, Bogdan

2006-01-01

The Deep Space Test-Bed (DSTB) Facility is designed to investigate the effects of galactic cosmic rays on crews and systems during missions to the Moon or Mars. To gain access to the interplanetary ionizing radiation environment the DSTB uses high-altitude polar balloon flights. The DSTB provides a platform for measurements to validate the radiation transport codes that are used by NASA to calculate the radiation environment within crewed space systems. It is also designed to support other Exploration related investigations such as measuring the shielding effectiveness of candidate spacecraft and habitat materials, testing new radiation monitoring instrumentation and flight avionics and investigating the biological effects of deep space radiation. We describe the work completed thus far in the development of the DSTB and its current status.

Improvement in altitude performance test after further acclimatization in pre-acclimatized soldiers.

PubMed

Tannheimer, Markus; Buzzelli, Mark D; Albertini, Nadine; Lechner, Raimund; Ulmer, Hans-V; Engelhardt, Michael

2013-05-01

The Altitude Performance Test is a measure designed to assess an individual's degree of acclimatization to reduce the risk of acute mountain sickness during high-altitude activities. The aim of this study was to investigate the hypothesis that test results will improve in pre-acclimatized soldiers after several days of further acclimatization. The Altitude Performance Test consists of an uphill run at high altitude. The event is timed and performed with continuous oxygen saturation (SpO2) monitoring. The individual's time and lowest SpO2 measurement are recorded. This test was performed on the first day of arriving at 11,060 ft, and after 9 days at the same location. The 37 male soldiers were all pre-acclimatized before arrival. The sleeping altitude remained constant at 11,060 ft, and the daytime altitudes increased up to a maximum of 15,775 ft. Test results improved significantly after a further 9 days of acclimatization (time, -11 s; SpO2, +5%-points; p ≤ 0.001). This is remarkable because all soldiers were pre-acclimatized and showed only minor acute mountain sickness symptoms during the entire stay. This indicates that the acclimatization process is not finished after amelioration of altitude symptoms. The demonstrated improvement in physical performance could prove very important, particularly during military missions performed at high altitude. Reprint & Copyright © 2013 Association of Military Surgeons of the U.S.

Aerial View of NACA's Lewis Flight Propulsion Research Laboratory

NASA Image and Video Library

1946-05-21

The National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory in Cleveland, Ohio as seen from the west in May 1946. The Cleveland Municipal Airport is located directly behind. The laboratory was built in the early 1940s to resolve problems associated with aircraft engines. The initial campus contained seven principal buildings: the Engine Research Building, hangar, Fuels and Lubricants Building, Administration Building, Engine Propeller Research Building, Altitude Wind Tunnel, and Icing Research Tunnel. These facilities and their associated support structures were located within an area occupying approximately one-third of the NACA’s property. After World War II ended, the NACA began adding new facilities to address different problems associated with the newer, more powerful engines and high speed flight. Between 1946 and 1955, four new world-class test facilities were built: the 8- by 6-Foot Supersonic Wind Tunnel, the Propulsion Systems Laboratory, the Rocket Engine Test Facility, and the 10- by 10-Foot Supersonic Wind Tunnel. These large facilities occupied the remainder of the NACA’s semicircular property. The Lewis laboratory expanded again in the late 1950s and early 1960s as the space program commenced. Lewis purchased additional land in areas adjacent to the original laboratory and acquired a large 9000-acre site located 60 miles to the west in Sandusky, Ohio. The new site became known as Plum Brook Station.

Space Launch System Base Heating Test: Environments and Base Flow Physics

NASA Technical Reports Server (NTRS)

Mehta, Manish; Knox, Kyle S.; Seaford, C. Mark; Dufrene, Aaron T.

2016-01-01

The NASA Space Launch System (SLS) vehicle is composed of four RS-25 liquid oxygen- hydrogen rocket engines in the core-stage and two 5-segment solid rocket boosters and as a result six hot supersonic plumes interact within the aft section of the vehicle during ight. Due to the complex nature of rocket plume-induced ows within the launch vehicle base during ascent and a new vehicle con guration, sub-scale wind tunnel testing is required to reduce SLS base convective environment uncertainty and design risk levels. This hot- re test program was conducted at the CUBRC Large Energy National Shock (LENS) II short-duration test facility to simulate ight from altitudes of 50 kft to 210 kft. The test program is a challenging and innovative e ort that has not been attempted in 40+ years for a NASA vehicle. This presentation discusses the various trends of base convective heat ux and pressure as a function of altitude at various locations within the core-stage and booster base regions of the two-percent SLS wind tunnel model. In-depth understanding of the base ow physics is presented using the test data, infrared high-speed imaging and theory. The normalized test design environments are compared to various NASA semi- empirical numerical models to determine exceedance and conservatism of the ight scaled test-derived base design environments. Brief discussion of thermal impact to the launch vehicle base components is also presented.

Space Launch System Base Heating Test: Environments and Base Flow Physics

NASA Technical Reports Server (NTRS)

Mehta, Manish; Knox, Kyle S.; Seaford, C. Mark; Dufrene, Aaron T.

2016-01-01

The NASA Space Launch System (SLS) vehicle is composed of four RS-25 liquid oxygen-hydrogen rocket engines in the core-stage and two 5-segment solid rocket boosters and as a result six hot supersonic plumes interact within the aft section of the vehicle during flight. Due to the complex nature of rocket plume-induced flows within the launch vehicle base during ascent and a new vehicle configuration, sub-scale wind tunnel testing is required to reduce SLS base convective environment uncertainty and design risk levels. This hot-fire test program was conducted at the CUBRC Large Energy National Shock (LENS) II short-duration test facility to simulate flight from altitudes of 50 kft to 210 kft. The test program is a challenging and innovative effort that has not been attempted in 40+ years for a NASA vehicle. This paper discusses the various trends of base convective heat flux and pressure as a function of altitude at various locations within the core-stage and booster base regions of the two-percent SLS wind tunnel model. In-depth understanding of the base flow physics is presented using the test data, infrared high-speed imaging and theory. The normalized test design environments are compared to various NASA semi-empirical numerical models to determine exceedance and conservatism of the flight scaled test-derived base design environments. Brief discussion of thermal impact to the launch vehicle base components is also presented.

Coherent Turbulence Rig in the Engine Research Building

NASA Image and Video Library

1979-08-21

An engineer examines the Coherent Turbulence Rig in the Engine Research Building at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Coherent turbulence occurs when waves of uniform size and alignment are present in airflow. Researchers at NASA Lewis were interested in determining the relation between the size of the waves and their heat transfer properties. The massive 4.25-acre Engine Research Building contains dozens of test cells, test stands, and altitude chambers. A powerful a collection of compressors and exhausters located in the central portion of the basement provides process air and exhaust for these test areas. This system is connected to similar process air systems in the laboratory’s other large test facilities. The Central Control Room coordinates this activity and communicates with the local utilities.

Ice Growth Measurements from Image Data to Support Ice Crystal and Mixed-Phase Accretion Testing

NASA Technical Reports Server (NTRS)

Struk, Peter M.; Lynch, Christopher J.

2012-01-01

This paper describes the imaging techniques as well as the analysis methods used to measure the ice thickness and growth rate in support of ice-crystal icing tests performed at the National Research Council of Canada (NRC) Research Altitude Test Facility (RATFac). A detailed description of the camera setup, which involves both still and video cameras, as well as the analysis methods using the NASA Spotlight software, are presented. Two cases, one from two different test entries, showing significant ice growth are analyzed in detail describing the ice thickness and growth rate which is generally linear. Estimates of the bias uncertainty are presented for all measurements. Finally some of the challenges related to the imaging and analysis methods are discussed as well as methods used to overcome them.

Ice Growth Measurements from Image Data to Support Ice-Crystal and Mixed-Phase Accretion Testing

NASA Technical Reports Server (NTRS)

Struk, Peter, M; Lynch, Christopher, J.

2012-01-01

This paper describes the imaging techniques as well as the analysis methods used to measure the ice thickness and growth rate in support of ice-crystal icing tests performed at the National Research Council of Canada (NRC) Research Altitude Test Facility (RATFac). A detailed description of the camera setup, which involves both still and video cameras, as well as the analysis methods using the NASA Spotlight software, are presented. Two cases, one from two different test entries, showing significant ice growth are analyzed in detail describing the ice thickness and growth rate which is generally linear. Estimates of the bias uncertainty are presented for all measurements. Finally some of the challenges related to the imaging and analysis methods are discussed as well as methods used to overcome them.

Pathfinder aircraft liftoff on altitude record setting flight of 71,500 feet

NASA Image and Video Library

1997-07-07

The Pathfinder aircraft has set a new unofficial world record for high-altitude flight of over 71,500 feet for solar-powered aircraft at the U.S. Navy's Pacific Missile Range Facility, Kauai, Hawaii. Pathfinder was designed and manufactured by AeroVironment, Inc, of Simi Valley, California, and was operated by the firm under a jointly sponsored research agreement with NASA's Dryden Flight Research Center, Edwards, California. Pathfinder's record-breaking flight occurred July 7, 1997. The aircraft took off at 11:34 a.m. PDT, passed its previous record altitude of 67,350 feet at about 5:45 p.m. and then reached its new record altitude at 7 p.m. The mission ended with a perfect nighttime landing at 2:05 a.m. PDT July 8. The new record is the highest altitude ever attained by a propellor-driven aircraft. Before Pathfinder, the altitude record for propellor-driven aircraft was 67,028 feet, set by the experimental Boeing Condor remotely piloted aircraft.

Surveyor Atlas-Centaur Shroud Venting Structural Test in the Space Power Chambers

NASA Image and Video Library

1967-06-21

Setup of a Surveyor/Atlas/Centaur shroud in the Space Power Chambers for a leak test at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Centaur was a 15,000-pound thrust second-stage rocket designed for the military in 1957 and 1958 by General Dynamics. It was the first major rocket to use the liquid hydrogen technology developed by Lewis in the 1950s. The Centaur Program suffered numerous problems before being transferred to Lewis in 1962. Several test facilities at Lewis’ main campus and Plum Brook Station were built or modified specifically for Centaur, including the Space Power Chambers. In 1961, NASA Lewis management decided to convert its Altitude Wind Tunnel into two large test chambers and later renamed it the Space Power Chambers. The conversion, which took over 2 years, included the removal of the tunnel’s internal components and insertion of bulkheads to seal off the new chambers. The larger chamber, seen here, could simulate altitudes of 100,000 feet. It was used for Centaur shroud separation and propellant management studies until the early 1970s. The leak test in this photograph was likely an attempt to verify that the shroud’s honeycomb shell did not seep any of its internal air when the chamber was evacuated to pressures similar to those found in the upper atmosphere.

Safety Practices Followed in ISRO Launch Complex- An Overview

NASA Astrophysics Data System (ADS)

Krishnamurty, V.; Srivastava, V. K.; Ramesh, M.

2005-12-01

The spaceport of India, Satish Dhawan Space Centre (SDSC) SHAR of Indian Space Research Organisation (ISRO), is located at Sriharikota, a spindle shaped island on the east coast of southern India.SDSC SHAR has a unique combination of facilities, such as a solid propellant production plant, a rocket motor static test facility, launch complexes for different types of rockets, telemetry, telecommand, tracking, data acquisition and processing facilities and other support services.The Solid Propellant Space Booster Plant (SPROB) located at SDSC SHAR produces composite solid propellant for rocket motors of ISRO. The main ingredients of the propellant produced here are ammonium perchlorate (oxidizer), fine aluminium powder (fuel) and hydroxyl terminated polybutadiene (binder).SDSC SHAR has facilities for testing solid rocket motors, both at ambient conditions and at simulated high altitude conditions. Other test facilities for the environmental testing of rocket motors and their subsystems include Vibration, Shock, Constant Acceleration and Thermal / Humidity.SDSC SHAR has the necessary infrastructure for launching satellites into low earth orbit, polar orbit and geo-stationary transfer orbit. The launch complexes provide complete support for vehicle assembly, fuelling with both earth storable and cryogenic propellants, checkout and launch operations. Apart from these, it has facilities for launching sounding rockets for studying the Earth's upper atmosphere and for controlled reentry and recovery of ISRO's space capsule reentry missions.Safety plays a major role at SDSC SHAR right from the mission / facility design phase to post launch operations. This paper presents briefly the infrastructure available at SDSC SHAR of ISRO for launching sounding rockets, satellite launch vehicles, controlled reentry missions and the built in safety systems. The range safety methodology followed as a part of the real time mission monitoring is presented. The built in safety systems provided onboard the launch vehicle are automatic shut off the propulsion system based on real time mission performance and a passivation system incorporated in the orbit insertion stage are highlighted.

A detailed description of the uncertainty analysis for high area ratio rocket nozzle tests at the NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Davidian, Kenneth J.; Dieck, Ronald H.; Chuang, Isaac

1987-01-01

A preliminary uncertainty analysis was performed for the High Area Ratio Rocket Nozzle test program which took place at the altitude test capsule of the Rocket Engine Test Facility at the NASA Lewis Research Center. Results from the study establish the uncertainty of measured and calculated parameters required for the calculation of rocket engine specific impulse. A generalized description of the uncertainty methodology used is provided. Specific equations and a detailed description of the analysis is presented. Verification of the uncertainty analysis model was performed by comparison with results from the experimental program's data reduction code. Final results include an uncertainty for specific impulse of 1.30 percent. The largest contributors to this uncertainty were calibration errors from the test capsule pressure and thrust measurement devices.

A detailed description of the uncertainty analysis for High Area Ratio Rocket Nozzle tests at the NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Davidian, Kenneth J.; Dieck, Ronald H.; Chuang, Isaac

1987-01-01

A preliminary uncertainty analysis has been performed for the High Area Ratio Rocket Nozzle test program which took place at the altitude test capsule of the Rocket Engine Test Facility at the NASA Lewis Research Center. Results from the study establish the uncertainty of measured and calculated parameters required for the calculation of rocket engine specific impulse. A generalized description of the uncertainty methodology used is provided. Specific equations and a detailed description of the analysis are presented. Verification of the uncertainty analysis model was performed by comparison with results from the experimental program's data reduction code. Final results include an uncertainty for specific impulse of 1.30 percent. The largest contributors to this uncertainty were calibration errors from the test capsule pressure and thrust measurement devices.

Materials and techniques for spacecraft static charge control

NASA Technical Reports Server (NTRS)

Amore, L. J.; Eagles, A. E.

1977-01-01

An overview of the design, development, fabrication, and testing of transparent conductive coatings and conductive lattices deposited or formed on high resistivity spacecraft dielectric materials to obtain control static charge buildup on spacecraft external surfaces is presented. Fabrication techniques for the deposition of indium/tin oxide coatings and copper grid networks on Kapton and FEP Teflon films and special frit coatings for OSR and solar cell cover glasses are discussed. The techniques include sputtering, photoetching, silkscreening, and mechanical processes. A facility designed and built to simulate the electron plasma at geosynchronous altitudes is described along with test procedures. The results of material characterizations as well as electron irradiation aging effects in this facility for spacecraft polymers treated to control static charge are presented. The data presents results for electron beam energies up to 30 kV and electron current densities of 30 nA/cm squared. Parameters measured include secondary emission, surface leakage, and through the sample currents as a function of primary beam energy and voltage.

Altitude Wind Tunnel at the NACA’s Aircraft Engine Research Laboratory

NASA Image and Video Library

1945-06-21

Two men on top of the Altitude Wind Tunnel (AWT) at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory. The tunnel was a massive rectangular structure, which for years provided one of the highest vantage points on the laboratory. The tunnel was 263 feet long on the north and south legs and 121 feet long on the east and west sides. The larger west end of the tunnel, seen here, was 51 feet in diameter. The east side of the tunnel was 31 feet in diameter at the southeast corner and 27 feet in diameter at the northeast. The throat section, which connected the northwest corner to the test section, narrowed sharply from 51 to 20 feet in diameter. The AWT’s altitude simulation required temperature and pressure fluctuations that made the design of the shell more difficult than other tunnels. The simultaneous decrease in both pressure and temperature inside the facility produced uneven stress loads, particularly on the support rings. The steel used in the primary tunnel structure was one inch thick to ensure that the shell did not collapse as the internal air pressure was dropped to simulate high altitudes. It was a massive amount of steel considering the World War II shortages. The shell was covered with several inches of fiberglass insulation to retain the refrigerated air and a thinner outer steel layer to protect the insulation against the weather. A unique system of rollers was used between the shell and its support piers. These rollers allowed for movement as the shell expanded or contracted during the altitude simulations. Certain sections would move as much as five inches during operation.

Solar cell calibration facility validation of balloon flight data: A comparison of shuttle and balloon flight results

NASA Technical Reports Server (NTRS)

Anspaugh, B. E.; Downing, R. G.; Sidwell, L. B.

1985-01-01

The Solar Cell Calibration Facility (SCCF) experiment was designed and built to evaluate the effect of the Earth's upper atmosphere on the calibration of solar cell standards. During execution of the experiment, a collection of carefully selected solar cells was flown on the shuttle, and reflown on a high-altitude balloon, then their outputs were compared. After correction to standard temperature and intensity values of 28 C and an Earth-Sun distance of 1 AU, the solar cell outputs during the two flights were found to be identical. The conclusion is therefore that the high-altitude balloon flights are very good vehicles for calibrating solar cells for use as space flight reference standards.

The development and flight test of a deployable precision landing system for spacecraft recovery

NASA Technical Reports Server (NTRS)

Sim, Alex G.; Murray, James E.; Neufeld, David C.; Reed, R. Dale

1993-01-01

A joint NASA Dryden Flight Research Facility and Johnson Space Center program was conducted to determine the feasibility of the autonomous recovery of a spacecraft using a ram-air parafoil system for the final stages of entry from space that included a precision landing. The feasibility of this system was studied using a flight model of a spacecraft in the generic shape of a flattened biconic which weighed approximately 150 lb and was flown under a commercially available, ram-air parachute. Key elements of the vehicle included the Global Positioning System guidance for navigation, flight control computer, ultrasonic sensing for terminal altitude, electronic compass, and onboard data recording. A flight test program was used to develop and refine the vehicle. This vehicle completed an autonomous flight from an altitude of 10,000 ft and a lateral offset of 1.7 miles which resulted in a precision flare and landing into the wind at a predetermined location. At times, the autonomous flight was conducted in the presence of winds approximately equal to vehicle airspeed. Several techniques for computing the winds postflight were evaluated. Future program objectives are also presented.

HEMP (high-altitude electromagnetic pulse) test and analysis of selected recloser-control units

DOE Office of Scientific and Technical Information (OSTI.GOV)

Liu, T.K.; Sands, S.H.; Tesche, F.M.

A simulated HEMP test was performed on power line recloser-control units in the ARES facility during the month of October 1988. Two types of recloser-control units were tested: an electronic control unit presently in wide use in electric power distribution systems and a new microprocessor based unit presently being introduced to electric utilities. It was found that the ARES fields did not cause reproducible disruptive failure of the equipment. Minor upsets, which were considered to be non-disruptive to the recloser operation, were observed. The test results were compared to the results of an analysis from a previous study and itmore » is concluded that the probability of disruptive failure of field operating recloser-control units subjected to a nominal unclassified HEMP environment is small. 3 refs., 30 figs., 1 tab.« less

A Low Cost Weather Balloon Borne Solar Cell Calibration Payload

NASA Technical Reports Server (NTRS)

Snyder, David B.; Wolford, David S.

2012-01-01

Calibration of standard sets of solar cell sub-cells is an important step to laboratory verification of on-orbit performance of new solar cell technologies. This paper, looks at the potential capabilities of a lightweight weather balloon payload for solar cell calibration. A 1500 gr latex weather balloon can lift a 2.7 kg payload to over 100,000 ft altitude, above 99% of the atmosphere. Data taken between atmospheric pressures of about 30 to 15 mbar may be extrapolated via the Langley Plot method to 0 mbar, i.e. AMO. This extrapolation, in principle, can have better than 0.1 % error. The launch costs of such a payload arc significantly less than the much larger, higher altitude balloons, or the manned flight facility. The low cost enables a risk tolerant approach to payload development. Demonstration of 1% standard deviation flight-to-flight variation is the goal of this project. This paper describes the initial concept of solar cell calibration payload, and reports initial test flight results. .

KSC-00pp0833

NASA Image and Video Library

2000-06-28

KENNEDY SPACE CENTER, FLA. -- In the Operations and Checkout Building (O&C), an overhead crane hovers over the U.S. Lab, named Destiny, while workers attach cables for lifting the Lab. The Lab will undergo testing in the altitude chamber in the O&C. Destiny is scheduled to fly on mission STS-98 in early 2001. During the mission, the crew will install the Lab in the Space Station during a series of three space walks. The STS-98 mission will provide the Station with science research facilities and expand its power, life support and control capabilities. The U.S. Lab module continues a long tradition of microgravity materials research, first conducted by Skylab and later Shuttle and Spacelab missions. Destiny is expected to be a major feature in future research, providing facilities for biotechnology, fluid physics, combustion, and life sciences research

KSC00pp0833

NASA Image and Video Library

2000-06-28

KENNEDY SPACE CENTER, FLA. -- In the Operations and Checkout Building (O&C), an overhead crane hovers over the U.S. Lab, named Destiny, while workers attach cables for lifting the Lab. The Lab will undergo testing in the altitude chamber in the O&C. Destiny is scheduled to fly on mission STS-98 in early 2001. During the mission, the crew will install the Lab in the Space Station during a series of three space walks. The STS-98 mission will provide the Station with science research facilities and expand its power, life support and control capabilities. The U.S. Lab module continues a long tradition of microgravity materials research, first conducted by Skylab and later Shuttle and Spacelab missions. Destiny is expected to be a major feature in future research, providing facilities for biotechnology, fluid physics, combustion, and life sciences research

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-23

A motorized glider prepares to take off from the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Flying with its engine off, the glider will be positioned above the 14,000-foot level to measure sonic booms created by agency F-18 jets to measure the effects of sonic booms. Several flights a day have been taking place the week of Aug. 21, 2017 as part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-23

A motorized glider has taken off from the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. Flying with its engine off, the glider will be positioned above the 14,000-foot level to measure sonic booms created by agency F-18 jets to measure the effects of sonic booms. Several flights a day have been taking place the week of Aug. 21, 2017 as part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

Short-term exposure to hypoxia for work and leisure activities in health and disease: which level of hypoxia is safe?

PubMed

Burtscher, Martin; Mairer, Klemens; Wille, Maria; Gatterer, Hannes; Ruedl, Gerhard; Faulhaber, Martin; Sumann, Günther

2012-06-01

Exposures to natural and simulated altitudes entail reduced oxygen availability and thus hypoxia. Depending on the level of hypoxia, the duration of exposure, the individual susceptibility, and preexisting diseases, health problems of variable severity may arise. Although millions of people are regularly or occasionally performing mountain sport activities, are transported by airplanes, and are more and more frequently exposed to short-term hypoxia in athletic training facilities or at their workplace, e.g., with fire control systems, there is no clear consensus on the level of hypoxia which is generally well tolerated by human beings when acutely exposed for short durations (hours to several days). Available data from peer-reviewed literature report adaptive responses even to altitudes below 2,000 m or corresponding normobaric hypoxia (F(i)O(2) > 16.4%), but they also suggest that most of exposed subjects without severe preexisting diseases can tolerate altitudes up to 3,000 m (F(i)O(2) > 14.5%) well. However, physical activity and unusual environmental conditions may increase the risk to get sick. Large interindividual variations of responses to hypoxia have to be expected, especially in persons with preexisting diseases. Thus, the assessment of those responses by hypoxic challenge testing may be helpful whenever possible.

Pilot Jerrie Cobb Trains in the Multi-Axis Space Test Inertia Facility

NASA Image and Video Library

1960-04-21

Jerrie Cobb prepares to operate the Multi-Axis Space Test Inertia Facility (MASTIF) inside the Altitude Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The MASTIF was a three-axis rig with a pilot’s chair mounted in the center to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig was then spun on three axes from 2 to 50 rotations per minute. The pilots were tested on each of the three axis individually, then all three simultaneously. The two controllers in Cobb’s hands activated the small nitrogen gas thrusters that were used to bring the MASTIF under control. A makeshift spacecraft control panel was set up in front of the trainee’s face. Cobb was one of several female pilots who underwent the skill and endurance testing that paralleled that of the Project Mercury astronauts. In 1961 Jerrie Cobb was the first female to pass all three phases of the Mercury Astronaut Program. NASA rules, however, stipulated that only military test pilots could become astronauts and there were no female military test pilots. The seven Mercury astronauts had taken their turns on the MASTIF in February and March 1960.

Verification of a ground-based method for simulating high-altitude, supersonic flight conditions

NASA Astrophysics Data System (ADS)

Zhou, Xuewen; Xu, Jian; Lv, Shuiyan

Ground-based methods for accurately representing high-altitude, high-speed flight conditions have been an important research topic in the aerospace field. Based on an analysis of the requirements for high-altitude supersonic flight tests, a ground-based test bed was designed combining Laval nozzle, which is often found in wind tunnels, with a rocket sled system. Sled tests were used to verify the performance of the test bed. The test results indicated that the test bed produced a uniform-flow field with a static pressure and density equivalent to atmospheric conditions at an altitude of 13-15km and at a flow velocity of approximately M 2.4. This test method has the advantages of accuracy, fewer experimental limitations, and reusability.

Tests of the Daimler D-IVa Engine at a High Altitude Test Bench

NASA Technical Reports Server (NTRS)

Noack, W G

1920-01-01

Reports of tests of a Daimler IVa engine at the test-bench at Friedrichshafen, show that the decrease of power of that engine, at high altitudes, was established, and that the manner of its working when air is supplied at a certain pressure was explained. These tests were preparatory to the installation of compressors in giant aircraft for the purpose of maintaining constant power at high altitudes.

Altus II high altitude science aircraft decending toward U.S. Navy's Pacific Missile Range Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Altus II descends towards the Navy's Pacific Missile Range Facility, Kauai, Hawaii. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altitude-Related Change in Endotracheal Tube Cuff Pressures in Helicopter EMS

PubMed Central

Weisberg, Stacy N.; McCall, Jonathan C.; Tennyson, Joseph

2017-01-01

Introduction Over-inflation of endotracheal tube (ETT) cuffs has the potential to lead to scarring and stenosis of the trachea.1, 2,3, 4 The air inside an ETT cuff is subject to expansion as atmospheric pressure decreases, as happens with an increase in altitude. Emergency medical services helicopters are not pressurized, thereby providing a good environment for studying the effects of altitude changes ETT cuff pressures. This study aims to explore the relationship between altitude and ETT cuff pressures in a helicopter air-medical transport program. Methods ETT cuffs were initially inflated in a nonstandardized manner and then adjusted to a pressure of 25 cmH2O. The pressure was again measured when the helicopter reached maximum altitude. A final pressure was recorded when the helicopter landed at the receiving facility. Results We enrolled 60 subjects in the study. The mean for initial tube cuff pressures was 70 cmH2O. Maximum altitude for the program ranged from 1,000–3,000 feet above sea level, with a change in altitude from 800–2,480 feet. Mean cuff pressure at altitude was 36.52 ± 8.56 cmH2O. Despite the significant change in cuff pressure at maximum altitude, there was no relationship found between the maximum altitude and the cuff pressures measured. Conclusion Our study failed to demonstrate the expected linear relationship between ETT cuff pressures and the maximum altitude achieved during typical air-medical transportation in our system. At altitudes less than 3,000 feet above sea level, the effect of altitude change on ETT pressure is minimal and does not require a change in practice to saline-filled cuffs. PMID:28611883

Altitude-Related Change in Endotracheal Tube Cuff Pressures in Helicopter EMS.

PubMed

Weisberg, Stacy N; McCall, Jonathan C; Tennyson, Joseph

2017-06-01

Over-inflation of endotracheal tube (ETT) cuffs has the potential to lead to scarring and stenosis of the trachea.1, 2,3, 4 The air inside an ETT cuff is subject to expansion as atmospheric pressure decreases, as happens with an increase in altitude. Emergency medical services helicopters are not pressurized, thereby providing a good environment for studying the effects of altitude changes ETT cuff pressures. This study aims to explore the relationship between altitude and ETT cuff pressures in a helicopter air-medical transport program. ETT cuffs were initially inflated in a nonstandardized manner and then adjusted to a pressure of 25 cmH 2 O. The pressure was again measured when the helicopter reached maximum altitude. A final pressure was recorded when the helicopter landed at the receiving facility. We enrolled 60 subjects in the study. The mean for initial tube cuff pressures was 70 cmH 2 O. Maximum altitude for the program ranged from 1,000-3,000 feet above sea level, with a change in altitude from 800-2,480 feet. Mean cuff pressure at altitude was 36.52 ± 8.56 cmH 2 O. Despite the significant change in cuff pressure at maximum altitude, there was no relationship found between the maximum altitude and the cuff pressures measured. Our study failed to demonstrate the expected linear relationship between ETT cuff pressures and the maximum altitude achieved during typical air-medical transportation in our system. At altitudes less than 3,000 feet above sea level, the effect of altitude change on ETT pressure is minimal and does not require a change in practice to saline-filled cuffs.

Design, construction, and testing of a high altitude research glider

NASA Astrophysics Data System (ADS)

Parker, Trevor Llewellyn

Micro aerial vehicle development and atmospheric flight on Mars are areas that require research in very low Reynolds number flight. Facilities for studying these problems are not widely available. The upper atmosphere of the Earth, approximately 100,000 feet AGL, is readily available and closely resembles the atmosphere on Mars, in both temperature and density. This low density also allows normal size test geometry with a very low Reynolds number. This solves a problem in micro aerial vehicle development; it can be very difficult to manufacture instrumented test apparatus in the small sizes required for conventional testing. This thesis documents the design, construction, and testing of a glider designed to be released from a weather balloon at 100,000 feet AGL and operate in this environment, collecting airfoil and aircraft performance data. The challenges of designing a vehicle to operate in a low Reynolds number, low temperature environment are addressed.

End of FY2014 Report - Filter Measurement System for Nuclear Material Storage Canisters (Including Altitude Correction for Filter Pressure Drop)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Moore, Murray E.; Reeves, Kirk Patrick

2015-02-24

Two LANL FTS (Filter Test System ) devices for nuclear material storage canisters are fully operational. One is located in PF-4 ( i.e. the TA-55 FTS) while the other is located at the Radiation Protection Division’s Aerosol Engineering Facility ( i.e. the TA-3 FTS). The systems are functionally equivalent , with the TA-3 FTS being the test-bed for new additions and for resolving any issues found in the TA-55 FTS. There is currently one unresolved issue regarding the TA-55 FTS device. The canister lid clamp does not give a leak tight seal when testing the 1 QT (quart) or 2more » QT SAVY lids. An adapter plate is being developed that will ensure a correct test configuration when the 1 or 2 QT SAVY lid s are being tested .« less

Balloon-borne Langmuir probe measurement of stratospheric ions in low latitudes

NASA Astrophysics Data System (ADS)

Banerjee, A.; Somayajulu, Y. V.; Subrahmanyam, P.

1984-12-01

A balloon carrying a Langmuir probe payload for measuring the positive and negative ion densities in the stratosphere was flown around midnight IST on Mar. 23, 1982 from the National Balloon Facility at Hyderabad, a low latitude station. The Langmuir probe with a guard ring arrangement is given a symmetrical probe voltage of triangular waveform with amplitude + or - 4.2 V and with a repetition frequency of 0.28 Hz. The balloon reached a ceiling altitude of 33 km and data were taken from 15 km up to the ceiling altitude. The altitude profiles of the ion density show a peak around 18 km with densities decreasing with altitude. The results are discussed in terms of cosmic ray production and ion chemistry. The structures in the positive ion density profile are interpreted in terms of the presence of aerosol layers.

14 CFR 135.293 - Initial and recurrent pilot testing requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., high altitude weather; (7) Procedures for— (i) Recognizing and avoiding severe weather situations; (ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft pilots are not required to be tested on escaping from low-altitude...

14 CFR 135.293 - Initial and recurrent pilot testing requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., high altitude weather; (7) Procedures for— (i) Recognizing and avoiding severe weather situations; (ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft pilots are not required to be tested on escaping from low-altitude...

Evaluation of a simplified gross thrust calculation technique using two prototype F100 turbofan engines in an altitude facility

NASA Technical Reports Server (NTRS)

Kurtenbach, F. J.

1979-01-01

The technique which relies on afterburner duct pressure measurements and empirical corrections to an ideal one dimensional flow analysis to determine thrust is presented. A comparison of the calculated and facility measured thrust values is reported. The simplified model with the engine manufacturer's gas generator model are compared. The evaluation was conducted over a range of Mach numbers from 0.80 to 2.00 and at altitudes from 4020 meters to 15,240 meters. The effects of variations in inlet total temperature from standard day conditions were explored. Engine conditions were varied from those normally scheduled for flight. The technique was found to be accurate to a twice standard deviation of 2.89 percent, with accuracy a strong function of afterburner duct pressure difference.

Iroquois Engine for the Avro Arrow in the Propulsion Systems Laboratory

NASA Image and Video Library

1957-08-21

A researcher examines the Orenda Iroquois PS.13 turbojet in a Propulsion Systems Laboratory test chamber at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Iroquois was being developed to power the CF-105 Arrow fighter designed by the Avro Canada Company. Avro began design work on the Arrow jet fighter in 1952. The company’s Orenda branch suggested building a titanium-based PS.13 Iroquois engine after development problems arose with the British engines that Avro had originally intended to use. The 10-stage, 20,000-pound-thrust Iroquois would prove to be more powerful than any contemporary US or British turbojet. It was also significantly lighter and more fuel efficient. An Iroquois was sent to Cleveland in April 1957 so that Lewis researchers could study the engine’s basic performance for the air force in the Propulsion Systems Laboratory. The tests were run over a wide range of speeds and altitudes with variations in exhaust-nozzle area. Initial studies determined the Iroquois’s windmilling and ignition characteristics at high altitude. After operating for 64 minutes, the engine was reignited at altitudes up to the 63,000-foot limit of the facility. Various modifications were attempted to reduce the occurrence of stall but did not totally eradicate the problem. The Arrow jet fighter made its initial flight in March 1958 powered by a substitute engine. In February 1959, however, both the engine and the aircraft programs were cancelled. The world’s superpowers had quickly transitioned from bombers to ballistic missiles which rendered the Avro Arrow prematurely obsolete.

Tethered Balloon Operations at ARM AMF3 Site at Oliktok Point, AK

NASA Astrophysics Data System (ADS)

Dexheimer, D.; Lucero, D. A.; Helsel, F.; Hardesty, J.; Ivey, M.

2015-12-01

Oliktok Point has been the home of the Atmospheric Radiation Measurement Program's (ARM) third ARM Mobile Facility, or AMF3, since October 2013. The AMF3 is operated through Sandia National Laboratories and hosts instrumentation collecting continuous measurements of clouds, aerosols, precipitation, energy, and other meteorological variables. The Arctic region is warming more quickly than any other region due to climate change and Arctic sea ice is declining to record lows. Sparsity of atmospheric data from the Arctic leads to uncertainty in process comprehension, and atmospheric general circulation models (AGCM) are understood to underestimate low cloud presence in the Arctic. Increased vertical resolution of meteorological properties and cloud measurements will improve process understanding and help AGCMs better characterize Arctic clouds. SNL is developing a tethered balloon system capable of regular operation at AMF3 in order to provide increased vertical resolution atmospheric data. The tethered balloon can be operated within clouds at altitudes up to 7,000' AGL within DOE's R-2204 restricted area. Pressure, relative humidity, temperature, wind speed, and wind direction are recorded at multiple altitudes along the tether. These data were validated against stationary met tower data in Albuquerque, NM. The altitudes of the sensors were determined by GPS and calculated using a line counter and clinometer and compared. Wireless wetness sensors and supercooled liquid water content sensors have also been deployed and their data has been compared with other sensors. This presentation will provide an overview of the balloons, sensors, and test flights flown, and will provide a preliminary look at data from sensor validation campaigns and test flights.

New distributed radar technology based on UAV or UGV application

NASA Astrophysics Data System (ADS)

Molchanov, Pavlo A.; Contarino, Vincent M.

2013-05-01

Regular micro and nano radars cannot provide reliable tracking of low altitude low profile aerial targets in urban and mountain areas because of reflection and re-reflections from buildings and terrain. They become visible and vulnerable to guided missiles if positioned on a tower or blimp. Doppler radar cannot distinguish moving cars and small low altitude aerial targets in an urban area. A new concept of pocket size distributed radar technology based on the application of UAV (Unmanned Air Vehicles), UGV (Unmanned Ground Vehicles) is proposed for tracking of low altitude low profile aerial targets at short and medium distances for protection of stadium, camp, military facility in urban or mountain areas.

The CERN-EU high-energy reference field (CERF) facility for dosimetry at commercial flight altitudes and in space.

PubMed

Mitaroff, A; Cern, M Silari

2002-01-01

A reference facility for the calibration and intercomparison of active and passive detectors in broad neutron fields has been available at CERN since 1992. A positively charged hadron beam (a mixture of protons and pions) with momentum of 120 GeV/c hits a copper target, 50 cm thick and 7 cm in diameter. The secondary particles produced in the interaction traverse a shield, at 90 degrees with respect to the direction of the incoming beam. made of either 80 to 160 cm of concrete or 40 cm of iron. Behind the iron shield, the resulting neutron spectrum has a maximum at about 1 MeV, with an additional high-energy component. Behind the 80 cm concrete shield, the neutron spectrum has a second pronounced maximum at about 70 MeV and resembles the high-energy component of the radiation field created by cosmic rays at commercial flight altitudes. This paper describes the facility, reports on the latest neutron spectral measurements, gives an overview of the most important experiments performed by the various collaborating institutions over recent years and briefly addresses the possible application of the facility to measurements related to the space programme.

Experimental and analytical comparison of flowfields in a 110 N (25 lbf) H2/O2 rocket

NASA Technical Reports Server (NTRS)

Reed, Brian D.; Penko, Paul F.; Schneider, Steven J.; Kim, Suk C.

1991-01-01

A gaseous hydrogen/gaseous oxygen 110 N (25 lbf) rocket was examined through the RPLUS code using the full Navier-Stokes equations with finite rate chemistry. Performance tests were conducted on the rocket in an altitude test facility. Preliminary parametric analyses were performed for a range of mixture ratios and fuel film cooling pcts. It is shown that the computed values of specific impulse and characteristic exhaust velocity follow the trend of the experimental data. Specific impulse computed by the code is lower than the comparable test values by about two to three percent. The computed characteristic exhaust velocity values are lower than the comparable test values by three to four pct. Thrust coefficients computed by the code are found to be within two pct. of the measured values. It is concluded that the discrepancy between computed and experimental performance values could not be attributed to experimental uncertainty.

ER-2 High Altitude Solar Cell Calibration Flights

NASA Technical Reports Server (NTRS)

Myers, Matthew G.; Piszczor, Michael F.

2015-01-01

The first flights of the ER-2 solar cell calibration demonstration were conducted during September-October of 2014. Three flights were performed that not only tested out the equipment and operational procedures, but also demonstrated the capability of this unique facility by conducting the first short-circuit measurements on a variety of test solar cells. Very preliminary results of these first flights were presented at the 2014 Space Photovoltaic Research and Technology (SPRAT) Conference in Cleveland, OH shortly following these first flights. At the 2015 Space Power Workshop, a more detailed description of these first ER-2 flights will be presented, along with the final flight data from some of the test cells that were flown and has now been reduced and corrected for ER-2 atmospheric flight conditions. Plans for ER-2 flights during the summer of 2015 will also be discussed.

Influence of high altitude on the burning behaviour of typical combustibles and the related responses of smoke detectors in compartments

PubMed Central

Zeng, Yi; Fang, Jun; Zhang, Yong-Ming

2018-01-01

The effect of altitude on typical combustible burning and related smoke detector response signals was investigated by comparison experiments at altitudes of 40 m and 3650 m based on EN54 standard tests. Point-type light scattering photoelectric smoke detectors and ionization smoke detectors were used for four kinds of EN54 fire tests, including two kinds of smouldering fires with wood (test fire no. 2 in EN54 standard or TF2) and cotton (TF3), and two kinds of flaming fires with polyurethane (TF4) and n-heptane (TF5). First, the influence of altitude or ambient pressure on mass loss for smouldering combustion (TF2 or TF3) was insignificant, while a significant decrease in the mass burning rate was found for flaming tests (TF4 and TF5) as reported in our previous studies. Second, for photoelectric smoke detectors in flaming fire tests, the effect of altitude was similar to that of the burning rate, whereas for the ionization smoke detectors, the response signal at high altitudes was shown to be ‘enhanced’ by the detection principle of the ionization chamber, leading to an even larger value than at normal altitude for smouldering conditions. Third, to provide a reference for smoke detector design in high-altitude areas, the differences between signal speed in rising and peak values at two locations are discussed. Also, relationship between ion chamber signals and smoke optical densities are presented by utilization of an ionization smoke detector and smoke concentration meter. Moreover, a hierarchical diagram is illustrated to provide a better understanding of the effects of altitude on combustible burning behaviour and the mechanisms of detector response. PMID:29765695

Influence of high altitude on the burning behaviour of typical combustibles and the related responses of smoke detectors in compartments.

PubMed

Tu, Ran; Zeng, Yi; Fang, Jun; Zhang, Yong-Ming

2018-04-01

The effect of altitude on typical combustible burning and related smoke detector response signals was investigated by comparison experiments at altitudes of 40 m and 3650 m based on EN54 standard tests. Point-type light scattering photoelectric smoke detectors and ionization smoke detectors were used for four kinds of EN54 fire tests, including two kinds of smouldering fires with wood (test fire no. 2 in EN54 standard or TF2) and cotton (TF3), and two kinds of flaming fires with polyurethane (TF4) and n -heptane (TF5). First, the influence of altitude or ambient pressure on mass loss for smouldering combustion (TF2 or TF3) was insignificant, while a significant decrease in the mass burning rate was found for flaming tests (TF4 and TF5) as reported in our previous studies. Second, for photoelectric smoke detectors in flaming fire tests, the effect of altitude was similar to that of the burning rate, whereas for the ionization smoke detectors, the response signal at high altitudes was shown to be 'enhanced' by the detection principle of the ionization chamber, leading to an even larger value than at normal altitude for smouldering conditions. Third, to provide a reference for smoke detector design in high-altitude areas, the differences between signal speed in rising and peak values at two locations are discussed. Also, relationship between ion chamber signals and smoke optical densities are presented by utilization of an ionization smoke detector and smoke concentration meter. Moreover, a hierarchical diagram is illustrated to provide a better understanding of the effects of altitude on combustible burning behaviour and the mechanisms of detector response.

Characterization of a Pressure-Fed LOX/LCH4 Reaction Control System Under Simulated Altitude and Thermal Vacuum Conditions

NASA Technical Reports Server (NTRS)

Atwell, Matthew J.; Melcher, John C.; Hurlbert, Eric A.; Morehead, Robert L.

2017-01-01

A liquid oxygen, liquid methane (LOX/LCH4) reaction control system (RCS) was tested at NASA Glenn Research Center's Plum Brook Station in the Spacecraft Propulsion Research Facility (B-2) under simulated altitude and thermal vacuum conditions. The RCS is a subsystem of the Integrated Cryogenic Propulsion Test Article (ICPTA) and was initially developed under Project Morpheus. Composed of two 28 lbf-thrust and two 7 lbf-thrust engines, the RCS is fed in parallel with the ICPTA main engine from four propellant tanks. 40 tests consisting of 1,010 individual thruster pulses were performed across 6 different test days. Major test objectives were focused on system dynamics, and included characterization of fluid transients, manifold priming, manifold thermal conditioning, thermodynamic vent system (TVS) performance, and main engine/RCS interaction. Peak surge pressures from valve opening and closing events were examined. It was determined that these events were impacted significantly by vapor cavity formation and collapse. In most cases the valve opening transient was more severe than the valve closing. Under thermal vacuum conditions it was shown that TVS operation is unnecessary to maintain liquid conditions at the thruster inlets. However, under higher heat leak environments the RCS can still be operated in a self-conditioning mode without overboard TVS venting, contingent upon the engines managing a range of potentially severe thermal transients. Lastly, during testing under cold thermal conditions the engines experienced significant ignition problems. Only after warming the thruster bodies with a gaseous nitrogen purge to an intermediate temperature was successful ignition demonstrated.

X-34 Vehicle Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Brauckmann, Gregory J.

1998-01-01

The X-34, being designed and built by the Orbital Sciences Corporation, is an unmanned sub-orbital vehicle designed to be used as a flying test bed to demonstrate key vehicle and operational technologies applicable to future reusable launch vehicles. The X-34 will be air-launched from an L-1011 carrier aircraft at approximately Mach 0.7 and 38,000 feet altitude, where an onboard engine will accelerate the vehicle to speeds above Mach 7 and altitudes to 250,000 feet. An unpowered entry will follow, including an autonomous landing. The X-34 will demonstrate the ability to fly through inclement weather, land horizontally at a designated site, and have a rapid turn-around capability. A series of wind tunnel tests on scaled models was conducted in four facilities at the NASA Langley Research Center to determine the aerodynamic characteristics of the X-34. Analysis of these test results revealed that longitudinal trim could be achieved throughout the design trajectory. The maximum elevon deflection required to trim was only half of that available, leaving a margin for gust alleviation and aerodynamic coefficient uncertainty. Directional control can be achieved aerodynamically except at combined high Mach numbers and high angles of attack, where reaction control jets must be used. The X-34 landing speed, between 184 and 206 knots, is within the capabilities of the gear and tires, and the vehicle has sufficient rudder authority to control the required 30-knot crosswind.

Design, Activation, and Operation of the J2-X Subscale Simulator (JSS)

NASA Technical Reports Server (NTRS)

Saunders, Grady P.; Raines, Nickey G.; Varner, Darrel G.

2009-01-01

The purpose of this paper is to give a detailed description of the design, activation, and operation of the J2-X Subscale Simulator (JSS) installed in Cell 1 of the E3 test facility at Stennis Space Center, MS (SSC). The primary purpose of the JSS is to simulate the installation of the J2-X engine in the A3 Subscale Rocket Altitude Test Facility at SSC. The JSS is designed to give aerodynamically and thermodynamically similar plume properties as the J2-X engine currently under development for use as the upper stage engine on the ARES I and ARES V spacecraft. The JSS is a scale pressure fed, LOX/GH fueled rocket that is geometrically similar to the J2-X from the throat to the nozzle exit plane (NEP) and is operated at the same oxidizer to fuel ratios and chamber pressures. This paper describes the heritage hardware used as the basis of the JSS design, the newly designed rocket hardware, igniter systems used, and the activation and operation of the JSS.

Ventilation during simulated altitude, normobaric hypoxia and normoxic hypobaria

NASA Technical Reports Server (NTRS)

Loeppky, J. A.; Icenogle, M.; Scotto, P.; Robergs, R.; Hinghofer-Szalkay, H.; Roach, R. C.; Leoppky, J. A. (Principal Investigator)

1997-01-01

To investigate the possible effect of hypobaria on ventilation (VE) at high altitude, we exposed nine men to three conditions for 10 h in a chamber on separate occasions at least 1 week apart. These three conditions were: altitude (PB = 432, FIO2 = 0.207), normobaric hypoxia (PB = 614, FIO2 = 0.142) and normoxic hypobaria (PB = 434, FIO2 = 0.296). In addition, post-test measurements were made 2 h after returning to ambient conditions at normobaric normoxia (PB = 636, FIO2 = 0.204). In the first hour of exposure VE was increased similarly by altitude and normobaric hypoxia. The was 38% above post-test values and end-tidal CO2 (PET(CO2) was lower by 4 mmHg. After 3, 6 and 9 h, the average VE in normobaric hypoxia was 26% higher than at altitude (p < 0.01), resulting primarily from a decline in VE at altitude. The difference between altitude and normobaric hypoxia was greatest at 3 h (+ 39%). In spite of the higher VE during normobaric hypoxia, the PET(CO2) was higher than at altitude. Changes in VE and PET(CO2) in normoxic hypobaria were minimal relative to normobaric normoxia post-test measurements. One possible explanation for the lower VE at altitude is that CO2 elimination is relatively less at altitude because of a reduction in inspired gas density compared to normobaric hypoxia; this may reduce the work of breathing or alveolar deadspace. The greater VE during the first hour at altitude, relative to subsequent measurements, may be related to the appearance of microbubbles in the pulmonary circulation acting to transiently worsen matching. Results indicate that hypobaria per se effects ventilation under altitude conditions.

Update on the NASA Glenn PSL Ice Crystal Cloud Characterization (2016)

NASA Technical Reports Server (NTRS)

Van Zante, J.; Bencic, T.; Ratvasky, Thomas P.; Struk, Peter M.

2016-01-01

NASA Glenn's Propulsion Systems Laboratory (PSL) is an altitude engine research test facility capable of producing ice-crystal and supercooled liquid clouds. The cloud characterization parameter space is fairly large and complex, but the phase of the cloud seems primarily governed by wet bulb temperature. The presentation will discuss some of the issues uncovered through four cloud characterization efforts to date, as well as some of instrumentation that has been used to characterize cloud parameters including cloud uniformity, bulk total water content, median volumetric diameter and max-diameter, percent freeze-out, relative humidity, and an update on the NASA Glenn PSL Ice Crystal Cloud Characterization (2016).

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Dale Ketcham chief of Strategic Alliances for Space Florida, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Laura Henning, public information officer for the Canaveral National Seashore, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

Vehicle for Space Transfer and Recovery (VSTAR), volume 1

NASA Technical Reports Server (NTRS)

1988-01-01

The Vehicle Space Transfer and Recovery (VSTAR) system is designed as a manned orbital transfer vehicle (MOTV) with the primary mission of Satellite Launch and Repair (SLR). VSTAR will provide for economic use of high altitude spaceflight for both the public and private sector. VSTAR components will be built and tested using earth based facilities. These components will then be launched using the space shuttle, into low earth orbit (LEO) where it will be constructed on a U.S. built space station. Once in LEO the vehicle components will be assembled in modules which can then be arranged in various configurations to perform the required missions.

NASA Researchers Examine a Pratt and Whitney RL-10 Rocket Engine

NASA Image and Video Library

1962-04-21

Lead Test Engineer John Kobak (right) and a technician use an oscilloscope to test the installation of a Pratt and Whitney RL-10 engine in the Propulsion Systems Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. In 1955 the military asked Pratt and Whitney to develop hydrogen engines specifically for aircraft. The program was canceled in 1958, but Pratt and Whitney decided to use the experience to develop a liquid-hydrogen rocket engine, the RL-10. Two of the 15,000-pound-thrust RL-10 engines were used to power the new Centaur second-stage rocket. Centaur was designed to carry the Surveyor spacecraft on its mission to soft-land on the Moon. Pratt and Whitney ran into problems while testing the RL-10 at their facilities. NASA Headquarters assigned Lewis the responsibility for investigating the RL-10 problems because of the center’s long history of liquid-hydrogen development. Lewis’ Chemical Rocket Division began a series of tests to study the RL-10 at its Propulsion Systems Laboratory in March 1960. The facility contained two test chambers that could study powerful engines in simulated altitude conditions. The first series of RL-10 tests in early 1961 involved gimballing the engine as it fired. Lewis researchers were able to yaw and pitch the engine to simulate its behavior during a real flight.

NACA Photographer Films a Ramjet Test

NASA Image and Video Library

1946-10-21

A National Advisory Committee for Aeronautics (NACA) photographer films the test of a ramjet engine at the Lewis Flight Propulsion Laboratory. The laboratory had an arsenal of facilities to test the engines and their components, and immersed itself in the study of turbojet and ramjet engines during the mid-1940s. Combustion, fuel injection, flameouts, and performance at high altitudes were of particular interest to researchers. They devised elaborate schemes to instrument the engines in order to record temperature, pressure, and other data. Many of the tests were also filmed so Lewis researchers could visually review the combustion performance along with the data. The photographer in this image was using high-speed film to document a thrust augmentation study at Lewis’ Jet Static Propulsion Laboratory. The ramjet in this photograph was equipped with a special afterburner as part of a general effort to improve engine performance. Lewis’ Photo Lab was established in 1942. The staff was expanded over the next few years as more test facilities became operational. The Photo Lab’s staff and specialized equipment have been key research tools for decades. They accompany pilots on test flights, use high-speed cameras to capture fleeting processes like combustion, and work with technology, such as the Schlieren camera, to capture supersonic aerodynamics. In addition, the group has documented construction projects, performed publicity work, created images for reports, and photographed data recording equipment.

Shuttle performance enhancements using an OMS payload bay kit

NASA Technical Reports Server (NTRS)

Templin, Kevin C.; Mallini, Charles J.

1991-01-01

The study focuses on the use of an orbital maneuvering system (OMS) payload bay kit (PBK) designed to utilize OMS tanks identical to those currently employed in the Orbiter OMS pods. Emphasis is placed on payload deployment capability and payload servicing/reboost capability augmentation from the point of view of payload mass, maximum deployment altitudes, and initial retrieval and final deployment altitudes. The deployment, servicing, and reboost requirements of the Hubble Space Telescope and Advanced X-ray and Astrophysics Facility are analyzed in order to show the benefits an OMS PBK can provide for these missions. It is shown that OMS PBKs can provide the required capability enhancement necessary to support deployment, reboost, and servicing of payloads requiring altitudes greater than 325 nautical miles.

The U.S. Lab is moved to payload canister

NASA Technical Reports Server (NTRS)

2000-01-01

In the Space Station Processing Facility, the U.S. Laboratory Destiny, a component of the International Space Station, glides overhead other hardware while visitors watch from a window (right). On the floor, left to right, are two Multi-Purpose Logistics Modules (MPLMs), Raffaello (far left) and Leonardo, and a Pressurized Mating Adapter-3 (right). Destiny is being moved to a payload canister for transfer to the Operations and Checkout Building where it will be tested in the altitude chamber. Destiny is scheduled to fly on mission STS-98 in early 2001. During the mission, the crew will install the Lab in the Space Station during a series of three space walks. The STS-98 mission will provide the Station with science research facilities and expand its power, life support and control capabilities. The U.S. Lab module continues a long tradition of microgravity materials research, first conducted by Skylab and later Shuttle and Spacelab missions. Destiny is expected to be a major feature in future research, providing facilities for biotechnology, fluid physics, combustion, and life sciences research.

40 CFR 610.60 - Non-standard ambient conditions.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., as determined to be necessary by the Administrator. (b) High altitudes. Vehicles required to be tested at high altitudes will undergo the tests described in § 610.43 if necessary, on either test track...

Data Homogenization of the NOAA Long-Term Ozonesonde Records

NASA Astrophysics Data System (ADS)

Johnson, B.; Cullis, P.; Sterling, C. W.; Jordan, A. F.; Hall, E. G.; Petropavlovskikh, I. V.; Oltmans, S. J.; Mcconville, G.

2015-12-01

The NOAA long term balloon-borne ozonesonde sites at Boulder, Colorado; Hilo, Hawaii; and South Pole Station, Antarctica have measured weekly ozone profiles for more than 3 decades. The ozonesonde consists of an electrochemical concentration cell (ECC) sensor interfaced with a weather radiosonde which transmits high resolution ozone and meteorological data during ascent from the surface to 30-35 km altitude. During this 30 year time period there have been several model changes in the commercially available ECC ozonesondes and radiosondes as well as three adjustments in the ozone sensor solution composition at NOAA. These changes were aimed at optimizing the ozonesonde performance. Organized intercomparison campaigns conducted at the environmental simulation facility at the Research Centre Juelich, Germany and international field site testing have been the primary process for assessing new designs, instruments, or sensor solution changes and developing standard operating procedures. NOAA has also performed in-house laboratory tests and launched 28 dual ozonesondes at various sites since 1994 to provide further comparison data to determine the optimum homogenized data set. The final homogenization effort involved reviewing and editing several thousand individual ozonesonde profiles followed by applying the optimum correction algorithms for changes in type of sensor solution composition. The results of improved data sets will be shown with long term trends and uncertainties at various altitude levels.

Refrigeration Compressors for the Altitude Wind Tunnel

NASA Image and Video Library

1944-09-21

These compressors inside the Refrigeration Building at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory were used to generate cold temperatures in the Altitude Wind Tunnel (AWT) and Icing Research Tunnel. The AWT was a large facility that simulated actual flight conditions at high altitudes. The two primary aspects of altitude simulation are the reduction of the air pressure and the decrease of temperature. The Icing Research Tunnel was a smaller facility in which water droplets were added to the refrigerated air stream to simulate weather conditions that produced ice buildup on aircraft. The military pressured the NACA to complete the tunnels quickly so they could be of use during World War II. The NACA engineers struggled with the design of this refrigeration system, so Willis Carrier, whose Carrier Corporation had pioneered modern refrigeration, took on the project. The Carrier engineers devised the largest cooling system of its kind in the world. The system could lower the tunnels’ air temperature to –47⁰ F. The cooling system was powered by 14 Carrier and York compressors, seen in this photograph, which were housed in the Refrigeration Building between the two wind tunnels. The compressors converted the Freon 12 refrigerant into a liquid. The refrigerant was then pumped into zig-zag banks of cooling coils inside the tunnels’ return leg. The Freon absorbed heat from the airflow as it passed through the coils. The heat was transferred to the cooling water and sent to the cooling tower where it was dissipated into the atmosphere.

40 CFR Appendix C to Subpart S of... - Steady-State Short Test Standards

Code of Federal Regulations, 2011 CFR

2011-07-01

... later model year light-duty vehicles at low altitude and 1982 and later model year vehicles at high altitude to which high altitude certification standards of 1.5 gpm HC and 15 gpm CO or less apply), short... model year light-duty trucks at low altitude and 1982 and later model year trucks at high altitude to...

User manual for NASA Lewis 10 by 10 foot supersonic wind tunnel. Revised

NASA Technical Reports Server (NTRS)

Soeder, Ronald H.

1995-01-01

This manual describes the 10- by 10-Foot Supersonic Wind Tunnel at the NASA Lewis Research Center and provides information for users who wish to conduct experiments in this facility. Tunnel performance operating envelopes of altitude, dynamic pressure, Reynolds number, total pressure, and total temperature as a function of test section Mach number are presented. Operating envelopes are shown for both the aerodynamic (closed) cycle and the propulsion (open) cycle. The tunnel test section Mach number range is 2.0 to 3.5. General support systems, such as air systems, hydraulic system, hydrogen system, fuel system, and Schlieren system, are described. Instrumentation and data processing and acquisition systems are also described. Pretest meeting formats and schedules are outlined. Tunnel user responsibility and personnel safety are also discussed.

NASA Glenn Propulsion Systems Lab: 2012 Inaugural Ice Crystal Cloud Calibration Procedure and Results

NASA Technical Reports Server (NTRS)

VanZante, Judith F.; Rosine, Bryan M.

2014-01-01

The inaugural calibration of the ice crystal and supercooled liquid water clouds generated in NASA Glenn's engine altitude test facility, the Propulsion Systems Lab (PSL) is reported herein. This calibration was in support of the inaugural engine ice crystal validation test. During the Fall of 2012 calibration effort, cloud uniformity was documented via an icing grid, laser sheet and cloud tomography. Water content was measured via multi-wire and robust probes, and particle sizes were measured with a Cloud Droplet Probe and Cloud Imaging Probe. The environmental conditions ranged from 5,000 to 35,000 ft, Mach 0.15 to 0.55, temperature from +50 to -35 F and relative humidities from less than 1 percent to 75 percent in the plenum.

Comparison of Rocket Performance using Exhaust Diffuser and Conventional Techniques for Altitude Simulation

NASA Technical Reports Server (NTRS)

Sivo, Joseph N.; Peters, Daniel J.

1959-01-01

A rocket engine with an exhaust-nozzle area ratio of 25 was operated at a constant chamber pressure of 600 pounds per square inch absolute over a range of oxidant-fuel ratios at an altitude pressure corresponding to approximately 47,000 feet. At this condition, the nozzle flow is slightly underexpanded as it leaves the nozzle. The altitude simulation was obtained first through the use of an exhaust diffuser coupled with the rocket engine and secondly, in an altitude test chamber where separate exhauster equipment provided the altitude pressure. A comparison of performance data from these two tests has established that a diffuser used with a rocket engine operating at near-design nozzle pressure ratio can be a valid means of obtaining altitude performance data for rocket engines.

Identification of novel serum peptide biomarkers for high-altitude adaptation: a comparative approach

NASA Astrophysics Data System (ADS)

Yang, Juan; Li, Wenhua; Liu, Siyuan; Yuan, Dongya; Guo, Yijiao; Jia, Cheng; Song, Tusheng; Huang, Chen

2016-05-01

We aimed to identify serum biomarkers for screening individuals who could adapt to high-altitude hypoxia at sea level. HHA (high-altitude hypoxia acclimated; n = 48) and HHI (high-altitude hypoxia illness; n = 48) groups were distinguished at high altitude, routine blood tests were performed for both groups at high altitude and at sea level. Serum biomarkers were identified by comparing serum peptidome profiling between HHI and HHA groups collected at sea level. Routine blood tests revealed the concentration of hemoglobin and red blood cells were significantly higher in HHI than in HHA at high altitude. Serum peptidome profiling showed that ten significantly differentially expressed peaks between HHA and HHI at sea level. Three potential serum peptide peaks (m/z values: 1061.91, 1088.33, 4057.63) were further sequence identified as regions of the inter-α trypsin inhibitor heavy chain H4 fragment (ITIH4 347-356), regions of the inter-α trypsin inhibitor heavy chain H1 fragment (ITIH1 205-214), and isoform 1 of fibrinogen α chain precursor (FGA 588-624). Expression of their full proteins was also tested by ELISA in HHA and HHI samples collected at sea level. Our study provided a novel approach for identifying potential biomarkers for screening people at sea level who can adapt to high altitudes.

Coherent launch-site atmospheric wind sounder - Theory and experiment

NASA Technical Reports Server (NTRS)

Hawley, James G.; Targ, Russell; Henderson, Sammy W.; Hale, Charley P.; Kavaya, Michael J.; Moerder, Daniel

1993-01-01

The coherent launch-site atmospheric wind sounder (CLAWS) is a lidar atmospheric wind sensor designed to measure the winds above space launch facilities to an altitude of 20 km. In our development studies, lidar sensor requirements are defined, a system to meet those requirements is defined and built, and the concept is evaluated, with recommendations for the most feasible and cost-effective lidar system for use as an input to a guidance and control system for missile or spacecraft launches. The ability of CLAWS to meet NASA goals for increased safety and launch/mission flexibility is evaluated in a field test program at Kennedy Space Center (KSC) in which we investigate maximum detection range, refractive turbulence, and aerosol backscattering efficiency. The Nd:YAG coherent lidar operating at 1.06 micron with 1-J energy per pulse is able to make real-time measurements of the 3D wind field at KSC to an altitude of 26 km, in good agreement with our performance simulations. It also shows the height and thickness of the volcanic layer caused by the volcanic eruption of Mount Pinatubo in the Philippines.

Development and flight test results of an autothrottle control system at Mach 3 cruise

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Burken, J. J.

1980-01-01

Flight test results obtained with the original Mach hold autopilot designed the YF-12C airplane which uses elevator control and a newly developed Mach hold system having an autothrottle integrated with an altitude hold autopilot system are presented. The autothrottle tests demonstrate good speed control at high Mach numbers and high altitudes while simultaneously maintaining control over altitude and good ride qualities. The autothrottle system was designed to control either Mach number or knots equivalent airspeed (KEAS). Excellent control of Mach number or KEAS was obtained with the autothrottle system when combined with altitude hold. Ride qualities were significantly better than with the conventional Mach hold system.

[Neuropsychological modifications at high altitude: from Pamir to Karakorum].

PubMed

Nardi, Bernardo; Brandoni, Marco; Capecci, Ilaria; Castellani, Simona; Rupoli, Sara; Bellantuono, Cesario

2009-01-01

Neuropsychological modifications and acclimatization processes at over 8000 without auxiliary oxygen were investigated in two climbers, evaluating attentive abilities and matching their performances. During rest in base-camp (4800 m), at other three Resorts - Resort I (5800 m), Resort II (6400 m), Resort III (7200 m) -, and four months after the return at low altitude, were administered: Temporal Orientation Test (TOT), Trail Making Test (TMT), Animal Naming (AN), Verbal Fluency Test (VFT), Arithmetical Judgment Test (AJT), and Drawing Test (DT). Results. At TOT and at AJT, both the climbers demonstrated scores at higher normal levels (Eq = 4) in all the Resorts in which they were performed. They showed an impairment at AN test, especially at Resort III, showing sensitivity of animal naming to hypoxia. At the DT, human figures were reduced in their dimensions and details, as consequence of the tendency to self closure and introversion that occurs at higher altitudes. Neuropsychological functions concerning verbal fluency showed sensitivity to hypoxia, especially at higher altitudes. TMT demonstrated that attentive ability can be preserved if acclimatization is good. Sensitivity to hypoxia and acclimatization processes showed a significant subjective variability. The results of this study show that exposure to high altitude produces some significant neuropsychological changes.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Fast,Jerome; Mei,Fan; Hubbe,John

Most of the instruments were deployed on the ARM Aerial Facility (AAF) Gulfstream-159 (G-1) aircraft, including those that measure atmospheric turbulence, cloud water content and drop size distributions, aerosol precursor gases, aerosol chemical composition and size distributions, and cloud condensation nuclei concentrations. Aerosol microphysical property measurements supplemented routine ARM aerosol measurements made at the surface. The G-1 completed transects over the SGP Central Facility at multiple altitudes within the boundary layer, and within and above clouds.

Features of the Electromagnetic and Plasma Disturbances Induced at the Altitudes of the Earth's Outer Ionosphere by Modification of the Ionospheric F 2 Region Using High-Power Radio Waves Radiated by the SURA Heating Facility

NASA Astrophysics Data System (ADS)

Frolov, V. L.; Rapoport, V. O.; Schorokhova, E. A.; Belov, A. S.; Parrot, M.; Rauch, J.-L.

2016-08-01

In this paper we systematize the results of studying the characteristics of the plasma-density ducts, which was conducted in 2005-2010 during the DEMETER-satellite operation. The ducts are formed at altitudes of about 700 km as a result of the ionospheric F 2 region modification by high-power high-frequency radio waves radiated by the midlatitude SURA heating facility. All the performed measurements are used as the basis for determining the formation conditions for such ducts, the duct characteristics are studied, and the opportunities for the duct influence on the ionosphere-magnetosphere coupling and propagation of radio waves of various frequency ranges are demonstrated. The results of numerical simulation of the formation of such ducts are presented.

The Latest Developments in NASA's Long Duration Balloon Systems

NASA Astrophysics Data System (ADS)

Stilwell, Bryan D.

The Latest Developments in NASA’s Long Duration Balloon Systems Bryan D. Stilwell, bryan.stilwell@csbf.nasa.gov Columbia Scientific Balloon Facility, Palestine, Texas, USA The Columbia Scientific Balloon Facility, located in Palestine, Texas offers the scientific community a high altitude balloon based communications platform. Scientific payload mass can exceed 2722 kg with balloon float altitudes on average of 40000 km and flight duration of up to 100 days. Many developments in electrical systems have occurred over the more than 25 years of long duration flights. This paper will discuss the latest developments in electronic systems related to long duration flights. Over the years, the long duration flights have increased in durations exceeding 56 days. In order to support these longer flights, the systems have had to increase in complexity and reliability. Several different systems that have been upgraded and/or enhanced will be discussed.

Solar Cell Short Circuit Current Errors and Uncertainties During High Altitude Calibrations

NASA Technical Reports Server (NTRS)

Snyder, David D.

2012-01-01

High altitude balloon based facilities can make solar cell calibration measurements above 99.5% of the atmosphere to use for adjusting laboratory solar simulators. While close to on-orbit illumination, the small attenuation to the spectra may result in under measurements of solar cell parameters. Variations of stratospheric weather, may produce flight-to-flight measurement variations. To support the NSCAP effort, this work quantifies some of the effects on solar cell short circuit current (Isc) measurements on triple junction sub-cells. This work looks at several types of high altitude methods, direct high altitude meas urements near 120 kft, and lower stratospheric Langley plots from aircraft. It also looks at Langley extrapolation from altitudes above most of the ozone, for potential small balloon payloads. A convolution of the sub-cell spectral response with the standard solar spectrum modified by several absorption processes is used to determine the relative change from AMO, lscllsc(AMO). Rayleigh scattering, molecular scatterin g from uniformly mixed gases, Ozone, and water vapor, are included in this analysis. A range of atmosph eric pressures are examined, from 0. 05 to 0.25 Atm to cover the range of atmospheric altitudes where solar cell calibrations a reperformed. Generally these errors and uncertainties are less than 0.2%

Piloted simulation study of a balloon-assisted deployment of an aircraft at high altitude

NASA Technical Reports Server (NTRS)

Murray, James; Moes, Timothy; Norlin, Ken; Bauer, Jeffrey; Geenen, Robert; Moulton, Bryan; Hoang, Stephen

1992-01-01

A piloted simulation was used to study the feasibility of a balloon assisted deployment of a research aircraft at high altitude. In the simulation study, an unmanned, modified sailplane was carried to 110,000 ft with a high altitude balloon and released in a nose down attitude. A remote pilot controlled the aircraft through a pullout and then executed a zoom climb to a trimmed, 1 g flight condition. A small parachute was used to limit the Mach number during the pullout to avoid adverse transonic effects. The use of small rocket motor was studied for increasing the maximum attainable altitude. Aerodynamic modifications to the basic sailplane included applying supercritical airfoil gloves over the existing wing and tail surfaces. The aerodynamic model of the simulated aircraft was based on low Reynolds number wind tunnel tests and computational techniques, and included large Mach number and Reynolds number effects at high altitude. Parametric variations were performed to study the effects of launch altitude, gross weight, Mach number limit, and parachute size on the maximum attainable stabilized altitude. A test altitude of approx. 95,000 ft was attained, and altitudes in excess of 100,000 ft was attained.

The Altitude Laboratory for the Test of Aircraft Engines

NASA Technical Reports Server (NTRS)

Dickinson, H C; Boutell, H G

1920-01-01

Report presents descriptions, schematics, and photographs of the altitude laboratory for the testing of aircraft engines constructed at the Bureau of Standards for the National Advisory Committee for Aeronautics.

The US Navy/Canadian DCIEM research initiative on pressure breathing physiology

NASA Technical Reports Server (NTRS)

Whitley, Phillip E.

1994-01-01

Development of improved positive pressure breathing garments for altitude and acceleration protection has occurred without collection of sufficient physiological data to understand the mechanisms of the improvement. Furthermore, modeling of the predicted response of future enhanced garments is greatly hampered by this lack of information. A joint, international effort is under way between Canada's Defense and Civil Institute for Environmental Medicine (DCIEM) and the US Navy's Naval Air Warfare Center Aircraft Division, Warminster (NAWCACDIVWAR). Using a Canadian subject pool, experiments at both the DCIEM altitude facility and the NAWCADIVWAR Dynamic Flight Simulator have been conducted to determine the cardiovascular and respiratory consequences of high levels of positive pressure breathing for altitude and positive pressure breathing for acceleration protection. Various improved pressure breathing garments were used to collect comparative physiological and performance data. New pressure breathing level and durahon capabilities have been encountered. Further studies will address further improvements in pressure suit design and correlation of altitude and acceleration data.

Revised prediction of LDEF exposure to trapped protons

NASA Technical Reports Server (NTRS)

Watts, John W.; Armstrong, T. W.; Colborn, B. L.

1993-01-01

The Long Duration Exposure Facility (LDEF) spacecraft flew in a 28.5 deg inclination circular orbit with an altitude in the range from 319.4 to 478.7 km. For this orbital altitude and inclination, two components contribute most of the penetrating charge particle radiation encountered - the galactic cosmic rays and the geomagnetically trapped Van Allen protons. Where shielding is less than 1.0 g/sq cm geomagnetically trapped electrons make a significant contribution. The 'Vette' models together with the associated magnetic field models and the solar conditions were used to obtain the trapped electron and proton omnidirectional fluences reported previously. Results for directional proton spectra using the MSFC anisotropy model for solar minimum and 463 km altitude (representative for the LDEF mission) were also reported. The directional trapped proton flux as a function of mission time is presented considering altitude and solar activity variation during the mission. These additional results represent an extension of previous calculations to provide a more definitive description of the LDEF trapped proton exposure.

Computational Analyses in Support of Sub-scale Diffuser Testing for the A-3 Facility. Part 1; Steady Predictions

NASA Technical Reports Server (NTRS)

Allgood, Daniel C.; Graham, Jason S.; Ahuja, Vineet; Hosangadi, Ashvin

2010-01-01

Simulation technology can play an important role in rocket engine test facility design and development by assessing risks, providing analysis of dynamic pressure and thermal loads, identifying failure modes and predicting anomalous behavior of critical systems. Advanced numerical tools assume greater significance in supporting testing and design of high altitude testing facilities and plume induced testing environments of high thrust engines because of the greater inter-dependence and synergy in the functioning of the different sub-systems. This is especially true for facilities such as the proposed A-3 facility at NASA SSC because of a challenging operating envelope linked to variable throttle conditions at relatively low chamber pressures. Facility designs in this case will require a complex network of diffuser ducts, steam ejector trains, fast operating valves, cooling water systems and flow diverters that need to be characterized for steady state performance. In this paper, we will demonstrate with the use of CFD analyses s advanced capability to evaluate supersonic diffuser and steam ejector performance in a sub-scale A-3 facility at NASA Stennis Space Center (SSC) where extensive testing was performed. Furthermore, the focus in this paper relates to modeling of critical sub-systems and components used in facilities such as the A-3 facility. The work here will address deficiencies in empirical models and current CFD analyses that are used for design of supersonic diffusers/turning vanes/ejectors as well as analyses for confined plumes and venting processes. The primary areas that will be addressed are: (1) supersonic diffuser performance including analyses of thermal loads (2) accurate shock capturing in the diffuser duct; (3) effect of turning duct on the performance of the facility (4) prediction of mass flow rates and performance classification for steam ejectors (5) comparisons with test data from sub-scale diffuser testing and assessment of confidence levels in CFD based flowpath modeling of the facility. The analyses tools used here expand on the multi-element unstructured CFD which has been tailored and validated for impingement dynamics of dry plumes, complex valve/feed systems, and high pressure propellant delivery systems used in engine and component test stands at NASA SSC. The analyses performed in the evaluation of the sub-scale diffuser facility explored several important factors that influence modeling and understanding of facility operation such as (a) importance of modeling the facility with Real Gas approximation, (b) approximating the cluster of steam ejector nozzles as a single annular nozzle, (c) existence of mixed subsonic/supersonic flow downstream of the turning duct, and (d) inadequacy of two-equation turbulence models in predicting the correct pressurization in the turning duct and expansion of the second stage steam ejectors. The procedure used for modeling the facility was as follows: (i) The engine, test cell and first stage ejectors were simulated with an axisymmetric approximation (ii) the turning duct, second stage ejectors and the piping downstream of the second stage ejectors were analyzed with a three-dimensional simulation utilizing a half-plane symmetry approximation. The solution i.e. primitive variables such as pressure, velocity components, temperature and turbulence quantities were passed from the first computational domain and specified as a supersonic boundary condition for the second simulation. (iii) The third domain comprised of the exit diffuser and the region in the vicinity of the facility (primary included to get the correct shock structure at the exit of the facility and entrainment characteristics). The first set of simulations comprising the engine, test cell and first stage ejectors was carried out both as a turbulent real gas calculation as well as a turbulent perfect gas calculation. A comparison for the two cases (Real Turbulent and Perfect gas turbulent) of the Ma Number distribution and temperature distributions are shown in Figures 1 and 2 respectively.

Identification of novel serum peptide biomarkers for high-altitude adaptation: a comparative approach

PubMed Central

Yang, Juan; Li, Wenhua; Liu, Siyuan; Yuan, Dongya; Guo, Yijiao; Jia, Cheng; Song, Tusheng; Huang, Chen

2016-01-01

We aimed to identify serum biomarkers for screening individuals who could adapt to high-altitude hypoxia at sea level. HHA (high-altitude hypoxia acclimated; n = 48) and HHI (high-altitude hypoxia illness; n = 48) groups were distinguished at high altitude, routine blood tests were performed for both groups at high altitude and at sea level. Serum biomarkers were identified by comparing serum peptidome profiling between HHI and HHA groups collected at sea level. Routine blood tests revealed the concentration of hemoglobin and red blood cells were significantly higher in HHI than in HHA at high altitude. Serum peptidome profiling showed that ten significantly differentially expressed peaks between HHA and HHI at sea level. Three potential serum peptide peaks (m/z values: 1061.91, 1088.33, 4057.63) were further sequence identified as regions of the inter-α trypsin inhibitor heavy chain H4 fragment (ITIH4 347–356), regions of the inter-α trypsin inhibitor heavy chain H1 fragment (ITIH1 205–214), and isoform 1 of fibrinogen α chain precursor (FGA 588–624). Expression of their full proteins was also tested by ELISA in HHA and HHI samples collected at sea level. Our study provided a novel approach for identifying potential biomarkers for screening people at sea level who can adapt to high altitudes. PMID:27150491

Free-Flight Test of a Technique for Inflating an NASA 12-Foot-Diameter Sphere at High Altitudes

NASA Technical Reports Server (NTRS)

Kehlet, Alan B.; Patterson, Herbert G.

1959-01-01

A free-flight test has been conducted to check a technique for inflating an NASA 12-foot-diameter inflatable sphere at high altitudes. Flight records indicated that the nose section was successfully separated from the booster rocket, that the sphere was ejected, and that the nose section was jettisoned from the fully inflated sphere. On the basis of preflight and flight records, it is believed that the sphere was fully inflated by the time of peak altitude (239,000 feet). Calculations showed that during descent, jettison of the nose section occurred above an altitude of 150,000 feet. The inflatable sphere was estimated to start to deform during descent at an altitude of about 120,000 feet.

Notices to airmen : domestic/international, September 10, 1998.

DOT National Transportation Integrated Search

1998-09-10

Table of contents: Airway notams; Airports, facilities, and procedural Notams; General FDC Notams; Part 95 Revisions to minimum en route IFR altitudes and changeover points; International Notices to Airmen; Graphic notices.;See also PB99-104317.;pg 2...

The SR-71 Test Bed Aircraft: A Facility for High-Speed Flight Research

NASA Technical Reports Server (NTRS)

Corda, Stephen; Moes, Timothy R.; Mizukami, Masashi; Hass, Neal E.; Jones, Daniel; Monaghan, Richard C.; Ray, Ronald J.; Jarvis, Michele L.; Palumbo, Nathan

2000-01-01

The SR-71 test bed aircraft is shown to be a unique platform to flight-test large experiments to supersonic Mach numbers. The test bed hardware mounted on the SR-71 upper fuselage is described. This test bed hardware is composed of a fairing structure called the "canoe" and a large "reflection plane" flat plate for mounting experiments. Total experiment weights, including the canoe and reflection plane, as heavy as 14,500 lb can be mounted on the aircraft and flight-tested to speeds as fast as Mach 3.2 and altitudes as high as 80,000 ft. A brief description of the SR-71 aircraft is given, including details of the structural modifications to the fuselage, modifications to the J58 engines to provide increased thrust, and the addition of a research instrumentation system. Information is presented based on flight data that describes the SR-71 test bed aerodynamics, stability and control, structural and thermal loads, the canoe internal environment, and reflection plane flow quality. Guidelines for designing SR-71 test bed experiments are also provided.

Pathfinder aircraft liftoff on altitude record setting flight of 71,500 feet

NASA Technical Reports Server (NTRS)

1997-01-01

The Pathfinder aircraft has set a new unofficial world record for high-altitude flight of over 71,500 feet for solar-powered aircraft at the U.S. Navy's Pacific Missile Range Facility, Kauai, Hawaii. Pathfinder was designed and manufactured by AeroVironment, Inc, of Simi Valley, California, and was operated by the firm under a jointly sponsored research agreement with NASA's Dryden Flight Research Center, Edwards, California. Pathfinder's record-breaking flight occurred July 7, 1997. The aircraft took off at 11:34 a.m. PDT, passed its previous record altitude of 67,350 feet at about 5:45 p.m. and then reached its new record altitude at 7 p.m. The mission ended with a perfect nighttime landing at 2:05 a.m. PDT July 8. The new record is the highest altitude ever attained by a propellor-driven aircraft. Before Pathfinder, the altitude record for propellor-driven aircraft was 67,028 feet, set by the experimental Boeing Condor remotely piloted aircraft. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

The Army Needs to Recoup Funds Expended on Property Damaged in an Accident at a Development Subcontractor’s Facility (Redacted)

DTIC Science & Technology

2012-05-24

liability for the JLENS prope1iy damaged in an accident at a subcontractor’s facility. The accident occmTed when high winds caused an Airship ...modernization proponent for space, high - altitude and global missile defense, is the Almy operational integrator for global missile defense, and conducts...Alexandria, VA 22350-1500 Acronyms and Abbreviations AMS Airship Management Services DCMA Defense Contract

Sonic Booms in Atmospheric Turbulence (SonicBAT) Testing

NASA Image and Video Library

2017-08-22

An engineer in a control trailer at NASA's Kennedy Space Center in Florida monitors data before flights of agency F-18 jets to measure the effects of sonic booms. Several flights a day have been taking place the week of Aug. 21, 2017 as part of NASA's Sonic Booms in Atmospheric Turbulence, or SonicBAT II Program. NASA at Kennedy is partnering with the agency's Armstrong Flight Research Center in California, Langley Research Center in Virginia, and Space Florida for a program in which F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers measure the effects of low-altitude turbulence caused by sonic booms.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Matthew Kamlet of NASA Communications at the Armstrong Flight Research Center in California, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Larry Cliatt, SonicBAT Fluid Mechanics at Armstrong Flight Research Center in California, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Peter Coen, SonicBAT Mission Analysis at NASA’s Langley Research Center in Virginia, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

Model reference adaptive control for the azimuth-pointing system of a balloon-borne stabilized platform

NASA Technical Reports Server (NTRS)

Lubin, Philip M.; Tomizuka, Masayoshi; Chingcuanco, Alfredo O.; Meinhold, Peter R.

1991-01-01

A balloon-born stabilized platform has been developed for the remotely operated altitude-azimuth pointing of a millimeter wave telescope system. This paper presents a development and implementation of model reference adaptive control (MRAC) for the azimuth-pointing system of the stabilized platform. The primary goal of the controller is to achieve pointing rms better than 0.1 deg. Simulation results indicate that MRAC can achieve pointing rms better than 0.1 deg. Ground test results show pointing rms better than 0.03 deg. Data from the first flight at the National Scientific Balloon Facility (NSBF) Palestine, Texas show pointing rms better than 0.02 deg.

Potentiometric surfaces of the Arnold Engineering Development Complex Area, Arnold Air Force Base, Tennessee, May and September 2011

USGS Publications Warehouse

Haugh, Connor J.; Robinson, John A.

2016-01-29

During May 2011, when water levels were near seasonal highs, water-level data were collected from 374 monitoring wells; and during September 2011, when water levels were near seasonal lows, water-level data were collected from 376 monitoring wells. Potentiometric surfaces were mapped by contouring altitudes of water levels measured in wells completed in the shallow aquifer, the upper and lower parts of the Manchester aquifer, and the Fort Payne aquifer. Water levels are generally 2 to 14 feet lower in September compared to May. The potentiometric-surface maps for all aquifers indicate a groundwater depression at the J4 test cell. Similar groundwater depressions in the shallow and upper parts of the Manchester aquifer are within the main testing area at the Arnold Engineering Development Complex at dewatering facilities.

NASA Lewis 8- by 6-foot supersonic wind tunnel user manual

NASA Technical Reports Server (NTRS)

Soeder, Ronald H.

1993-01-01

The 8- by 6-Foot Supersonic Wind Tunnel (SWT) at Lewis Research Center is available for use by qualified researchers. This manual contains tunnel performance maps which show the range of total temperature, total pressure, static pressure, dynamic pressure, altitude, Reynolds number, and mass flow as a function of test section Mach number. These maps are applicable for both the aerodynamic and propulsion cycle. The 8- by 6-Foot Supersonic Wind Tunnel is an atmospheric facility with a test section Mach number range from 0.36 to 2.0. General support systems (air systems, hydraulic system, hydrogen system, infrared system, laser system, laser sheet system, and schlieren system are also described as are instrumentation and data processing and acquisition systems. Pretest meeting formats are outlined. Tunnel user responsibility and personal safety requirements are also stated.

NASA Glenn 1-by 1-Foot Supersonic Wind Tunnel User Manual

NASA Technical Reports Server (NTRS)

Seablom, Kirk D.; Soeder, Ronald H.; Stark, David E.; Leone, John F. X.; Henry, Michael W.

1999-01-01

This manual describes the NASA Glenn Research Center's 1 - by 1 -Foot Supersonic Wind Tunnel and provides information for customers who wish to conduct experiments in this facility. Tunnel performance envelopes of total pressure, total temperature, and dynamic pressure as a function of test section Mach number are presented. For each Mach number, maps are presented of Reynolds number per foot as a function of the total air temperature at the test section inlet for constant total air pressure at the inlet. General support systems-such as the service air, combustion air, altitude exhaust system, auxiliary bleed system, model hydraulic system, schlieren system, model pressure-sensitive paint, and laser sheet system are discussed. In addition, instrumentation and data processing, acquisition systems are described, pretest meeting formats and schedules are outlined, and customer responsibilities and personnel safety are addressed.

SubTec-7 Gives New Technologies a Flight Test

NASA Image and Video Library

2017-12-08

NASA successfully launched the SubTec-7 payload on a Black Brant IX suborbital sounding rocket at 5:45 a.m. EDT, May 16, from the NASA's Wallops Flight Facility. The payload flew to an altitude of about 154 miles before descending by parachute and landing in the Atlantic Ocean. SubTec-7 provided a flight test for more than 20 technologies to improve sounding rocket and spacecraft capabilities. Good data was received during the flight. The payload has been recovered. Credit: NASA/Wallops NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

A simplified gross thrust computing technique for an afterburning turbofan engine

NASA Technical Reports Server (NTRS)

Hamer, M. J.; Kurtenbach, F. J.

1978-01-01

A simplified gross thrust computing technique extended to the F100-PW-100 afterburning turbofan engine is described. The technique uses measured total and static pressures in the engine tailpipe and ambient static pressure to compute gross thrust. Empirically evaluated calibration factors account for three-dimensional effects, the effects of friction and mass transfer, and the effects of simplifying assumptions for solving the equations. Instrumentation requirements and the sensitivity of computed thrust to transducer errors are presented. NASA altitude facility tests on F100 engines (computed thrust versus measured thrust) are presented, and calibration factors obtained on one engine are shown to be applicable to the second engine by comparing the computed gross thrust. It is concluded that this thrust method is potentially suitable for flight test application and engine maintenance on production engines with a minimum amount of instrumentation.

Emergence of a World Class Atmospheric Science Facility in the Central Himalayan Regions of India

NASA Astrophysics Data System (ADS)

Taori, A.; Sunilkumar, S. V.; Pant, P.; Sagar, R.

A new institute Aryabhatta Research Institute of Observation Sciences ARIES has re-borne in year 2004 when the Department of Science and Technology Govt of India took over the 50 year old State Observatory Nainital situated at 2km above the mean sea level in the Shivalik range of central Himalayas Understanding the importance of Nainital 29 4 N 79 5 E it was decided that prime focus should be to set up a world-class research facility for atmospheric sciences apart from the existing astronomy and astrophysics Reason for the above being the strategic location of Nainital to study the free tropospheric aerosols stratosphere-troposphere exchange monsoon dynamics and atmospheric waves These waves can be seeded by the Himalayan topography and may propagate up to the mesosphere-lower thermosphere altitudes and manifest themselves as an important coupling agent between lower middle and upper atmosphere Advance facilities to study the middle atmospheric dynamics are getting established For this an 84-cm Rayleigh lidar is under development to study the thermal structure of the middle atmosphere which will be commissioned by year 2009 A new project has already been approved to set up a stratosphere-troposphere ST radar facility which will further help understanding the thermal structure and wind field measurements in troposphere-stratosphere altitudes To supplement these several airglow experiments will also be stationed for simultaneous measurements Such facilities are of great importance for coordination with the space borne measurements After

Fault detection and accommodation testing on an F100 engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, L. P.; Baer-Riedhart, J. L.; Maxwell, M. D.

1985-01-01

The fault detection and accommodation (FDA) methodology for digital engine-control systems may range from simple comparisons of redundant parameters to the more complex and sophisticated observer models of the entire engine system. Evaluations of the various FDA schemes are done using analytical methods, simulation, and limited-altitude-facility testing. Flight testing of the FDA logic has been minimal because of the difficulty of inducing realistic faults in flight. A flight program was conducted to evaluate the fault detection and accommodation capability of a digital electronic engine control in an F-15 aircraft. The objective of the flight program was to induce selected faults and evaluate the resulting actions of the digital engine controller. Comparisons were made between the flight results and predictions. Several anomalies were found in flight and during the ground test. Simulation results showed that the inducement of dual pressure failures was not feasible since the FDA logic was not designed to accommodate these types of failures.

Perseus High Altitude Remotely Piloted Aircraft on Ramp

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle waits on Rogers Dry Lake in the pre-dawn darkness before a test flight at the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Combined effects of altitude and high temperature on complex performance.

DOT National Transportation Integrated Search

1971-04-01

Nine well-trained subjects were tested on a complex performance device designed to assess functions of relevance to aircrew activities. The tests, which involved tracking, monitoring, and mental arithmetic, were performed during exposure to altitude ...

Impact of low altitude coverage requirements on air-ground communications

NASA Astrophysics Data System (ADS)

Magenheim, B.

1981-03-01

A representative area of Appalachia surrounding Charleston, West Virginia is analyzed in terms of existing helicopter traffic patterns and communications facilities. Traffic patterns were established from telephone interviews with pilots flying this area regularly. Communications coverage was established from computer generated coverage contours obtained from the Electromagnetic Compatibility Analysis Center (ECAC) and verified by pilot interviews and one flight test (as reported by the FAA Technical Center). Techniques for improving coverage are discussed. These include two new remote communication outlets located in the mountains west and south of Beckley, W. Va., a high gain antenna at Charleston pointed in a southerly direction, the use of mobile radio telephone to permit pilots to access nearby telephone facilities when on the ground at a remote site, short range less than 150 miles, hf radio, and a discrete frequency for exclusive use by low-flying aircraft. FAA activities directed at improving communications to helicopter flying to and from offshore oil and gas platforms in the Gulf of Mexico is presented in an Appendix.

Results of a space shuttle pulme impingement investigation at stage separation in the NASA-MSFC impulse base flow facility

NASA Technical Reports Server (NTRS)

Mccanna, R. W.; Sims, W. H.

1972-01-01

Results are presented for an experimental space shuttle stage separation plume impingement program conducted in the NASA-Marshall Space Flight Center's impulse base flow facility (IBFF). Major objectives of the investigation were to: (1)determine the degree of dual engine exhaust plume simulation obtained using the equivalent engine; (2) determine the applicability of the analytical techniques; and (3) obtain data applicable for use in full-scale studies. The IBFF tests determined the orbiter rocket motor plume impingement loads, both pressure and heating, on a 3 percent General Dynamics B-15B booster configuration in a quiescent environment simulating a nominal staging altitude of 73.2 km (240,00 ft). The data included plume surveys of two 3 percent scale orbiter nozzles, and a 4.242 percent scaled equivalent nozzle - equivalent in the sense that it was designed to have the same nozzle-throat-to-area ratio as the two 3 percent nozzles and, within the tolerances assigned for machining the hardware, this was accomplished.

Demonstration of a Non-Toxic Reaction Control Engine

NASA Technical Reports Server (NTRS)

Robinson, Philip J.; Turpin, Alicia A.; Veith, Eric M.

2007-01-01

T:hree non-toxic demonstration reaction control engines (RCE) were successfully tested at the Aerojet Sacramento facility under a technology contract sponsored by the National Aeronautics and Space Administration's (NASA) Marshall Space Flight Center (MSFC). The goals of the NASA MSFC contract (NAS8-01109) were to develop and expand the technical maturity of a non-toxic, on-orbit auxiliary propulsion system (APS) thruster under the auspices of the Exploration Systems Mission Directorate. The demonstration engine utilized Liquid Oxygen (LOX) and Ethanol as propellants to produce 870 lbf thrust. The Aerojet RCE's were successfully acceptance tested over a broad range of operating conditions. Steady state tests evaluated engine response to varying chamber pressures and mixture ratios. In addition to the steady state tests, a variety of pulsing tests were conducted over a wide range of electrical pulse widths (EPW). Each EPW condition was also tested over a range of percent duty cycles (DC), and bit impulse and pulsing specific impulse were determined for each of these conditions. Subsequent to acceptance testing at Aerojet, these three engines were delivered to the NASA White Sands Test Facility (WSTF) in April 2005 for incorporation into a cryogenic Auxiliary Propulsion System Test Bed (APSTB). The APSTB is a test article that will be utilized in an altitude test cell to simulate anticipated mission applications. The objectives of this APSTB testing included evaluation of engine performance over an extended duty cycle map of propellant pressure and temperature, as well as engine and system performance at typical mission duty cycles over extended periods of time. This paper provides acceptance test results and a status of the engine performance as part of the system level testing.

Demonstration of a Non-Toxic Reaction Control Engine

NASA Technical Reports Server (NTRS)

Robinson, Philip J.; Veith, Eric M.; Turpin, Alicia A.

2006-01-01

Three non-toxic demonstration reaction control engines (RCE) were successfully tested at the Aerojet Sacramento facility under a technology contract sponsored by the National Aeronautics and Space Administration s (NASA) Marshall Space Flight Center (MSFC). The goals of the NASA MSFC contract (NAS8-01109) were to develop and expand the technical maturity of a non-toxic, on-orbit auxiliary propulsion system (APS) thruster under the auspices of the Exploration Systems Mission Directorate. The demonstration engine utilized Liquid Oxygen (LOX) and Ethanol as propellants to produce 870 lbf thrust. The Aerojet RCE s were successfully acceptance tested over a broad range of operating conditions. Steady state tests evaluated engine response to varying chamber pressures and mixture ratios. In addition to the steady state tests, a variety of pulsing tests were conducted over a wide range of electrical pulse widths (EPW). Each EPW condition was also tested over a range of percent duty cycles (DC), and bit impulse and pulsing specific impulse were determined for each of these conditions. White Sands Test Facility (WSTF) in April 2005 for incorporation into a cryogenic Auxiliary Propulsion System Test Bed (APSTB). The APSTB is a test article that will be utilized in an altitude test cell to simulate anticipated mission applications. The objectives of this APSTB testing included evaluation of engine performance over an extended duty cycle map of propellant pressure and temperature, as well as engine and system performance at typical mission duty cycles over extended periods of time. This paper provides acceptance test results and a status of the engine performance as part of the system level testing. Subsequent to acceptance testing at Aerojet, these three engines were delivered to the NASA

Perseus A High Altitude Remotely Piloted Aircraft being Towed in Flight

NASA Technical Reports Server (NTRS)

1994-01-01

Perseus A, a remotely piloted, high-altitude research vehicle designed by Aurora Flight Sciences Corp., takes off from Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Altitude Scaling of Thermal Ice Protection Systems in Running Wet Operation

NASA Technical Reports Server (NTRS)

Orchard, D. M.; Addy, H. E.; Wright, W. B.; Tsao, J.

2017-01-01

A study into the effects of altitude on an aircraft thermal Ice Protection System (IPS) performance has been conducted by the National Research Council Canada (NRC) in collaboration with the NASA Glenn Icing Branch. The study included tests of an airfoil model, with a heated-air IPS, installed in the NRCs Altitude Icing Wind Tunnel (AIWT) at altitude and ground level conditions.

High Definition Sounding System Test and Integration with NASA Atmospheric Science Program Aircraft

DTIC Science & Technology

2013-09-30

of the High Definition Sounding System (HDSS) on NASA high altitude Airborne Science Program platforms, specifically the NASA P-3 and NASA WB-57. When...demonstrate the system reliability in a Global Hawk’s 62000’ altitude regime of thin air and very cold temperatures. APPROACH: Mission Profile One or more WB...57 test flights will prove airworthiness and verify the High Definition Sounding System (HDSS) is safe and functional at high altitudes , essentially

Skylab 4 crew at start of high altitude chamber test at KSC

NASA Technical Reports Server (NTRS)

1973-01-01

Astronaut Gerald P. Carr, fully suited, Skylab 4 commander, prepares to enter spacecraft 118 (the Skylab 4 vehicle) at the start of the high altitude chamber test at the Kennedy Space Center (KSC) (34093); The Skylab 4 crew, fully suited, are seated inside their Command Module, which has been undergoing high altitude chamber test runs at KSC after being considered as a possible rescue vehicle, if needed for the Skylab 3 crew. Facing the camera is Scientist-Astronaut Edward G. Gibson, science pilot. Astronauts Carr, commander; and William R. Pogue, pilot, are also pictured (34094).

40 CFR 600.209-08 - Calculation of vehicle-specific 5-cycle fuel economy values for a model type.

Code of Federal Regulations, 2011 CFR

2011-07-01

... vehicle configuration 5-cycle fuel economy values as determined in § 600.207-08 for low-altitude tests. (1... economy data from tests conducted on these vehicle configuration(s) at high altitude to calculate the fuel... city and highway fuel economy values from the tests performed using gasoline or diesel test fuel. (ii...

40 CFR 85.2203 - Short test standards for 1981 and later model year light-duty vehicles.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Control System Performance Warranty Short Tests § 85.2203 Short test standards for 1981 and later model... 1982 and later model year vehicles at high altitude to which high altitude certification standards of 1... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Short test standards for 1981 and...

40 CFR 85.2203 - Short test standards for 1981 and later model year light-duty vehicles.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Control System Performance Warranty Short Tests § 85.2203 Short test standards for 1981 and later model... 1982 and later model year vehicles at high altitude to which high altitude certification standards of 1... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Short test standards for 1981 and...

40 CFR 85.2203 - Short test standards for 1981 and later model year light-duty vehicles.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Control System Performance Warranty Short Tests § 85.2203 Short test standards for 1981 and later model... 1982 and later model year vehicles at high altitude to which high altitude certification standards of 1... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Short test standards for 1981 and...

40 CFR 85.2204 - Short test standards for 1981 and later model year light-duty trucks.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Control System Performance Warranty Short Tests § 85.2204 Short test standards for 1981 and later model... later model year trucks at high altitude to which high altitude certification standards of 2.0 g/mile HC... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Short test standards for 1981 and...

40 CFR 85.2204 - Short test standards for 1981 and later model year light-duty trucks.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Control System Performance Warranty Short Tests § 85.2204 Short test standards for 1981 and later model... later model year trucks at high altitude to which high altitude certification standards of 2.0 g/mile HC... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Short test standards for 1981 and...

40 CFR 85.2204 - Short test standards for 1981 and later model year light-duty trucks.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Control System Performance Warranty Short Tests § 85.2204 Short test standards for 1981 and later model... later model year trucks at high altitude to which high altitude certification standards of 2.0 g/mile HC... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Short test standards for 1981 and...

40 CFR 85.2203 - Short test standards for 1981 and later model year light-duty vehicles.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Control System Performance Warranty Short Tests § 85.2203 Short test standards for 1981 and later model... 1982 and later model year vehicles at high altitude to which high altitude certification standards of 1... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Short test standards for 1981 and...

40 CFR 85.2204 - Short test standards for 1981 and later model year light-duty trucks.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Control System Performance Warranty Short Tests § 85.2204 Short test standards for 1981 and later model... later model year trucks at high altitude to which high altitude certification standards of 2.0 g/mile HC... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Short test standards for 1981 and...

John Glenn Prepares for a Test in the Multi-Axis Space Test Inertia Facility

NASA Image and Video Library

1960-02-21

Mercury astronaut John Glenn prepares for a test in the Multi-Axis Space Test Inertia Facility (MASTIF) inside the Altitude Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The MASTIF was a three-axis test rig with a pilot’s chair mounted in the center. The device was designed to train Project Mercury pilots to bring a spinning spacecraft under control. An astronaut was secured in a foam couch in the center of the rig. The rig was then spun on three axes from 2 to 50 rotations per minute. Small nitrogen gas thrusters were used by the astronauts to bring the MASTIF under control. In February and March 1960, the seven Project Mercury astronauts traveled to Cleveland to train on the MASTIF. Warren North and a team of air force physicians were on hand to monitor their health. After being briefed by Lewis pilot Joe Algranti and researcher James Useller, the rider would climb into the rig and be secured in the chair, as seen in this photograph. A Lewis engineer would then slowly set the MASTIF in motion. It was the astronaut’s job to bring it under control. Each individual was required to accumulate 4.5 to 5 hours of MASTIF time. Glenn became the first American to orbit the earth on February 20, 1962 in the Friendship 7 Mercury capsule. In March 1999, the Lewis Research Center was renamed the John H. Glenn Research Center at Lewis Field.

Method of Testing Oxygen Regulators

NASA Technical Reports Server (NTRS)

Sontag, Harcourt; Borlik, E L

1935-01-01

Oxygen regulators are used in aircraft to regulate automatically the flow of oxygen to the pilot from a cylinder at pressures ranging up to 150 atmospheres. The instruments are adjusted to open at an altitude of about 15,000 ft. and thereafter to deliver oxygen at a rate which increases with the altitude. The instruments are tested to determine the rate of flow of oxygen delivered at various altitudes and to detect any mechanical defects which may exist. A method of testing oxygen regulators was desired in which the rate of flow could be determined more accurately than by the test method previously used (reference 1) and by which instruments defective mechanically could be detected. The new method of test fulfills these requirements.

Global Precipitation Measurement (GPM) and International Space Station (ISS) Coordination for CubeSat Deployments to Minimize Collision Risk

NASA Technical Reports Server (NTRS)

Pawloski, James H.; Aviles, Jorge; Myers, Ralph; Parris, Joshua; Corley, Bryan; Hehn, Garrett; Pascucci, Joseph

2016-01-01

The Global Precipitation Measurement Mission (GPM) is a joint U.S. and Japan mission to observe global precipitation, extending the Tropical Rainfall Measuring Mission (TRMM), which was launched by H-IIA from Tanegashima in Japan on February 28TH, 2014 directly into its 407km operational orbit. The International Space Station (ISS) is an international human research facility operated jointly by Russia and the USA from NASA's Johnson Space Center (JSC) in Houston Texas. Mission priorities lowered the operating altitude of ISS from 415km to 400km in early 2105, effectively placing both vehicles into the same orbital regime. The ISS has begun a program of deployments of cost effective CubeSats from the ISS that allow testing and validation of new technologies. With a major new asset flying at the same effective altitude as the ISS, CubeSat deployments became a serious threat to GPM and therefore a significant indirect threat to the ISS. This paper describes the specific problem of collision threat to GPM and risk to ISS CubeSat deployment and the process that was implemented to keep both missions safe from collision and maximize their project goals.

Changes in balance and joint position sense during a 12-day high altitude trek: The British Services Dhaulagiri medical research expedition.

PubMed

Clarke, Sarah B; Deighton, Kevin; Newman, Caroline; Nicholson, Gareth; Gallagher, Liam; Boos, Christopher J; Mellor, Adrian; Woods, David R; O'Hara, John P

2018-01-01

Postural control and joint position sense are essential for safely undertaking leisure and professional activities, particularly at high altitude. We tested whether exposure to a 12-day trek with a gradual ascent to high altitude impairs postural control and joint position sense. This was a repeated measures observational study of 12 military service personnel (28±4 years). Postural control (sway velocity measured by a portable force platform) during standing balance, a Sharpened Romberg Test and knee joint position sense were measured, in England (113m elevation) and at 3 research camps (3619m, 4600m and 5140m) on a 12-day high altitude trek in the Dhaulagiri region of Nepal. Pulse oximetry, and Lake Louise scores were also recorded on the morning and evening of each trek day. Data were compared between altitudes and relationships between pulse oximetry, Lake Louise score, and sway velocity were explored. Total sway velocity during standing balance with eyes open (p = 0.003, d = 1.9) and during Sharpened Romberg test with eyes open (p = 0.007, d = 1.6) was significantly greater at altitudes of 3619m and 5140m when compared with sea level. Anterior-posterior sway velocity during standing balance with eyes open was also significantly greater at altitudes of 3619m and 5140m when compared with sea level (p = 0.001, d = 1.9). Knee joint position sense was not altered at higher altitudes. There were no significant correlations between Lake Louise scores, pulse oximetry and postural sway. Despite a gradual ascent profile, exposure to 3619 m was associated with impairments in postural control without impairment in knee joint position sense. Importantly, these impairments did not worsen at higher altitudes of 4600 m or 5140 m. The present findings should be considered during future trekking expeditions when developing training strategies targeted to manage impairments in postural control that occur with increasing altitude.

Oxygen transport of hemoglobin in high-altitude animals (Camelidae).

PubMed

Reynafarje, C; Faura, J; Villavicencio, D; Curaca, A; Reynafarje, B; Oyola, L; Contreras, L; Vallenas, E; Faura, A

1975-05-01

To clarify the mechanisms by which high-altitude Camelidae can adapt to hypoxia, the study of some blood characteristics were carried out in apacas and llamas. The results show that there is a peculiar dissociation curve of hemoglobin in alpacas which permits great affinity of hemoglobin for oxygen at lung level and the release of oxygen at the tissue level with a facility similar to that in man. Fetal hemoglobin was found high in adult alpacas (55 percent). Electrophoretic studies of hemoglobin showed that this pigment has two components, both of which have a very low mobility. Lactic dehydrogenase was found six times higher than in humans. RBC glucose-6-phosphate dehydrogenase was two times higher than in man living at the same altitude. Myoglobin was found to be higher than in man living at altitude. Alpacas have erythrocytes in which the amount of 2,3-DPG is approximately the same as in man. RBC are more resistent to hypotonic solutions than humans. The amount of lactic dehydrogenase, myoglobin, and glucose-6-phosphate dehydrogenase dimishes when alpacas are bought down to sea level.

Heater-induced altitude descent of the EISCAT UHF ion line enhancements: Observations and modelling

NASA Astrophysics Data System (ADS)

Ashrafi, M.; Kosch, M. J.; Honary, F.

2006-01-01

On 12 November 2001, artificial optical annuli were produced using the EISCAT high-frequency (HF) ionospheric heating facility. This unusual phenomenon was induced using O-mode transmissions at 5.423 MHz with 550 MW effective isotropic radiated power and the pump beam dipped 9° south of the zenith. The pump frequency corresponds to the fourth electron gyroharmonic frequency at 215 km altitude. The EISCAT UHF radar observed a persistent pump-induced enhancement in the ion line backscatter power near the HF reflection altitude. The optical and radar signatures of HF pumping started at ˜230 km and descended to ˜220 km within ˜60 s. This effect has been modelled using the solution to differential equations describing pump-induced electron temperature and density perturbations. The decrease in altitude of the ion line by ˜10 km and changes in electron density have been modelled. The results show that a maximum electron temperature enhancement of up to ˜5700 K can be achieved on average, which is not sufficient to explain the observed optical emissions.

Interaction with Public at Subaru Telescope

NASA Astrophysics Data System (ADS)

Hayashi, Saeko S.; Fuse, T.; Ishida, C. M.; Usuda-Sato, K.

2007-05-01

I would like to report the effort at Subaru Telescope informing general public what the Subaru is doing and what are the results. The challenge is in two areas, one that our funding agency and the headquarters are in Japan, therefore the distance service in Japanese is a must, while reaching out the local and international community in English is essential in creating awareness that can support our day-to-day operation in the long term. Therefore, the Public Information and Outreach Office at Subaru creates materials in two languages, gives lectures locally in English and remotely in Japanese, and conducts facility tours. Challenge two is the site itself. We have two facilities, one at sea level, the other at the top of Mauna Kea approximately 14,000 feet altitude. The base facility tour mostly accompanies the seminars or lectures held in the facility, including ones for students. The summit tour is offered to the general public via internet registration. Also we do strive to accommodate special requests from groups with specific interests. In the general public tours, we see schoolteachers, amateur astronomers, technically interested people, and people seeking something adventurous. The altitude of the site is a natural obstacle for access, and as a result, we meet very enthusiastic people who are able to overcome logistical challenges. Annual statistics from past years can be summarized as following: * Press release 10 to 20 times 2 languages *Web topics 30 times 2 languages *Summit tour (telescope site) 300+ groups, 1500 to 2000 visitors, including both the general public tours and special/VIP tours. All the facility tours are escorted by Subaru staff. *Base Facility visit by100 groups, as many as1000 participants. *Lectures: remote 15, local 50+ (including a special program of classroom visits), plus some out of the island lectures.

Altitude-Test-Chamber Investigation of a Solar Afterburner on the 24C Engine I - Operational Characteristics and Altitude Limits

NASA Technical Reports Server (NTRS)

1948-01-01

An altitude-test-chamber investigation was conducted to determine the operational characteristics and altitude blow-out limits of a Solar afterburner in a 24C engine. At rated engine speed and maximum permissible turbine-discharge temperature, the altitude limit as determined by combustion blow-out occurred as a band of unstable operation of about 8000 feet altitude in width with maximum altitude limits from 32,000 feet at a Mach number of 0.3 to about 42,000 feet at a Mach number of 1.0. The maximum fuel-air ratio of the afterburner, as limited by maximum permissible turbine-discharge gas temperatures at rated engine speed, varied between 0.0295 and 0.0380 over a range of flight Mach numbers from 0.25 to 1.0 and at altitudes of 20,000 and 30,000 feet. Over this range of operating conditions, the fuel-air ratio at which lean blow-out occurred was from 10 to 19 percent below these maximum fuel-air ratios. Combustion was very smooth and uniform during operation; however, ignition of the burner was very difficult throughout the investigation. A failure of the flame holder after 12 hours and 15 minutes of afterburner operation resulted in termination of the investigation.

A parachute system for upper atmospheric studies

NASA Technical Reports Server (NTRS)

Maksimovic, V. M.

1979-01-01

The Goddard Space Flight Center's Sounding Rocket Division successfully flight tested a high altitude, low velocity, 63.5 foot cross parachute system. The system was developed to provide a platform for atmospheric studies at altitudes higher than those attainable with balloons. This paper represents the approach taken to determine the necessary conditions for a successful apogee deployment of the parachute. The test flight deployed the parachute system at an apogee altitude of 61 kilometers. Post-flight results of rocket and parachute performance are compared to the preflight analyses.

Test & Evaluation Management Guide

DTIC Science & Technology

2012-12-01

The plan for conducting a TRA is provided to the ASD(R&E) by the PM upon approval by the Component Acquisition Executive ( CAE ). A TRA is required...from a UAV at high altitude but only a 5-km range from low altitude. A constraint to prevent tests that would fire a missile from low altitude at a...E. Procedurally, DASD(DT&E) produces an assessment memorandum prior to the IOT&Es OTRR, or for Space Systems, prior to consent to ship. The CAE

New method of calculating the power at altitude of aircraft engines equipped with superchargers on the basis of tests made under sea-level conditions

NASA Technical Reports Server (NTRS)

Sarracino, Marcello

1941-01-01

The present article deals with what is considered to be a simpler and more accurate method of determining, from the results of bench tests under approved rating conditions, the power at altitude of a supercharged aircraft engine, without application of correction formulas. The method of calculating the characteristics at altitude, of supercharged engines, based on the consumption of air, is a more satisfactory and accurate procedure, especially at low boost pressures.

A quantitative analysis of TIMS data obtained on the Learjet 23 at various altitudes

NASA Technical Reports Server (NTRS)

Jaggi, S.

1992-01-01

A series of Thermal Infrared Multispectral Scanner (TIMS) data acquisition flights were conducted on the NASA Learjet 23 at different altitudes over a test site. The objective was to monitor the performance of the TIMS (its estimation of the brightness temperatures of the ground scene) with increasing altitude. The results do not show any significant correlation between the brightness temperatures and the altitude. The analysis indicates that the estimation of the temperatures is a function of the accuracy of the atmospheric correction used for each altitude.

Mean flow and noise measurements in a Mach 3.5 pilot quiet tunnel

NASA Technical Reports Server (NTRS)

Beckwith, I. E.; Moore, W. O., III

1982-01-01

The use of Mach 3.5 two-dimensional rapid expansion nozzle for wind tunnel testing at supersonic speeds and low noise conditions encountered in high altitude flights is described. The supersonic pilot quiet tunnel is located at the NASA Langley Research Center and a description of the facility is provided, along with instrumentation and noise measurement test data at 30, 50, and 75 psia. The mean pitot pressure distributions, rms noise levels, the effect of unit Reynolds number, wall waviness, wall contaminants, and the effects of closing the bleed valve are analyzed. Typical laminar and turbulent spectra are presented, along with a summary of the effect of slot throat adjustment on the power spectra. Comparisons are made of the power spectra with the bleed valve open and closed, and of the rms fluctuating pressures with levels from conventional nozzles, and the performance capabilities are evaluated for use in transition studies.

Mapping of cosmic radiation dose in Croatia.

PubMed

Poje, M; Vuković, B; Radolić, V; Miklavčić, I; Faj, D; Varga Pajtler, M; Planinić, J

2012-01-01

The Earth is continually bombarded by high-energy particles coming from the outer space and the sun. These particles, termed cosmic radiation, interact with nuclei of atmospheric constituents and decrease in intensity with depth in the atmosphere. Measurements of photon and gamma radiation, performed with a Radiameter at 1 m above the ground, indicated dose rates of 50-100 nSv/h. The neutron dose rate was measured with the CR-39 track etch detector calibrated by the CERN-EU high-energy Reference Field (CERF) facility. Correlation between neutron dose rates and altitudes at 36 sites was examined in order to obtain a significant positive correlation coefficient; the resulting linear regression enabled estimation of a neutron dose at particular altitude. The measured neutron dose rate in Osijek (altitude of 89 m, latitude of 45.31° N) was 110 nSv/h. Copyright © 2011 Elsevier Ltd. All rights reserved.

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

Sensing and Active Flow Control for Advanced BWB Propulsion-Airframe Integration Concepts

NASA Technical Reports Server (NTRS)

Fleming, John; Anderson, Jason; Ng, Wing; Harrison, Neal

2005-01-01

In order to realize the substantial performance benefits of serpentine boundary layer ingesting diffusers, this study investigated the use of enabling flow control methods to reduce engine-face flow distortion. Computational methods and novel flow control modeling techniques were utilized that allowed for rapid, accurate analysis of flow control geometries. Results were validated experimentally using the Techsburg Ejector-based wind tunnel facility; this facility is capable of simulating the high-altitude, high subsonic Mach number conditions representative of BWB cruise conditions.

Skylab 4 crew at start of high altitude chamber test at KSC

NASA Technical Reports Server (NTRS)

1973-01-01

Astronaut William R. Pogue, left, and Scientist-Astronaut Edward G. Gibson prepare to take part in the High altitude chamber test at the Kennedy Space Center (KSC). Gibson is science pilot and Pogue, pilot, for the third manned Skylab mission.

Effect of high terrestrial altitude and supplemental oxygen on human performance and mood.

PubMed

Crowley, J S; Wesensten, N; Kamimori, G; Devine, J; Iwanyk, E; Balkin, T

1992-08-01

Sustained exposure to high terrestrial altitudes is associated with cognitive decrement, mood changes, and acute mountain sickness (AMS). Such impairment in aviators could be a safety hazard. Thirteen male soldiers, ages 19-24, ascended in 10 min from sea level to 4,300 m (simulated), and remained there 2.5 d. Four times per day, subjects completed a test battery consisting of nine cognitive tests, a mood scale, and an AMS questionnaire. During one test session per day, subjects breathed 35% oxygen instead of ambient air. Analysis revealed transient deficits on altitude day 1 for three cognitive tasks. Most tasks displayed a persistent training effect. Sick subjects' moods were more negative and their performance improvement less. On altitude day 1, oxygen administration improved performance on two cognitive tests and one mood subscale. Following rapid ascent to 4,300 m, performance is most affected during the first 8 h. Individuals affected by AMS tend to improve more slowly in performance and have more negative moods than those who feel well.

Spectral reflectance characteristics and automated data reduction techniques which identify wetland and water quality conditions in the Chesapeake Bay

NASA Technical Reports Server (NTRS)

Anderson, R. R.

1970-01-01

Progress on research designed to test the usability of multispectral, high altitude, remotely sensed data to analyze ecological and hydrological conditions in estuarine environments is presented. Emphasis was placed on data acquired by NASA aircraft over the Patuxent River Chesapeake Bay Test Site, No. 168. Missions were conducted over the Chesapeake Bay at a high altitude flight of 18,460 m and a low altitude flight of 3070. The principle objectives of the missions were: (1) to determine feasibility of identifying source and extent of water pollution problems in Baltimore Harbor, Chesapeake Bay and major tributaries utilizing high altitude, ERTS analogous remote sensing data; (2) to determine the feasibility of mapping species composition and general ecological condition of Chesapeake Bay wetlands, utilizing high altitude, ERTS analogous data; (3) to correlate ground spectral reflectance characteristics of wetland plant species with tonal characteristics on multispectral photography; (4) to determine usefulness of high altitude thermal imagery in delinating isotherms and current patterns in the Chesapeake Bay; and (5) to investigate automated data interpretive techniques which may be usable on high altitude, ERTS analogous data.

Flight test evaluation of an RAF high altitude partial pressure protective assembly

NASA Technical Reports Server (NTRS)

Ashworth, G. R.; Putnam, T. W.; Dana, W. J.; Enevoldson, E. K.; Winter, W. R.

1979-01-01

A partial pressure suit was evaluated during tests in an F-104 and F-15 as a protective garment for emergency descents. The garment is an pressure jerkin and modified anti-g suit combined with an oronasal mask. The garment can be donned and doffed at the aircraft to minimize thermal buildup. The oronasal mask was favored by the pilots due to its immobility on the face during high g-loading. The garment was chosen to provide optimum dexterity for the pilot, which is not available in a full pressure suit, while protecting the pilot at altitudes up to 18,288 meters, during a cabin decompression, and subsequent aircraft descent. During cabin decompressions in the F-104 and F-15, cabin pressure altitude was measured at various aircraft angles of attack, Mach numbers, and altitudes to determine the effect of the aerodynamic slipstream on the cabin altitude.

Western Aeronautical Test Range (WATR) mission control Blue room

NASA Image and Video Library

1994-12-05

Mission control Blue Room, seen here, in building 4800 at NASA's Dryden Flight Research Center, is part of the Western Aeronautical Test Range (WATR). All aspects of a research mission are monitored from one of two of these control rooms at Dryden. The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests, corridors are provided for low, medium, and high-altitude supersonic flight, and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada.

Western Aeronautical Test Range (WATR) mission control Gold room

NASA Technical Reports Server (NTRS)

1990-01-01

Mission control Gold room is seen here, located at the Dryden Flight Research Center of the Western Aeronautical Test Range (WATR). All aspects of a research mission are monitored from one of two of these control rooms at Dryden. The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests, corridors are provided for low, medium, and high-altitude supersonic flight, and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada.

Recovering Aerodynamic Side Loads on Rocket Nozzles using Quasi-Static Strain-Gage Measurements

NASA Technical Reports Server (NTRS)

Brown, Andrew; Ruf, Joseph H.; McDaniels, David M.

2009-01-01

During over-expanded operation of rocket nozzles, which is defined to be when the exit pressure is greater than internal pressure over some part of the nozzle, the nozzle will experience a transverse forcing function due to the pressure differential across the nozzle wall. Over-expansion occurs during the nozzle start-up and shutdown transient, even in high-altitude engines, because most test facilities cannot completely reproduce the near-vacuum pressures at those altitudes. During this transient, the pressure differential moves axially down the nozzle as it becomes pressurized, but this differential is never perfectly symmetric circumferentially. The character of the forcing function is highly complex and defined by a series of restricted and free shock separations. The subject of this paper is the determination of the magnitude of this loading during sub-scale testing via measurement of the structural dynamic response of the nozzle and its support structure. An initial attempt at back-calculating this load using the inverse of the transfer function was performed, but this attempt was shown to be highly susceptible to numerical error. The final method chosen was to use statically calibrated strain data and to filter out the system fundamental frequency such that the measured response yields close to the correct dynamic loading function. This method was shown to capture 93% of the pressure spectral energy using controlled load shaker testing. This method is one of the only practical ways for the inverse determination of the forcing function for non-stationary excitations, and, to the authors' knowledge, has not been described in the literature to date.

Measurement and Characterization of Helicopter Noise at Different Altitudes

NASA Technical Reports Server (NTRS)

Watts, Michael E.; Greenwood, Eric; Stephenson, James

2016-01-01

This paper presents an overview of a flight test campaign performed at different test sites whose altitudes ranged from 0 to 7000 feet above mean sea level (AMSL) between September 2014 and February 2015. The purposes of this campaign were to: investigate the effects of altitude variation on noise generation, investigate the effects of gross weight variation on noise generation, establish the statistical variability in acoustic flight testing of helicopters, and characterize the effects of transient maneuvers on radiated noise for a medium-lift utility helicopter. In addition to describing the test campaign, results of the acoustic effects of altitude variation for the AS350 SD1 and EH-60L aircraft are presented. Large changes in acoustic amplitudes were observed in response to changes in ambient conditions when the helicopter was flown at constant indicated airspeed and gross weight at the three test sites. However, acoustic amplitudes were found to scale with ambient pressure when flight conditions were defined in terms of the non-dimensional parameters, such as the weight coefficient and effective hover tip Mach number.

Flight Data Analysis of HyShot 2

NASA Technical Reports Server (NTRS)

Hass, Neal E.; Smart, Michael K.; Paull, Alan

2005-01-01

The development of scramjet propulsion for alternative launch and payload delivery capabilities has comprised largely of ground experiments for the last 40 years. With the goal of validating the use of short duration ground test facilities, the University of Queensland, supported by a large international contingency, devised a ballistic re-entry vehicle experiment called HyShot to achieve supersonic combustion in flight above Mach 7.5. It consisted of a double wedge intake and two back-to-back constant area combustors; one supplied with hydrogen fuel at an equivalence ratio of 0.33 and the other un-fueled. Following a first launch failure on October 30th 2001, the University of Queensland conducted a successful second launch on July 30th, 2002. Post-flight data analysis of the second launch confirmed the presence of supersonic combustion during the approximately 3 second test window at altitudes between 35 and 29 km. Reasonable correlation between flight and some pre-flight shock tunnel tests was observed.

On the use of external burning to reduce aerospace vehicle transonic drag

NASA Technical Reports Server (NTRS)

Trefny, Charles J.

1990-01-01

The external combustion of hydrogen to reduce the transonic drag of aerospace vehicles is currently being investigated. A preliminary analysis based on a constant pressure control volume is discussed. Results indicate that the specific impulse of the external burning process rivals that of a turbojet and depends on the severity of the initial base drag as well as on the Mach flight number and the equivalence ratio. A test program was conducted to investigate hydrogen-air flame stability at the conditions of interest and to demonstrate drag reduction on a simple expansion ramp. Initial test results are presented and compared with the control-volume analysis. The expansion ramp surface pressure coefficient showed little variation with fuel pressure and altitude, in disagreement with the analysis. Flame stability results were encouraging and indicate that stable combustion is possible over an adequate range of conditions. Facility interference and chemical kinetics phenomena that make interpretation of subscale ground test data difficult are discussed.

Boeing B-29 Superfortress at the Lewis Flight Propulsion Laboratory

NASA Image and Video Library

1947-05-21

The NACA’s Lewis Flight Propulsion Laboratory used a Boeing B-29 Superfortress as a testbed for ramjet investigations in the late 1940s. NACA Lewis conducted a wide variety of studies on ramjets to determine basic operational data necessary to design missiles. This information included the relationship between combustion chamber and inlet pressure and temperature, velocity of the fuel-air ratio to the ignition characteristics, and combustion efficiency. Although wind tunnel and test stand studies were important first steps in determining these factors, actual flight tests were required. Lewis engineers modified the B-29 so that the ramjet could be stored in the bomb bay. Once the aircraft reached the desired altitude and speed the ramjet was suspended 52 inches below the bomb bay. The ramjet’s angle-of-attack could be independently adjusted, and a periscope permitted a view of the test article from inside the aircraft. Measurements were taken in free-stream conditions between 5,000 and 30,000 feet. The test flights, which began in April 1947, were flown at speeds up to Mach 0.51 and altitudes of 5,000 to 30,000 feet. The researchers first determined that 14,000 feet was the maximum altitude at which the engine could be ignited by spark. Flares were used to start the engine at altitudes up to 30,000 feet. Overall the ramjet operated well at all speeds and altitudes. Significant changes in fuel flow were successful at lower altitudes, but produced combustion blowout above 20,000 feet.

Feasibility Test of a Pulse Modulated Pressurization System for a High Altitude Supersonic Target Vehicle Propulsion System.

DTIC Science & Technology

1976-11-01

pressure switch . The system was tested for stability of operation and accuracy of pressure control, using a High Altitude Supersonic Target (HAST...stable and accurate to approximately the deadband of the pressure switch used, 2 psi. (Author)

Cardiorespiratory assessment of 24-hour crash-diet effects on altitude, +Gz, and fatigue tolerances.

DOT National Transportation Integrated Search

1981-02-01

Eleven male surrogates of general aviation pilots, 25-40 years old, were tested for altitude, +Gz, and fatigue tolerances with and without previous fasting for 24 h. Testing included 2 min of lower body negative pressure (LBNP) at -40 torr (equivalen...

Aeromedical evacuation of the seriously ill.

PubMed Central

Oxer, H F

1975-01-01

Almost any patient may be carried by air, but air transport introduces some special problems owing to the effects of altitude, noise, turbulence, and the special environment. Because of these factors it is important to know when considering a patient's suitability for air transport the type of aircraft to be used, the flight profile--its duration and expected cabin altitudes--and the facilities available on board. It is essential to carry all equipment (as simple and as portable as possible), drugs, and diets that may be needed, and to be sure that all the skills and nursing help needed to deal with any possible problems are available. PMID:1182455

An upper limit for stratospheric hydrogen peroxide

NASA Technical Reports Server (NTRS)

Chance, K. V.; Traub, W. A.

1984-01-01

It has been postulated that hydrogen peroxide is important in stratospheric chemistry as a reservoir and sink for odd hydrogen species, and for its ability to interconvert them. The present investigation is concerned with an altitude dependent upper limit curve for stratospheric hydrogen peroxide, taking into account an altitude range from 21.5 to 38.0 km for January 23, 1983. The data employed are from balloon flight No. 1316-P, launched from the National Scientific Balloon Facility (NSBF) in Palestine, Texas. The obtained upper limit curve lies substantially below the data reported by Waters et al. (1981), even though the results are from the same latitude and are both wintertime measurements.

ALT space shuttle barometric altimeter altitude analysis

NASA Technical Reports Server (NTRS)

Killen, R.

1978-01-01

The accuracy was analyzed of the barometric altimeters onboard the space shuttle orbiter. Altitude estimates from the air data systems including the operational instrumentation and the developmental flight instrumentation were obtained for each of the approach and landing test flights. By comparing the barometric altitude estimates to altitudes derived from radar tracking data filtered through a Kalman filter and fully corrected for atmospheric refraction, the errors in the barometric altitudes were shown to be 4 to 5 percent of the Kalman altitudes. By comparing the altitude determined from the true atmosphere derived from weather balloon data to the altitude determined from the U.S. Standard Atmosphere of 1962, it was determined that the assumption of the Standard Atmosphere equations contributes roughly 75 percent of the total error in the baro estimates. After correcting the barometric altitude estimates using an average summer model atmosphere computed for the average latitude of the space shuttle landing sites, the residual error in the altitude estimates was reduced to less than 373 feet. This corresponds to an error of less than 1.5 percent for altitudes above 4000 feet for all flights.

Return to Activity at Altitude After High-Altitude Illness

PubMed Central

DeWeber, Kevin; Scorza, Keith

2010-01-01

Context: Sports and other activities at high altitude are popular, yet they pose the unique risk for high-altitude illness (HAI). Once those who have suffered from a HAI recover, they commonly desire or need to perform the same activity at altitude in the immediate or distant future. Evidence Acquisition: As based on key text references and peer-reviewed journal articles from a Medline search, this article reviews the pathophysiology and general treatment principles of HAI. Results: In addition to the type of HAI experienced and the current level of recovery, factors needing consideration in the return-to-play plan include physical activity requirements, flexibility of the activity schedule, and available medical equipment and facilities. Most important, adherence to prudent acclimatization protocols and gradual ascent recommendations (when above 3000 m, no more than 600-m net elevation gain per day, and 1 rest day every 1 to 2 ascent days) is powerful in its preventive value and thus strongly recommended. When these are not practical, prophylactic medications (acetazolamide, dexamethasone, salmeterol, nifedipine, or phosphodiesterase inhibitors, depending on the type of prior HAI) may be prescribed and can reduce the risk of illness. Athletes with HAI should be counseled that physical and mental performance may be adversely affected if activity at altitude continues before recovery is complete and that there is a risk of progression to a more serious HAI. Conclusion: With a thoughtful plan, most recurrent HAI in athletes can be prevented. PMID:23015950

Flow Separation Side Loads Excitation of Rocket Nozzle FEM

NASA Technical Reports Server (NTRS)

Smalley, Kurt B.; Brown, Andrew; Ruf, Joseph; Gilbert, John

2007-01-01

Modern rocket nozzles are designed to operate over a wide range of altitudes, and are also built with large aspect ratios to enable high efficiencies. Nozzles designed to operate over specific regions of a trajectory are being replaced in modern launch vehicles by those that are designed to operate from earth to orbit. This is happening in parallel with modern manufacturing and wall cooling techniques allowing for larger aspect ratio nozzles to be produced. Such nozzles, though operating over a large range of altitudes and ambient pressures, are typically designed for one specific altitude. Above that altitude the nozzle flow is 'underexpanded' and below that altitude, the nozzle flow is 'overexpanded'. In both conditions the nozzle produces less than the maximum possible thrust at that altitude. Usually the nozzle design altitude is well above sea level, leaving the nozzle flow in an overexpanded state for its start up as well as for its ground testing where, if it is a reusable nozzle such as the Space Shuttle Main Engine (SSME), the nozzle will operate for the majority of its life. Overexpansion in a rocket nozzle presents the critical, and sometimes design driving, problem of flow separation induced side loads. To increase their understanding of nozzle side loads, engineers at MSFC began an investigation in 2000 into the phenomenon through a task entitled "Characterization and Accurate Modeling of Rocket Engine Nozzle Side Loads", led by A. Brown. The stated objective of this study was to develop a methodology to accurately predict the character and magnitude of nozzle side loads. The study included further hot-fire testing of the MC-l engine, cold flow testing of subscale nozzles, CFD analyses of both hot-fire and cold flow nozzle testing, and finite element (fe.) analysis of the MC-1 engine and cold flow tested nozzles. A follow on task included an effort to formulate a simplified methodology for modeling a side load during a two nodal diameter fluid/structure interaction for a single moment in time.

Perseus Post-flight

NASA Technical Reports Server (NTRS)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B over Edwards AFB on a Development Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely-piloted research aircraft, seen here during a test flight in April1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Erection of a Centaur Standard Shroud at Plum Brook Station’s B-3 Test Stand

NASA Image and Video Library

1972-08-21

A section of the Centaur Standard Shroud transported to Nuclear Rocket Dynamics and Control Facility, or B-3 Test Stand, at the National Aeronautics and Space Administration’s (NASA) Plum Brook Station. B-3 was built in the early 1960s to test full-scale liquid hydrogen fuel systems in simulated altitude conditions. The facility was used in 1972, however, for testing of the Centaur Standard Shroud’s ejection system. In the late 1960s NASA engineers were planning the ambitious new Viking mission to send two rover vehicles to the surface of Mars. The Viking rovers were the heaviest payloads ever attempted and were over three times the weight of Atlas-Centaur’s previous heaviest payload. Consequently, NASA engineers selected the more powerful the Titan III rocket booster to mate with the Centaur. Concurrently, General Dynamics was in the process of introducing a new Centaur model for Titan—the D-1T. The biggest change for the D-1T was a completely new shroud designed by Lockheed, called the Centaur Standard Shroud. The shroud, its insulation, the Centaur ground-hold purge system, and the hydrogen tank venting system were all studied in B-3. After more than two years of preparations, the tests were run between April and July 1973. The tests determined the ultimate flight loads on two axes, established the Centaur’s load sharing, the level of propellant boiloff during launch holds, and the vent system capacity. The Centaur Standard Shroud performed flawlessly during the August 20 and September 9, 1975 launches of Viking 1 and 2.

NACA Computer Operates an IBM Telereader

NASA Image and Video Library

1952-02-21

A staff member from the Computing Section at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory operates an International Business Machines (IBM) telereader at the 8- by 6-Foot Supersonic Wind Tunnel. The telereader was used to measure recorded data from motion picture film or oscillographs. The machine could perform 50 measurements per minute. The component to her right is a telerecordex that was used convert the telereader measurements into decimal form and record the data on computer punch cards. During test runs in the 8- by 6-foot tunnel, or the other large test facilities, pressure sensors on the test article were connected to mercury-filled manometer tubes located below the test section. The mercury would rise or fall in relation to the pressure fluctuations in the test section. Initially, female staff members, known as “computers,” transcribed all the measurements by hand. The process became automated with the introduction of the telereader and other data reduction equipment in the early 1950s. The Computer Section staff members were still needed to operate the machines. The Computing Section was introduced during World War II to relieve short-handed research engineers of some of the tedious work. The computers made the initial computations and plotted the data graphically. The researcher then analyzed the data and either summarized the findings in a report or made modifications or ran the test again. The computers and analysts were located in the Altitude Wind Tunnel Shop and Office Building office wing during the 1940s. They were transferred to the new facility when the 8- by 6-Foot tunnel began operations in 1948.

Development and Validation of a Computational Model for Predicting the Behavior of Plumes from Large Solid Rocket Motors

NASA Technical Reports Server (NTRS)

Wells, Jason E.; Black, David L.; Taylor, Casey L.

2013-01-01

Exhaust plumes from large solid rocket motors fired at ATK's Promontory test site carry particulates to high altitudes and typically produce deposits that fall on regions downwind of the test area. As populations and communities near the test facility grow, ATK has become increasingly concerned about the impact of motor testing on those surrounding communities. To assess the potential impact of motor testing on the community and to identify feasible mitigation strategies, it is essential to have a tool capable of predicting plume behavior downrange of the test stand. A software package, called PlumeTracker, has been developed and validated at ATK for this purpose. The code is a point model that offers a time-dependent, physics-based description of plume transport and precipitation. The code can utilize either measured or forecasted weather data to generate plume predictions. Next-Generation Radar (NEXRAD) data and field observations from twenty-three historical motor test fires at Promontory were collected to test the predictive capability of PlumeTracker. Model predictions for plume trajectories and deposition fields were found to correlate well with the collected dataset.

Evaluation of Alternative Altitude Scaling Methods for Thermal Ice Protection System in NASA Icing Research Tunnel

NASA Technical Reports Server (NTRS)

Lee, Sam; Addy, Harold E. Jr.; Broeren, Andy P.; Orchard, David M.

2017-01-01

A test was conducted at NASA Icing Research Tunnel to evaluate altitude scaling methods for thermal ice protection system. Two new scaling methods based on Weber number were compared against a method based on Reynolds number. The results generally agreed with the previous set of tests conducted in NRCC Altitude Icing Wind Tunnel where the three methods of scaling were also tested and compared along with reference (altitude) icing conditions. In those tests, the Weber number-based scaling methods yielded results much closer to those observed at the reference icing conditions than the Reynolds number-based icing conditions. The test in the NASA IRT used a much larger, asymmetric airfoil with an ice protection system that more closely resembled designs used in commercial aircraft. Following the trends observed during the AIWT tests, the Weber number based scaling methods resulted in smaller runback ice than the Reynolds number based scaling, and the ice formed farther upstream. The results show that the new Weber number based scaling methods, particularly the Weber number with water loading scaling, continue to show promise for ice protection system development and evaluation in atmospheric icing tunnels.

Predictive modeling of altitude decompression sickness in humans

NASA Technical Reports Server (NTRS)

Kenyon, D. J.; Hamilton, R. W., Jr.; Colley, I. A.; Schreiner, H. R.

1972-01-01

The coding of data on 2,565 individual human altitude chamber tests is reported as part of a selection procedure designed to eliminate individuals who are highly susceptible to decompression sickness, individual aircrew members were exposed to the pressure equivalent of 37,000 feet and observed for one hour. Many entries refer to subjects who have been tested two or three times. This data contains a substantial body of statistical information important to the understanding of the mechanisms of altitude decompression sickness and for the computation of improved high altitude operating procedures. Appropriate computer formats and encoding procedures were developed and all 2,565 entries have been converted to these formats and stored on magnetic tape. A gas loading file was produced.

Near Space Lab-Rat Experimentation using Stratospheric Balloon

NASA Astrophysics Data System (ADS)

Buduru, Suneel Kumar; Reddy Vizapur, Anmi; Rao Tanneeru, Venkateswara; Trivedi, Dharmesh; Devarajan, Anand; Pandit Manikrao Kulkarni, MR..; Ojha, Devendra; Korra, Sakram; Neerudu, Nagendra; Seng, Lim; Godi, Stalin Peter

2016-07-01

First ever balloon borne lab-rat experiment up to near space stratospheric altitude levels carried out at TIFR Balloon Facility, Hydeabad using zero pressure balloons for the purpose of validating the life support system. A series of two balloon experiments conducted under joint collaboration with IN.Genius, Singapore in the year 2015. In these experiments, three lab-rats sent to stratosphere in a pressurized capsule designed to reach an altitude of 30 km by keeping constant pressure, temperature and maintained at a precise rate of oxygen supply inside the capsule. The first experiment conducted on 1 ^{st} February, 2015 with a total suspended weight of 225 kg. During the balloon ascent stage at 18 km altitude, sensors inside the capsule reported drastic drop in internal pressure while oxygen and temperatures maintained at correct levels resulted in premature fligt termination at 20.1 km. All the three lab-rats recovered without life due to the collapse of their lungs caused by the depressurization inside the capsule. The second experiment conducted on 14th March, 2015 using a newly developed capsule with rectification of depressurization fault by using improved sealing gaskets and hermitically sealed connectors for sending lab-rats again to stratosphere comprising a total suspended load of 122.3 kg. The balloon flight was terminated after reaching 29.5 km in 110 minutes and succesfully recovered all the three lab-rats alive. This paper focuses on lessons learnt of the development of the life support system as an integral pressurized vessel, flight control instrumentation, flight simulation tests using thermo-vaccum chamber with pre-flight operations.

ED01-0230-1

NASA Image and Video Library

2001-08-13

NASA's Helios Prototype aircraft taking off from the Pacific Missile Range Facility, Kauai, Hawaii, for the record flight. As a follow-on to the Centurion (and earlier Pathfinder and Pathfinder-Plus) aircraft, the solar-powered Helios Prototype is the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions in the stratosphere. Developed by AeroVironment, Inc., of Monrovia, California, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, the unique craft is intended to demonstrate two key missions: the ability to reach and sustain horizontal flight at 100,000 feet altitude on a single-day flight in 2001, and to maintain flight above 50,000 feet altitude for at least four days in 2003, with the aid of a regenerative fuel cell-based energy storage system now in development. Both of these missions will be powered by electricity derived from non-polluting solar energy. The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at NASA's Dryden Flight Research Center in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. The remotely piloted, electrically powered Helios Prototype went aloft on its maiden low-altitude checkout flight Sept. 8, 1999, over Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center in the Southern California desert. The initial flight series was flown on battery power as a risk-reduction measure. In all, six flights were flown in the Helios Protoype's initial development series. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingsp

Mercury Retrorocket Tests

NASA Image and Video Library

1960-04-01

The retrorockets, which would be fired to return the Mercury Capsule to earth's atmosphere, were tested inside the Altitude Wind Tunnel in April 1960. A retrograde thrust stand was erected in the C corner in the wide end of the Altitude Wind Tunnel. This film contains footage from above and the side of the retrorockets firing.

The effect of intermediate altitude on the Army Physical Fitness Test.

PubMed

Perry, M E; Browning, R J; Jackson, R; Meyer, J

1992-10-01

Official physical training records of personnel stationed at intermediate altitude (elevation 5,280 feet) for at least 1 year were reviewed to gauge the effect of altitude on 2-mile running performance. An average of 48 additional seconds (a 5% increase in time) was required to complete the run compared to sea-level values in the same subjects. Run times gradually diminished during the first 9 months of assignment to altitude before stability was established. These data indicate that acclimatization occurs over several months. Even with acclimatization, substantial loss of performance is associated with habitation at intermediate altitude.

APOLLO 16 COMMANDER JOHN YOUNG ENTERS ALTITUDE CHAMBER FOR TESTS

NASA Technical Reports Server (NTRS)

1971-01-01

Apollo 16 commander John W. Young prepares to enter the lunar module in an altitude chamber in the Manned Spacecraft Operations Building at the spaceport prior to an altitude run. During the altitude run, in which Apollo 16 lunar module pilot Charles M. Duke also participated, the chamber was pumped down to simulate pressure at an altitude in excess of 200,000 feet. Young, Duke and command module pilot Thomas K. Mattingly II, are training at the Kennedy Space Center for the Apollo 16 mission. Launch is scheduled from Pad 39A, March 17, 1972.

Perseus B Landing on Runway

NASA Technical Reports Server (NTRS)

1999-01-01

The Perseus B high-altitude, remotely piloted research vehicle touches down on the runway at Edwards AFB, adjacent to NASA's Dryden Flight Research Center, after a test flight in September 1999. The Perseus B was the third version of the Perseus design developed by Aurora Flight Sciences under the Dryden-managed Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Engine Research Building’s Central Control Room

NASA Image and Video Library

1948-07-21

Operators in the Engine Research Building’s Central Control Room at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The massive 4.25-acre Engine Research Building contains dozens of test cells, test stands, and altitude chambers. A powerful collection of compressors and exhausters located in the central portion of the basement provided process air and exhaust for these test areas. This system is connected to similar process air systems in the laboratory’s other large test facilities. The Central Control Room coordinates this activity and communicates with the local utilities. This photograph was taken just after a major upgrade to the control room in 1948. The panels on the wall contain rudimentary floor plans of the different Engine Research Building sections with indicator lights and instrumentation for each test cell. The process air equipment included 12 exhausters, four compressors, a refrigeration system, cooling water, and an exhaust system. The operators in the control room kept in contact with engineers running the process air system and those conducting the tests in the test cells. The operators also coordinated with the local power companies to make sure enough electricity was available to operate the powerful compressors and exhausters.

On-board measurement of particle numbers and their size distribution from a light-duty diesel vehicle: Influences of VSP and altitude.

PubMed

Liu, Jia; Ge, Yunshan; Wang, Xin; Hao, Lijun; Tan, Jianwei; Peng, Zihang; Zhang, Chuanzhen; Gong, Huiming; Huang, Ying

2017-07-01

In this study, the particle size-resolved distribution from a China-3 certificated light-duty diesel vehicle was measured by using a portable emission measurement system (PEMS). In order to examine the influences of vehicle specific power (VSP) and high-altitude operation, measurements were conducted at 8 constant speeds, which ranged from 10 to 80km/hr at 10km/hr intervals, and two different high altitudes, namely 2200 and 3200m. The results demonstrated that the numbers of particles in all size ranges decreased significantly as VSP increased when the test vehicle was running at lower speeds (<20km/hr), while at a moderate speed (between 30 and 60km/hr), the particle number was statistically insensitive to increase VSP. Under high-speed cruising conditions, the numbers of ultrafine particles and PM 2.5 were insensitive to changes in VSP, but the numbers of nanoparticles and PM 10 surged considerably. An increase in the operational altitude of the test vehicle resulted in increased particle number emissions at low and high driving speeds; however, particle numbers obtained at moderate speeds decreased as altitude rose. When the test vehicle was running at moderate speeds, particle numbers measured at the two altitudes were very close, except for comparatively higher number concentrations of nanoparticles measured at 2200m. Copyright © 2017. Published by Elsevier B.V.

Ramjet Testing in the NACA's Altitude Wind Tunnel

NASA Image and Video Library

1946-02-21

A 20-inch diameter ramjet installed in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Altitude Wind Tunnel was used in the 1940s to study early ramjet configurations. Ramjets provide a very simple source of propulsion. They are basically a tube which takes in high-velocity air, ignites it, and then expels the expanded airflow at a significantly higher velocity for thrust. Ramjets are extremely efficient and powerful but can only operate at high speeds. Therefore a turbojet or rocket was needed to launch the vehicle. This NACA-designed 20-inch diameter ramjet was installed in the Altitude Wind Tunnel in May 1945. The ramjet was mounted under a section of wing in the 20-foot diameter test section with conditioned airflow ducted directly to the engine. The mechanic in this photograph was installing instrumentation devices that led to the control room. NACA researchers investigated the ramjet’s overall performance at simulated altitudes up to 47,000 feet. Thrust measurements from these runs were studied in conjunction with drag data obtained during small-scale studies in the laboratory’s small supersonic tunnels. An afterburner was attached to the ramjet during the portions of the test program. The researchers found that an increase in altitude caused a reduction in the engine’s horsepower. They also determined the optimal configurations for the flameholders, which provided the engine’s ignition source.

[Possibilities of the pharmacological correction of adaptive reactions of human organism in short-term moving from middle to high altitude].

PubMed

Kundashev, U K; Zurdinov, A Z; Barchukov, V G

2014-01-01

It was assessed the efficacy of drugs belonging to the class of actoprotectors and antihypoxants, which are prescribed for short-term adaptation of the human organism moving from middle altitude (1670 m) to high altitude (3750 m). Volunteers stayed at the middle altitude for 15 days before moving to the high altitude. Prior to climbing, upon arrival at high altitude, and on the 3rd day, the state of the CNS, cardiovascular system, red and white blood growth, and some indices of the energy exchange metabolism were assessed. Drugs or placebo were administered in tablets after the first testing (one hour before moving to high altitude), upon arrival at altitude (next day, after breakfast), and on the third day (one hour before last testing). It is established that a combination of metaprote and ladasten (in doses of 0.125 and 0.1 g, respectively) favors acceleration of the short-term adaptation, which is manifested by the improved tolerance of physical activity at high altitude and the acceleration of white and red blood growth. In case of the combined administration of both actoprotectors, the adaptive reactions of tolerance and blood system were more pronounced in comparison to the administration of hypoxen (0.5 g) alone. A distinguishing feature of the reaction of the human organism upon taking the combination of actoprotectors was that adaptation of the energy supply system (judging from metabolites studied) already took place in the first hours of staying at high altitudes, while the adaptation upon taking 0.5 g hypoxen was observed on the 3rd day and the adaptive reactions in placebo group were still developing on the 3rd day.

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

NASA Technical Reports Server (NTRS)

2002-01-01

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully thread control lines through a bulkhead during engine installation on NASA's Altair aircraft. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Initiation of Research at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1942-05-21

A group of National Advisory Committee for Aeronautics (NACA) officials and local dignitaries were on hand on May 8, 1942, to witness the Initiation of Research at the NACA's new Aircraft Engine Research Laboratory in Cleveland, Ohio. The group in this photograph was in the control room of the laboratory's first test facility, the Engine Propeller Research Building. The NACA press release that day noted, "First actual research activities in what is to be the largest aircraft engine research laboratory in the world was begun today at the National Advisory Committee for Aeronautics laboratory at the Cleveland Municipal Airport.” The ceremony, however, was largely symbolic since most of the laboratory was still under construction. Dr. George W. Lewis, the NACA's Director of Aeronautical Research, and John F. Victory, NACA Secretary, are at the controls in this photograph. Airport Manager John Berry, former City Manager William Hopkins, NACA Assistant Secretary Ed Chamberlain, Langley Engineer-in-Charge Henry Reid, Executive Engineer Carlton Kemper, and Construction Manager Raymond Sharp are also present. The propeller building contained two torque stands to test complete engines at ambient conditions. The facility was primarily used at the time to study engine lubrication and cooling systems for World War II aircraft, which were required to perform at higher altitudes and longer ranges than previous generations.

Helicopter pilot estimation of self-altitude in a degraded visual environment

NASA Astrophysics Data System (ADS)

Crowley, John S.; Haworth, Loran A.; Szoboszlay, Zoltan P.; Lee, Alan G.

2000-06-01

The effect of night vision devices and degraded visual imagery on self-attitude perception is unknown. Thirteen Army aviators with normal vision flew five flights under various visual conditions in a modified AH-1 (Cobra) helicopter. Subjects estimated their altitude or flew to specified altitudes while flying a series of maneuvers. The results showed that subjects were better at detecting and controlling changes in altitude than they were at flying to or naming a specific altitude. In cruise flight and descent, the subjects tended to fly above the desired altitude, an error in the safe direction. While hovering, the direction of error was less predictable. In the low-level cruise flight scenario tested in this study, altitude perception was affected more by changes in image resolution than by changes in FOV or ocularity.

Flight test of a low-altitude helicopter guidance system with obstacle avoidance capability

NASA Technical Reports Server (NTRS)

Zelenka, Richard E.; Clark, Raymond F.; Branigan, Robert G.

1995-01-01

Military aircraft regularly conduct missions that include low-atltitude, near-terrain flight in order to increase covertness and payload effectiveness. Civilian applications include airborne fire fighting, police surveillance, search and rescue, and helicopter emergency medical service. Several fixed-wing aircraft now employ terrain elevation maps and forward-pointed radars to achieve automated terrain following or terrain avoidance flight. Similar systems specialized to helicopters and their flight regime have not received as much attention. A helicopter guidance system relying on digitized terrain elevation maps has been developed that employs airborne navigation, mission requirements, aircraft performance limits, and radar altimeter returns to generate a valley-seeking, low-altitude trajectory between waypoints. The guidance trajectory is symbolically presented to the pilot on a helmet mounted display. This system has been flight tested to 150 ft (45.7 m) above ground level altitude at 80 kts, and is primarily limited by the ability of the pilot to perform manual detection and avoidance of unmapped hazards. In this study, a wide field of view laser radar sensor has been incorporated into this guidance system to assist the pilot in obstacle detection and avoidance, while expanding the system's operational flight envelope. The results from early flight tests of this system are presented. Low-altitude missions to 100 ft (30.5 m) altitude at 80n kts in the presence of unmapped natural and man-made obstacles were demonstrated while the pilot maintained situational awareness and tracking of the guidance trajectory. Further reductions in altitude are expected with continued flight testing.

The Effect of Acute and Chronic Exposure to Hypobaric Hypoxia on Loaded Squat Jump Performance

PubMed Central

García-Ramos, Amador; Padial, Paulino; De la Fuente, Blanca; Argüelles-Cienfuegos, Javier; Bonitch-Góngora, Juan

2017-01-01

Abstract The present study aimed (1) to compare loaded squat jump performance after an acute and chronic exposure to a moderate natural altitude between normoxia and hypobaric hypoxia conditions, and (2) to analyze the effect of an altitude training camp on loaded jump squat development. Sixteen male swimmers (17.1 ± 0.8 years) took part in a 17-day training camp at a natural moderate altitude. They were randomly tested in counterbalanced order on days 1 and 3 in normoxia and hypoxia (pretest) and on days 15 and 17 again in normoxia and hypoxia (posttest). The peak velocity reached with loads equivalent to 25%, 50%, 75% and 100% of swimmers’ pretest body weight in the loaded squat jump exercise was the dependent variable analyzed. An overall increase in peak velocity during the test performed in hypoxia of 6.5% in pretest (p < 0.001, ES = 0.98) and 4.5% in posttest (p < 0.001, ES = 0.81) was observed. An overall increment in peak velocity of 4.0% considering the data for normoxia tests (p < 0.001, ES = 0.61) and 2.1% considering the data for hypoxia tests (p = 0.008, ES = 0.36) was achieved after the altitude training camp. These results highlight the beneficial effects of hypobaric hypoxia on jump performance after short and longer term exposure to a natural moderate altitude. The increase in loaded squat jump performance following the 17-day training camp suggests that altitude training could constitute a favorable stimulus in explosive strength. PMID:28469753

Altitude-related hypoxia: risk assessment and management for passengers on commerical aircraft.

PubMed

Mortazavi, Amir; Eisenberg, Mark J; Langleben, David; Ernst, Pierre; Schiff, Renee L

2003-09-01

Individuals with pulmonary and cardiac disorders are particularly at risk of developing hypoxemia at altitude. Our objective is to describe the normal and maladaptive physiological responses to altitude-related hypoxia, to review existing methods and guidelines for preflight assessment of air travelers, and to provide recommendations for treatment of hypoxia at altitude. Falling partial pressure of oxygen with altitude results in a number of physiologic adaptations including hyperventilation, pulmonary vasoconstriction, altered ventilation/perfusion matching, and increased sympathetic tone. According to three guideline statements, the arterial pressure of oxygen (PaO2) should be maintained above 50 to 55 mm Hg at all altitudes. General indicators such as oxygen saturation and sea level blood gases may be useful in predicting altitude hypoxia. More specialized techniques for estimation of altitude PaO2, such as regression equations, hypoxia challenge testing, and hypobaric chamber exposure have also been examined. A regression equation using sea level PaO2 and spirometric parameters can be used to estimate PaO2 at altitude. Hypoxia challenge testing, performed by exposing subjects to lower inspired FIO2 at sea level may be more precise. Hypobaric chamber exposure, the gold standard, mimics lower barometric pressure, but is mainly used in research. Oxygen supplementation during air travel is needed for individuals with an estimated PaO2 (8000 ft) below 50 mmHg. There are a number of guidelines for the pre-flight assessment of patients with pulmonary and/or cardiac diseases. However, these data are based on small studies in patients with a limited group of diseases.

Altitude Wind Tunnel Control Room

NASA Image and Video Library

1945-05-21

Researchers at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory monitor a ramjet's performance in the Altitude Wind Tunnel from the control room. The soundproof control room was just a few feet from the tunnel’s 20-foot-diameter test section. In the control room, the operators could control all aspects of the tunnel’s operation, including the air density, temperature, and speed. They also operated the engine or test article in the test section by controlling the angle-of-attack, speed, power, and other parameters. The men in this photograph are monitoring the engine’s thrust and lift. A NACA-designed 20-inch-diameter ramjet was installed in the tunnel in May 1945. Thrust figures from these runs were compared with drag data from tests of scale models in small supersonic tunnels to verify the ramjet’s feasibility. The tunnel was used to analyze the ramjet’s overall performance up to altitudes of 47,000 feet and speeds to Mach 1.84. The researchers found that an increase in altitude caused a reduction in the engine’s horsepower and identified optimal flameholder configurations.

Perseus Taxi

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle is seen here as it taxis on Rogers Dry Lake, adjacent the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

The long, slender wing of the Perseus B remotely piloted research aircraft can be clearly seen in this photo, taken on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted aircraft, seen here on the ramp at NASA's Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Altitude Wind Tunnel Control Room at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-07-21

Operators in the control room for the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory remotely operate a Wright R–3350 engine in the tunnel’s test section. Four of the engines were used to power the B–29 Superfortress, a critical weapon in the Pacific theater during World War II. The wind tunnel, which had been in operation for approximately six months, was the nation’s only wind tunnel capable of testing full-scale engines in simulated altitude conditions. The soundproof control room was used to operate the wind tunnel and control the engine being run in the test section. The operators worked with assistants in the adjacent Exhauster Building and Refrigeration Building to manage the large altitude simulation systems. The operator at the center console controlled the tunnel’s drive fan and operated the engine in the test section. Two sets of pneumatic levers near his right forearm controlled engine fuel flow, speed, and cooling. Panels on the opposite wall, out of view to the left, were used to manage the combustion air, refrigeration, and exhauster systems. The control panel also displayed the master air speed, altitude, and temperature gauges, as well as a plethora of pressure, temperature, and airflow readings from different locations on the engine. The operator to the right monitored the manometer tubes to determine the pressure levels. Despite just being a few feet away from the roaring engine, the control room remained quiet during the tests.

Preliminary Results of British Nene II Engine Altitude-Chamber Performance Investigation. I - Altitude Performance Using Standard 18.75-Inch-Diameter Jet Nozzle. 1; Altitude Performance Using Standard 18.75-Inch-Diameter Jet Nozzle

NASA Technical Reports Server (NTRS)

Barson, Zelmar; Wilsted, H. D.

1948-01-01

An investigation is being conducted to determine the altitude performance characteristics of the British Nene II engine and its components. The present paper presents the preliminary results obtained using a standard jet nozzle. The test results presented are for conditions simulating altitudes from sea level to 60,000 feet and ram pressure ratios from 1.0 to 2.3. These ram pressure ratios correspond to flight Mach numbers between zero and 1.16 assuming a 100 percent ram recovery.

An assessment of the use of antimisting fuel in turbofan engines

NASA Technical Reports Server (NTRS)

Fiorentino, A.; Desaro, R.; Franz, T.

1980-01-01

The effects of antimisting kerosene on the performance of the components from the fuel system and the combustor of a JT8D aircraft engine were evaluated. The problems associated with antimisting kerosene were identified and the extent of shearing or degradation required to allow the engine components to achieve satisfactory operation were determined. The performance of the combustor was assessed in a high pressure facility and in an altitude relight/cold ignition facility. The performance of the fuel pump and control system was evaluated in an open loop simulation.

NACA Apprentice is Trained on the Lab's Altitude Systems

NASA Image and Video Library

1955-02-21

An apprentice at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory shown training on the altitude supply air systems in the Engine Research Building. An ongoing four-year apprentice program was established at the laboratory in 1949 to facilitate the close interaction of the lab’s engineers, mechanics, technicians, and scientists. The apprentice school covered a variety of trades including aircraft mechanic, electronics instrumentation, machinist, and altitude systems mechanic, seen in this photograph. The apprentices rotated through the various shops and facilities to provide them with a well-rounded understanding of the work at the lab. The specialized skills required meant that NACA apprentices were held to a higher standard than those in industry. They had to pass written civil service exams before entering the program. Previous experience with mechanical model airplanes, radio transmission, six months of work experience, or one year of trade school was required. The Lewis program was certified by both the Department of Labor and the State of Ohio. One hundred fifty of the 2,000 hours of annual training were spent in the classroom. The remainder was devoted to study of models and hands-on work in the facilities. Examinations were coupled with evaluation by supervisors in the shops. The apprentices were promoted through a series of grades until they reached journeyman status. Those who excelled in the Apprentice Program would be considered for a separate five-year engineering draftsman program.

Development and Testing of a USM High Altitude Balloon

NASA Astrophysics Data System (ADS)

Thaheer, A. S. Mohamed; Ismail, N. A.; Yusoff, S. H. Md.; Nasirudin, M. A.

2018-04-01

This paper discusses on tests conducted on the component and subsystem level during development of the USM High Altitude Balloon (HAB). The tests conducted by selecting initial components then tested individually based on several case studies such as reliability test, camera viewing, power consumption, thermal capability, and parachute performance. Then, the component is integrated into sub-system level for integration and functionality test. The preliminary result is utilized to tune the components and sub-systems and trial launch is conducted where the sample images are recorded and atmospheric data successfully collected.

SKYLAB (SL) MEDICAL EXPERIMENT ALTITUDE TEST (SMEAT) - MSC

NASA Image and Video Library

1972-06-16

S72-41858 (15 June 1972) --- Astronauts Robert L. Crippen, left, Skylab Medical Experiment Altitude Test (SMEAT) crew commander, and Dr. William E. Thornton, SMEAT science pilot, stand at the cabinet containing off duty recreation equipment. They are two members of a three-man SMEAT crew who will spend up to 56 days in the Crew Systems Division's 20-foot altitude chamber at the NASA Manned Spacecraft Center (MSC) beginning in mid-July to obtain medical data and evaluate medical experiment equipment for Skylab. Astronaut Karol J. Bobko, SMEAT pilot, the third crew member is not shown in this view. Photo credit: NASA

40 CFR 85.1515 - Emission standards and test procedures applicable to imported nonconforming motor vehicles and...

Code of Federal Regulations, 2011 CFR

2011-07-01

... All light-duty vehicles shall meet the applicable emission standards at both low and high-altitudes... sold to, or owned by, an importer for principal use at other than a designated high-altitude location... at a designated high-altitude location beginning with the 1988 model year. 4 All 1982 OP year and...

[Pecularities of organisation and health care delivery to military servicemen under conditions of mid- and high mountains].

PubMed

Khalimov, Yu Sh; Vetryakov, O V; Makiev, R G; Kuzmich, V G

2016-01-01

The authors present an analysis of adverse climatic factors mid- and high mountains, which have a significant negative impact on fighting facility and capacity for work in military servicemen that may cause an acute mountain sickness and severe complications (high altitude pulmonary edema and high-altitude cerebral edema). Complicated mechanisms of organism disorder are shown. Sophisticated medical and tactical factors of mountain theatre of war, defining the nature of actions of troops, require special approaches to organisation of medical support. One of the major tasks of the medical service and the commanders is the timely prevention of health disorders troops in mountainous terrain.

Experimental Characterization of Gas Turbine Emissions at Simulated Flight Altitude Conditions

NASA Technical Reports Server (NTRS)

Howard, R. P.; Wormhoudt, J. C.; Whitefield, P. D.

1996-01-01

NASA's Atmospheric Effects of Aviation Project (AEAP) is developing a scientific basis for assessment of the atmospheric impact of subsonic and supersonic aviation. A primary goal is to assist assessments of United Nations scientific organizations and hence, consideration of emissions standards by the International Civil Aviation Organization (ICAO). Engine tests have been conducted at AEDC to fulfill the need of AEAP. The purpose of these tests is to obtain a comprehensive database to be used for supplying critical information to the atmospheric research community. It includes: (1) simulated sea-level-static test data as well as simulated altitude data; and (2) intrusive (extractive probe) data as well as non-intrusive (optical techniques) data. A commercial-type bypass engine with aviation fuel was used in this test series. The test matrix was set by parametrically selecting the temperature, pressure, and flow rate at sea-level-static and different altitudes to obtain a parametric set of data.

Inspection of the New 10- by 10-Foot Supersonic Wind Tunnel

NASA Image and Video Library

1956-05-21

Attendees listen during the May 22, 1956 Inspection of the new 10- by 10-Foot Supersonic Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The facility, known at the time as the Lewis Unitary Plan Tunnel, was in its initial stages of operation. The $33 million 10- by 10 was the most powerful wind tunnel in the nation. Over 150 guests from industry, other NACA laboratories, and the media attended the event. The speakers, from left to right in the front row, addressed the crowd before the tour. Lewis Director Raymond Sharp began the event by welcoming the visitors to the laboratory. NACA Director Hugh Dryden discussed Congress’ Unitary Plan Act and its effect on the creation of the facility. Lewis Associate Director Abe Silverstein discussed the need for research tools and the 10- by 10’s place among the NACA’s other research facilities. Lewis Assistant Director Eugene Wasielewski described the detailed design work that went into the facility. Carl Schueller, Chief of the 10- by 10, described the tunnel’s components and how the facility operated. Robert Godman led the tour afterwards. The 10- by 10 can test engines up to five feet in diameter at supersonic speeds and simulated altitudes of 30 miles. Its main purpose is to investigate problems relating to engine inlet and outlet geometry, engine matching and interference effects, and overall drag. The tunnel’s 250,000-horsepower electric motor drive, the most powerful of its kind in the world, creates air speeds between Mach 2.0 and 3.5.

Fundamental Ice Crystal Accretion Physics Studies

NASA Technical Reports Server (NTRS)

Struk, Peter M.; Broeren, Andy P.; Tsao, Jen-Ching; Vargas, Mario; Wright, William B.; Currie, Tom; Knezevici, Danny; Fuleki, Dan

2012-01-01

Due to numerous engine power-loss events associated with high-altitude convective weather, ice accretion within an engine due to ice crystal ingestion is being investigated. The National Aeronautics and Space Administration (NASA) and the National Research Council (NRC) of Canada are starting to examine the physical mechanisms of ice accretion on surfaces exposed to ice-crystal and mixed-phase conditions. In November 2010, two weeks of testing occurred at the NRC Research Altitude Facility utilizing a single wedge-type airfoil designed to facilitate fundamental studies while retaining critical features of a compressor stator blade or guide vane. The airfoil was placed in the NRC cascade wind tunnel for both aerodynamic and icing tests. Aerodynamic testing showed excellent agreement compared with CFD data on the icing pressure surface and allowed calculation of heat transfer coefficients at various airfoil locations. Icing tests were performed at Mach numbers of 0.2 to 0.3, total pressures from 93 to 45 kPa, and total temperatures from 5 to 15 C. Ice and liquid water contents ranged up to 20 and 3 g/m3, respectively. The ice appeared well adhered to the surface in the lowest pressure tests (45 kPa) and, in a particular case, showed continuous leading-edge ice growth to a thickness greater than 15 mm in 3 min. Such widespread deposits were not observed in the highest pressure tests, where the accretions were limited to a small area around the leading edge. The suction surface was typically ice-free in the tests at high pressure, but not at low pressure. The icing behavior at high and low pressure appeared to be correlated with the wet-bulb temperature, which was estimated to be above 0 C in tests at 93 kPa and below 0 C in tests at lower pressure, the latter enhanced by more evaporative cooling of water. The authors believe that the large ice accretions observed in the low pressure tests would undoubtedly cause the aerodynamic performance of a compressor component such as a stator blade to degrade significantly, and could damage downstream components if shed.

Fundamental Ice Crystal Accretion Physics Studies

NASA Technical Reports Server (NTRS)

Currie, Tom; Knezevici, Danny; Fuleki, Dan; Struk, Peter M.; Broeren, Andy P.; Tsao, Jen-ching; Vargas, Mario; Wright, William

2011-01-01

Due to numerous engine power-loss events associated with high-altitude convective weather, ice accretion within an engine due to ice-crystal ingestion is being investigated. The National Aeronautics and Space Administration (NASA) and the National Research Council (NRC) of Canada are starting to examine the physical mechanisms of ice accretion on surfaces exposed to ice-crystal and mixed-phase conditions. In November 2010, two weeks of testing occurred at the NRC Research Altitude Facility utilizing a single wedge-type airfoil designed to facilitate fundamental studies while retaining critical features of a compressor stator blade or guide vane. The airfoil was placed in the NRC cascade wind tunnel for both aerodynamic and icing tests. Aerodynamic testing showed excellent agreement compared with CFD data on the icing pressure surface and allowed calculation of heat transfer coefficients at various airfoil locations. Icing tests were performed at Mach numbers of 0.2 to 0.3, total pressures from 93 to 45 kPa, and total temperatures from 5 to 15 C. Ice and liquid water contents ranged up to 20 and 3 grams per cubic meter, respectively. The ice appeared well adhered to the surface in the lowest pressure tests (45 kPa) and, in a particular case, showed continuous leading-edge ice growth to a thickness greater than 15 millimeters in 3 minutes. Such widespread deposits were not observed in the highest pressure tests, where the accretions were limited to a small area around the leading edge. The suction surface was typically ice-free in the tests at high pressure, but not at low pressure. The icing behavior at high and low pressure appeared to be correlated with the wet-bulb temperature, which was estimated to be above 0 C in tests at 93 kPa and below 0 C in tests at lower pressure, the latter enhanced by more evaporative cooling of water. The authors believe that the large ice accretions observed in the low pressure tests would undoubtedly cause the aerodynamic performance of a compressor component such as a stator blade to degrade significantly, and could damage downstream components if shed.

Status Update Report for the Peregrine 100km Sounding Rocket Project

NASA Technical Reports Server (NTRS)

Dyer, Jonny; Zilliac, Greg; Doran, Eric; Marzona, Mark Thadeus; Lohner, Kevin; Karlik, Evan; Cantwell, Brian; Karabeyoglu, Arif

2008-01-01

The Peregrine Sounding Rocket Program is a joint basic research program of NASA Ames Research Center, NASA Wallops, Stanford University and the Space Propulsion Group, Inc. (SPG). The goal is to determine the applicability of liquifying hybrid technology to a small launch system. The approach is to design, build, test and y a stable, efficient liquefying fuel hybrid rocket vehicle to an altitude of 100 km. The program was kicked o in October of 2006 and has seen considerable progress in the subsequent 18 months. Two virtually identical vehicles will be constructed and own out of the NASA Sounding Rocket Facility at Wallops Island. This paper presents the current status of the project as of June 2008. For background on the project, the reader is referred to last year's paper.

Base Flow Model Validation

NASA Technical Reports Server (NTRS)

Sinha, Neeraj; Brinckman, Kevin; Jansen, Bernard; Seiner, John

2011-01-01

A method was developed of obtaining propulsive base flow data in both hot and cold jet environments, at Mach numbers and altitude of relevance to NASA launcher designs. The base flow data was used to perform computational fluid dynamics (CFD) turbulence model assessments of base flow predictive capabilities in order to provide increased confidence in base thermal and pressure load predictions obtained from computational modeling efforts. Predictive CFD analyses were used in the design of the experiments, available propulsive models were used to reduce program costs and increase success, and a wind tunnel facility was used. The data obtained allowed assessment of CFD/turbulence models in a complex flow environment, working within a building-block procedure to validation, where cold, non-reacting test data was first used for validation, followed by more complex reacting base flow validation.

Chronoecological health watch of arterial stiffness and neuro-cardio-pulmonary function in elderly community at high altitude (3524 m), compared with Japanese town.

PubMed

Otsuka, K; Norboo, T; Otsuka, Y; Higuchi, H; Hayajiri, M; Narushima, C; Sato, Y; Tsugoshi, T; Murakami, S; Wada, T; Ishine, M; Okumiya, K; Matsubayashi, K; Yano, S; Chogyal, T; Angchuk, D; Ichihara, K; Cornélissen, G; Halberg, F

2005-10-01

Effects of high altitude on arterial stiffness and neuro-cardio-pulmonary function were studied. Blood pressure (BP) and heart rate (HR) were measured in a sitting position on resting Ladakhis, living at an altitude of 3250-4647 m (Phey village, 3250 m: 17 men and 55 women; Chumathang village, 4193 m: 29 men and 47 women; Sumdo village, 4540 m: 38 men and 57 women; and Korzok village, 4647 m: 84 men and 70 women). The neuro-cardio-pulmonary function, including the Kohs block design test, the Up and Go, the Functional Reach and the Button tests, was examined in 40 elderly subjects (19 men and 21 women, mean age: 74.7 +/- 3.3 years) in Leh, Ladakh (altitude: 3524 m), for comparison with 324 elderly citizens (97 men and 227 women, mean age: 80.7 +/- 4.7 years) of Tosa, Japan (altitude: 250 m). Cardio-Ankle Vascular Index (CAVI) was measured as the heart-ankle pulse wave velocity (PWV) in these subjects using a VaSera CAVI instrument (Fukuda Denshi, Tokyo). SpO(2) decreased while Hb and diastolic BP increased with increasing altitude. At higher altitude, residents were younger and leaner. Women in Leh vs. Tosa had a poorer cognitive function, estimated by the Kohs block design test (3.7 +/- 3.6 vs. 16.4 +/- 9.6 points, P < 0.0001) and poorer ADL functions (Functional Reach: 13.7 +/- 7.0 cm vs. 25.3 +/- 8.7 cm, P < 0.0001; Button test: 22.5 +/- 4.8 vs. 14.8 +/- 5.7 s, P < 0.0001). Time estimation was shorter at high altitude (60-s estimation with counting: 41.1% shorter in men and 23.0% shorter in women). A higher voltage of the QRS complex was observed in the ECG of Leh residents, but two times measurement of CAVI showed no statistically significant differences between Leh and Tosa (two times of CAVI measures; 9.49 vs. 10.01 m/s and 9.41 vs. 10.05 m/s, respectively), suggesting that most residents succeed to adapt sufficiently to the high-altitude environment. However, correlation of CAVI with age shows several cases who show an extreme increase in CAVI. Thus, for the prevention of stroke and other adverse cardiovascular outcomes, including dementia, CAVI may be very useful, especially at high altitude. In conclusion, elderly people living at high altitude have a higher risk of cardiovascular disease than low-latitude peers. To determine how these indices are associated with maintained cognitive function deserves further study by the longitudinal follow-up of these communities in terms of longevity and aging in relation to their neuro-cardio-pulmonary function.

A new low-turbulence wind tunnel for animal and small vehicle flight experiments

NASA Astrophysics Data System (ADS)

Quinn, Daniel B.; Watts, Anthony; Nagle, Tony; Lentink, David

2017-03-01

Our understanding of animal flight benefits greatly from specialized wind tunnels designed for flying animals. Existing facilities can simulate laminar flow during straight, ascending and descending flight, as well as at different altitudes. However, the atmosphere in which animals fly is even more complex. Flow can be laminar and quiet at high altitudes but highly turbulent near the ground, and gusts can rapidly change wind speed. To study flight in both laminar and turbulent environments, a multi-purpose wind tunnel for studying animal and small vehicle flight was built at Stanford University. The tunnel is closed-circuit and can produce airspeeds up to 50 m s-1 in a rectangular test section that is 1.0 m wide, 0.82 m tall and 1.73 m long. Seamless honeycomb and screens in the airline together with a carefully designed contraction reduce centreline turbulence intensities to less than or equal to 0.030% at all operating speeds. A large diameter fan and specialized acoustic treatment allow the tunnel to operate at low noise levels of 76.4 dB at 20 m s-1. To simulate high turbulence, an active turbulence grid can increase turbulence intensities up to 45%. Finally, an open jet configuration enables stereo high-speed fluoroscopy for studying musculoskeletal control in turbulent flow.

Perseus A, Part of the ERAST Program, in Flight

NASA Technical Reports Server (NTRS)

1993-01-01

The Perseus A remotely-piloted research vehicle flies low over Rogers Dry Lake on its maiden voyage Dec. 21, 1993, at the Dryden Flight Research Center, Edwards, California. The Perseus, designed and built by Aurora Flight Sciences Corp., was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle in flight at the Dryden Flight Research Center, Edwards, California in 1991. Perseus is one of several remotely-piloted aircraft designed for high-altitude, long-endurance scientific sampling missions being evaluated under the ERAST program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

The long, slender wing of the Perseus B high-altitude, remotely piloted research aircraft is clearly visible in this photo of the vehicle, taken on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus A in Flight with Moon

NASA Technical Reports Server (NTRS)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research aircraft, is seen here framed against the moon and sky during a research mission at the Dryden Flight Research Center, Edwards, California in August 1994. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Free Flight Ground Testing of ADEPT in Advance of the Sounding Rocket One Flight Experiment

NASA Technical Reports Server (NTRS)

Smith, B. P.; Dutta, S.

2017-01-01

The Adaptable Deployable Entry and Placement Technology (ADEPT) project will be conducting the first flight test of ADEPT, titled Sounding Rocket One (SR-1), in just two months. The need for this flight test stems from the fact that ADEPT's supersonic dynamic stability has not yet been characterized. The SR-1 flight test will provide critical data describing the flight mechanics of ADEPT in ballistic flight. These data will feed decision making on future ADEPT mission designs. This presentation will describe the SR-1 scientific data products, possible flight test outcomes, and the implications of those outcomes on future ADEPT development. In addition, this presentation will describe free-flight ground testing performed in advance of the flight test. A subsonic flight dynamics test conducted at the Vertical Spin Tunnel located at NASA Langley Research Center provided subsonic flight dynamics data at high and low altitudes for multiple center of mass (CoM) locations. A ballistic range test at the Hypervelocity Free Flight Aerodynamics Facility (HFFAF) located at NASA Ames Research Center provided supersonic flight dynamics data at low supersonic Mach numbers. Execution and outcomes of these tests will be discussed. Finally, a hypothesized trajectory estimate for the SR-1 flight will be presented.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft on the runway at Edwards Air Force Base, California at the conclusion of a development flight at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

The effect of moderate altitude on some respiratory parameters of physical education and sports' students.

PubMed

Orhan, O; Bilgin, U; Cetin, E; Oz, E; Dolek, B Ertas

2010-08-01

Analysis of the effects of moderate altitude on some respiratory functions of students enrolled in School of Physical Education and Sports. The study group comprised of 9 female and 10 male volunteers who were attending a 5-day skiing training camp. All participants were enrolled in School of Physical Education and Sports at Gazi University. The male students had an age range of 22.2 +/- 1.7 years, height of 175.0 +/- 4.3 cm, and body weight of 71.0 +/- 10.4 kg; the female students had an age range of 21.2 +/- 1.7 years, height of 167.1 +/- 4.9 cm, and body weight of 53.7 +/- 4.8 kg. Respiratory tests were performed on the 1st and 5th days (the first and second measurements) at an altitude of 1880 m (in Ilgaz Mountain); 10 days after being exposed to high altitude, further tests were performed at an altitude of 856 m (in Ankara) (the third measurement). Data were analyzed using SPSS software (version 10.0). Intragroup differences were analyzed using repeated measures analysis of variance (ANOVA). According to the results of normality test results, an independent-sample t test was used in comparisons between the groups. A significance level of p < .05 was used in analysis. Statistical analysis indicated that there was no significant difference between the intragroup comparisons of female and male students. Intergroup comparisons showed significant differences in forced vital capacity (FVC), forced expiratory volume (FEV), peak expiratory flow (PEF), maximal voluntary ventilation (MVV), and VC parameters (p < .05). The authors conclude that moderate altitude does not have any effect on some respiratory parameters after 5 days of skiing camp.

Fit for high altitude: are hypoxic challenge tests useful?

PubMed

Matthys, Heinrich

2011-02-28

Altitude travel results in acute variations of barometric pressure, which induce different degrees of hypoxia, changing the gas contents in body tissues and cavities. Non ventilated air containing cavities may induce barotraumas of the lung (pneumothorax), sinuses and middle ear, with pain, vertigo and hearing loss. Commercial air planes keep their cabin pressure at an equivalent altitude of about 2,500 m. This leads to an increased respiratory drive which may also result in symptoms of emotional hyperventilation. In patients with preexisting respiratory pathology due to lung, cardiovascular, pleural, thoracic neuromuscular or obesity-related diseases (i.e. obstructive sleep apnea) an additional hypoxic stress may induce respiratory pump and/or heart failure. Clinical pre-altitude assessment must be disease-specific and it includes spirometry, pulsoximetry, ECG, pulmonary and systemic hypertension assessment. In patients with abnormal values we need, in addition, measurements of hemoglobin, pH, base excess, PaO2, and PaCO2 to evaluate whether O2- and CO2-transport is sufficient.Instead of the hypoxia altitude simulation test (HAST), which is not without danger for patients with respiratory insufficiency, we prefer primarily a hyperoxic challenge. The supplementation of normobaric O2 gives us information on the acute reversibility of the arterial hypoxemia and the reduction of ventilation and pulmonary hypertension, as well as about the efficiency of the additional O2-flow needed during altitude exposure. For difficult judgements the performance of the test in a hypobaric chamber with and without supplemental O2-breathing remains the gold standard. The increasing numbers of drugs to treat acute pulmonary hypertension due to altitude exposure (acetazolamide, dexamethasone, nifedipine, sildenafil) or to other etiologies (anticoagulants, prostanoids, phosphodiesterase-5-inhibitors, endothelin receptor antagonists) including mechanical aids to reduce periodical or insufficient ventilation during altitude exposure (added dead space, continuous or bilevel positive airway pressure, non-invasive ventilation) call for further randomized controlled trials of combined applications.

The Effect of Oxygen Enrichment on Cardiorespiratory and Neuropsychological Responses in Workers With Chronic Intermittent Exposure to High Altitude (ALMA, 5,050 m)

PubMed Central

Moraga, Fernando A.; López, Iván; Morales, Alicia; Soza, Daniel; Noack, Jessica

2018-01-01

It is estimated that labor activity at high altitudes in Chile will increase from 60,000 to 120,000 workers by the year 2020. Oxygenation of spaces improves the quality of life for workers at high geographic altitudes (<5,000 m). The aim of this study was to determine the effect of a mobile oxygen module system on cardiorespiratory and neuropsychological performance in a population of workers from Atacama Large Millimeter/submillimeter Array (ALMA, 5,050 m) radiotelescope in the Chajnantor Valley, Chile. We evaluated pulse oximetry, systolic and diastolic arterial pressure (SAP/DAP), and performed neuropsychological tests (Mini-Mental State examination, Rey-Osterrieth Complex Figure test) at environmental oxygen conditions (5,050 m), and subsequently in a mobile oxygenation module that increases the fraction of oxygen in order to mimic the higher oxygen partial pressure of lower altitudes (2,900 m). The use of module oxygenation at an altitude of 5,050 m, simulating an altitude of 2,900 m, increased oxygen saturation from 84 ± 0.8 to 91 ± 0.8% (p < 0.00001), decreased heart rate from 90 ± 8 to 77 ± 12 bpm (p < 0.01) and DAP from 96 ± 3 to 87 ± 5 mmHg (p < 0.01). In addition, mental cognitive state of workers (Mini-Mental State Examination) shown an increased from 19 to 31 points (p < 0.02). Furthermore, the Rey-Osterrieth Complex Figure test (memory) shown a significant increase from 35 to 70 (p < 0.0001). The results demonstrate that the use of an oxygen module system at 5,050 m, simulating an altitude equivalent to 2,900 m, by increasing FiO2 at 28%, significantly improves cardiorespiratory response and enhances neuropsychological performance in workers exposed to an altitude of 5,050 m. PMID:29628892

Computational Analyses in Support of Sub-scale Diffuser Testing for the A-3 Facility. Part 1; Steady Predictions

NASA Technical Reports Server (NTRS)

Allgood, Daniel C.; Graham, Jason S.; Ahuja, Vineet; Hosangadi, Ashvin

2008-01-01

Simulation technology can play an important role in rocket engine test facility design and development by assessing risks, providing analysis of dynamic pressure and thermal loads, identifying failure modes and predicting anomalous behavior of critical systems. Advanced numerical tools assume greater significance in supporting testing and design of high altitude testing facilities and plume induced testing environments of high thrust engines because of the greater inter-dependence and synergy in the functioning of the different sub-systems. This is especially true for facilities such as the proposed A-3 facility at NASA SSC because of a challenging operating envelope linked to variable throttle conditions at relatively low chamber pressures. Facility designs in this case will require a complex network of diffuser ducts, steam ejector trains, fast operating valves, cooling water systems and flow diverters that need to be characterized for steady state performance. In this paper, we will demonstrate with the use of CFD analyses s advanced capability to evaluate supersonic diffuser and steam ejector performance in a sub-scale A-3 facility at NASA Stennis Space Center (SSC) where extensive testing was performed. Furthermore, the focus in this paper relates to modeling of critical sub-systems and components used in facilities such as the A-3 facility. The work here will address deficiencies in empirical models and current CFD analyses that are used for design of supersonic diffusers/turning vanes/ejectors as well as analyses for confined plumes and venting processes. The primary areas that will be addressed are: (1) supersonic diffuser performance including analyses of thermal loads (2) accurate shock capturing in the diffuser duct; (3) effect of turning duct on the performance of the facility (4) prediction of mass flow rates and performance classification for steam ejectors (5) comparisons with test data from sub-scale diffuser testing and assessment of confidence levels in CFD based flowpath modeling of the facility. The analyses tools used here expand on the multi-element unstructured CFD which has been tailored and validated for impingement dynamics of dry plumes, complex valve/feed systems, and high pressure propellant delivery systems used in engine and component test stands at NASA SSC. The analyses performed in the evaluation of the sub-scale diffuser facility explored several important factors that influence modeling and understanding of facility operation such as (a) importance of modeling the facility with Real Gas approximation, (b) approximating the cluster of steam ejector nozzles as a single annular nozzle, (c) existence of mixed subsonic/supersonic flow downstream of the turning duct, and (d) inadequacy of two-equation turbulence models in predicting the correct pressurization in the turning duct and expansion of the second stage steam ejectors. The procedure used for modeling the facility was as follows: (i) The engine, test cell and first stage ejectors were simulated with an axisymmetric approximation (ii) the turning duct, second stage ejectors and the piping downstream of the second stage ejectors were analyzed with a three-dimensional simulation utilizing a half-plane symmetry approximation. The solution i.e. primitive variables such as pressure, velocity components, temperature and turbulence quantities were passed from the first computational domain and specified as a supersonic boundary condition for the second simulation. (iii) The third domain comprised of the exit diffuser and the region in the vicinity of the facility (primary included to get the correct shock structure at the exit of the facility and entrainment characteristics). The first set of simulations comprising the engine, test cell and first stage ejectors was carried out both as a turbulent real gas calculation as well as a turbulent perfect gas calculation. A comparison for the two cases (Real Turbulent and Perfect gas turbulent) of the Ma Number distribution and temperature distributions are shown in Figures 1 and 2 respectively. The Mach Number distribution shows small yet distinct differences between the two cases such as locations of shocks/shock reflections and a slightly different impingement point on the wall of the diffuser from the expansion at the exit of the nozzle. Similarly the temperature distribution indicates different flow recirculation patterns in the test cell. Both cases capture all the essential flow phenomena such as the shock-boundary layer interaction, plume expansion, expansion of the first stage ejectors, mixing between the engine plume and the first stage ejector flow and pressurization due to the first stage ejectors. The final paper will discuss thermal loads on the walls of the diffuser and cooling mechanisms investigated.

The Effects of a 10-day Altitude Training Camp at 1828 Meters on Varsity Cross-Country Runners

PubMed Central

DIEBEL, SEBASTIAN R.; NEWHOUSE, IAN; THOMPSON, DAVID S.; JOHNSON, VINEET B.K.

2017-01-01

Altitude training has been shown to alter blood lactate (BL) levels due to alterations resulting from acclimatization. This study aims to estimate the impact of altitude training on BL changes immediately following an incremental treadmill test and during recovery before and after 10-day altitude training at approximately 1828 meters. Eight varsity cross-country runners performed an incremental treadmill test (ITT), pre and post-altitude training. Resting and post-warm-up BL values were recorded. During ITT, heart rate (HR), oxygen saturation (SpO2), and time to exhaustion were monitored. BL was also measured post-ITT at 0, 2, 4, 6, and 8 minutes. The average of all BL values was higher following altitude intervention (8.8 ± 4.6 mmol/L) compared to pre-intervention (7.4 ± 3.3 mmol/L). These differences were statistically significant (t(6) = −2.40, p = .026). BL immediately (0 minutes) after the ITT was higher following the altitude intervention (13.6 ± 3.6 mmol/L) compared to pre-intervention (9.7 ± 3.8 mmol/L) and was statistically significant (t(7) = −3.30, p = .006). Average HR during the ITT was lower following the altitude intervention (176.9 ± 11.1 bpm) compared to pre (187 ± 9.5 bpm), these differences were statistically significant (t(28)= 18.07, p= <.001. Time to exhaustion was longer after the intervention, however was not statistically significant p = 0.13. These findings indicate that a 10 - day altitude intervention at 1828 meters may benefit varsity cross-country runners. The higher post-exercise BL may be attributed to more anaerobic contributions. Lower HR may suggest a larger stroke volume and/or more efficient O2 carrying capacity. PMID:28479950

GPS World, Innovation: Autonomous Navigation at High Earth Orbits

NASA Technical Reports Server (NTRS)

Bamford, William; Winternitz, Luke; Hay, Curtis

2005-01-01

Calculating a spacecraft's precise location at high orbital altitudes-22,000 miles (35,800 km) and beyond-is an important and challenging problem. New and exciting opportunities become possible if satellites are able to autonomously determine their own orbits. First, the repetitive task of periodically collecting range measurements from terrestrial antennas to high altitude spacecraft becomes less important-this lessens competition for control facilities and saves money by reducing operational costs. Also, autonomous navigation at high orbital altitudes introduces the possibility of autonomous station keeping. For example, if a geostationary satellite begins to drift outside of its designated slot it can make orbit adjustments without requiring commands from the ground. Finally, precise onboard orbit determination opens the door to satellites flying in formation-an emerging concept for many scientific space applications. The realization of these benefits is not a trivial task. While the navigation signals broadcast by GPS satellites are well suited for orbit and attitude determination at lower altitudes, acquiring and using these signals at geostationary (GEO) and highly elliptical orbits is much more difficult. The light blue trace describes the GPS orbit at approximately 12,550 miles (20,200 km) altitude. GPS satellites were designed to provide navigation signals to terrestrial users-consequently the antenna array points directly toward the earth. GEO and HE0 orbits, however, are well above the operational GPS constellation, making signal reception at these altitudes more challenging. The nominal beamwidth of a Block II/IIA GPS satellite antenna array is approximately 42.6 degrees. At GEO and HE0 altitudes, most of these primary beam transmissions are blocked by the Earth, leaving only a narrow region of nominal signal visibility near opposing limbs of the earth. This region is highlighted in gray. If GPS receivers at GEO and HE0 orbits were designed to use these higher power signals only, precise orbit determination would not be practical. Fortunately, the GPS satellite antenna array also produces side lobe signals at much lower power levels. NASA has designed and tested the Navigator, a new GPS receiver that can acquire and track these weaker signals, thereby dramatically increasing the signal visibility at these altitudes. While using much weaker signals is a fundamental requirement for a high orbital altitude GPS receiver, it is certainly not the only challenge. There are other unique characteristics of this application that must also be considered. For example, Position Dilution of Precision (PDOP) figures are much higher at GEO and HE0 altitudes because visible GPS satellites are concentrated in a much smaller area with respect to the spacecraft antenna. These poor PDOP values contribute considerable error to the point solutions calculated by the spacecraft GPS receiver. Finally, spacecraft GPS receivers must be designed to withstand a variety of extreme environmental conditions. Variations in acceleration between launch and booster separation are extreme. Temperature gradients in the space environment are also severe. Furthermore, radiation effects are a major concern-spacecraft-borne GPS receivers must be designed with radiation-hardened electronics to guard against this phenomenon, otherwise they simply will not work. Perhaps most importantly, there are no opportunities to repair or modify any space-borne GPS receiver after it has been launched. Great care must be taken to ensure all performance characteristics have been analyzed prior to liftoff.

The effect on engine performance of change in jacket-water outlet temperature

NASA Technical Reports Server (NTRS)

Garlock, E A; Ellis, Greer

1933-01-01

Tests made on a Curtiss D-12 engine in the Altitude Laboratory at the Bureau of Standards show the following effects on engine performance of change in jacket-water outlet temperature: 1) Friction at all altitudes is a linear function of the jacket-water temperature, decreasing with increasing temperature. 2) The brake horsepower below an altitude of about 9,000 feet decreases, and at higher altitudes increases, with jacket-water temperature. 3) The brake specific fuel consumption tends to decrease, at all altitudes, with increasing jacket-water temperature. 4) The percentage change in brake power output is roughly equal to the algebraic sum of the percentage change in volumetric efficiency and mechanical efficiency.

Aeronautic Instruments. Section II : Altitude Instruments

NASA Technical Reports Server (NTRS)

Mears, A H; Henrickson, H B; Brombacher, W G

1923-01-01

This report is Section two of a series of reports on aeronautic instruments (Technical Report nos. 125 to 132, inclusive). This section discusses briefly barometric altitude determinations, and describes in detail the principal types of altimeters and barographs used in aeronautics during the recent war. This is followed by a discussion of performance requirements for such instruments and an account of the methods of testing developed by the Bureau of Standards. The report concludes with a brief account of the results of recent investigations. For accurate measurements of altitude, reference must also be made to thermometer readings of atmospheric temperature, since the altitude is not fixed by atmospheric pressure alone. This matter is discussed in connection with barometric altitude determination.

Lewis Research Center R and D Facilities

NASA Technical Reports Server (NTRS)

1991-01-01

The NASA Lewis Research Center (LeRC) defines and develops advanced technology for high priority national needs. The work of the Center is directed toward new propulsion, power, and communications technologies for application to aeronautics and space, so that U.S. leadership in these areas is ensured. The end product is knowledge, usually in a report, that is made fully available to potential users--the aircraft engine industry, the energy industry, the automotive industry, the space industry, and other NASA centers. In addition to offices and laboratories for almost every kind of physical research in such fields as fluid mechanics, physics, materials, fuels, combustion, thermodynamics, lubrication, heat transfer, and electronics, LeRC has a variety of engineering test cells for experiments with components such as compressors, pumps, conductors, turbines, nozzles, and controls. A number of large facilities can simulate the operating environment for a complete system: altitude chambers for aircraft engines; large supersonic wind tunnels for advanced airframes and propulsion systems; space simulation chambers for electric rockets or spacecraft; and a 420-foot-deep zero-gravity facility for microgravity experiments. Some problems are amenable to detection and solution only in the complete system and at essentially full scale. By combining basic research in pertinent disciplines and generic technologies with applied research on components and complete systems, LeRC has become one of the most productive centers in its field in the world. This brochure describes a number of the facilities that provide LeRC with its exceptional capabilities.

Applications of UAVs for Remote Sensing of Critical Infrastructure

NASA Technical Reports Server (NTRS)

Wegener, Steve; Brass, James; Schoenung, Susan

2003-01-01

The surveillance of critical facilities and national infrastructure such as waterways, roadways, pipelines and utilities requires advanced technological tools to provide timely, up to date information on structure status and integrity. Unmanned Aerial Vehicles (UAVs) are uniquely suited for these tasks, having large payload and long duration capabilities. UAVs also have the capability to fly dangerous and dull missions, orbiting for 24 hours over a particular area or facility providing around the clock surveillance with no personnel onboard. New UAV platforms and systems are becoming available for commercial use. High altitude platforms are being tested for use in communications, remote sensing, agriculture, forestry and disaster management. New payloads are being built and demonstrated onboard the UAVs in support of these applications. Smaller, lighter, lower power consumption imaging systems are currently being tested over coffee fields to determine yield and over fires to detect fire fronts and hotspots. Communication systems that relay video, meteorological and chemical data via satellite to users on the ground in real-time have also been demonstrated. Interest in this technology for infrastructure characterization and mapping has increased dramatically in the past year. Many of the UAV technological developments required for resource and disaster monitoring are being used for the infrastructure and facility mapping activity. This paper documents the unique contributions from NASA;s Environmental Research Aircraft and Sensor Technology (ERAST) program to these applications. ERAST is a UAV technology development effort by a consortium of private aeronautical companies and NASA. Details of demonstrations of UAV capabilities currently underway are also presented.

Human-in-the-Loop Integrated Life Support Systems Ground Testing

NASA Technical Reports Server (NTRS)

Henninger, Donald L.; Marmolejo, Jose A.; Westheimer, David T.

2011-01-01

Human exploration missions beyond low earth orbit will be long duration with abort scenarios of days to months. This necessitates provisioning the crew with all the things they will need to sustain themselves while carrying out mission objectives. Systems engineering and integration is critical to the point where extensive integrated testing of life support systems on the ground is required to identify and mitigate risks. Ground test facilities (human-rated altitude chamber) at the Johnson Space Center are being readied to integrate all the systems for a mission along with a human test crew. The relevant environment will include deep space habitat human accommodations, sealed atmosphere of 8 psi total pressure and 32% oxygen concentration, life support systems (food, air, water), communications, crew accommodations, medical, EVA, tools, etc. Testing periods will approximate those of the expected missions (such as a near Earth asteroid, Earth-Moon L2 or L1, the moon). This type of integrated testing is needed for research and technology development as well as later during the mission design, development, test, and evaluation (DDT&E) phases of an approved program. Testing will evolve to be carried out at the mission level fly the mission on the ground . Mission testing will also serve to inform the public and provide the opportunity for active participation by international partners.

Determination of Barometric Altimeter Errors for the Orion Exploration Flight Test-1 Entry

NASA Technical Reports Server (NTRS)

Brown, Denise L.; Bunoz, Jean-Philippe; Gay, Robert

2012-01-01

The Exploration Flight Test 1 (EFT-1) mission is the unmanned flight test for the upcoming Multi-Purpose Crew Vehicle (MPCV). During entry, the EFT-1 vehicle will trigger several Landing and Recovery System (LRS) events, such as parachute deployment, based on on-board altitude information. The primary altitude source is the filtered navigation solution updated with GPS measurement data. The vehicle also has three barometric altimeters that will be used to measure atmospheric pressure during entry. In the event that GPS data is not available during entry, the altitude derived from the barometric altimeter pressure will be used to trigger chute deployment for the drogues and main parachutes. Therefore it is important to understand the impact of error sources on the pressure measured by the barometric altimeters and on the altitude derived from that pressure. The error sources for the barometric altimeters are not independent, and many error sources result in bias in a specific direction. Therefore conventional error budget methods could not be applied. Instead, high fidelity Monte-Carlo simulation was performed and error bounds were determined based on the results of this analysis. Aerodynamic errors were the largest single contributor to the error budget for the barometric altimeters. The large errors drove a change to the altitude trigger setpoint for FBC jettison deploy.

B-29 Superfortress with Ramjet Missile

NASA Image and Video Library

1948-08-21

The NACA’s Lewis Flight Propulsion Laboratory used a Boeing B‒29 Superfortress as a testbed for ramjet investigations in the late 1940s. Lewis researchers conducted a wide variety of studies on ramjets to determine basic the operational data necessary to design missiles. Extensive wind tunnel and test stand studies were augmented by actual flight tests. Lewis engineers modified this B‒29 so that the ramjet could be stored in the bomb bay. Once the aircraft reached the desired altitude and speed, a mechanical arm suspended the ramjet 52 inches below the bomb bay. The ramjet’s angle-of-attack could be independently adjusted, and a periscope permitted a view of the test article from inside the aircraft. Researchers took measurements in free-stream conditions at speeds up to Mach 0.51 and at altitudes ranging from 5,000 to 30,000 feet. They then shut the ramjet down and retracted it into the aircraft. The researchers first determined that 14,000 feet was the maximum altitude at which the engine could be ignited by spark. They used flares to start the engine at altitudes up to 30,000 feet. They were able to determine maximum combustion efficiencies, response time to changes in fuel flow, and minimum fuel-air ratios. Overall the ramjet operated well at all speeds and altitudes.

Hypervelocity impact facility for simulating materials exposure to impact by space debris

NASA Technical Reports Server (NTRS)

Rose, M. F.; Best, S.; Chaloupka, T.; Stephens, B.; Crawford, G.

1993-01-01

As a result of man's venturing into space, the local debris contributed by his presence exceeds, at some orbital altitudes, that of the natural component. Man's contribution ranges from fuel residue to large derelect satellites that weigh many kilograms. Current debris models are able to predict the growth of the problem and suggest that spacecraft must employ armor or bumper shields for some orbital altitudes now, and that, the problem will become worse as a function of time. The practical upper limit to the velocity distribution is on the order of 40 km/s and is associated with the natural environment. The maximum velocity of the man-made component is in the 14-16 km/s range. The Long Duration Exposure Facility (LDEF) has verified that the 'high probability of impact' particles are in the microgram to milligram range. These particles can have significant effects on coatings, insulators, and thin metallic layers. The surface of thick materials becomes pitted and the local debris component is enhanced by ejecta from the debris spectrum in a controlled environment. The facility capability is discussed in terms of drive geometry, energetics, velocity distribution, diagnostics, and projectile/debris loading. The facility is currently being used to study impact phenomena on Space Station Freedom's solar array structure, other solar array materials, potential structural materials for use in the station, electrical breakdown in the space environment, and as a means of clarifying or duplicating the impact phenomena on the LDEF surfaces. The results of these experiments are described in terms of the mass/velocity distribution incident on selected samples, crater dynamics, and sample geometry.

Five Years of JOSIE: Assessment of the Performance of Ozone Sondes Under Quasi-Flight Conditions in the Environmental Simulation Chamber With Regard to Satellite Validation

NASA Astrophysics Data System (ADS)

Smit, H. G.; Straeter, W.; Helten, M.; Kley, D.

2002-05-01

Up to an altitude of about 20 km ozone sondes constitute the most important data source with long term data coverage for the derivation of ozone trends with sufficient vertical resolution, particularly in the important altitude region around the tropopause. In this region and also above in lower/middle stratosphere up to 30-35 km altitude ozone sondes are of crucial importance to validate and evaluate satellite measurements, particularly for their long term stability. Each ozone sounding is made with an individual disposable instrument and, therefore, have to be characterized well prior to flight. Therefore, quality assurance of ozone sonde performance is a pre-requisite. As part of the quality assurance (QA) plan for ozone sondes that are in routine use in the Global Atmosphere Watch program of the World Meteorological Organization the environmental simulation chamber at the Research Centre Juelich (Germany) is established as World Calibration Centre for Ozone Sondes. The facility enables control of pressure, temperature and ozone concentration and can simulate flight conditions of ozone soundings up to an altitude of 35 km, whereby an accurate UV-photometer serves as a reference. In the scope of this QA-plan for ozonesondes since 1996 several JOSIE (= Juelich Ozone Sonde Intercomparison Experiment) experiments to assess the performance of ozone sondes of different types and manufacturers have been conducted at the calibration facility. We will present an overview of the results obtained from the different JOSIE experiments. The results will be discussed with regard to the use of ozone sondes to validate satellite measurements. Special attention will be paid to the influence of operating procedures on the performance of sondes and the need for standardization to assure ozone sounding data of sufficient quality to use for satellite validations.

Exhaust gas treatment in testing nuclear rocket engines

NASA Astrophysics Data System (ADS)

Zweig, Herbert R.; Fischler, Stanley; Wagner, William R.

1993-01-01

With the exception of the last test series of the Rover program, Nuclear Furnace 1, test-reactor and rocket engine hydrogen gas exhaust generated during the Rover/NERVA program was released directly to the atmosphere, without removal of the associated fission products and other radioactive debris. Current rules for nuclear facilities (DOE Order 5480.6) are far more protective of the general environment; even with the remoteness of the Nevada Test Site, introduction of potentially hazardous quantities of radioactive waste into the atmosphere must be scrupulously avoided. The Rocketdyne treatment concept features a diffuser to provide altitude simulation and pressure recovery, a series of heat exchangers to gradually cool the exhaust gas stream to 100 K, and an activated charcoal bed for adsorption of inert gases. A hydrogen-gas fed ejector provides auxiliary pumping for startup and shutdown of the engine. Supplemental filtration to remove particulates and condensed phases may be added at appropriate locations in the system. The clean hydrogen may be exhausted to the atmosphere and flared, or the gas may be condensed and stored for reuse in testing. The latter approach totally isolates the working gas from the environment.

Liquid Oxygen/Liquid Methane Integrated Propulsion System Test Bed

NASA Technical Reports Server (NTRS)

Flynn, Howard; Lusby, Brian; Villemarette, Mark

2011-01-01

In support of NASA?s Propulsion and Cryogenic Advanced Development (PCAD) project, a liquid oxygen (LO2)/liquid methane (LCH4) Integrated Propulsion System Test Bed (IPSTB) was designed and advanced to the Critical Design Review (CDR) stage at the Johnson Space Center. The IPSTB?s primary objectives are to study LO2/LCH4 propulsion system steady state and transient performance, operational characteristics and to validate fluid and thermal models of a LO2/LCH4 propulsion system for use in future flight design work. Two phase thermal and dynamic fluid flow models of the IPSTB were built to predict the system performance characteristics under a variety of operating modes and to aid in the overall system design work. While at ambient temperature and simulated altitude conditions at the White Sands Test Facility, the IPSTB and its approximately 600 channels of system instrumentation would be operated to perform a variety of integrated main engine and reaction control engine hot fire tests. The pressure, temperature, and flow rate data collected during this testing would then be used to validate the analytical models of the IPSTB?s thermal and dynamic fluid flow performance. An overview of the IPSTB design and analytical model development will be presented.

KSC-2014-2867

NASA Image and Video Library

2014-06-08

CAPE CANAVERAL, Fla. -- Inside the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, the Orion service module has been secured in the Final Assembly and System Testing, or FAST, cell. The Orion crew module will be stacked on the service module in the FAST cell and then both modules will be put through their final system tests for Exploration Flight Test-1, or EFT-1, before rolling out of the facility for integration with the United Launch Alliance Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of Orion, EFT-1, is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Glenn Benson

KSC-2014-2866

NASA Image and Video Library

2014-06-08

CAPE CANAVERAL, Fla. -- Inside the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida, the Orion service module has been secured in the Final Assembly and System Testing, or FAST, cell. The Orion crew module will be stacked on the service module in the FAST cell and then both modules will be put through their final system tests for Exploration Flight Test-1, or EFT-1, before rolling out of the facility for integration with the United Launch Alliance Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of Orion, EFT-1, is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Glenn Benson

Altitude-Compensating Nozzle (ACN) Project: Planning for Dual-Bell Rocket Nozzle Flight Testing on the NASA F-15B

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Bui, Trong T.; Ruf, Joseph H.

2013-01-01

For more than a half-century, several types of altitude-compensating nozzles have been proposed and analyzed, but very few have been adequately tested in a relevant flight environment. One type of altitude-compensating nozzle is the dual-bell rocket nozzle, which was first introduced into literature in 1949. Although the dual-bell rocket nozzle has been thoroughly studied, this nozzle has still not been tested in a relevant flight environment. This poster presents the top-level rationale and preliminary plans for conducting flight research with the dual-bell rocket nozzle, while exhausting the plume into the freestream flow field at various altitudes. The primary objective is to gain a greater understanding of the nozzle plume sensitivity to freestream flight effects, which will also include detailed measurements of the plume mode transition within the nozzle. To accomplish this goal, the NASA F-15B is proposed as the testbed for advancing the technology readiness level of this greatly-needed capability. All proposed tests include the quantitative performance analysis of the dual-bell rocket nozzle as compared with the conventional-bell nozzle.

Centaur Standard Shroud (CSS) Heated Altitude Jettison Tests

NASA Technical Reports Server (NTRS)

1975-01-01

Altitude jettison tests, at a pressure of 20 torr (0.39 psia), were performed on the Centaur Standard Shroud (CSS) in a 100-foot diameter vacuum chamber. These jettison tests were part of a series of flight qualification tests which were performed on the new CSS system in preparation for the Helios and Viking missions. The first two tests subjected the CSS to a thermal cycle which simulated aerodynamic heating during ascent flight and the third test was performed at altitude pressure and in ambient temperature conditions. The purpose of the ambient temperature test was to provide base line data by which the separate machanical and thermal factors that influence jettison performance could be evaluated individually. The CSS was successfully jettisoned in each of the three tests. Also, thermal, stress, and structural deflection data were obtained which verified the analytical predictions of CSS response to flight environmental conditions and performance during jettison. In addition, much important information was obtained on critical CSS-to-payload clearance losses due to shell motions prior to and during jettison. The effectiveness of the separation system was successfully demonstrated at maximum flight temperatures.

Upper-stratospheric glider flights for low-g experimentation

NASA Astrophysics Data System (ADS)

Loesch, Adam

Near Space Corporation's fully-operational High Altitude Shuttle System (HASS) consists of a glider carried to 100,000ft by a high altitude balloon. Originally intended to safely return sensitive instrumentation from altitude back to Earth, the glider provides the opportunity to fly ultra-smooth "parabolas" for low-g experimentation. This work models the dynamic behavior of the glider using aerodynamic parameters of a scaled F-4 Phantom to determine the optimal flight path during descent. Low-g parabola and pull-up pairs are flown until the altitude drops below 18km, approaching the maximum altitude of controlled airspace. With this model, it was found that eleven low-g parabolas can be flown to yield 137 seconds of total test time at an average RMS g-loading of 4.9x10 -2. By changing the weighting factor of the merit function, a tradeoff can be made to increase total test time at the expense of increasing g-loading, or vice-versa. A preliminary design exercise for an improved glider is conducted based on lessons learned from the scaled F-4 flight results.

The Effect of Valve Timing Upon the Performance of a Supercharged Engine at Altitude and an Unsupercharged Engine at Sea Level

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Biermann, Arnold E

1932-01-01

This investigation was conducted to determine the comparative effects of valve timing on the performance of an unsupercharged engine at sea level and a supercharged engine at altitude. The tests were conducted on the NACA universal test engine. The timing of the four valve events was varied over a wide range; the engine speeds were varied between 1,050 and 1,500 r.p.m.; the compression ratios were varied between 4.35:1 and 7.35:1. The conditions of exhaust pressure and carburetor pressure of a supercharged engine were simulated for altitudes between 0 and 18,000 feet. The results show that optimum valve timing for a supercharged engine at an altitude of 18,000 feet differs slightly from that for an unsupercharged engine at sea level. A small increase in power is obtained by using the optimum timing for 18,000 feet for altitudes above 5,000 feet. The timing of the intake opening and exhaust closing becomes more critical as the compression ratio is increased.

Lidar observations of high altitude cirrus near the tropical tropopause

NASA Astrophysics Data System (ADS)

Parameswaran, K.; Kumar, S. Sunil; Krishna Murthy, B.

High altitude cirrus plays a significant role in atmospheric chemistry, radiation and troposphere-stratosphere exchanges. Studies on their global morphology using satellite data (SAGE) suggests that over the tropics these clouds occur quite frequently in the altitude region around 14 to 16 km with favoured locations centred over Southern Asia, India and Mexico. A monostatic Nd:YAG lidar (operating at 532 nm wavelength) located at National MST Radar Facility (NMRF), Gadanki (13.5°N, 79.2°E) provides an excellent opportunity to study the properties of these clouds. Lidar observations for ~120 nights during the period January 1999 to March 2000 are used to investigate the physical and optical properties of these clouds aswell as their spatial (altitude) and temporal variability. Based on optical depth ( c ) cirrus clouds are classified as Sub-visual Cirrus (SVC) with c 0.03, Thin Cirrus (TC) with 0.030.3. While SVCs are observed anywhere in the altitude region 12 to 18 km, with favoured altitude above 15 km, TCs and DCs usually occur around 14.5+/-1km. The altitude region 14 to 16km appears to be more conducive for cirrus formation. Even though the geometrical thickness (vertical extent) of these clouds varies from 0.3 to 3 km, they are mostly confined to altitudes below the level of tropopause temperature inversion. The cloud optical depth maximises around the post-mid-night period. These clouds also introduce significant depolarisation for the backscattered radiation indicating presence of abundant non-spherical particles presumably ice-crystals. Under favourable conditions these ice-crystals get aligned horizontally to enhance the co - polarized component of lidar backscatter signal through specular reflection, leading to a decrease in cloud depolarisation () below the ambient molecular depolarisation (m ). Such conditions are usually encountered in the case of optically dense clouds. Altitude profile of backscatter ratio within the cloud shows that the cloud is not optically symmetric with respect to the geometric centre. This asymmetry parameter () of the cloud shows significant temporal variability. For clouds with> m , as c increases, the optical centre descends in altitude and for clouds with< m the optical centre ascends as c increases. Occurrence of cirrus clouds and their optical properties are found to be closely associated with the characteristics of atmospheric turbulence in the upper troposphere.

Aerodynamic Models for the Low Density Supersonic Declerator (LDSD) Supersonic Flight Dynamics Test (SFDT)

NASA Technical Reports Server (NTRS)

Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

2015-01-01

An overview of pre-flight aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a large helium balloon, then accelerating the TV to Mach 4 and and 53 km altitude with a solid rocket motor. The first flight test (SFDT-1) delivered a 6 meter diameter robotic mission class decelerator (SIAD-R) to several seconds of flight on June 28, 2014, and was successful in demonstrating the SFDT flight system concept and SIAD-R. The trajectory was off-nominal, however, lofting to over 8 km higher than predicted in flight simulations. Comparisons between reconstructed flight data and aerodynamic models show that SIAD-R aerodynamic performance was in good agreement with pre-flight predictions. Similar comparisons of powered ascent phase aerodynamics show that the pre-flight model overpredicted TV pitch stability, leading to underprediction of trajectory peak altitude. Comparisons between pre-flight aerodynamic models and reconstructed flight data are shown, and changes to aerodynamic models using improved fidelity and knowledge gained from SFDT-1 are discussed.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted research aircraft, seen here during a test flight in June 1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Critical Care Performance in a Simulated Military Aircraft Cabin Environment.

PubMed

McNeill, Margaret M

2018-04-01

Critical Care Air Transport Teams care for 5% to 10% of injured patients who are transported on military aircraft to definitive treatment facilities. Little is known about how the aeromedical evacuation environment affects care. To determine the effects of 2 stressors of flight, altitude-induced hypoxia and aircraft noise, and to examine the contributions of fatigue and clinical experience on cognitive and physiological performance of the Critical Care Air Transport Team. This repeated measures 2 × 2 × 4 factorial study included 60 military nurses. The participants completed a simulated patient care scenario under aircraft cabin noise and altitude conditions. Differences in cognitive and physiological performance were analyzed using repeated measures analysis of variance. A multiple regression model was developed to determine the independent contributions of fatigue and clinical experience. Critical care scores ( P = .02) and errors and omissions ( P = .047) were negatively affected by noise. Noise was associated with increased respiratory rate ( P = .02). Critical care scores ( P < .001) and errors and omissions ( P = .002) worsened with altitude-induced hypoxemia. Heart rate and respiratory rate increased with altitude-induced hypoxemia; oxygen saturation decreased ( P < .001 for all 3 variables). In a simulated military aircraft environment, the care of critically ill patients was significantly affected by noise and altitude-induced hypoxemia. The participants did not report much fatigue and experience did not play a role, contrary to most findings in the literature. ©2018 American Association of Critical-Care Nurses.

Vertical Electromagnetic Pulse (VEMP) Testing

DTIC Science & Technology

2009-09-11

3) MIL-STD-2169B: High Altitude Electromagnetic Pulse ( HEMP ) Environment. The final survivability analysis of the baseline system...Electromagnetic Pulse ( HEMP ). The first EMP situation, SREMP, occurs within the atmosphere at an altitude of less than 40 km above sea level, and possesses an...The second EMP situation, HEMP , occurs at an altitude greater than 40 km above sea level, and possesses a large electric and magnetic field over a

The Science and Applications Tethered Platform (SATP) project

NASA Technical Reports Server (NTRS)

Merlina, P.

1986-01-01

The capabilities of tether systems in orbit are going to be demonstrated by the first planned flights of the Tethered Satellite System (TSS). These test flights will investigate the properties of tether systems as low altitude atmospheric research facilities and as electric power generators. Studies are being conducted with the purpose of testing a variety of concepts and approaches. A comparative analysis of results will allow the choosing of the most promising ideas for further development. The broad range of applications presently under study include applications in electrodynamics, transportation, microgravity in addition to basic research. The SATP project definition study is now about midway through its first phase. The analyses conducted have led to an appraisal of users interest in the project and to a deeper understanding of the problems associated with large, long-lived tether systems in space. In addition, two specialized platform designs, devoted to microgravity and precise pointing applications, are being studied because of their potential usefulness and the promise of technical feasibility.

Artistic View of Mercury Astronaut Training

NASA Image and Video Library

1959-10-21

This composite image includes a photograph of pilot Joe Algranti testing the Multi-Axis Space Test Inertia Facility (MASTIF) inside Altitude Wind Tunnel at NASA’s Lewis Research Center with other images designed to simulate the interior of a Mercury space capsule. As part of the space agency’s preparations for Project Mercury missions, the seven Mercury astronauts traveled to Cleveland in early 1960 to train on the MASTIF. Researchers used the device to familiarize the astronauts with the sensations of an out-of-control spacecraft. The MASTIF was a three-axis rig with a pilot’s chair mounted in the center. An astronaut was secured in a foam couch in the center of the rig. The rig then spun on three axes from 2 to 50 rotations per minute. The astronauts used small nitrogen gas thrusters to bring the MASTIF under control. In the fall of 1959, prior to the astronauts’ visit, Lewis researcher James Useller and Algranti perfected and calibrated the MASTIF.

An emergency medical communications system by low altitude platform at the early stages of a natural disaster in Indonesia.

PubMed

Qiantori, Andri; Sutiono, Agung Budi; Hariyanto, Hadi; Suwa, Hirohiko; Ohta, Toshizumi

2012-02-01

A natural disaster is a consequence of a natural hazard, such as a tsunami, earthquake or volcanic eruption, affecting humans. In order to support emergency medical communication services in natural disaster areas where the telecommunications facility has been seriously damaged, an ad hoc communication network backbone should be build to support emergency medical services. Combinations of requirements need to be considered before deciding on the best option. In the present study we have proposed a Low Altitude Platform consisting of tethered balloons combined with Wireless Fidelity (WiFi) 802.11 technology. To confirm that the suggested network would satisfy the emergency medical service requirements, a communications experiment, including performance service measurement, was carried out.

Measured electric field in the vicinity of a thunderstorm system at an altitude of 37 km

NASA Technical Reports Server (NTRS)

Benbrook, J. R.; Kern, J. W.; Sheldon, W. R.

1974-01-01

A balloon-borne experiment to measure the atmospheric electric field was flown from the National Scientific Balloon Facility at Palestine, Texas, on July 10, 1973. The electric field and atmospheric conductivity were measured during ascent and for a 4-hour float period at 37-km altitude. Termination of the flight occurred near a thunderstorm line in west Texas. The perturbing influence of the thunderstorms on the electric field was observed at least 100 km from the storm line. The measured electric field is in reasonable agreement with calculations based on simple models of cloud structure and atmospheric conductivity. Large pulses in the measured electric field are interpreted as being the result of intracloud lightning.

A new method for aerodynamic test of high altitude propellers

NASA Astrophysics Data System (ADS)

Gong, Xiying; Zhang, Lin

A ground test system is designed for aerodynamic performance tests of high altitude propellers. The system is consisted of stable power supply, servo motors, two-component balance constructed by tension-compression sensors, ultrasonic anemometer, data acquisition module. It is loaded on a truck to simulate propellers' wind-tunnel test for different wind velocities at low density circumstance. The graphical programming language LABVIEW for developing virtual instrument is used to realize the test system control and data acquisition. Aerodynamic performance test of a propeller with 6.8 m diameter was completed by using this system. The results verify the feasibility of the ground test method.

Chronoecological health watch of arterial stiffness and neuro-cardio-pulmonary function in elderly community at high altitude (3524 m), compared with Japanese town

PubMed Central

Otsuka, K.; Norboo, T.; Otsuka, Y.; Higuchi, H.; Hayajiri, M.; Narushima, C.; Sato, Y.; Tsugoshi, T.; Murakami, S.; Wada, T.; Ishine, M.; Okumiya, K.; Matsubayashi, K.; Yano, S.; Chogyal, T.; Angchuk, D.; Ichihara, K.; Cornélissen, G.; Halberg, F.

2008-01-01

Effects of high altitude on arterial stiffness and neuro-cardio-pulmonary function were studied. Blood pressure (BP) and heart rate (HR) were measured in a sitting position on resting Ladakhis, living at an altitude of 3250–4647 m (Phey village, 3250 m: 17 men and 55 women; Chumathang village, 4193 m: 29 men and 47 women; Sumdo village, 4540 m: 38 men and 57 women; and Korzok village, 4647 m: 84 men and 70 women). The neuro-cardio-pulmonary function, including the Kohs block design test, the Up and Go, the Functional Reach and the Button tests, was examined in 40 elderly subjects (19 men and 21 women, mean age: 74.7 ± 3.3 years) in Leh, Ladakh (altitude: 3524 m), for comparison with 324 elderly citizens (97 men and 227 women, mean age: 80.7 ± 4.7 years) of Tosa, Japan (altitude: 250 m). Cardio-Ankle Vascular Index (CAVI) was measured as the heart-ankle pulse wave velocity (PWV) in these subjects using a VaSera CAVI instrument (Fukuda Denshi, Tokyo). SpO2 decreased while Hb and diastolic BP increased with increasing altitude. At higher altitude, residents were younger and leaner. Women in Leh vs. Tosa had a poorer cognitive function, estimated by the Kohs block design test (3.7 ± 3.6 vs. 16.4 ± 9.6 points, P < 0.0001) and poorer ADL functions (Functional Reach: 13.7 ± 7.0 cm vs. 25.3 ± 8.7 cm, P < 0.0001; Button test: 22.5 ± 4.8 vs. 14.8 ± 5.7 s, P < 0.0001). Time estimation was shorter at high altitude (60-s estimation with counting: 41.1% shorter in men and 23.0% shorter in women). A higher voltage of the QRS complex was observed in the ECG of Leh residents, but two times measurement of CAVI showed no statistically significant differences between Leh and Tosa (two times of CAVI measures; 9.49 vs. 10.01 rn/s and 9.41 vs. 10.05 m/s, respectively), suggesting that most residents succeed to adapt sufficiently to the high-altitude environment. However, correlation of CAVI with age shows several cases who show an extreme increase in CAVI. Thus, for the prevention of stroke and other adverse cardiovascular outcomes, including dementia, CAVI may be very useful, especially at high altitude. In conclusion, elderly people living at high altitude have a higher risk of cardiovascular disease than low-latitude peers. To determine how these indices are associated with maintained cognitive function deserves further study by the longitudinal follow-up of these communities in terms of longevity and aging in relation to their neuro-cardio-pulmonary function. PMID:16275510

Hypobaric Hypoxia Induces Depression-like Behavior in Female Sprague-Dawley Rats, but not in Males

PubMed Central

Bogdanova, Olena V.; Olson, Paul R.; Sung, Young-Hoon; D'Anci, Kristen E.; Renshaw, Perry F.

2015-01-01

Abstract Kanekar, Shami, Olena V. Bogdanova, Paul R. Olson, Young-Hoon Sung, Kristen E. D'Anci, and Perry F. Renshaw. Hypobaric hypoxia induces depression-like behavior in female Sprague-Dawley rats, but not males. High Alt Med Biol 16:52–60, 2015—Rates of depression and suicide are higher in people living at altitude, and in those with chronic hypoxic disorders like asthma, chronic obstructive pulmonary disorder (COPD), and smoking. Living at altitude exposes people to hypobaric hypoxia, which can lower rat brain serotonin levels, and impair brain bioenergetics in both humans and rats. We therefore examined the effect of hypobaric hypoxia on depression-like behavior in rats. After a week of housing at simulated altitudes of 20,000 ft, 10,000 ft, or sea level, or at local conditions of 4500 ft (Salt Lake City, UT), Sprague Dawley rats were tested for depression-like behavior in the forced swim test (FST). Time spent swimming, climbing, or immobile, and latency to immobility were measured. Female rats housed at altitude display more depression-like behavior in the FST, with significantly more immobility, less swimming, and lower latency to immobility than those at sea level. In contrast, males in all four altitude groups were similar in their FST behavior. Locomotor behavior in the open field test did not change with altitude, thus validating immobility in the FST as depression-like behavior. Hypobaric hypoxia exposure therefore induces depression-like behavior in female rats, but not in males. PMID:25803141

Data analysis of P sub T/P sub S noseboom probe testing on F100 engine P680072 at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Foote, C. H.

1980-01-01

Results from the altitude testing of a P sub T/P sub S noseboom probe on the F100 engine are discused. The results are consistent with sea level test results. The F100 engine altitude test verified automatic downmatch with the engine pressure ratio control, and backup control inlet case static pressure demonstrated sufficient accuracy for backup control fuel flow scheduling. The production P6 probe measured Station 6 pressures accurately for both undistorted and distorted inlet airflows.

An Investigation of the Drag Characteristics of a Tailless Delta-Wing Airplane in Flight, Including Comparison with Wind-Tunnel Data

NASA Technical Reports Server (NTRS)

Rolls, L. Stewart; Wingrove, Rodney C.

1958-01-01

A series of flight tests were conducted to determine the lift and drag characteristics of an F4D-1 airplane over a Mach number range of 0.80 to 1.10 at an altitude of 40,000 feet. Apparently satisfactory agreement was obtained between the flight data and results from wind-tunnel tests of an 0.055-scale model of the airplane. Further tests show the apparent agreement was a consequence of the altitude at which the first tests were made.

Free-Spinning Wind-Tunnel Tests of a Low-Wing Monoplane with Systematic Changes in Wings and Tails V : Effect of Airplane Relative Density

NASA Technical Reports Server (NTRS)

Seidman, Oscar; Neihouse, A I

1940-01-01

The reported tests are a continuation of an NACA investigation being made in the free-spinning wind tunnel to determine the effects of independent variations in load distribution, wing and tail arrangement, and control disposition on the spin characteristics of airplanes. The standard series of tests was repeated to determine the effect of airplane relative density. Tests were made at values of the relative-density parameter of 6.8, 8.4 (basic), and 12.0; and the results were analyzed. The tested variations in the relative-density parameter may be considered either as variations in the wing loading of an airplane spun at a given altitude, with the radii of gyration kept constant, or as a variation of the altitude at which the spin takes place for a given airplane. The lower values of the relative-density parameter correspond to the lower wing loadings or to the lower altitudes of the spin.

Spatiotemporal clusters of malaria cases at village level, northwest Ethiopia.

PubMed

Alemu, Kassahun; Worku, Alemayehu; Berhane, Yemane; Kumie, Abera

2014-06-06

Malaria attacks are not evenly distributed in space and time. In highland areas with low endemicity, malaria transmission is highly variable and malaria acquisition risk for individuals is unevenly distributed even within a neighbourhood. Characterizing the spatiotemporal distribution of malaria cases in high-altitude villages is necessary to prioritize the risk areas and facilitate interventions. Spatial scan statistics using the Bernoulli method were employed to identify spatial and temporal clusters of malaria in high-altitude villages. Daily malaria data were collected, using a passive surveillance system, from patients visiting local health facilities. Georeference data were collected at villages using hand-held global positioning system devices and linked to patient data. Bernoulli model using Bayesian approaches and Marcov Chain Monte Carlo (MCMC) methods were used to identify the effects of factors on spatial clusters of malaria cases. The deviance information criterion (DIC) was used to assess the goodness-of-fit of the different models. The smaller the DIC, the better the model fit. Malaria cases were clustered in both space and time in high-altitude villages. Spatial scan statistics identified a total of 56 spatial clusters of malaria in high-altitude villages. Of these, 39 were the most likely clusters (LLR = 15.62, p < 0.00001) and 17 were secondary clusters (LLR = 7.05, p < 0.03). The significant most likely temporal malaria clusters were detected between August and December (LLR = 17.87, p < 0.001). Travel away home, males and age above 15 years had statistically significant effect on malaria clusters at high-altitude villages. The study identified spatial clusters of malaria cases occurring at high elevation villages within the district. A patient who travelled away from home to a malaria-endemic area might be the most probable source of malaria infection in a high-altitude village. Malaria interventions in high altitude villages should address factors associated with malaria clustering.

An Initial Study of the Fundamentals of Ice Crystal Icing Physics in the NASA Propulsion Systems Laboratory

NASA Technical Reports Server (NTRS)

Struk, Peter; Bartkus, Tadas; Tsao, Jen-Ching; Bencic, Timothy; King, Michael; Ratvasky, Thomas; Van Zante, Judith

2017-01-01

This presentation shows results from an initial study of the fundamental physics of ice-crystal ice accretion using the NASA Propulsion Systems Lab (PSL). Ice accretion due to the ingestion of ice-crystals is being attributed to numerous jet-engine power-loss events. The NASA PSL is an altitude jet-engine test facility which has recently added a capability to inject ice particles into the flow. NASA is evaluating whether this facility, in addition to full-engine and motor-driven-rig tests, can be used for more fundamental ice-accretion studies that simulate the different mixed-phase icing conditions along the core flow passage of a turbo-fan engine compressor. The data from such fundamental accretion tests will be used to help develop and validate models of the accretion process. The present study utilized a NACA0012 airfoil. The mixed-phase conditions were generated by partially freezing the liquid-water droplets ejected from the spray bars. This presentation shows data regarding (1) the freeze out characteristics of the cloud, (2) changes in aerothermal conditions due to the presence of the cloud, and (3) the ice accretion characteristics observed on the airfoil model. The primary variable in this test was the PSL plenum humidity which was systematically varied for two duct-exit-plane velocities (85 and 135 ms) as well as two particle size clouds (15 and 50 m MVDi). The observed clouds ranged from fully glaciated to fully liquid, where the liquid clouds were at least partially supercooled. The air total temperature decreased at the test section when the cloud was activated due to evaporation. The ice accretions observed ranged from sharp arrow-like accretions, characteristic of ice-crystal erosion, to cases with double-horn shapes, characteristic of supercooled water accretions.

An Initial Study of the Fundamentals of Ice Crystal Icing Physics in the NASA Propulsion Systems Laboratory

NASA Technical Reports Server (NTRS)

Struk, Peter M.; Ratvasky, Thomas P.; Bencic, Timothy J.; Van Zante, Judith F.; King, Michael C.; Tsao, Jen-Ching; Bartkus, Tadas P.

2017-01-01

This paper presents results from an initial study of the fundamental physics of ice-crystal ice accretion using the NASA Propulsion Systems Lab (PSL). Ice accretion due to the ingestion of ice-crystals is being attributed to numerous jet-engine power-loss events. The NASA PSL is an altitude jet-engine test facility which has recently added a capability to inject ice particles into the flow. NASA is evaluating whether this facility, in addition to full-engine and motor-driven-rig tests, can be used for more fundamental ice-accretion studies that simulate the different mixed-phase icing conditions along the core flow passage of a turbo-fan engine compressor. The data from such fundamental accretion tests will be used to help develop and validate models of the accretion process. The present study utilized a NACA0012 airfoil. The mixed-phase conditions were generated by partially freezing the liquid-water droplets ejected from the spray bars. This paper presents data regarding (1) the freeze out characteristics of the cloud, (2) changes in aerothermal conditions due to the presence of the cloud, and (3) the ice accretion characteristics observed on the airfoil model. The primary variable in this test was the PSL plenum humidity which was systematically varied for two duct-exit-plane velocities (85 and 135 ms) as well as two particle size clouds (15 and 50 m MVDi). The observed clouds ranged from fully glaciated to fully liquid, where the liquid clouds were at least partially supercooled. The air total temperature decreased at the test section when the cloud was activated due to evaporation. The ice accretions observed ranged from sharp arrow-like accretions, characteristic of ice-crystal erosion, to cases with double-horn shapes, characteristic of supercooled water accretions.

Exhaust emission calibration of two J-58 afterburning turbojet engines at simulated high-altitude, supersonic flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1976-01-01

Emissions of total oxides of nitrogen, nitric oxide, unburned hydrocarbons, carbon monoxide, and carbon dioxide from two J-58 afterburning turbojet engines at simulated high-altitude flight conditions are reported. Test conditions included flight speeds from Mach 2 to 3 at altitudes from 16.0 to 23.5 km. For each flight condition exhaust measurements were made for four or five power levels, from maximum power without afterburning through maximum afterburning. The data show that exhaust emissions vary with flight speed, altitude, power level, and radial position across the exhaust. Oxides of nitrogen emissions decreased with increasing altitude and increased with increasing flight speed. Oxides of nitrogen emission indices with afterburning were less than half the value without afterburning. Carbon monoxide and hydrocarbon emissions increased with increasing altitude and decreased with increasing flight speed. Emissions of these species were substantially higher with afterburning than without.

Altitude engine test of a turbofan exhaust gas mixer to conserve fuel

NASA Technical Reports Server (NTRS)

Cullom, R. R.; Johnsen, R. L.

1977-01-01

A comparison of the specific fuel consumption was made with and without an internal mixer installed in a low bypass ratio, confluent flow turbofan engine. Tests were conducted at several Mach numbers and altitudes for core to fan stream total temperature ratios of 2.0 and 2.5 and mixing lengths of L/D = 0.95 and 1.74. For these test conditions, the specific fuel consumption improvement varied from 2.5 to 4.0 percent.

Rocket Research Presentation at the NACA's 1947 Inspection

NASA Image and Video Library

1947-10-21

Researcher John Sloop briefs visitors on his latest rocket engine research during the 1947 Inspection at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The NACA had been hosting annual Aircraft Engineering Conferences, better known as Inspections, since 1926. Individuals from the manufacturing industry, military, and university settings were invited to tour the NACA laboratories. There were a series of stops on the tour, mostly at test facilities, where researchers would brief the group on the latest efforts in their particular field. The Inspections grew in size and scope over the years and by the mid-1940s required multiple days. The three-day 1947 Inspection was the first time the event was held at NACA Lewis. Over 800 scientists, industrialists, and military leaders attended the three-day event. Talks were given at the Altitude Wind Tunnel, Four Burner Area, Engine Research Building, and other facilities. An array of topics were discussed, including full-scale engine testing, ramjets, axial-flow compressors, turbojets, fuels, icing, and materials. The NACA Lewis staff and their families were able to view the same presentations after the Inspection was over. Sloop, a researcher in the Fuels and Thermodynamics Division, briefed visitors on NACA Lewis’ early research in rocket engine propellants, combustion, and cooling. This early NACA Lewis work led to the development of liquid hydrogen as a viable propellant in the late 1950s.

Neil Armstrong in the 9-by 15-Foot Low Speed Wind Tunnel

NASA Image and Video Library

1970-02-21

Astronaut Neil Armstrong examines a Vertical and Short Takeoff and Landing test setup in the 9- by 15-Foot Low Speed Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Armstrong spent February 6, 1970 at Lewis attending technical meetings and touring some facilities. Just six months after Armstrong had returned from the moon looming agency budget cuts were already a concern in his comments. He noted that NASA had to “find a balanced approach…and [make] aggressive use of available facilities.” Armstrong spent four months at the center as a research pilot in 1955. Armstrong had served as a Navy pilot during the Korean War then earned a degree in aeronautical engineering at Purdue University. He was recruited by Lewis while at Purdue and began at the center shortly after graduation. During his brief tenure in Cleveland Armstrong served as both a test pilot and research engineer, primarily involved with icing research. In his role as research pilot Armstrong also flew a North American F-82 Twin Mustang over the ocean near Wallops Island to launch small instrumented rockets from high altitudes down into the atmosphere to obtain high Mach numbers. After four months in Cleveland a position opened up at what is today the Dryden Flight Research Center. Armstrong’s career in Cleveland officially ended on June 30, 1955.

Ames Engineering Directorate

NASA Technical Reports Server (NTRS)

Phillips, Veronica J.

2017-01-01

The Ames Engineering Directorate is the principal engineering organization supporting aerospace systems and spaceflight projects at NASA's Ames Research Center in California's Silicon Valley. The Directorate supports all phases of engineering and project management for flight and mission projects-from R&D to Close-out-by leveraging the capabilities of multiple divisions and facilities.The Mission Design Center (MDC) has full end-to-end mission design capability with sophisticated analysis and simulation tools in a collaborative concurrent design environment. Services include concept maturity level (CML) maturation, spacecraft design and trades, scientific instruments selection, feasibility assessments, and proposal support and partnerships. The Engineering Systems Division provides robust project management support as well as systems engineering, mechanical and electrical analysis and design, technical authority and project integration support to a variety of programs and projects across NASA centers. The Applied Manufacturing Division turns abstract ideas into tangible hardware for aeronautics, spaceflight and science applications, specializing in fabrication methods and management of complex fabrication projects. The Engineering Evaluation Lab (EEL) provides full satellite or payload environmental testing services including vibration, temperature, humidity, immersion, pressure/altitude, vacuum, high G centrifuge, shock impact testing and the Flight Processing Center (FPC), which includes cleanrooms, bonded stores and flight preparation resources. The Multi-Mission Operations Center (MMOC) is composed of the facilities, networks, IT equipment, software and support services needed by flight projects to effectively and efficiently perform all mission functions, including planning, scheduling, command, telemetry processing and science analysis.

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

NASA Technical Reports Server (NTRS)

2002-01-01

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully install a turboprop engine to the rear fuselage of NASA's Altair aircraft during final assembly operations. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

A cross-sectional study of differences in 6-min walk distance in healthy adults residing at high altitude versus sea level

PubMed Central

2014-01-01

Background We sought to determine if adult residents living at high altitude have developed sufficient adaptation to a hypoxic environment to match the functional capacity of a similar population at sea level. To test this hypothesis, we compared the 6-min walk test distance (6MWD) in 334 residents living at sea level vs. at high altitude. Methods We enrolled 168 healthy adults aged ≥35 years residing at sea level in Lima and 166 individuals residing at 3,825 m above sea level in Puno, Peru. Participants completed a 6-min walk test, answered a sociodemographics and clinical questionnaire, underwent spirometry, and a blood test. Results Average age was 54.0 vs. 53.8 years, 48% vs. 43% were male, average height was 155 vs. 158 cm, average blood oxygen saturation was 98% vs. 90%, and average resting heart rate was 67 vs. 72 beats/min in Lima vs. Puno. In multivariable regression, participants in Puno walked 47.6 m less (95% CI -81.7 to -13.6 m; p < 0.01) than those in Lima. Other variables besides age and height that were associated with 6MWD include change in heart rate (4.0 m per beats/min increase above resting heart rate; p < 0.001) and percent body fat (-1.4 m per % increase; p = 0.02). Conclusions The 6-min walk test predicted a lowered functional capacity among Andean high altitude vs. sea level natives at their altitude of residence, which could be explained by an incomplete adaptation or a protective mechanism favoring neuro- and cardioprotection over psychomotor activity. PMID:24484777

Altitude Compensating Nozzle

NASA Technical Reports Server (NTRS)

Ruf, Joseph H.; Jones, Daniel

2015-01-01

The dual-bell nozzle (fig. 1) is an altitude-compensating nozzle that has an inner contour consisting of two overlapped bells. At low altitudes, the dual-bell nozzle operates in mode 1, only utilizing the smaller, first bell of the nozzle. In mode 1, the nozzle flow separates from the wall at the inflection point between the two bell contours. As the vehicle reaches higher altitudes, the dual-bell nozzle flow transitions to mode 2, to flow full into the second, larger bell. This dual-mode operation allows near optimal expansion at two altitudes, enabling a higher mission average specific impulse (Isp) relative to that of a conventional, single-bell nozzle. Dual-bell nozzles have been studied analytically and subscale nozzle tests have been completed.1 This higher mission averaged Isp can provide up to a 5% increase2 in payload to orbit for existing launch vehicles. The next important step for the dual-bell nozzle is to confirm its potential in a relevant flight environment. Toward this end, NASA Marshall Space Flight Center (MSFC) and Armstrong Flight Research Center (AFRC) have been working to develop a subscale, hot-fire, dual-bell nozzle test article for flight testing on AFRC's F15-D flight test bed (figs. 2 and 3). Flight test data demonstrating a dual-bell ability to control the mode transition and result in a sufficient increase in a rocket's mission averaged Isp should help convince the launch service providers that the dual-bell nozzle would provide a return on the required investment to bring a dual-bell into flight operation. The Game Changing Department provided 0.2 FTE to ER42 for this effort in 2014.

The Impact of Altitude on Sleep-Disordered Breathing in Children Dwelling at High Altitude: A Crossover Study.

PubMed

Hughes, Benjamin H; Brinton, John T; Ingram, David G; Halbower, Ann C

2017-09-01

Sleep-disordered breathing (SDB) is prevalent among children and is associated with adverse health outcomes. Worldwide, approximately 250 million individuals reside at altitudes higher than 2000 meters above sea level (masl). The effect of chronic high-altitude exposure on children with SDB is unknown. This study aims to determine the impact of altitude on sleep study outcomes in children with SDB dwelling at high altitude. A single-center crossover study was performed to compare results of high-altitude home polysomnography (H-PSG) with lower altitude laboratory polysomnography (L-PSG) in school-age children dwelling at high altitude with symptoms consistent with SDB. The primary outcome was apnea-hypopnea index (AHI), with secondary outcomes including obstructive AHI; central AHI; and measures of oxygenation, sleep quality, and pulse rate. Twelve participants were enrolled, with 10 included in the final analysis. Median altitude was 1644 masl on L-PSG and 2531 masl on H-PSG. Median AHI was 2.40 on L-PSG and 10.95 on H-PSG. Both obstructive and central respiratory events accounted for the difference in AHI. Oxygenation and sleep fragmentation were worse and pulse rate higher on H-PSG compared to L-PSG. These findings reveal a clinically substantial impact of altitude on respiratory, sleep, and cardiovascular outcomes in children with SDB who dwell at high altitude. Within this population, L-PSG underestimates obstructive sleep apnea and central sleep apnea compared to H-PSG. Given the shortage of high-altitude pediatric sleep laboratories, these results suggest a role for home sleep apnea testing for children residing at high altitude. © Sleep Research Society 2017. Published by Oxford University Press on behalf of the Sleep Research Society. All rights reserved. For permissions, please e-mail journals.permissions@oup.com.

An Adaptive Altitude Information Fusion Method for Autonomous Landing Processes of Small Unmanned Aerial Rotorcraft

PubMed Central

Lei, Xusheng; Li, Jingjing

2012-01-01

This paper presents an adaptive information fusion method to improve the accuracy and reliability of the altitude measurement information for small unmanned aerial rotorcraft during the landing process. Focusing on the low measurement performance of sensors mounted on small unmanned aerial rotorcraft, a wavelet filter is applied as a pre-filter to attenuate the high frequency noises in the sensor output. Furthermore, to improve altitude information, an adaptive extended Kalman filter based on a maximum a posteriori criterion is proposed to estimate measurement noise covariance matrix in real time. Finally, the effectiveness of the proposed method is proved by static tests, hovering flight and autonomous landing flight tests. PMID:23201993

Low altitude, one centimeter, space debris search at Lincoln Laboratory's (M.I.T.) experimental test system

NASA Technical Reports Server (NTRS)

Taff, L. G.; Beatty, D. E.; Yakutis, A. J.; Randall, P. M. S.

1985-01-01

The majority of work performed by the Lincoln Laboratory's Space Surveillance Group, at the request of NASA, to define the near-earth population of man-made debris is summarized. Electrooptical devices, each with a 1.2 deg FOV, were employed at the GEODSS facility in New Mexico. Details of the equipment calibration and alignment procedures are discussed, together with implementation of a synchronized time code for computer controlled videotaping of the imagery. Parallax and angular speed data served as bases for distinguishing between man-made debris and meteoroids. The best visibility was obtained in dawn and dusk twilight conditions at elevation ranges of 300-2000 km. Tables are provided of altitudinal density distribution of debris. It is noted that the program also yielded an extensive data base on meteoroid rates.

Mechanic watches a General Electric I-40 Engine Fire

NASA Image and Video Library

1948-01-21

A mechanic watches the firing of a General Electric I-40 turbojet at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The military selected General Electric’s West Lynn facility in 1941 to secretly replicate the centrifugal turbojet engine designed by British engineer Frank Whittle. General Electric’s first attempt, the I-A, was fraught with problems. The design was improved somewhat with the subsequent I-16 engine. It was not until the engine's next reincarnation as the I-40 in 1943 that General Electric’s efforts paid off. The 4000-pound thrust I-40 was incorporated into the Lockheed Shooting Star airframe and successfully flown in June 1944. The Shooting Star became the US’s first successful jet aircraft and the first US aircraft to reach 500 miles per hour. NACA Lewis studied all of General Electric’s centrifugal turbojet models during the 1940s. In 1945 the entire Shooting Star aircraft was investigated in the Altitude Wind Tunnel. Engine compressor performance and augmentation by water injection; comparison of different fuel blends in a single combustor; and air-cooled rotors were studied. The mechanic in this photograph watches the firing of a full-scale I-40 in the Jet Propulsion Static Laboratory. The facility was quickly built in 1943 specifically in order to test the early General Electric turbojets. The I-A was secretly analyzed in the facility during the fall of 1943.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Measurement Capabilities of the DOE ARM Aerial Facility

NASA Astrophysics Data System (ADS)

Schmid, B.; Tomlinson, J. M.; Hubbe, J.; Comstock, J. M.; Kluzek, C. D.; Chand, D.; Pekour, M. S.

2012-12-01

The Department of Energy Atmospheric Radiation Measurement (ARM) Program is a climate research user facility operating stationary ground sites in three important climatic regimes that provide long-term measurements of climate relevant properties. ARM also operates mobile ground- and ship-based facilities to conduct shorter field campaigns (6-12 months) to investigate understudied climate regimes around the globe. Finally, airborne observations by ARM's Aerial Facility (AAF) enhance the surface-based ARM measurements by providing high-resolution in situ measurements for process understanding, retrieval algorithm development, and model evaluation that is not possible using ground-based techniques. AAF started out in 2007 as a "virtual hangar" with no dedicated aircraft and only a small number of instruments owned by ARM. In this mode, AAF successfully carried out several missions contracting with organizations and investigators who provided their research aircraft and instrumentation. In 2009, the Battelle owned G-1 aircraft was included in the ARM facility. The G-1 is a large twin turboprop aircraft, capable of measurements up to altitudes of 7.5 km and a range of 2,800 kilometers. Furthermore the American Recovery and Reinvestment Act of 2009 provided funding for the procurement of seventeen new instruments to be used aboard the G-1 and other AAF virtual-hangar aircraft. AAF now executes missions in the virtual- and real-hangar mode producing freely available datasets for studying aerosol, cloud, and radiative processes in the atmosphere. AAF is also heavily engaged in the maturation and testing of newly developed airborne sensors to help foster the next generation of airborne instruments. In the presentation we will showcase science applications based on measurements from recent field campaigns such as CARES, CALWATER and TCAP.

Association of Cognitive Performance with Time at Altitude, Sleep Quality, and Acute Mountain Sickness Symptoms.

PubMed

Issa, Amine N; Herman, Nicole M; Wentz, Robert J; Taylor, Bryan J; Summerfield, Doug C; Johnson, Bruce D

2016-09-01

It is well documented that cognitive performance may be altered with ascent to altitude, but the association of various cognitive performance tests with symptoms of acute mountain sickness (AMS) is not well understood. Our objective was to assess and compare cognitive performance during a high-altitude expedition using several tests and to report the association of each test with AMS, headache, and quality of sleep. During an expedition to Mount Everest, 3 cognitive tests (Stroop, Trail Making, and the real-time cognitive assessment tool, an in-house developed motor accuracy test) were used along with a questionnaire to assess health and AMS. Eight team members were assessed pre-expedition, postexpedition, and at several time points during the expedition. There were no significant differences (P >.05) found among scores taken at 3 time points at base camp and the postexpedition scores for all 3 tests. Changes in the Stroop test scores were significantly associated with the odds of AMS (P <.05). The logistic regression results show that the percent change from baseline for Stroop score (β = -5.637; P = .032) and Stroop attempts (β = -5.269; P = .049) are significantly associated with the odds of meeting the criteria for AMS. No significant changes were found in overall cognitive performance at altitude, but a significant relationship was found between symptoms of AMS and performance in certain cognitive tests. This research shows the need for more investigation of objective physiologic assessments to associate with self-perceived metrics of AMS to gauge effect on cognitive performance. Crown Copyright © 2016. Published by Elsevier Inc. All rights reserved.

An Undergraduate-Built Prototype Altitude Determination System (PADS) for High Altitude Research Balloons.

NASA Astrophysics Data System (ADS)

Verner, E.; Bruhweiler, F. C.; Abot, J.; Casarotto, V.; Dichoso, J.; Doody, E.; Esteves, F.; Morsch Filho, E.; Gonteski, D.; Lamos, M.; Leo, A.; Mulder, N.; Matubara, F.; Schramm, P.; Silva, R.; Quisberth, J.; Uritsky, G.; Kogut, A.; Lowe, L.; Mirel, P.; Lazear, J.

2014-12-01

In this project a multi-disciplinary undergraduate team from CUA, comprising majors in Physics, Mechanical Engineering, Electrical Engineering, and Biology, design, build, test, fly, and analyze the data from a prototype attitude determination system (PADS). The goal of the experiment is to determine if an inexpensive attitude determination system could be built for high altitude research balloons using MEMS gyros. PADS is a NASA funded project, built by students with the cooperation of CUA faculty, Verner, Bruhweiler, and Abot, along with the contributed expertise of researchers and engineers at NASA/GSFC, Kogut, Lowe, Mirel, and Lazear. The project was initiated through a course taught in CUA's School of Engineering, which was followed by a devoted effort by students during the summer of 2014. The project is an experiment to use 18 MEMS gyros, similar to those used in many smartphones, to produce an averaged positional error signal that could be compared with the motion of the fixed optical system as recorded through a string of optical images of stellar fields to be stored on a hard drive flown with the experiment. The optical system, camera microprocessor, and hard drive are enclosed in a pressure vessel, which maintains approximately atmospheric pressure throughout the balloon flight. The experiment uses multiple microprocessors to control the camera exposures, record gyro data, and provide thermal control. CUA students also participated in NASA-led design reviews. Four students traveled to NASA's Columbia Scientific Balloon Facility in Palestine, Texas to integrate PADS into a large balloon gondola containing other experiments, before being shipped, then launched in mid-August at Ft. Sumner, New Mexico. The payload is to fly at a float altitude of 40-45,000 m, and the flight last approximately 15 hours. The payload is to return to earth by parachute and the retrieved data are to be analyzed by CUA undergraduates. A description of the instrument is presented here as well as a preliminary analysis of the anticipated data, which were not available at the time of abstract submission. Acknowledgements: NASA grant NNX13AR61 under NASA's Undergraduate Student Instrument Program (USIP). Participating Brazilian students acknowledge support through Brazil's "Science without Borders" program.

An analysis of cross-coupling of a multicomponent jet engine test stand using finite element modeling techniques

NASA Technical Reports Server (NTRS)

Schweikhard, W. G.; Singnoi, W. N.

1985-01-01

A two axis thrust measuring system was analyzed by using a finite a element computer program to determine the sensitivities of the thrust vectoring nozzle system to misalignment of the load cells and applied loads, and the stiffness of the structural members. Three models were evaluated: (1) the basic measuring element and its internal calibration load cells; (2) the basic measuring element and its external load calibration equipment; and (3) the basic measuring element, external calibration load frame and the altitude facility support structure. Alignment of calibration loads was the greatest source of error for multiaxis thrust measuring systems. Uniform increases or decreases in stiffness of the members, which might be caused by the selection of the materials, have little effect on the accuracy of the measurements. It is found that the POLO-FINITE program is a viable tool for designing and analyzing multiaxis thrust measurement systems. The response of the test stand to step inputs that might be encountered with thrust vectoring tests was determined. The dynamic analysis show a potential problem for measuring the dynamic response characteristics of thrust vectoring systems because of the inherently light damping of the test stand.

KSC-2014-3813

NASA Image and Video Library

2014-09-11

CAPE CANAVERAL, Fla. – Preparations are underway at the Neil Armstrong Operations and Checkout Building at NASA's Kennedy Space Center in Florida for the move of the Orion spacecraft for Exploration Flight Test-1 out of the high bay doors. Inside the high bay from left, are Jules Schneider, Lockheed Martin senior manager, and Kennedy Center Director Bob Cabana. The spacecraft will be transported to the Payload Hazardous Servicing Facility where it will be fueled ahead of its December flight test. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Daniel Casper

KSC-2014-4196

NASA Image and Video Library

2014-10-03

CAPE CANAVERAL, Fla. – The launch abort system is lowered by crane for installation on the Orion spacecraft for Exploration Flight Test-1 inside the Launch Abort System Facility, or LASF, at NASA's Kennedy Space Center in Florida. The completed crew and service modules will be tested and verified together with the launch abort system. Orion will remain inside the LASF until mid-November, when the United Launch Alliance Delta IV Heavy rocket is ready for integration with the spacecraft. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in December atop the Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

KSC-2014-4195

NASA Image and Video Library

2014-10-03

CAPE CANAVERAL, Fla. – The launch abort system is lowered by crane for installation on the Orion spacecraft for Exploration Flight Test-1 inside the Launch Abort System Facility, or LASF, at NASA's Kennedy Space Center in Florida. The completed crew and service modules will be tested and verified together with the launch abort system. Orion will remain inside the LASF until mid-November, when the United Launch Alliance Delta IV Heavy rocket is ready for integration with the spacecraft. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in December atop the Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

KSC-2014-4192

NASA Image and Video Library

2014-10-03

CAPE CANAVERAL, Fla. – A crane is used to lift and move the launch abort system for installation on the Orion spacecraft for Exploration Flight Test-1 inside the Launch Abort System Facility, or LASF, at NASA's Kennedy Space Center in Florida. The completed crew and service modules will be tested and verified together with the launch abort system. Orion will remain inside the LASF until mid-November, when the United Launch Alliance Delta IV Heavy rocket is ready for integration with the spacecraft. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in December atop the Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

KSC-2014-4193

NASA Image and Video Library

2014-10-03

CAPE CANAVERAL, Fla. – A crane is used to move the launch abort system closer for installation on the Orion spacecraft for Exploration Flight Test-1 inside the Launch Abort System Facility, or LASF, at NASA's Kennedy Space Center in Florida. The completed crew and service modules will be tested and verified together with the launch abort system. Orion will remain inside the LASF until mid-November, when the United Launch Alliance Delta IV Heavy rocket is ready for integration with the spacecraft. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in December atop the Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

KSC-2014-4194

NASA Image and Video Library

2014-10-03

CAPE CANAVERAL, Fla. – A crane is used to lower the launch abort system closer for installation on the Orion spacecraft for Exploration Flight Test-1 inside the Launch Abort System Facility, or LASF, at NASA's Kennedy Space Center in Florida. The completed crew and service modules will be tested and verified together with the launch abort system. Orion will remain inside the LASF until mid-November, when the United Launch Alliance Delta IV Heavy rocket is ready for integration with the spacecraft. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in December atop the Delta IV Heavy rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

Ambient Pressure Test Rig Developed for Testing Oil-Free Bearings in Alternate Gases and Variable Pressures

NASA Technical Reports Server (NTRS)

Bauman, Steven W.

1990-01-01

The Oil-Free Turbomachinery research team at the NASA Glenn Research Center is conducting research to develop turbomachinery systems that utilize high-speed, high temperature foil (air) bearings that do not require an oil lubrication system. Such systems combine the most advanced foil bearings from industry with NASA-developed hightemperature solid-lubricant technology. New applications are being pursued, such as Oil- Free turbochargers, auxiliary power units, and turbine propulsion systems for aircraft. An Oil-Free business jet engine, for example, would be simpler, lighter, more reliable, and less costly to purchase and maintain than current engines. Another application is NASA's Prometheus mission, where gas bearings will be required for the closed-cycle turbine based power-conversion system of a nuclear power generator for deep space. To support these applications, Glenn's Oil-Free Turbomachinery research team developed the Ambient Pressure Test Rig. Using this facility, researchers can load and heat a bearing and evaluate its performance with reduced air pressure to simulate high altitude conditions. For the nuclear application, the test chamber can be purged with gases such as helium to study foil gas bearing operation in working fluids other than air.

[Altitudinal patterns of species richness and species range size of vascular plants in Xiaolong- shan Reserve of Qinling Mountain: a test of Rapoport' s rule].

PubMed

Zheng, Zhi; Gong, Da-Jie; Sun, Cheng-Xiang; Li, Xiao-Jun; Li, Wan-Jiang

2014-09-01

Altitudinal patterns of species richness and species range size and their underlying mechanisms have long been a key topic in biogeography and biodiversity research. Rapoport's rule stated that the species richness gradually declined with the increasing altitude, while the species ranges became larger. Using altitude-distribution database from Xiaolongshan Reverse, this study explored the altitudinal patterns of vascular plant species richness and species range in Qinling Xiaolongshan Reserve, and examined the relationships between species richness and their distributional middle points in altitudinal bands for different fauna, taxonomic units and growth forms and tested the Rapoport's rule by using Stevens' method, Pagel's method, mid-point method and cross-species method. The results showed that the species richness of vascular plants except small-range species showed a unimodal pattern along the altitude in Qinling Xiaolongshan Reserve and the highest proportion of small-range species was found at the lower altitudinal bands and at the higher altitudinal bands. Due to different assemblages and examining methods, the relationships between species distributing range sizes and the altitudes were different. Increasing taxonomic units was easier to support Rapoport's rule, which was related to niche differences that the different taxonomic units occupied. The mean species range size of angiosperms showed a unimodal pattern along the altitude, while those of the gymnosperms and pteridophytes were unclearly regular. The mean species range size of the climbers was wider with the increasing altitude, while that of the shrubs which could adapt to different environmental situations was not sensitive to the change of altitude. Pagel's method was easier to support the Rapoport's rule, and then was Steven's method. On the contrary, due to the mid-domain effect, the results of the test by using the mid-point method showed that the mean species range size varied in a unimodal pattern along the altitude, which didn't support the Rapoport's rule, and because of the scatter-spot impact, the explanatory power of the cross-species method was much lower.

Perseus B Parked on Ramp - View from Above

NASA Technical Reports Server (NTRS)

1999-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted aircraft, seen here on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp - Close-up of Controllable-Pitch Pusher Propeller

NASA Technical Reports Server (NTRS)

1999-01-01

A large, controllable-pitch pusher propeller at the rear is a distinctive feature of the Perseus B remotely piloted research aircraft, seen here on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Heads for Landing on Edwards AFB Runway

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft approaches the runway at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden flight Research Center in April 1998. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Heads for Landing on Edwards AFB Runway

NASA Technical Reports Server (NTRS)

1997-01-01

The Perseus B remotely piloted aircraft nears touchdown at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden Flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

The Use of Skeletal Muscle Near Infrared Spectroscopy and a Vascular Occlusion Test at High Altitude

PubMed Central

Levett, Denny Z.H.; Bezemer, Rick; Montgomery, Hugh E.; Grocott, Mike P.W.

2013-01-01

Abstract Martin, Daniel, Denny Levett, Rick Bezemer, Hugh Montgomery, and Mike Grocott. The use of skeletal muscle near infrared spectroscopy and a vascular occlusion test at high altitude. High Alt Med Biol 14:256–262, 2013.—Microcirculatory function, central to tissue regulation of oxygen flux, may be altered by the chronic hypoxemia experienced at high altitude. We hypothesized that at high altitude, adaptations within skeletal muscle would result in reduced oxygen consumption and reduced microcirculatory responsiveness, detectable by near infrared spectroscopy (NIRS) during a vascular occlusion test (VOT). The VOT comprised 3 min of noninvasive arterial occlusion; thenar eminence tissue oxygenation (Sto2) was measured by NIRS during the VOT at sea level, 4900 m and 5600 m (after 7 and 17 days at altitude, respectively) in 12 healthy volunteers. Data were derived from Sto2 time-curves using specifically designed computer software. Mean (±SD) resting Sto2 was reduced at 4900 m and 5600 m (69.3 (±8.2)% (p=0.001) and 64.2 (±6.1)% (p<0.001) respectively) when compared to sea level (84.4 (±6.0)%. The rate of Sto2 recovery after vascular occlusion (Sto2 upslope) was significantly reduced at 4900 m (2.4 (±0.4)%/sec) and 5600 m (2.4 (±0.8)%/sec) compared to sea level (3.7 (±1.3)%/sec) (p=0.021 and p=0.032, respectively). There was no change from sea level in the rate of desaturation during occlusion (Sto2 downslope) at either altitude. The findings suggest that in resting skeletal muscle of acclimatizing healthy volunteers at high altitude, microvascular reactivity is reduced (Sto2 upslope after a short period of ischemia) but that oxygen consumption remains unchanged (Sto2 downslope). PMID:24067186

Safety and Environment- Masterplan 2020 of DLR's Rocket Test Center Lampoldhausen

NASA Astrophysics Data System (ADS)

Haberzettl, Andreas; Dommers, Michael

2013-09-01

The German Aerospace Center DLR is the German research institute with approximately 7000 employees in 16 domestic locations. Among the research priorities of the German Aerospace Center DLR includes aerospace, energy and transport. DLR is institutionally supported by federal and state governments.Next funding sources arise in the context of third-party funds business (contract research and public contracts and subsidiaries). Main activities of the test center Lampoldshausen are testing of ARIANE's main and upper stage engines in the frame of ESA contracts.In the last years the test center of the DLR in Lampoldshausen has grown strongly, so that the number of employees is actually of about 230. The testing department is mainly responsible for rocket combustion testing according to customer requirements.Two kinds of test facilities are operated, sea level test benches and the altitude simulation test facilities.In addition to the DLR's growth also the activities of the industrial partner ASTRIUM has been elevated so that actually nearly 600 employees are present on site Lampoldshausen.The management of the site in relation to safety and security requires special measures with special respect to the presence of more people inside the testing area in order to guarantee trouble-free and safe experimental operation onsite the DLR's test plants. In order to meet with the future needs of continuing growth, the security and safety requirements have to be adopted.This report gives comprehensive outlook information about future possible scenarios of our coming tasks.Main driving force for future requests is the evolution of the rocket ARIANE. The testing of the new upper stage test facility for ARIANE 5 midlife evolution has been started. A new test position P5.2 is foreseen to perform the qualification of the new upper stage with the VINCI engine. This project will be very complex, in parallel running operation processes will require special procedures related to the overall safety of the test center.The site of Lampoldshausen with its test and supply facilities is subject to the restrictions of the German law BundesImissionsSchutzGesetz (derived from the European SEVESO-II directive) and its relevant ordinances, especially the Hazardous Incident Ordinance. Because of the complex framework effort which guarantees safety and security, Lampoldshausen has invested in people and processes in order to respect the restrictions of all relevant laws and ordinances as well as to guarantee the protection of people and the environment.Therefor a very special Master plan has been developed, with the goal to rearrange the complete testing area in order to be able to divide the area in certain sectors (testing range, technology and bureau) so that future testing enterprises will not affect almost free testing activities inside the site as it is in the present status.The paper provides comprehensive information related to the planned innovations including detailed background facts related to the foreseen safety and security standard applications.

MHD-EMP protection guidelines

NASA Astrophysics Data System (ADS)

Barnes, P. R.; Vance, E. F.

A nuclear detonation at altitudes several hundred kilometers above the earth will severely distort the earth's magnetic field and result in a strong magnetohydrodynamic electromagnetic pulse (MHD-EMP). The geomagnetic disturbance interacts with the soil to induce current and horizontal electric gradients. MHD-EMP, also called E3 since it is the third component of the high-altitude EMP (HEMP), lasts over 100 s after an exoatmospheric burst. MHD-EMP is similar to solar geomagnetic storms in it's global and low frequency (less than 1 Hz) nature except that E3 can be much more intense with a far shorter duration. When the MHD-EMP gradients are integrated over great distances by power lines, communication cables, or other long conductors, the induced voltages are significant. (The horizontal gradients in the soil are too small to induce major responses by local interactions with facilities.) The long pulse waveform for MHD-EMP-induced currents on long lines has a peak current of 200 A and a time-to-half-peak of 100 s. If this current flows through transformer windings, it can saturate the magnetic circuit and cause 60 Hz harmonic production. To mitigate the effects of MHD-EMP on a facility, long conductors must be isolated from the building and the commercial power harmonics and voltage swings must be addressed. The transfer switch would be expected to respond to the voltage fluctuations as long as the harmonics have not interfered with the switch control circuitry. The major sources of MHD-EMP induced currents are the commercial power lines and neutral; neutral current indirect coupling to the facility power or ground system via the metal fence, powered gate, parking lights, etc; metal water pipes; phone lines; and other long conductors that enter or come near the facility. The major source of harmonics is the commercial power system.

Integration of radar altimeter, precision navigation, and digital terrain data for low-altitude flight

NASA Technical Reports Server (NTRS)

Zelenka, Richard E.

1992-01-01

A Kalman filter for the integration of a radar altimeter into a terrain database-dependent guidance system was developed. Results obtained from a low-altitude helicopter flight test data acquired over moderately rugged terrain showed that the proposed Kalman filter removes large disparities in predicted above-ground-level (AGL) altitude in the presence of measurement anomalies and dropouts. Integration of a radar altimeter makes it possible to operate a near-terrain guidance system at or below 50 ft (subject to obstacle-avoidance limitations), whereas without radar altimeter integration, a minimum clearance altitude of 220 AGL is needed, as is suggested by previous work.

Mercury Capsule Retrorocket Test in the Altitude Wind Tunnel

NASA Image and Video Library

1960-09-21

A mechanic at the National Aeronautics and Space Administration (NASA) Lewis Research Center prepares the inverted base of a Mercury capsule for a test of its posigrade retrorockets inside the Altitude Wind Tunnel. In October 1959 NASA’s Space Task Group allocated several Project Mercury assignments to Lewis. The Altitude Wind Tunnel was modified to test the Atlas separation system, study the escape tower rocket plume, train astronauts to bring a spinning capsule under control, and calibrate the capsule’s retrorockets. The turning vanes, makeup air pipes, and cooling coils were removed from the wide western end of the tunnel to create a 51-foot diameter test chamber. The Mercury capsule had a six-rocket retro-package affixed to the bottom of the capsule. Three of these were posigrade rockets used to separate the capsule from the booster and three were retrograde rockets used to slow the capsule for reentry into the earth’s atmosphere. Performance of the retrorockets was vital since there was no backup system. Qualification tests of the retrorockets began in April 1960 on a retrograde thrust stand inside the southwest corner of the Altitude Wind Tunnel. These studies showed that a previous issue concerning the delayed ignition of the propellant had been resolved. Follow-up test runs verified reliability of the igniter’s attachment to the propellant. In addition, the capsule’s retrorockets were calibrated so they would not alter the capsule’s attitude when fired.

Launch Vehicle Flight Report - Nasa Project Apollo Little Joe 2 Qualification Test Vehicle 12-50-1

NASA Technical Reports Server (NTRS)

1963-01-01

The Little Joe II Qualification Test Vehicle, Model 12-50-1, was launched from Army Launch Area 3 {ALA-3) at White Sands Missile Range, New Mexico, on 28 August 1963. This was the first launch of this class of boosters. The Little Joe II Launch Vehicle was designed as a test vehicle for boosting payloads into flight. For the Apollo Program, its mission is to serve as a launch vehicle for flight testing of the Apollo spacecraft. Accomplishment of this mission requires that the vehicle be capable of boosting the Apollo payload to parameters ranging from high dynamic pressures at low altitude to very high altitude flight. The fixed-fin 12-50 version was designed to accomplish the low-altitude parameter. The 12-51 version incorporates an attitude control system to accomplish the high altitude mission. This launch was designed to demonstrate the Little Joe II capability of meeting the high dynamic pressure parameter for the Apollo Program. For this test, a boiler-plate version of the Apollo capsule, service module and escape tower were attached to the launch vehicle to simulate weight, center of gravity and aerodynamic shape of the Apollo configuration. No attempt was made to separate the payload in flight. The test was conducted in compliance with Project Apollo Flight Mission Directive for QTV-1, NASA-MSC, dated 3 June 1963, under authority of NASA Contract NAS 9-492,

Experimental methods for studying microbial survival in extraterrestrial environments.

PubMed

Olsson-Francis, Karen; Cockell, Charles S

2010-01-01

Microorganisms can be used as model systems for studying biological responses to extraterrestrial conditions; however, the methods for studying their response are extremely challenging. Since the first high altitude microbiological experiment in 1935 a large number of facilities have been developed for short- and long-term microbial exposure experiments. Examples are the BIOPAN facility, used for short-term exposure, and the EXPOSE facility aboard the International Space Station, used for long-term exposure. Furthermore, simulation facilities have been developed to conduct microbiological experiments in the laboratory environment. A large number of microorganisms have been used for exposure experiments; these include pure cultures and microbial communities. Analyses of these experiments have involved both culture-dependent and independent methods. This review highlights and discusses the facilities available for microbiology experiments, both in space and in simulation environments. A description of the microorganisms and the techniques used to analyse survival is included. Finally we discuss the implications of microbiological studies for future missions and for space applications. Copyright 2009 Elsevier B.V. All rights reserved.

Age, altitude, and workload effects on complex performance.

DOT National Transportation Integrated Search

1983-09-01

Fifteen healthy men in each of three age groups, 20-29 yrs, 40-49 yrs, and 60-69 yrs, were evaluated regarding complex performance in two altitude conditions (ground level vs. 3,810 m) which were administered during performance testing. Performance w...

The effects of physical fatigue and altitude on physiological, biochemical, and performance responses.

DOT National Transportation Integrated Search

1982-05-01

Twelve healthy young men were evaluated in each of four experimental conditions involving the possible combinations of two exercise conditions given prior to performance testing (1 h of heavy exercise vs. no exercise) and two altitude conditions (gro...

Tracking performance with two breathing oxygen concentrations after high altitude rapid decompression

NASA Technical Reports Server (NTRS)

Nesthus, Thomas E.; Schiflett, Samuel G.; Oakley, Carolyn J.

1992-01-01

Current military aircraft Liquid Oxygen (LOX) systems supply 99.5 pct. gaseous Aviator's Breathing Oxygen (ABO) to aircrew. Newer Molecular Sieve Oxygen Generation Systems (MSOGS) supply breathing gas concentration of 93 to 95 pct. O2. The margin is compared of hypoxia protection afforded by ABO and MSOGS breathing gas after a 5 psi differential rapid decompression (RD) in a hypobaric research chamber. The barometric pressures equivalent to the altitudes of 46000, 52000, 56000, and 60000 ft were achieved from respective base altitudes in 1 to 1.5 s decompressions. During each exposure, subjects remained at the simulated peak altitude breathing either 100 or 94 pct. O2 with positive pressure for 60 s, followed by a rapid descent to 40000 ft. Subjects used the Tactical Life Support System (TLSS) for high altitude protection. Subcritical tracking task performance on the Performance Evaluation Device (PED) provided psychomotor test measures. Overall tracking task performance results showed no differences between the MSOGS breathing O2 concentration of 94 pct. and ABO. Significance RMS error differences were found between the ground level and base altitude trials compared to peak altitude trials. The high positive breathing pressures occurring at the peak altitudes explained the differences.

DLR HABLEG- High Altitude Balloon Launched Experimental Glider

NASA Astrophysics Data System (ADS)

Wlach, S.; Schwarzbauch, M.; Laiacker, M.

2015-09-01

The group Flying Robots at the DLR Institute of Robotics and Mechatronics in Oberpfaffenhofen conducts research on solar powered high altitude aircrafts. Due to the high altitude and the almost infinite mission duration, these platforms are also denoted as High Altitude Pseudo-Satellites (HAPS). This paper highlights some aspects of the design, building, integration and testing of a flying experimental platform for high altitudes. This unmanned aircraft, with a wingspan of 3 m and a mass of less than 10 kg, is meant to be launched as a glider from a high altitude balloon in 20 km altitude and shall investigate technologies for future large HAPS platforms. The aerodynamic requirements for high altitude flight included the development of a launch method allowing for a safe transition to horizontal flight from free-fall with low control authority. Due to the harsh environmental conditions in the stratosphere, the integration of electronic components in the airframe is a major effort. For regulatory reasons a reliable and situation dependent flight termination system had to be implemented. In May 2015 a flight campaign was conducted. The mission was a full success demonstrating that stratospheric research flights are feasible with rather small aircrafts.

KSC01pp0039

NASA Image and Video Library

2001-01-04

The crated 2001 Mars Odyssey spacecraft rests safely inside the Spacecraft Assembly and Encapsulation Facility 2 (SAEF-2) located in the KSC Industrial Area. The spacecraft arrived at KSC’s Shuttle Landing Facility aboard an Air Force C-17 cargo airplane that brought it from Denver, Colo.., location of the Lockheed Martin plant where the spacecraft was built. In the SAEF, Odyssey will undergo final assembly and checkout. This includes installation of two of the three science instruments, integration of the three-panel solar array, and a spacecraft functional test. It will be fueled and then mated to an upper stage booster, the final activities before going to the launch pad. Launch is planned for April 7, 2001 the first day of a 21-day planetary window. Mars Odyssey will be inserted into an interplanetary trajectory by a Boeing Delta II launch vehicle from Pad A at Complex 17 at the Cape Canaveral Air Force Station, Fla. The spacecraft will arrive at Mars on Oct. 20, 2001, for insertion into an initial elliptical capture orbit. Its final operational altitude will be a 250-mile-high, Sun-synchronous polar orbit. Mars Odyssey will spend two years mapping the planet's surface and measuring its environment

Heat exchanger development at Reaction Engines Ltd.

NASA Astrophysics Data System (ADS)

Varvill, Richard

2010-05-01

The SABRE engine for SKYLON has a sophisticated thermodynamic cycle with heat transfer between the fluid streams. The intake airflow is cooled in an efficient counterflow precooler, consisting of many thousand small bore thin wall tubes. Precooler manufacturing technology has been under investigation at REL for a number of years with the result that flightweight matrix modules can now be produced. A major difficulty with cooling the airflow to sub-zero temperatures at low altitude is the problem of frost formation. Frost control technology has been developed which enables steady state operation. The helium loop requires a top cycle heat exchanger (HX3) to deliver a constant inlet temperature to the main turbine. This is constructed in silicon carbide and the feasibility of manufacturing various matrix geometries has been investigated along with suitable joining techniques. A demonstration precooler will be made to run in front of a Viper jet engine at REL's B9 test facility in 2011. This precooler will incorporate full frost control and be built from full size SABRE engine modules. The facility will incorporate a high pressure helium loop that rejects the absorbed heat to a bath of liquid nitrogen.

NASA Successfully Conducts Wallops Rocket Launch with Technology Experiments

NASA Image and Video Library

2015-07-07

NASA successfully launched a NASA Black Brant IX suborbital sounding rocket carrying two space technology demonstration projects at 6:15 a.m. today. The rocket carried the SOAREX-8 Exo-Brake Flight Test from NASA’s Ames Research Center in California and the Radial Core Heat Spreader from NASA’s Glenn Research Center in Ohio. Preliminary analysis shows that data was received on both projects. The payload flew to an altitude of 206 miles and impacted in the Atlantic Ocean approximately 10 minutes after launch. The payload will not be recovered. The flight was conducted through NASA’s Space Technology Mission Directorate. The next launch from NASA’s Wallops Flight Facility is a Terrier-Improved Malemute suborbital sounding rocket early in the morning on August 11 carrying the RockSat-X university student payload. For more information on NASA’s Wallops Flight Facility, visit: www.nasa.gov/wallops NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Altus II high altitude science aircraft decending toward U.S. Navy's Pacific Missile Range Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Altus II descending from a flight over Kauai, Hawaii. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Problems Involved in an Emergency Method of Guiding a Gliding Vehicle from High Altitudes to a High Key Position

NASA Technical Reports Server (NTRS)

Jewel, Joseph W., Jr.; Whitten, James B.

1960-01-01

An investigation has been conducted to determine the problems involved in an emergency method of guiding a gliding vehicle from high altitudes to a high key position (initial position) above a landing field. A jet airplane in a simulated flameout condition, conventional ground-tracking radar, and a scaled wire for guidance programming on the radar plotting board were used in the tests. Starting test altitudes varied from 30,000 feet to 46,500 feet, and starting positions ranged 8.4 to 67 nautical miles from the high key. Specified altitudes of the high key were 12,000, 10,000 or 4,000 feet. Lift-drag ratios of the aircraft of either 17, 16, or 6 were held constant during any given flight; however, for a few flights the lift-drag ratio was varied from 11 to 6. Indicated airspeeds were held constant at either 160 or 250 knots. Results from these tests indicate that a gliding vehicle having a lift-drag ratio of 16 and an indicated approach speed of 160 knots can be guided to within 800 feet vertically and 2,400 feet laterally of a high key position. When the lift-drag ratio of the vehicle is reduced to 6 and the indicated approach speed is raised to 250 knots, the radar controller was able to guide the vehicle to within 2,400 feet vertically and au feet laterally of the high key. It was also found that radar stations which give only azimuth-distance information could control the glide path of a gliding vehicle as well as stations that receive azimuth-distance-altitude information, provided that altitude information is supplied by the pilot.

Austrian Moderate Altitude Study (AMAS 2000): erythropoietic activity and Hb-O(2) affinity during a 3-week hiking holiday at moderate altitude in persons with metabolic syndrome.

PubMed

Schobersberger, Wolfgang; Greie, Sven; Humpeler, Egon; Mittermayr, Markus; Fries, Dietmar; Schobersberger, Beatrix; Artner-Dworzak, Erika; Hasibeder, Walter; Klingler, Anton; Gunga, Hanns-Christian

2005-01-01

Moderate altitude hypoxia (1500 to 2500 m) is known to stimulate erythropoiesis and to improve oxygen transport to tissue by a reduction of Hb-O(2) affinity. Whether this adaptation also occurs in tourists with metabolic syndrome has not yet been investigated sufficiently. Thus, we performed a prospective field study to measure erythropoietic parameters and oxygen transport properties in 24 male volunteers with metabolic syndrome during a 3- week holiday program at 1700 m consisting of four guided, individually adapted hiking tours per week. The following examinations were performed: baseline investigations at 500 m (T1); examinations at moderate altitude on day 1 (T2), day 4 (T3), day 9 (T4), and day 19 (T5); and postaltitude tests (T6) 7 to 10 days after return. On day 1 and day 19, a walk on a standardized hiking test route with oxygen saturation (SpO(2)) measure points was performed. Hemoglobin, packed cell volume, and red cell count showed changes over time, with higher values at T5 as compared to baseline. Reticulocyte count and erythropoietin (EPO) were increased at T2 and increased further until T5. EPO declined toward prealtitude values. P50-value (blood PO(2) at 50% hemoglobin oxygen saturation at actual pH) increased during the altitude sojourn (maximum increase at T5 by +0.40 kPa). At T5 all volunteers had a higher SpO(2) before, during, and at the end of the test route compared to T1. During adaptation to moderate altitude, persons with metabolic syndrome exhibit an increase in EPO and a rightward shift of the oxygen dissociation curve that is similar to healthy subjects.

The Precision Expandable Radar Calibration Sphere (PERCS) With Applications for Laser Imaging and Ranging

NASA Astrophysics Data System (ADS)

Bernhardt, P.; Nicholas, A.; Thomas, L.; Davis, M.; Hoberman, C.; Davis, M.

The Naval Research Laboratory will provide an orbiting calibration sphere to be used with ground-based laser imaging telescopes and HF radio systems. The Precision Expandable Radar Calibration Sphere (PERCS) is a practical, reliable, high-performance HF calibration sphere and laser imaging target to orbit at about 600 km altitude. The sphere will be made of a spherical wire frame with aspect independent radar cross section in the 3 to 35 MHz frequency range. The necessary launch vehicle to place the PERCS in orbit will be provided by the Department of Defense Space Test Program. The expandable calibration target has a stowed diameter of 1 meter and a fully deployed diameter of 10.2 meters. A separate deployment mechanism is provided for the sphere. After deployment, the Precision Expandable Radar Calibration Sphere (PERCS) with 180 vertices will be in a high inclination orbit to scatter radio pulses from a number of ground systems, including (1) over-the-horizon (OTH) radars operated by the United States and Australia; (2) high power HF facilities such as HAARP in Alaska, EISCAT in Norway, and Arecibo in Puerto Rico; (3) the chain of high latitude SuperDARN radars used for auroral region mapping; and (4) HF direction finding for Navy ships. With the PERCS satellite, the accuracy of HF radars can be periodically checked for range, elevation, and azimuth errors. In addition, each of the 360 vertices on the PERCS sphere will support an optical retro-reflector for operations with ground laser facilities used to track satellites. The ground laser systems will be used to measure the precise location of the sphere within one cm accuracy and will provide the spatial orientation of the sphere as well as the rotation rate. The Department of Defense facilities that can use the corner-cube reflectors on the PERCS include (1) the Air Force Maui Optical Site (AMOS), (2) the Starfire Optical Range (SOR), and (3) the NRL Optical Test Facility (OTF).

Aerodynamic Measurements of an Incidence Tolerant Blade in a Transonic Turbine Cascade

NASA Technical Reports Server (NTRS)

McVetta, Ashlie B.; Giel, Paul W.

2012-01-01

An overview of the recent facility modifications to NASA s Transonic Turbine Blade Cascade Facility and aerodynamic measurements on the VSPT incidence-tolerant blade are presented. This work supports the development of variable-speed power turbine (VSPT) speed-change technology for the NASA Large Civil Tilt Rotor (LCTR) vehicle. In order to maintain acceptable main rotor propulsive efficiency, the VSPT operates over a nearly 50% speed range from takeoff to altitude cruise. This results in 50 or more variations in VSPT blade incidence angles. The Transonic Turbine Blade Cascade Facility has the ability to operate over a wide range of Reynolds numbers and Mach numbers, but had to be modified in order to accommodate the negative incidence angle variation required by the LCTR VSPT operation. Details of the modifications are described. An incidence-tolerant blade was developed under an RTPAS study contract and tested in the cascade to look at the effects of large incidence angle and Reynolds number variations. Recent test results are presented which include midspan exit total pressure and flow angle measurements obtained at three inlet angles representing the cruise, take-off, and maximum incidence flight mission points. For each inlet angle, data were obtained at five flow conditions with exit Reynolds numbers varying from 2.12 106 to 2.12 105 and two isentropic exit Mach numbers of 0.72 and 0.35. Three-dimensional flowfield measurements were also acquired at the cruise and take-off points. The flowfield measurements were acquired using a five-hole and three-hole pneumatic probe located in a survey plane 8.6% axial chord downstream of the blade trailing edge plane and covering three blade passages. Blade and endwall static pressure distributions were also acquired for each flow condition.

Perseus A on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research vehicle, is seen just after landing on Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus A had a unique method of takeoff and landing. To make the aircraft as aerodynamic and lightweight as possible, designers gave it only two very small centerline wheels for landing. These wheels were very close to the fuselage, and therefore produced very little drag. However, since the fuselage sat so close to the ground, it was necessary to keep the large propeller at the rear of the aircraft locked in a horizontal position during takeoff. The aircraft was towed to about 700 feet in the air, where the engine was started and the aircraft began flying under its own power. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Determination of Extrapolation Distance With Pressure Signatures Measured at Two to Twenty Span Lengths From Two Low-Boom Models

NASA Technical Reports Server (NTRS)

Mack, Robert J.; Kuhn, Neil S.

2006-01-01

A study was performed to determine a limiting separation distance for the extrapolation of pressure signatures from cruise altitude to the ground. The study was performed at two wind-tunnel facilities with two research low-boom wind-tunnel models designed to generate ground pressure signatures with "flattop" shapes. Data acquired at the first wind-tunnel facility showed that pressure signatures had not achieved the desired low-boom features for extrapolation purposes at separation distances of 2 to 5 span lengths. However, data acquired at the second wind-tunnel facility at separation distances of 5 to 20 span lengths indicated the "limiting extrapolation distance" had been achieved so pressure signatures could be extrapolated with existing codes to obtain credible predictions of ground overpressures.

Integration of radar altimeter, precision navigation, and digital terrain data for low-altitude flight

NASA Technical Reports Server (NTRS)

Zelenka, Richard E.

1992-01-01

Avionic systems that depend on digitized terrain elevation data for guidance generation or navigational reference require accurate absolute and relative distance measurements to the terrain, especially as they approach lower altitudes. This is particularly exacting in low-altitude helicopter missions, where aggressive terrain hugging maneuvers create minimal horizontal and vertical clearances and demand precise terrain positioning. Sole reliance on airborne precision navigation and stored terrain elevation data for above-ground-level (AGL) positioning severely limits the operational altitude of such systems. A Kalman filter is presented which blends radar altimeter returns, precision navigation, and stored terrain elevation data for AGL positioning. The filter is evaluated using low-altitude helicopter flight test data acquired over moderately rugged terrain. The proposed Kalman filter is found to remove large disparities in predicted AGL altitude (i.e., from airborne navigation and terrain elevation data) in the presence of measurement anomalies and dropouts. Previous work suggested a minimum clearance altitude of 220 ft AGL for a near-terrain guidance system; integration of a radar altimeter allows for operation of that system below 50 ft, subject to obstacle-avoidance limitations.

A new low-turbulence wind tunnel for animal and small vehicle flight experiments

PubMed Central

Watts, Anthony; Nagle, Tony; Lentink, David

2017-01-01

Our understanding of animal flight benefits greatly from specialized wind tunnels designed for flying animals. Existing facilities can simulate laminar flow during straight, ascending and descending flight, as well as at different altitudes. However, the atmosphere in which animals fly is even more complex. Flow can be laminar and quiet at high altitudes but highly turbulent near the ground, and gusts can rapidly change wind speed. To study flight in both laminar and turbulent environments, a multi-purpose wind tunnel for studying animal and small vehicle flight was built at Stanford University. The tunnel is closed-circuit and can produce airspeeds up to 50 m s−1 in a rectangular test section that is 1.0 m wide, 0.82 m tall and 1.73 m long. Seamless honeycomb and screens in the airline together with a carefully designed contraction reduce centreline turbulence intensities to less than or equal to 0.030% at all operating speeds. A large diameter fan and specialized acoustic treatment allow the tunnel to operate at low noise levels of 76.4 dB at 20 m s−1. To simulate high turbulence, an active turbulence grid can increase turbulence intensities up to 45%. Finally, an open jet configuration enables stereo high-speed fluoroscopy for studying musculoskeletal control in turbulent flow. PMID:28405384

The Power of Aircraft Engines at Altitude

NASA Technical Reports Server (NTRS)

Ragazzi, Paolo

1939-01-01

The subject of the present paper is confined to the investigations and methods employed by the Fiat company in their studies on the altitude performance of an air-cooled engine of the production type. The experimental set-up as well as test engine data are provided.

Base pressure and heat transfer tests of the 0.0225-scale space shuttle plume simulation model (19-OTS) in yawed flight conditions in the NASA-Lewis 10x10-foot supersonic wind tunnel (test IH83)

NASA Technical Reports Server (NTRS)

Foust, J. W.

1979-01-01

Wind tunnel tests were performed to determine pressures, heat transfer rates, and gas recovery temperatures in the base region of a rocket firing model of the space shuttle integrated vehicle during simulated yawed flight conditions. First and second stage flight of the space shuttle were simulated by firing the main engines in conjunction with the SRB rocket motors or only the SSME's into the continuous tunnel airstream. For the correct rocket plume environment, the simulated altitude pressures were halved to maintain the rocket chamber/altitude pressure ratio. Tunnel freestream Mach numbers from 2.2 to 3.5 were simulated over an altitude range of 60 to 130 thousand feet with varying angle of attack, yaw angle, nozzle gimbal angle and SRB chamber pressure. Gas recovery temperature data derived from nine gas temperature probe runs are presented. The model configuration, instrumentation, test procedures, and data reduction are described.

Altitude-Test-Chamber Investigation of the Endurance and Performance Characteristics of the J65-W-7 Engine at a Mach Number of 2.0

NASA Technical Reports Server (NTRS)

Biermann, A.E.; Braithwaite, Willis M.

1955-01-01

An investigation of the endurance characteristics, at high Mach number, of the J65-W-7 engine was made in an altitude chamber at the Lewis laboratory. The investigation was made to determine whether this engine can be operated at flight conditions of Mach 2 at 35,000-feet altitude (inlet temperature, 250 F) as a limited-service-life engine Failure of the seventh-stage aluminum compressor blades occurred in both engines tested and was attributed to insufficient strength of the blade fastenings at the elevated temperatures. For the conditions of these tests, the results showed that it is reasonable to expect 10 to 15 minutes of satisfactory engine operation before failure. The high temperatures and pressures imposed upon the compressor housing caused no permanent deformation. In general, the performance of the engines tested was only slightly affected by the high ram conditions of this investigation. There was no discernible depreciation of performance with time prior to failure.

Comparison of Several Methods of Predicting the Pressure Loss at Altitude Across a Baffled Aircraft-Engine Cylinder

NASA Technical Reports Server (NTRS)

Neustein, Joseph; Schafer, Louis J , Jr

1946-01-01

Several methods of predicting the compressible-flow pressure loss across a baffled aircraft-engine cylinder were analytically related and were experimentally investigated on a typical air-cooled aircraft-engine cylinder. Tests with and without heat transfer covered a wide range of cooling-air flows and simulated altitudes from sea level to 40,000 feet. Both the analysis and the test results showed that the method based on the density determined by the static pressure and the stagnation temperature at the baffle exit gave results comparable with those obtained from methods derived by one-dimensional-flow theory. The method based on a characteristic Mach number, although related analytically to one-dimensional-flow theory, was found impractical in the present tests because of the difficulty encountered in defining the proper characteristic state of the cooling air. Accurate predictions of altitude pressure loss can apparently be made by these methods, provided that they are based on the results of sea-level tests with heat transfer.

Size and shape in Melipona quadrifasciata anthidioides Lepeletier, 1836 (Hymenoptera; Meliponini).

PubMed

Nunes, L A; Passos, G B; Carvalho, C A L; Araújo, E D

2013-11-01

This study aimed to identify differences in wing shape among populations of Melipona quadrifasciata anthidioides obtained in 23 locations in the semi-arid region of Bahia state (Brazil). Analysis of the Procrustes distances among mean wing shapes indicated that population structure did not determine shape variation. Instead, populations were structured geographically according to wing size. The Partial Mantel Test between morphometric (shape and size) distance matrices and altitude, taking geographic distances into account, was used for a more detailed understanding of size and shape determinants. A partial Mantel test between morphometris (shape and size) variation and altitude, taking geographic distances into account, revealed that size (but not shape) is largely influenced by altitude (r = 0.54 p < 0.01). These results indicate greater evolutionary constraints for the shape variation, which must be directly associated with aerodynamic issues in this structure. The size, however, indicates that the bees tend to have larger wings in populations located at higher altitudes.

How Funding and Policy Affect Access to and Modernization of Major Air Force Ground Test Infrastructure Assets

DTIC Science & Technology

2017-04-06

center’s wind tunnels, gas turbine sea level and altitude test cells, space chambers, altitude rocket cells, ballistic ranges, arc heaters and other...number of programs, and the difficulty getting new programs approved, the services are reluctant to delay or cancel programs. Performance problems in...manpower as an indirect cost would alleviate problems with maintaining expertise. The indirect costs provide for security, base infrastructure

Extrapolation From Wind Tunnel to Flight: Shuttle Orbiter Aerodynamics

NASA Technical Reports Server (NTRS)

Muylaert, J.; Walpot, L.; Rostand, P.; Rapuc, M.; Brauckmann, G.; Paulson, J.; Trockmorton, D.; Weilmuenster, K.

1998-01-01

The paper reviews a combined numerical and experimental activity on the Shuttle Orbiter, first performed at NASA Langley within the Orbiter Experiment (OEX) and subsequently at ESA, as part of the AGARD FDP WG 18 activities. The study at Langley was undertaken to resolve the pitch up anomaly observed during the entry of the first flight of the Shuttle Orbiter. The present paper will focus on real gas effects on aerodynamics and not on heating. The facilities used at NASA Langley were the 15-in. Mach 6, the 20-in, Mach 6, the 31-in. Mach 10 and the 20-in. Mach 6 CF4 facility. The paper focuses on the high Mach, high altitude portion of the first entry of the Shuttle where the vehicle exhibited a nose-up pitching moment relative to pre-flight prediction of (Delta C(sub m)) = 0.03. In order to study the relative contribution of compressibility, viscous interaction and real gas effects on basic body pitching moment and flap efficiency, an experimental study was undertaken to examine the effects of Mach, Reynolds and ratio of specific heats at NASA. At high Mach, a decrease of gamma occurs in the shock layer due to high temperature effects. The primary effect of this lower specific heat ratio is a decrease of the pressure on the aft windward expansion surface of the Orbiter causing the nose-up pitching moment. Testing in the heavy gas, Mach 6 CF4 tunnel, gave a good simulation of high temperature effects. The facilities used at ESA were the lm Mach 10 at ONERA Modane, the 0.7 m hot shot F4 at ONERA Le Fauga and the 0.88 m piston driven shock tube HEG at DLR Goettingen. Encouraging good force measurements were obtained in the F4 facility on the Orbiter configuration. Testing of the same model in the perfect gas Mach 10 S4 Modane facility was performed so as to have "reference" conditions. When one compares the F4 and S4 test results, the data suggests that the Orbiter "pitch up" is due to real gas effects. In addition, pressure measurements, performed on the aft portion of the windward side of the Halis configuration in HEG and F4, confirm that the pitch up is mainly attributed to a reduction of pressure due to a local decrease in gamma.

Inflation of Unreefed and Reefed Extraction Parachutes

NASA Technical Reports Server (NTRS)

Ray, Eric S.; Varela, Jose G.

2015-01-01

Data from the Orion and several other test programs have been used to reconstruct inflation parameters for 28 ft Do extraction parachutes as well as the parent aircraft pitch response during extraction. The inflation force generated by extraction parachutes is recorded directly during tow tests but is usually inferred from the payload accelerometer during Low Velocity Airdrop Delivery (LVAD) flight test extractions. Inflation parameters are dependent on the type of parent aircraft, number of canopies, and standard vs. high altitude extraction conditions. For standard altitudes, single canopy inflations are modeled as infinite mass, but the non-symmetric inflations in a cluster are modeled as finite mass. High altitude extractions have necessitated reefing the extraction parachutes, which are best modeled as infinite mass for those conditions. Distributions of aircraft pitch profiles and inflation parameters have been generated for use in Monte Carlo simulations of payload extractions.

Human in the Loop Integrated Life Support Systems Ground Testing

NASA Technical Reports Server (NTRS)

Henninger, Donald L.; Marmolejo, Jose A.; Seaman, Calvin H.

2012-01-01

Human exploration missions beyond low earth orbit will be long duration with abort scenarios of days to months. This necessitates provisioning the crew with all the things they will need to sustain themselves while carrying out mission objectives. Systems engineering and integration is critical to the point where extensive integrated testing of life support systems on the ground is required to identify and mitigate risks. Ground test facilities (human-rated altitude chambers) at the Johnson Space Center are being readied to integrate all the systems for a mission along with a human test crew. The relevant environment will include deep space habitat human accommodations, sealed atmosphere capable of 14.7 to 8 psi total pressure and 21 to 32% oxygen concentration, life support systems (food, air, and water), communications, crew accommodations, medical, EVA, tools, etc. Testing periods will approximate those of the expected missions (such as a near Earth asteroid, Earth-Moon L2 or L1, the moon, Mars). This type of integrated testing is needed for research and technology development as well as later during the mission design, development, test, and evaluation (DDT&E) phases of an approved program. Testing will evolve to be carried out at the mission level fly the mission on the ground . Mission testing will also serve to inform the public and provide the opportunity for active participation by international, industrial and academic partners.

High altitude aerodynamic platform concept evaluation and prototype engine testing

NASA Technical Reports Server (NTRS)

Akkerman, J. W.

1984-01-01

A design concept has been developed for maintaining a 150-pound payload at 60,000 feet altitude for about 50 hours. A 600-pound liftoff weight aerodynamic vehicle is used which operates at sufficient speeds to withstand prevailing winds. It is powered by a turbocharged four-stoke cycle gasoline fueled engine. Endurance time of 100 hours or more appears to be feasible with hydrogen fuel and a lighter payload. A prototype engine has been tested to 40,000 feet simulated altitude. Mismatch of the engine and the turbocharger system flow and problems with fuel/air mixture ratio control characteristics prohibited operation beyond 40,000 feet. But there seems to be no reason why the concept cannot be developed to function as analytically predicted.

The effect of humidity on engine power at altitude

NASA Technical Reports Server (NTRS)

Brooks, D G; Garlock, E A

1933-01-01

From tests made in the altitude chamber of the Bureau of Standards, it was found that the effect of humidity on engine power is the same at altitudes up to 25,000 feet as at sea level. Earlier tests on automotive engines, made under sea-level conditions, showed that water vapor acts as an inert diluent, reducing engine power in proportion to the amount of vapor present. By combining the effects of atmospheric pressure, temperature, and humidity, it is shown that the indicated power obtainable from an engine is proportional to its mass rate of consumption of oxygen. This has led the National Advisory Committee for Aeronautics to adopt a standard basis for the correction of engine performance, in which the effect of humidity is included.

Analytical and physical modeling program for the NASA Lewis Research Center's Altitude Wind Tunnel (AWT)

NASA Technical Reports Server (NTRS)

Abbott, J. M.; Deidrich, J. H.; Groeneweg, J. F.; Povinelli, L. A.; Reid, L.; Reinmann, J. J.; Szuch, J. R.

1985-01-01

An effort is currently underway at the NASA Lewis Research Center to rehabilitate and extend the capabilities of the Altitude Wind Tunnel (AWT). This extended capability will include a maximum test section Mach number of about 0.9 at an altitude of 55,000 ft and a -20 F stagnation temperature (octagonal test section, 20 ft across the flats). In addition, the AWT will include an icing and acoustic research capability. In order to insure a technically sound design, an AWT modeling program (both analytical and physical) was initiated to provide essential input to the AWT final design process. This paper describes the modeling program, including the rationale and criteria used in program definition, and presents some early program results.

Design assurance test of the Thiokol Te-M-521-5 apogee kick motor tested in the spin mode at simulated altitude conditions

NASA Technical Reports Server (NTRS)

Cimino, A. A.

1973-01-01

One Thiokol Chemical Corporation TE-M-521-5 solid-propellant apogee rocket motor was successfully fired at an average simulated altitude of about 108,000 ft while spinning at 46 rpm. The general program objectives were to verify compliance of motor performance with the manufacturer's specifications. Specific primary objectives were to determine vacuum ballistic performance of the motor after prefire vibration conditioning and temperature conditioning at 40F, altitude ignition characteristics, motor structural integrity, and motor temperature-time history during and after motor operation. Additional objectives were to measure the lateral (nonaxial) thrust component during motor operation and to measure radiation heat flux in the vicinity of the nozzle exit plane.

UTM Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal

2017-01-01

Conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line of sight UAS operations in the low-altitude airspace. Use build-a-little-test-a-little strategy remote areas to urban areas Low density: No traffic management required but understanding of airspace constraints. Cooperative traffic management: Understanding of airspace constraints and other operations. Manned and unmanned traffic management: Scalable and heterogeneous operations. UTM construct consistent with FAAs risk-based strategy. UTM research platform is used for simulations and tests. UTM offers path towards scalability.

UTM Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal H.

2016-01-01

Conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line of sight UAS operations in the low-altitude airspace. Use build-a-little-test-a-little strategy remote areas to urban areas Low density: No traffic management required but understanding of airspace constraints. Cooperative traffic management: Understanding of airspace constraints and other operations. Manned and unmanned traffic management: Scalable and heterogeneous operations. UTM construct consistent with FAAs risk-based strategy. UTM research platform is used for simulations and tests. UTM offers path towards scalability.

Helicopter Acoustic Flight Test with Altitude Variation and Maneuvers

NASA Technical Reports Server (NTRS)

Watts, Michael E.; Greenwood, Eric; Sim, Ben; Stephenson, James; Smith, Charles D.

2016-01-01

A cooperative flight test campaign between NASA and the U.S. Army was performed from September 2014 to February 2015. The purposes of the testing were to: investigate the effects of altitude variation on noise generation, investigate the effects of gross weight variation on noise generation, establish the statistical variability in acoustic flight testing of helicopters, and characterize the effects of transient maneuvers on radiated noise for a medium-lift utility helicopter. This test was performed at three test sites (0, 4000, and 7000 feet above mean sea level) with two aircraft (AS350 SD1 and EH-60L) tested at each site. This report provides an overview of the test, documents the data acquired and describes the formats of the stored data.

Cardiorespiratory Assessment of Decongestant-Antihistamine Effects on Altitude, +Gz, and Fatigue Tolerances

DTIC Science & Technology

1978-04-01

tolerated. Two subjec~ts were cle~rly incapacitated during the first +2Gz test under Comyon A at1A50fI ,’titude. Ic ’.s fe~lt that the +Gz intolerance ...I intolerance to altitude, LBNP, or ergometry disqualified the candidate from subsequent participation in the study. Some of the vital...altitude with a single dose of Compound A, Compound B, or lactose placebo. All three ingesta were prepared in identical-appearing cap- sules. Each

A constant altitude flight survey method for mapping atmospheric ambient pressures and systematic radar errors

NASA Technical Reports Server (NTRS)

Larson, T. J.; Ehernberger, L. J.

1985-01-01

The flight test technique described uses controlled survey runs to determine horizontal atmospheric pressure variations and systematic altitude errors that result from space positioning measurements. The survey data can be used not only for improved air data calibrations, but also for studies of atmospheric structure and space positioning accuracy performance. The examples presented cover a wide range of radar tracking conditions for both subsonic and supersonic flight to an altitude of 42,000 ft.

Systemic lupus erythematosus patients in the low-latitude plateau of China: altitudinal influences.

PubMed

Qian, G; Ran, X; Zhou, C X; Deng, D Q; Zhang, P L; Guo, Y; Luo, J H; Zhou, X H; Xie, H; Cai, M

2014-12-01

The current study was to investigate the features of hospitalized patients with systemic lupus erythematosus (SLE) at different altitudes. The correlation between SLE activity and altitudinal variations was also explored. Medical records of 1029 patients were retrospectively reviewed. Activity of SLE in each organ system was recorded using the Systemic Lupus Erythematosus Disease Activity Index (SLEDAI). There was no significant correlation between SLE activity and altitudes (r = 0.003, p = 0.159). Age at onset for SLE patients at high altitudes was significantly younger than that at low and moderate altitudes (p = 0.022 and p = 0.004, respectively). Age at SLE admission at low altitudes was significant older than those at moderate and high altitudes (p = 0.011 and p < 0.001, respectively). Patients at high altitudes had shorter duration from disease onset to admission than those at moderate altitudes (p = 0.009). Incidence of Sm antibodies-positive for resident patients at high altitudes was 36.4%, which were higher than that at moderate altitudes (p = 0.003). We found increasing trends of CNS activity in active patients; immunological and renal activities in inactive patients were correlated with elevated altitudes (p = 0.024, p = 0.004, p = 0.005), while arthritis scores in active patients showed the tendency of decreasing with the rise of elevation (p = 0.002). Hemoglobin level, red blood cell and platelet counts at high altitudes were significantly lower than those at low altitudes (p < 0.05, respectively). There was no significant difference in hemoglobin level between moderate- and low-altitude groups (p > 0.05). No significant difference in platelet counts between moderate- and high-altitude groups was observed (p > 0.05). Our findings suggest that some clinical features, laboratory tests and activity of main organs in SLE are influenced by altitudes. Furthermore, organ activities of active and inactive SLE patients have different patterns of altitudinal variations. These distinctive variations likely reveal that peculiar environmental factors at high altitudes can affect the development of SLE. © The Author(s) 2014 Reprints and permissions: sagepub.co.uk/journalsPermissions.nav.

Pathfinder ground preparations prior to altitude record setting flight of 71,500 feet

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians make final adjustments on the solar-powered Pathfinder remotely piloted research aircraft prior to the craft's taking off on a flight which established a new unofficial world's altitude record for both propellor-driven and solar-powered aircraft. The new record of more than 71,500 feet was set during a 14 1/2-hour flight July 7, 1997, from the U.S. Navy's Pacific Missile Range Facility (PMRF) at Barking Sands, Kauai, Hawaii. The new altitude record is subject to verification by the National Aeronautics Association. The Pathfinder took off at 8:34 a.m. HDT, passed its previous record altitude of 67,350 feet about 2:45 p.m., and then reached its new mark at about 4 p.m. Controllers on the ground then initiated a slow decent, and Pathfinder landed seven hours later at 11:05 p.m. HDT. The experimental Boeing Condor remotely-piloted aircraft had held the previous record for propellor-driven craft of 67,028 feet. The Pathfinder had exceeded that height on a previous flight on June 9, 1997, but not by a large enough margin to be considered a new record. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

Effect of chronic perinatal hypoxia on the role of rho-kinase in pulmonary artery contraction in newborn lambs

PubMed Central

Terry, Michael H.; Merritt, Travis A.; Papamatheakis, Demosthenes G.; Blood, Quintin; Ross, Jonathon M.; Power, Gordon G.; Longo, Lawrence D.; Wilson, Sean M.

2013-01-01

Exposure to chronic hypoxia during gestation predisposes infants to neonatal pulmonary hypertension, but the underlying mechanisms remain unclear. Here, we test the hypothesis that moderate continuous hypoxia during gestation causes changes in the rho-kinase pathway that persist in the newborn period, altering vessel tone and responsiveness. Lambs kept at 3,801 m above sea level during gestation and the first 2 wk of life were compared with those with gestation at low altitude. In vitro studies of isolated pulmonary arterial rings found a more forceful contraction in response to KCl and 5-HT in high-altitude compared with low-altitude lambs. There was no difference between the effects of blockers of various pathways of extracellular Ca2+ entry in low- and high-altitude arteries. In contrast, inhibition of rho-kinase resulted in significantly greater attenuation of 5-HT constriction in high-altitude compared with low-altitude arteries. High-altitude lambs had higher baseline pulmonary artery pressures and greater elevations in pulmonary artery pressure during 15 min of acute hypoxia compared with low-altitude lambs. Despite evidence for an increased role for rho-kinase in high-altitude arteries, in vivo studies found no significant difference between the effects of rho-kinase inhibition on hypoxic pulmonary vasoconstriction in intact high-altitude and low-altitude lambs. We conclude that chronic hypoxia in utero results in increased vasopressor response to both acute hypoxia and serotonin, but that rho-kinase is involved only in the increased response to serotonin. PMID:23152110

Accuracy of Handheld Blood Glucose Meters at High Altitude

PubMed Central

de Vries, Suzanna T.; Fokkert, Marion J.; Dikkeschei, Bert D.; Rienks, Rienk; Bilo, Karin M.; Bilo, Henk J. G.

2010-01-01

Background Due to increasing numbers of people with diabetes taking part in extreme sports (e.g., high-altitude trekking), reliable handheld blood glucose meters (BGMs) are necessary. Accurate blood glucose measurement under extreme conditions is paramount for safe recreation at altitude. Prior studies reported bias in blood glucose measurements using different BGMs at high altitude. We hypothesized that glucose-oxidase based BGMs are more influenced by the lower atmospheric oxygen pressure at altitude than glucose dehydrogenase based BGMs. Methodology/Principal Findings Glucose measurements at simulated altitude of nine BGMs (six glucose dehydrogenase and three glucose oxidase BGMs) were compared to glucose measurement on a similar BGM at sea level and to a laboratory glucose reference method. Venous blood samples of four different glucose levels were used. Moreover, two glucose oxidase and two glucose dehydrogenase based BGMs were evaluated at different altitudes on Mount Kilimanjaro. Accuracy criteria were set at a bias <15% from reference glucose (when >6.5 mmol/L) and <1 mmol/L from reference glucose (when <6.5 mmol/L). No significant difference was observed between measurements at simulated altitude and sea level for either glucose oxidase based BGMs or glucose dehydrogenase based BGMs as a group phenomenon. Two GDH based BGMs did not meet set performance criteria. Most BGMs are generally overestimating true glucose concentration at high altitude. Conclusion At simulated high altitude all tested BGMs, including glucose oxidase based BGMs, did not show influence of low atmospheric oxygen pressure. All BGMs, except for two GDH based BGMs, performed within predefined criteria. At true high altitude one GDH based BGM had best precision and accuracy. PMID:21103399

Water-Vapor Raman Lidar System Reaches Higher Altitude

NASA Technical Reports Server (NTRS)

Leblanc, Thierry; McDermid, I. Stewart

2010-01-01

A Raman lidar system for measuring the vertical distribution of water vapor in the atmosphere is located at the Table Mountain Facility (TMF) in California. Raman lidar systems for obtaining vertical water-vapor profiles in the troposphere have been in use for some time. The TMF system incorporates a number of improvements over prior such systems that enable extension of the altitude range of measurements through the tropopause into the lower stratosphere. One major obstacle to extension of the altitude range is the fact that the mixing ratio of water vapor in the tropopause and the lower stratosphere is so low that Raman lidar measurements in this region are limited by noise. Therefore, the design of the TMF system incorporates several features intended to maximize the signal-to-noise ratio. These features include (1) the use of 355-nm-wavelength laser pulses having an energy (0.9 J per pulse) that is high relative to the laser-pulse energy levels of prior such systems, (2) a telescope having a large aperture (91 cm in diameter) and a narrow field of view (angular width .0.6 mrad), and (3) narrow-bandpass (wavelength bandwidth 0.6 nm) filters for the water-vapor Raman spectral channels. In addition to the large-aperture telescope, three telescopes having apertures 7.5 cm in diameter are used to collect returns from low altitudes.

Can patients with pulmonary hypertension travel to high altitude?

PubMed

Luks, Andrew M

2009-01-01

With the increasing popularity of adventure travel and mountain activities, it is likely that many high altitude travelers will have underlying medical problems and approach clinicians for advice about ensuring a safe sojourn. Patients with underlying pulmonary hypertension are one group who warrants significant concern during high altitude travel, because ambient hypoxia at high altitude will trigger hypoxic pulmonary vasoconstriction and cause further increases in pulmonary artery (PA) pressure, which may worsen hemodynamics and also predispose to acute altitude illness. After addressing basic information about pulmonary hypertension and pulmonary vascular responses to acute hypoxia, this review discusses the evidence supporting an increased risk for high altitude pulmonary edema in these patients, concerns regarding worsening oxygenation and right-heart function, the degree of underlying pulmonary hypertension necessary to increase risk, and the altitude at which such problems may occur. These patients may be able to travel to high altitude, but they require careful pre-trip assessment, including echocardiography and, when feasible, high altitude simulation testing with echocardiography to assess changes in PA pressure and oxygenation under hypoxic conditions. Those with mean PA pressure > or =35 mm Hg or systolic PA pressure > or =50 mm Hg at baseline should avoid travel to >2000 m; but if such travel is necessary or strongly desired, they should use supplemental oxygen during the sojourn. Patients with milder degrees of pulmonary hypertension may travel to altitudes <3000 m, but should consider prophylactic measures, including pulmonary vasodilators or supplemental oxygen.