NASA/LaRC jet plume research

NASA Technical Reports Server (NTRS)

Seiner, John M.; Ponton, Michael K.; Manning, James C.

1992-01-01

The following provides a summary for research being conducted by NASA/LaRC and its contractors and grantees to develop jet engine noise suppression technology under the NASA High Speed Research (HSR) program for the High Speed Civil Transport (HSCT). The objective of this effort is to explore new innovative concepts for reducing noise to Federally mandated guidelines with minimum compromise on engine performance both in take-off and cruise. The research program is divided into four major technical areas: (1) jet noise research on advanced nozzles; (2) plume prediction and validation; (3) passive and active control; and (4) methodology for noise prediction.

The atmospheric effects of stratospheric aircraft: A third program report

NASA Technical Reports Server (NTRS)

Stolarski, Richard S. (Editor); Wesoky, Howard L. (Editor)

1993-01-01

A third report from the Atmospheric Effects of Stratospheric Aircraft (AESA) component of NASA's High-Speed Research Program (HSRP) is presented. Market and technology considerations continue to provide an impetus for high-speed civil transport research. A recent United Nations Environment Program scientific assessment showed that considerable uncertainty still exists about the possible impact of aircraft on the atmosphere. The AESA was designed to develop the body of scientific knowledge necessary for the evaluation of the impact of stratospheric aircraft on the atmosphere. The first Program report presented the basic objectives and plans for AESA. This third report marks the midpoint of the program and presents the status of the ongoing research on the impact of stratospheric aircraft on the atmosphere as reported at the third annual AESA Program meeting in June 1993. The focus of the program is on predicted atmospheric changes resulting from projected HSCT emissions. Topics reported on cover how high-speed civil transports (HSCT) might affect stratospheric ozone, emissions scenarios and databases to assess potential atmospheric effects from HSCT's, calculated results from 2-D zonal mean models using emissions data, engine trace constituent measurements, and exhaust plume/aircraft wake vortex interactions.

The atmospheric effects of stratospheric aircraft

NASA Technical Reports Server (NTRS)

Stolarski, Richard S. (Editor); Wesoky, Howard L. (Editor)

1993-01-01

This document presents a second report from the Atmospheric Effects of Stratospheric Aircraft (AESA) component of NASA's High-Speed Research Program (HSRP). This document presents a second report from the Atmospheric Effects of Stratospheric Aircraft (AESA) component of NASA's High Speed Research Program (HSRP). Market and technology considerations continue to provide an impetus for high-speed civil transport research. A recent United Nations Environment Program scientific assessment has shown that considerable uncertainty still exists about the possible impact of aircraft on the atmosphere. The AESA was designed to develop the body of scientific knowledge necessary for the evaluation of the impact of stratospheric aircraft on the atmosphere. The first Program report presented the basic objectives and plans for AESA. This second report presents the status of the ongoing research as reported by the principal investigators at the second annual AESA Program meeting in May 1992: Laboratory studies are probing the mechanism responsible for many of the heterogeneous reactions that occur on stratospheric particles. Understanding how the atmosphere redistributes aircraft exhaust is critical to our knowing where the perturbed air will go and for how long it will remain in the stratosphere. The assessment of fleet effects is dependent on the ability to develop scenarios which correctly simulate fleet operations.

EC95-42960-4

NASA Image and Video Library

1995-02-15

NASA's single-seat F-16XL makes a drag chute landing at the Dryden Flight Research Center, Edwards, California. The aircraft was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity.

Impact and promise of NASA aeropropulsion technology

NASA Technical Reports Server (NTRS)

Saunders, Neal T.; Bowditch, David N.

1990-01-01

The aeropropulsion industry in the U.S. has established an enviable record of leading the world in aeropropulsion for commercial and military aircraft. NASA's aeropropulsion program (primarily conducted through the Lewis Research Center) has significantly contributed to that success through research and technology advances and technology demonstration. Some past NASA contributions to engines in current aircraft are reviewed, and technologies emerging from current research programs for the aircraft of the 1990's are described. Finally, current program thrusts toward improving propulsion systems in the 2000's for subsonic commercial aircraft and higher speed aircraft such as the High-Speed Civil Transport and the National Aerospace Plane are discussed.

Applied high-speed imaging for the icing research program at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Slater, Howard; Owens, Jay; Shin, Jaiwon

1992-01-01

The Icing Research Tunnel at NASA Lewis Research Center provides scientists a scaled, controlled environment to simulate natural icing events. The closed-loop, low speed, refrigerated wind tunnel offers the experimental capability to test for icing certification requirements, analytical model validation and calibration techniques, cloud physics instrumentation refinement, advanced ice protection systems, and rotorcraft icing methodology development. The test procedures for these objectives all require a high degree of visual documentation, both in real-time data acquisition and post-test image processing. Information is provided to scientific, technical, and industrial imaging specialists as well as to research personnel about the high-speed and conventional imaging systems will be on the recent ice protection technology program. Various imaging examples for some of the tests are presented. Additional imaging examples are available from the NASA Lewis Research Center's Photographic and Printing Branch.

Applied high-speed imaging for the icing research program at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Slater, Howard; Owens, Jay; Shin, Jaiwon

1991-01-01

The Icing Research Tunnel at NASA Lewis Research Center provides scientists a scaled, controlled environment to simulate natural icing events. The closed-loop, low speed, refrigerated wind tunnel offers the experimental capability to test for icing certification requirements, analytical model validation and calibration techniques, cloud physics instrumentation refinement, advanced ice protection systems, and rotorcraft icing methodology development. The test procedures for these objectives all require a high degree of visual documentation, both in real-time data acquisition and post-test image processing. Information is provided to scientific, technical, and industrial imaging specialists as well as to research personnel about the high-speed and conventional imaging systems will be on the recent ice protection technology program. Various imaging examples for some of the tests are presented. Additional imaging examples are available from the NASA Lewis Research Center's Photographic and Printing Branch.

Demonstration and evaluation of the Heed the Speed pedestrian safety program : traffic tech.

DOT National Transportation Integrated Search

2012-07-01

Research has shown that higher vehicular speeds are : related to increased pedestrian injury severity and death. : It is unclear, however, if lowering vehicle speeds in residential : areas would result in lower frequency of pedestrian-involved : cras...

70 Years of Aeropropulsion Research at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Reddy, Dhanireddy R.

2013-01-01

This paper presents a brief overview of air-breathing propulsion research conducted at the NASA Glenn Research Center (GRC) over the past 70 years. It includes a historical perspective of the center and its various stages of propulsion research in response to the countrys different periods of crises and growth opportunities. GRCs research and technology development covered a broad spectrum, from a short-term focus on improving the energy efficiency of aircraft engines to advancing the frontier technologies of high-speed aviation in the supersonic and hypersonic speed regimes. This paper highlights major research programs, showing their impact on industry and aircraft propulsion, and briefly discusses current research programs and future aeropropulsion technology trends in related areas

Impact and promise of NASA aeropropulsion technology

NASA Technical Reports Server (NTRS)

Saunders, Neal T.; Bowditch, David N.

1987-01-01

The aeropropulsion industry in the United States has established an enviable record of leading the world in aeropropulsion for commercial and military aircraft. The NASA aeropropulsion propulsion program (primarily conducted through the Lewis Research Center) has significantly contributed to that success through research and technology advances and technology demonstrations such as the Refan, Engine Component Improvement, and the Energy Efficient Engine Programs. Some past NASA contributions to engines in current aircraft are reviewed, and technologies emerging from current research programs for the aircraft of the 1990's are described. Finally, current program thrusts toward improving propulsion systems in the 2000's for subsonic commercial aircraft and higher speed aircraft such as the High-Speed Civil Transport and the National Aerospace Plane (NASP) are discussed.

Flow-Visualization Techniques Used at High Speed by Configuration Aerodynamics Wind-Tunnel-Test Team

NASA Technical Reports Server (NTRS)

Lamar, John E. (Editor)

2001-01-01

This paper summarizes a variety of optically based flow-visualization techniques used for high-speed research by the Configuration Aerodynamics Wind-Tunnel Test Team of the High-Speed Research Program during its tenure. The work of other national experts is included for completeness. Details of each technique with applications and status in various national wind tunnels are given.

First Annual High-Speed Research Workshop, part 3

NASA Technical Reports Server (NTRS)

Whitehead, Allen H., Jr. (Compiler)

1992-01-01

The First High-Speed Research (HSR) Workshop was hosted by NASA LaRC and was held 14-16 May 1991, in Williamsburg, Virginia. The purpose of the workshop was to provide a national forum for the government, industry, and university participants to present and discuss important technology issues related to the development of a commercially viable, environmentally compatible, U.S. High-Speed Civil Transport. The workshop sessions are organized around the major task elements in NASA's Phase 1 High-Speed Research Program which basically addresses the environmental issues of atmospheric emissions, community noise, and sonic boom.

Review of V/STOL lift/cruise fan technology

NASA Technical Reports Server (NTRS)

Rolls, L. S.; Quigley, H. C.; Perkins, R. G., Jr.

1976-01-01

This paper presents an overview of supporting technology programs conducted to reduce the risk in the joint NASA/Navy Lift/Cruise Fan Research and Technology Aircraft Program. The aeronautical community has endeavored to combine the low-speed and lifting capabilities of the helicopter with the high-speed capabilities of the jet aircraft; recent developments have indicated a lift/cruise fan propulsion system may provide these desired characteristics. NASA and the Navy have formulated a program that will provide a research and technology aircraft to furnish viability of the lift/cruise fan aircraft through flight experiences and obtain data on designs for future naval and civil V/STOL aircraft. The supporting technology programs discussed include: (1) design studies for operational aircraft, a research and technology aircraft, and associated propulsion systems; (2) wind-tunnel tests of several configurations; (3) propulsion-system thrust vectoring tests; and (4) simulation. These supporting technology programs have indicated that a satisfactory research and technology aircraft program can be accomplished within the current level of technology.

U.S. Supersonic Commercial Aircraft: Assessing NASA's High Speed Research Program

NASA Technical Reports Server (NTRS)

1997-01-01

The legislatively mandated objectives of the National Aeronautics and Space Administration (NASA) include "the improvement of the usefulness, performance, speed, safety, and efficiency of aeronautical and space vehicles" and "preservation of the United States' preeminent position in aeronautics and space through research and technology development related to associated manufacturing processes." Most of NASA's activities are focused on the space-related aspects of these objectives. However, NASA also conducts important work related to aeronautics. NASA's High Speed Research (HSR) Program is a focused technology development program intended to enable the commercial development of a high speed (i.e., supersonic) civil transport (HSCT). However, the HSR Program will not design or test a commercial airplane (i.e., an HSCT); it is industry's responsibility to use the results of the HSR Program to develop an HSCT. An HSCT would be a second generation aircraft with much better performance than first generation supersonic transports (i.e., the Concorde and the Soviet Tu-144). The HSR Program is a high risk effort: success requires overcoming many challenging technical problems involving the airframe, propulsion system, and integrated aircraft. The ability to overcome all of these problems to produce an affordable HSCT is far from certain. Phase I of the HSR Program was completed in fiscal year 1995; it produced critical information about the ability of an HSCT to satisfy environmental concerns (i-e., noise and engine emissions). Phase II (the final phase according to current plans) is scheduled for completion in 2002. Areas of primary emphasis are propulsion, airframe materials and structures, flight deck systems, aerodynamic performance, and systems integration.

The evolution of the high-speed civil transport

NASA Technical Reports Server (NTRS)

Spearman, M. Leroy

1994-01-01

Current research directed toward the technology requirements for a high-speed civil transport (HSCT) airplane is an outgrowth of many years of activity related to air transportation. The purpose was to review some of the events that provided the background upon which current research programs are built. The review will include the subsonic era of transport aircraft and some events of the supersonic era that are related to the development of commercial supersonic transport aircraft. These events include the early NASA in-house studies and industry evaluations, the U.S. Supersonic Transport (SST) Program, the follow-on NASA supersonic cruise research programs, and the issuance of the National Aeronautical Research and Development (R&D) goals. Observations are made concerning some of the factors, both technical and nontechnical, that have had an impact on HSCT studies.

NASA's High Speed Research Program - An introduction and status report

NASA Technical Reports Server (NTRS)

Wesoky, Howard L.; Prather, Michael J.; Kayten, Gerald G.

1990-01-01

NASA's High Speed Research Program (HSRP) gives attention to the potential environmental effects of a next-generation SST in three areas of concern: atmospheric pollution, airport community noise, and sonic boom. Research has accordingly been undertaken in such fields as the validation of ozone depletion predictions, the feasibility a 90-percent NO(x) emissions reduction to minimize ozone-layer impacts, economically viable compliance with FAR 36 Stage 3 airport community noise levels, and the comparative advantages of efficient subsonic flight over land masses or low-sonic-boom-optimized configurations. Interim HSRP milestones for 1991 and 1992 are noted.

Functional training improves club head speed and functional fitness in older golfers.

PubMed

Thompson, Christian J; Cobb, Karen Myers; Blackwell, John

2007-02-01

Functional training programs have been used in a variety of rehabilitation settings with documented success. Based on that success, the concept of functional training has gained popularity in applied fitness settings to enhance sport performance. However, there has been little or no research studying the efficacy of functional training programs on the improvement of sport performance or functional fitness. Thus, it was the purpose of this study to determine the effect of a progressive functional training program on club head speed and functional fitness in older male golfers. Eighteen male golfers (age: 70.7 +/- 9.1 [SD] years) were randomly assigned to an exercise (N = 11) or control (N = 7) group. The exercise group participated in an 8-week progressive functional training program including flexibility exercises, core stability exercises, balance exercises, and resistance exercises. Pre- and postmeasurements included club head speed of a driver by radar (exercise and Control) and Fullerton Senior Fitness Test measurements (exercise only). One-way analysis of covariance was performed on club head speed measurements using pretest measurements as the covariate. Paired t-tests were performed to analyze Senior Fitness Test variables. After the intervention, maximal club head speed increased in the exercise group (127.3 +/- 13.4 to 133.6 +/- 14.2 km x hr(-1)) compared with the control group (134.5 +/- 14.6 to 133.3 +/- 11.2 km x hr(-1); p < 0.05). Additionally, improvements (p < 0.05) were detected for most Senior Fitness Test variables in the exercise group. In summary, this functional training program resulted in significant improvements in club head speed and several components of functional fitness. Future research should continue to examine the effect of functional training programs on sport performance and functional fitness in older adults.

EC95-42960-5

NASA Image and Video Library

1995-02-15

NASA's single-seat F-16XL makes a drag chute landing on the runway at Edwards Air Force Base in California's Mojave Desert. The aircraft was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity.

Differences in energy expenditure during high-speed versus standard-speed yoga: A randomized sequence crossover trial.

PubMed

Potiaumpai, Melanie; Martins, Maria Carolina Massoni; Rodriguez, Roberto; Mooney, Kiersten; Signorile, Joseph F

2016-12-01

To compare energy expenditure and volume of oxygen consumption and carbon dioxide production during a high-speed yoga and a standard-speed yoga program. Randomized repeated measures controlled trial. A laboratory of neuromuscular research and active aging. Sun-Salutation B was performed, for eight minutes, at a high speed versus and a standard-speed separately while oxygen consumption was recorded. Caloric expenditure was calculated using volume of oxygen consumption and carbon dioxide production. Difference in energy expenditure (kcal) of HSY and SSY. Significant differences were observed in energy expenditure between yoga speeds with high-speed yoga producing significantly higher energy expenditure than standard-speed yoga (MD=18.55, SE=1.86, p<0.01). Significant differences were also seen between high-speed and standard-speed yoga for volume of oxygen consumed and carbon dioxide produced. High-speed yoga results in a significantly greater caloric expenditure than standard-speed yoga. High-speed yoga may be an effective alternative program for those targeting cardiometabolic markers. Copyright © 2016 Elsevier Ltd. All rights reserved.

SPEED READING--IS THE PRESENT EMPHASIS DESIRABLE.

ERIC Educational Resources Information Center

BERGER, ALLEN

THE RESEARCH RESULTS FOR SEVEN AREAS OF THE SPEED READING CONTROVERSY ARE REPORTED. TERMINOLOGY FOR THE PROGRAM IS A PROBLEM AREA. MANY PEOPLE CONTEND THAT SPEED READING IS NOT READING IN THE TRADITIONAL SENSE. MEASUREMENT IS OFTEN LIMITED OR EMPHASIZES READING RATE ONLY. FIRMS, ESPECIALLY THOSE NOT CLOSELY CONNECTED WITH SCHOOLS, SOMETIMES MAKE…

Some aerodynamic discoveries and related NACA/NASA research programs following World War 2

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1984-01-01

The World War 2 time period ushered in a new era in aeronautical research and development. The air conflict during the war highlighted the need of aircraft with agility, high speed, long range, large payload capability, and in addition, introduced a new concept in air warfare through the use of guided missiles. Following the war, the influx of foreign technology, primarily German, led to rapid advances in jet propulsion and speed, and a host of new problem areas associated with high-speed flight designs were revealed. The resolution of these problems led to a rash of new design concepts and many of the lessons learned, in principle, are still effective today. In addition to the technical lessons learned related to aircraft development programs, it might also be noted that some lessons involving the political and philosophical nature of aircraft development programs are worth attention.

Headquarters summary reports

NASA Technical Reports Server (NTRS)

1992-01-01

The status is summarized of the NASA sponsored involvement in high speed civil transport research and technology, including major cooperative efforts. That involvement is currently focussed on the High Speed Research Program. The program goals are an acceptable level of ozone depletion or sonic boom, the definition of which is a regulatory and political process. The HSRP goal is to provide technical bases for acceptability criteria. Community noise is currently regulated, and it seems clear that HSCT aircraft will have to comply with at least the spirit of the current subsonic constraint, FAR 36, Stage 3.

NASA Aeronautics: Research and Technology Program Highlights

NASA Technical Reports Server (NTRS)

1990-01-01

This report contains numerous color illustrations to describe the NASA programs in aeronautics. The basic ideas involved are explained in brief paragraphs. The seven chapters deal with Subsonic aircraft, High-speed transport, High-performance military aircraft, Hypersonic/Transatmospheric vehicles, Critical disciplines, National facilities and Organizations & installations. Some individual aircraft discussed are : the SR-71 aircraft, aerospace planes, the high-speed civil transport (HSCT), the X-29 forward-swept wing research aircraft, and the X-31 aircraft. Critical disciplines discussed are numerical aerodynamic simulation, computational fluid dynamics, computational structural dynamics and new experimental testing techniques.

Multiple pure tone noise generated by fans at supersonic tip speeds

NASA Technical Reports Server (NTRS)

Sofrin, T. G.; Pickett, G. F.

1974-01-01

The existence of clusters of pure tones at integral multiples of shaft speed has been noted for supersonic-tip-speed operation of fans and compressors. A continuing program to explore this phenomenon, often called combination-tone noise, has been in effect for several years. This paper reviews the research program, which involves a wide range of engines, compressor rigs, and special apparatus. Elements of the aerodynamics of the blade-associated shock waves are outlined and causes of blade-to-blade shock inequalities, responsible for the multiple tones, are described.

An overview of the fundamental aerodynamics branch's research activities in wing leading-edge vortex flows at supersonic speeds

NASA Technical Reports Server (NTRS)

Miller, D. S.; Wood, R. M.; Covell, P. F.

1986-01-01

For the past 3 years, a research program pertaining to the study of wing leading edge vortices at supersonic speeds has been conducted in the Fundamental Aerodynamics Branch of the High-Speed Aerodynamics Division at the Langley Research Center. The purpose of the research is to provide an understanding of the factors governing the formation and the control of wing leading-edge vortices and to evaluate the use of these vortices for improving supersonic aerodynamic performance. The studies include both experimental and theoretical investigations and focus primarily on planform, thickness and camber effects for delta wings. An overview of this research activity is presented.

76 FR 63659 - Notice Pursuant to the National Cooperative Research and Production Act of 1993; Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-13

... Production Act of 1993; Cooperative Research Group on Pre-Ignition Prevention Program Notice is hereby given... Research Group on Pre-Ignition Prevention Programs (``P3'') has filed written notifications simultaneously... planned activity is to develop a fundamental understanding of the factors that lead to low speed pre...

F-16XL Ship #2 during last flight viewed from below showing shock fence on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

A special 'shock fence' installed beneath the leading edge of the left wing is visible in this underside aerial view of NASA's F-16XL #2 research aircraft. The small structure assisted researchers in NASA's Supersonic Laminar Flow Control (SLFC) program in controlling the shock wave coming off the F-16XL's engine air inlet when the craft flew at speeds above Mach 1, or the speed of sound. The two-seat F-16XL, one of two 'XLs' flown by NASA's Drdyen Flight Research Center, Edwards, California, flew 45 missions comprising over 90 flight hours during the SLFC project, much of it at supersonic speeds up to Mach 2 and altitudes up to 55,000 feet. The project demonstrated that laminar -- or smooth -- airflow could be achieved over a major portion of a wing at supersonic speeds by use of a suction system. Data acquired during the program will be used to develop a design code calibration database which could assist designers in reducing aerodynamic drag of a proposed second-generation supersonic transport.

High speed hydrogen/graphite interaction

NASA Technical Reports Server (NTRS)

Kelly, A. J.; Hamman, R.; Sharma, O. P.; Harrje, D. T.

1974-01-01

Various aspects of a research program on high speed hydrogen/graphite interaction are presented. Major areas discussed are: (1) theoretical predictions of hydrogen/graphite erosion rates; (2) high temperature, nonequilibrium hydrogen flow in a nozzle; and (3) molecular beam studies of hydrogen/graphite erosion.

High Speed Research Noise Prediction Code (HSRNOISE) User's and Theoretical Manual

NASA Technical Reports Server (NTRS)

Golub, Robert (Technical Monitor); Rawls, John W., Jr.; Yeager, Jessie C.

2004-01-01

This report describes a computer program, HSRNOISE, that predicts noise levels for a supersonic aircraft powered by mixed flow turbofan engines with rectangular mixer-ejector nozzles. It fully documents the noise prediction algorithms, provides instructions for executing the HSRNOISE code, and provides predicted noise levels for the High Speed Research (HSR) program Technology Concept (TC) aircraft. The component source noise prediction algorithms were developed jointly by Boeing, General Electric Aircraft Engines (GEAE), NASA and Pratt & Whitney during the course of the NASA HSR program. Modern Technologies Corporation developed an alternative mixer ejector jet noise prediction method under contract to GEAE that has also been incorporated into the HSRNOISE prediction code. Algorithms for determining propagation effects and calculating noise metrics were taken from the NASA Aircraft Noise Prediction Program.

High-speed inlet research program and supporting analysis

NASA Technical Reports Server (NTRS)

Coltrin, Robert E.

1990-01-01

The technology challenges faced by the high speed inlet designer are discussed by describing the considerations that went into the design of the Mach 5 research inlet. It is shown that the emerging three dimensional viscous computational fluid dynamics (CFD) flow codes, together with small scale experiments, can be used to guide larger scale full inlet systems research. Then, in turn, the results of the large scale research, if properly instrumented, can be used to validate or at least to calibrate the CFD codes.

High Speed Research Program Structural Acoustics Multi-Year Summary Report

NASA Technical Reports Server (NTRS)

Beier, Theodor H.; Bhat, Waman V.; Rizzi, Stephen A.; Silcox, Richard J.; Simpson, Myles A.

2005-01-01

This report summarizes the work conducted by the Structural Acoustics Integrated Technology Development (ITD) Team under NASA's High Speed Research (HSR) Phase II program from 1993 to 1999. It is intended to serve as a reference for future researchers by documenting the results of the interior noise and sonic fatigue technology development activities conducted during this period. For interior noise, these activities included excitation modeling, structural acoustic response modeling, development of passive treatments and active controls, and prediction of interior noise. For sonic fatigue, these activities included loads prediction, materials characterization, sonic fatigue code development, development of response reduction techniques, and generation of sonic fatigue design requirements. Also included are lessons learned and recommendations for future work.

A training program for nurse scientists to promote intervention translation.

PubMed

Santacroce, Sheila Judge; Leeman, Jennifer; Song, Mi-Kyung

To reduce the burden of chronic illness, prevention and management interventions must be efficacious, adopted and implemented with fidelity, and reach those at greatest risk. Yet, many research-tested interventions are slow to translate into practice. This paper describes how The University of North Carolina at Chapel Hill School of Nursing's NINR-funded institutional pre- and postdoctoral research-training program is addressing the imperative to speed knowledge translation across the research cycle. The training emphasizes six research methods ("catalysts") to speed translation: stakeholder engagement, patient-centered outcomes, intervention optimization and sequential multiple randomized trials (SMART), pragmatic trials, mixed methods approaches, and dissemination and implementation science strategies. Catalysts are integrated into required coursework, biweekly scientific and integrative seminars, and experiential research training. Trainee and program success is evaluated based on benchmarks applicable to all PhD program students, supplemented by indicators specific to the catalysts. Trainees must also demonstrate proficiency in at least two of the six catalysts in their scholarly products. Proficiency is assessed through their works in progress presentations and peer reviews at T32 integrative seminars. While maintaining the emphasis on theory-based interventions, we have integrated six catalysts into our ongoing research training to expedite the dynamic process of intervention development, testing, dissemination and implementation. Through a variety of training activities, our research training focused on theory-based interventions and the six catalysts will generate future nurse scientists who speed translation of theory-based interventions into practice to maximize health outcomes for patients, families, communities and populations affected by chronic illness. Copyright © 2017 Elsevier Inc. All rights reserved.

Summary and recent results from the NASA advanced High Speed Propeller Research Program

NASA Technical Reports Server (NTRS)

Mitchell, G. A.; Mikkelson, D. C.

1982-01-01

Advanced high-speed propellers offer large performance improvements for aircraft that cruise in the Mach 0.7 to 0.8 speed regime. The current status of the NASA research program on high-speed propeller aerodynamics, acoustics, and aeroelastics is described. Recent wind tunnel results for five 8- to 10-blade advanced models are compared with analytical predictions. Test results show that blade sweep was important in achieving net efficiencies near 80 percent at Mach 0.8 and reducing near-field cruise noise by dB. Lifting line and lifting surface aerodynamic analysis codes are under development and some initial lifting line results are compared with propeller force and probe data. Some initial laser velocimeter measurements of the flow field velocities of an 8-bladed 45 deg swept propeller are shown. Experimental aeroelastic results indicate that cascade effects and blade sweep strongly affect propeller aeroelastic characteristics. Comparisons of propeller near-field noise data with linear acoustic theory indicate that the theory adequate predicts near-field noise for subsonic tip speeds but overpredicts the noise for supersonic tip speeds. Potential large gains in propeller efficiency of 7 to 11 percent at Mach 0.8 may be possible with advanced counter-rotation propellers.

Design and Test of Fan/Nacelle Models Quiet High-Speed Fan

NASA Technical Reports Server (NTRS)

Miller, Christopher J. (Technical Monitor); Weir, Donald

2003-01-01

The Quiet High-Speed Fan program is a cooperative effort between Honeywell Engines & Systems (formerly AlliedSignal Engines & Systems) and the NASA Glenn Research Center. Engines & Systems has designed an advanced high-speed fan that will be tested on the Ultra High Bypass Propulsion Simulator in the NASA Glenn 9 x 15 foot wind tunnel, currently scheduled for the second quarter of 2000. An Engines & Systems modern fan design will be used as a baseline. A nacelle model is provided that is characteristic of a typical, modern regional aircraft nacelle and meets all of the program test objectives.

Automatic braking system modification for the Advanced Transport Operating Systems (ATOPS) Transportation Systems Research Vehicle (TSRV)

NASA Technical Reports Server (NTRS)

Coogan, J. J.

1986-01-01

Modifications were designed for the B-737-100 Research Aircraft autobrake system hardware of the Advanced Transport Operating Systems (ATOPS) Program at Langley Research Center. These modifications will allow the on-board flight control computer to control the aircraft deceleration after landing to a continuously variable level for the purpose of executing automatic high speed turn-offs from the runway. A bread board version of the proposed modifications was built and tested in simulated stopping conditions. Test results, for various aircraft weights, turnoff speed, winds, and runway conditions show that the turnoff speeds are achieved generally with errors less than 1 ft/sec.

Ocean Surface Wave Optical Roughness: Analysis of Innovative Measurements

DTIC Science & Technology

2013-12-16

relationship of MSS to wind speed, and at times has shown a reversal of the Cox-Munk linear relationship. Furthermore, we observe measurable changes in...1985]. The variable speed allocation method has the effect of aliasing (cb) to slower waves, thereby increasing the exponent –m. Our analysis based ...RaDyO) program. The primary research goals of the program are to (1) examine time -dependent oceanic radiance distribution in relation to dynamic

A heterogeneous hierarchical architecture for real-time computing

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

Skroch, D.A.; Fornaro, R.J.

The need for high-speed data acquisition and control algorithms has prompted continued research in the area of multiprocessor systems and related programming techniques. The result presented here is a unique hardware and software architecture for high-speed real-time computer systems. The implementation of a prototype of this architecture has required the integration of architecture, operating systems and programming languages into a cohesive unit. This report describes a Heterogeneous Hierarchial Architecture for Real-Time (H{sup 2} ART) and system software for program loading and interprocessor communication.

Status of NASA High-Speed Research Program

NASA Technical Reports Server (NTRS)

Whitehead, Allen H., Jr.

1998-01-01

This paper provides an overview of the NASA High-Speed Research (HSR) Program dedicated to establishing the technology foundation to support the US transport industry's decision for an environmentally acceptable, economically viable 300 passenger, 5000 n.mi., Mach 2.4 aircraft. The HSR program, begun in 1990, is supported by a team of US aerospace companies. The international economic stakes are high. The projected market for more than 500 High-Speed Civil Transport (HSCT) airplanes introduced between the years 2000 and 2015 translates to more than $200 billion in aircraft sales, and the potential of 140,000 new jobs. The paper addresses the history of supersonic commercial air transportation beginning with the Concorde and TU-144 developments in the early 1960 time period. The technology goals for the HSR program are derived from market study results, projections on environmental requirements, and technical goals for each discipline area referenced to the design and operational features of the Concorde. Progress since the inception of the program is reviewed and a summary of some of the lessons learned will be highlighted. An outline is presented of the remaining technological challenges. Emphasis in this paper will be on the traditional aeronautical technologies that lead to higher performance to ensure economic viability. Specific discussion will center around aerodynamic performance, flight deck research, materials and structures development and propulsion systems. The environmental barriers to the HSCT and that part of the HSR program that addresses those technologies are reviewed and assessed in a companion paper.

Microprocessor Control of Low Speed VSTOL Flight.

DTIC Science & Technology

1979-06-08

Analog IAS Indicated Air Speed I/O Input/Output KIAS Knots, Indicated Air Speed NATOPS Naval Air Training and Operating Procedures Standardization SAS...computer programming necessary in the research, and contain, in the form of computer- generated time histories, the results of the project. -17- I...of the aircraft causes airflow over the wings and therefore produces aerodynamic lift. As the transition progresses, wing- generated lift gradually

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket recently underwent c

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft and its modified Pegasus booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va.,After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket nestled under the wi

NASA Technical Reports Server (NTRS)

2001-01-01

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket are nestled under the wing of NASA's NB-52B carrier aircraft during pre-flight systems testing at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va. After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

SR-71 flyover

NASA Technical Reports Server (NTRS)

1990-01-01

This clip, running about 14 seconds in length, shows the NASA SR-71 (No. 844) lighting off the afterburners on a low pass over the Dryden Flight Research Center. Two SR-71A aircraft on loan from the U.S. Air Force have been used for high-speed, high-altitude research at the NASA Dryden Flight Research Center, Edwards, California, since 1991. One of them was later returned to the Air Force. A third SR-71 on loan from the Air Force is an SR-71B used for training but not for flight research. Developed for the U.S. Air Force as reconnaissance aircraft more than 30 years ago, SR-71 aircraft are still the world's fastest and highest-flying production aircraft. These aircraft can fly more than 2200 miles per hour (Mach 3+ or more than three times the speed of sound) and at altitudes of over 85,000 feet. This operating environment makes the aircraft excellent platforms to carry out research and experiments in a variety of areas--aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic-boom characterization. Data from the SR-71 high-speed research program may be used to aid designers of future supersonic or hypersonic aircraft and propulsion systems, including a possible high-speed civil transport. The SR-71 program at Dryden has been part of the NASA overall high-speed aeronautical research program, and projects have involved other NASA research centers, other government agencies, universities, and commercial firms. One of the first major experiments to be flown in the NASA SR-71 program was a laser air-data collection system. This system used laser light instead of air pressure to produce airspeed and attitude reference data such as angle of attack and angle of sideslip. These data are normally obtained with small tubes and vanes extending into the air stream, or from tubes with flush openings on the aircraft outer skin. The flights provided information on the presence of atmospheric particles at altitudes of 80,000 feet and above where future hypersonic aircraft will be operating. The system used six sheets of laser light projected from the bottom of one of the two 'A' models. As microscopic-sized atmospheric particles passed between the two beams, direction and speed were measured and processed into standard speed and attitude references. An earlier laser air-data collection system was successfully tested at Dryden on an F-l04 testbed. The first of a series of flights using the SR-71 as a science camera platform for the NASA Jet Propulsion Laboratory was flown in March 1993. From the nosebay of the aircraft, an upward-looking ultraviolet video camera studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. The SR-71 has also been used in a project for researchers at the University of California-Los Angeles (UCLA) who are investigating the use of charged chlorine atoms to protect and rebuild the ozone layer. The SR-71, operating as a testbed, has been used to assist in the development of a commercial satellite-based instant wireless personal communications network, called the IRIDIUM system, under a NASA commercialization assistance program. In addition, the SR-71 has been used in a program to study ways of reducing sonic boom overpressures that are heard on the ground much like sharp thunderclaps when an aircraft exceeds the speed of sound. Data from this study could eventually lead to aircraft designs that would reduce the 'peak' of sonic booms and minimize the startle affect they produce on the ground. Instruments at precise locations on the ground recorded the sonic booms as the aircraft passed overhead at known altitudes and speeds. An F-16XL aircraft was also used in this study. It was flown behind the SR-71 to 'probe' the near-field shockwave while instrumentation recorded the pressures and other atmospheric parameters. The aircraft has also been used most recently to evaluate a new concept for space propulsion called the Linear Aerospike Rocket Engine, which could be used in the X-33 advanced technology demonstrator for a next generation reusable launch vehicle.

ECN-15662

NASA Image and Video Library

1981-05-21

The Dryden C-140 JetStar during testing of advanced propfan designs. Dryden conducted flight research in 1981-1982 on several designs. The technology was developed under the direction of the Lewis Research Center (today the Glenn Research Center, Cleveland, OH) under the Advanced Turboprop Program. Under that program, Langley Research Center in Virginia oversaw work on accoustics and noise reduction. These efforts were intended to develop a high-speed and fuel-efficient turboprop system.

Lessons Learned in the High-Speed Aerodynamic Research Programs of the NACA/NASA

NASA Technical Reports Server (NTRS)

Spearman, M. Leroy

2004-01-01

The achievement of flight with manned, powered, heavier-than-air aircraft in 1903 marked the beginning of a new era in the means of transportation. A special advantage for aircraft was in speed. However, when an aircraft penetrates the air at very high speeds, the disturbed air is compressed and there are changes in the density, pressure and temperature of the air. These compressibility effects change the aerodynamic characteristics of an aircraft and introduce problems in drag, stability and control. Many aircraft designed in the post-World War II era were plagued with the effects of compressibility. Accordingly, the study of the aerodynamic behavior of aircraft, spacecraft and missiles at high-speed became a major part of the research activity of the NACA/NASA. The intent of the research was to determine the causes and provide some solutions for the aerodynamic problems resulting from the effects of compressibility. The purpose of this paper is to review some of the high-speed aerodynamic research work conducted at the Langley Research Center from the viewpoint of the author who has been active in much of the effort.

Effectiveness of voluntary conservation agreements: case study of endangered whales and commercial whale watching.

PubMed

Wiley, David N; Moller, Just C; Pace, Richard M; Carlson, Carole

2008-04-01

The use of voluntary approaches to achieve conservation goals is becoming increasingly popular. Nevertheless, few researchers have quantitatively evaluated their efficacy. In 1998 industry, government agencies, and nongovernmental organizations established a voluntary conservation program for whale watching in the northeast region of the United States, with the intent to avoid collisions with and harassment of endangered whales by commercial and recreational whale-watching vessels. One important aspect of the program was the establishment of 3 speed zones within specific distances of whales. We wanted to determine the level of compliance with this aspect of the program to gauge its efficacy and gain insights into the effectiveness of voluntary measures as a conservation tool. Inconspicuous observers accompanied 46 commercial whale-watching trips from 12 companies in 2003 (n= 35) and 2004 (n= 11). During each trip, vessel position and speed were collected at 5-second intervals with a GPS receiver. Binoculars with internal laser rangefinders and digital compasses were used to record range and bearing to sighted whales. We mapped whale locations with ArcGIS. We created speed-zone buffers around sighted whales and overlaid them with vessel-track and speed data to evaluate compliance. Speeds in excess of those recommended by the program were considered noncompliant. We judged the magnitude of noncompliance by comparing a vessel's maximum speed within a zone to its maximum recorded trip speed. The level of noncompliance was high (mean 0.78; company range 0.74-0.88), some companies were more compliant than others (p= 0.02), noncompliance was significantly higher in zones farther from whales (p < 0.001), and operators approached the maximum speed capabilities of their vessel in all zones. The voluntary conservation program did not achieve the goal of substantially limiting vessel speed near whales. Our results support the need for conservation programs to have quantifiable metrics and frequent evaluation to ensure efficacy.

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.

Effects of two different programs of modern sports dancing on motor coordination, strength, and speed.

PubMed

Uzunovic, Slavoljub; Kostic, Radmila; Zivkovic, Dobrica

2010-09-01

This study aimed to determine the effects of two different programs of modern sports dancing on coordination, strength, and speed in 60 beginner-level female dancers, aged 13 and 14 yrs. The subjects were divided into two experimental groups (E1 and E2), each numbering 30 subjects, drawn from local dance clubs. In order to determine motor coordination, strength, and speed, we used 15 measurements. The groups were tested before and after the experimental programs. Both experimental programs lasted for 18 wks, with training sessions twice a week for 60 minutes. The subjects from the E1 group trained according to a new experimental program of disco dance (DD) modern sports dance, and the E2 group trained according to the classic DD program of the same kind for beginner selections. The obtained results were assessed by statistical analysis: a paired-samples t-test and MANCOVA/ANCOVA. The results indicated that following the experimental programs, both groups showed a statistically significant improvement in the evaluated skills, but the changes among the E1 group subjects were more pronounced. The basic assumption of this research was confirmed, that the new experimental DD program has a significant influence on coordination, strength, and speed. In relation to these changes, the application of the new DD program was recommended for beginner dancers.

Assessment of the Effects of High-Speed Aircraft in the Stratosphere: 1998

NASA Technical Reports Server (NTRS)

Kawa, S. Randolph; Anderson, James G.; Baughcum, Steven L.; Brock, Charles A.; Brune, William H.; Cohen, Ronald C.; Kinnison, Douglas E.; Newman, Paul A.; Rodriquez, Jose M.; Stolarski, Richard S.;

Assessment of the Effects of High-Speed Aircraft in the Stratosphere: 1998

NASA Technical Reports Server (NTRS)

Kawa, S. Randolph; Anderson, James G.; Baughcum, Steven L.; Brock, Charles A.; Brune, William H.; Cohen, Ronald C.; Kinnison, Douglas E.; Newman, Paul A.; Rodriguez, Jose M.; Stolarski, Richard S.;

SR-71 flight

NASA Technical Reports Server (NTRS)

1990-01-01

The movie clip shown here runs about 13 seconds and shows an air-to-air shot of the front of the SR-71 aircraft and a head-on view of it coming in for a landing. Two SR-71A aircraft on loan from the U.S. Air Force have been used for high-speed, high-altitude research at the NASA Dryden Flight Research Center, Edwards, California, since 1991. One of them was later returned to the Air Force. A third SR-71 on loan from the Air Force is an SR-71B used for training but not for flight research. Developed for the U.S. Air Force as reconnaissance aircraft more than 30 years ago, SR-71 aircraft are still the world's fastest and highest-flying production aircraft. These aircraft can fly more than 2200 miles per hour (Mach 3+ or more than three times the speed of sound) and at altitudes of over 85,000 feet. This operating environment makes the aircraft excellent platforms to carry out research and experiments in a variety of areas--aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic-boom characterization. Data from the SR-71 high-speed research program may be used to aid designers of future supersonic or hypersonic aircraft and propulsion systems, including a possible high-speed civil transport. The SR-71 program at Dryden has been part of the NASA overall high-speed aeronautical research program, and projects have involved other NASA research centers, other government agencies, universities, and commercial firms. One of the first major experiments to be flown in the NASA SR-71 program was a laser air-data collection system. This system used laser light instead of air pressure to produce airspeed and attitude reference data such as angle of attack and angle of sideslip. These data are normally obtained with small tubes and vanes extending into the air stream, or from tubes with flush openings on the aircraft outer skin. The flights provided information on the presence of atmospheric particles at altitudes of 80,000 feet and above where future hypersonic aircraft will be operating. The system used six sheets of laser light projected from the bottom of one of the two 'A' models. As microscopic-sized atmospheric particles passed between the two beams, direction and speed were measured and processed into standard speed and attitude references. An earlier laser air-data collection system was successfully tested at Dryden on an F-l04 testbed. The first of a series of flights using the SR-71 as a science camera platform for the NASA Jet Propulsion Laboratory was flown in March 1993. From the nosebay of the aircraft, an upward-looking ultraviolet video camera studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. The SR-71 has also been used in a project for researchers at the University of California-Los Angeles (UCLA) who are investigating the use of charged chlorine atoms to protect and rebuild the ozone layer. The SR-71, operating as a testbed, has been used to assist in the development of a commercial satellite-based instant wireless personal communications network, called the IRIDIUM system, under a NASA commercialization assistance program. In addition, the SR-71 has been used in a program to study ways of reducing sonic boom overpressures that are heard on the ground much like sharp thunderclaps when an aircraft exceeds the speed of sound. Data from this study could eventually lead to aircraft designs that would reduce the 'peak' of sonic booms and minimize the startle affect they produce on the ground. Instruments at precise locations on the ground recorded the sonic booms as the aircraft passed overhead at known altitudes and speeds. An F-16XL aircraft was also used in this study. It was flown behind the SR-71 to 'probe' the near-field shockwave while instrumentation recorded the pressures and other atmospheric parameters. The aircraft has also been used most recently to evaluate a new concept for space propulsion called the Linear Aerospike Rocket Engine, which could be used in the X-33 advanced technology demonstrator for a next generation reusable launch vehicle.

Low-Speed Stability-and-Control and Ground-Effects Measurements on the Industry Reference High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Kemmerly, Guy T.; Campbell, Bryan A.; Banks, Daniel W.; Yaros, Steven F.

1999-01-01

As a part of a national effort to develop an economically feasible High Speed Civil Transport (HSCT), a single configuration has been accepted as the testing baseline by the organizations working in the High Speed Research (HSR) program. The configuration is based on a design developed by the Boeing Company and is referred to as the Reference H (Ref H). The data contained in this report are low-speed stability-and-control and ground-effect measurements obtained on a 0.06 scale model of the Ref H in a subsonic tunnel.

Innovative Airbreathing Propulsion Concepts for High-speed Applications

NASA Technical Reports Server (NTRS)

Whitlow, Woodrow, Jr.

2002-01-01

The current cost to launch payloads to low earth orbit (LEO) is approximately loo00 U.S. dollars ($) per pound ($22000 per kilogram). This high cost limits our ability to pursue space science and hinders the development of new markets and a productive space enterprise. This enterprise includes NASA's space launch needs and those of industry, universities, the military, and other U.S. government agencies. NASA's Advanced Space Transportation Program (ASTP) proposes a vision of the future where space travel is as routine as in today's commercial air transportation systems. Dramatically lower launch costs will be required to make this vision a reality. In order to provide more affordable access to space, NASA has established new goals in its Aeronautics and Space Transportation plan. These goals target a reduction in the cost of launching payloads to LEO to $lo00 per pound ($2200 per kilogram) by 2007 and to $100' per pound by 2025 while increasing safety by orders of magnitude. Several programs within NASA are addressing innovative propulsion systems that offer potential for reducing launch costs. Various air-breathing propulsion systems currently are being investigated under these programs. The NASA Aerospace Propulsion and Power Base Research and Technology Program supports long-term fundamental research and is managed at GLenn Research Center. Currently funded areas relevant to space transportation include hybrid hyperspeed propulsion (HHP) and pulse detonation engine (PDE) research. The HHP Program currently is addressing rocket-based combined cycle and turbine-based combined cycle systems. The PDE research program has the goal of demonstrating the feasibility of PDE-based hybrid-cycle and combined cycle propulsion systems that meet NASA's aviation and access-to-space goals. The ASTP also is part of the Base Research and Technology Program and is managed at the Marshall Space Flight Center. As technologies developed under the Aerospace Propulsion and Power Base Research and Technology Program mature, they are incorporated into ASTP. One example of this is rocket-based combined cycle systems that are being considered as part of ASTP. The NASA Ultra Efficient Engine Technology (UEET) Program has the goal of developing propulsion system component technology that is relevant to a wide range of vehicle missions. In addition to subsonic and supersonic speed regimes, it includes the hypersonic speed regime. More specifically, component technologies for turbine-based combined cycle engines are being developed as part of UEET.

1998 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 1; Configuration Aerodynamics

NASA Technical Reports Server (NTRS)

McMillin, S. Naomi (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1998 Aerodynamic Performance Technical Review on February 9-13, in Los Angeles, California. The review was designed to bring together NASA and industry HighSpeed Civil Transport (HSCT) Aerodynamic Performance technology development participants in areas of. Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High-Lift, and Flight Controls. The review objectives were to: (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working HSCT aerodynamics. In particular, single and multi-point optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program.

1998 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 2; High Lift

NASA Technical Reports Server (NTRS)

McMillin, S. Naomi (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1998 Aerodynamic Performance Technical Review on February 9-13, in Los Angeles, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High-Lift, and Flight Controls. The review objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working HSCT aerodynamics. In particular, single- and multi-point optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program.

1998 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 1; Configuration Aerodynamics

NASA Technical Reports Server (NTRS)

McMillin, S. Naomi (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1998 Aerodynamic Performance Technical Review on February 9-13, in Los Angeles, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High-Lift, and Flight Controls. The review objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working HSCT aerodynamics. In particular, single and multi-point optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program.

Bibliography on propulsion airframe integration technologies for high-speed civil transport applications, 1980-1991

NASA Technical Reports Server (NTRS)

Anderson, David J.; Mizukami, Masashi

1993-01-01

NASA has initiated the High Speed Research (HSR) program with the goal to develop technologies for a new generation, economically viable, environmentally acceptable, supersonic transport (SST) called the High Speed Civil Transport (HSCT). A significant part of this effort is expected to be in multidisciplinary systems integration, such as in propulsion airframe integration (PAI). In order to assimilate the knowledge database on PAI for SST type aircraft, a bibliography on this subject was compiled. The bibliography with over 1200 entries, full abstracts, and indexes. Related topics are also covered, such as the following: engine inlets, engine cycles, nozzles, existing supersonic cruise aircraft, noise issues, computational fluid dynamics, aerodynamics, and external interference. All identified documents from 1980 through early 1991 are included; this covers the latter part of the NASA Supersonic Cruise Research (SCR) program and the beginnings of the HSR program. In addition, some pre-1980 documents of significant merit or reference value are also included. The references were retrieved via a computerized literature search using the NASA RECON database system.

F-16XL Ship #2 in hangar for Laminar Flow Glove mounting

NASA Technical Reports Server (NTRS)

1995-01-01

NASA's two-seat F-16XL research aircraft is shown in the modification hangar at the Dryden Flight Research Center, Edwards, California, during installation of a titanium 'glove' on the upper surface of its modified left wing. The aircraft subsequently concluded a 13 month-long, 45-flight research program which investigated drawing off a small portion of the boundary-layer air in order to provide laminar -- or smooth -- flow over a major portion of a wing flying at supersonic speeds. A turbo-compressor in the aircraft's fuselage provided suction to draw air through more than 10 million tiny laser-drilled holes in the glove via a manifold system employing 20 valves. Data obtained during the program could assist designers of future high-speed aircraft in developing a more efficient civil transport.

F-16XL Ship #2 Laminar Flow Glove mounting

NASA Technical Reports Server (NTRS)

1995-01-01

NASA's two-seat F-16XL research aircraft is shown in the modification hangar at NASA's Dryden Flight Research Center, Edwards, California, during installation of a titanium 'glove' on the upper surface of its modified left wing. The aircraft subsequently carried out a 13-month-long, 45-flight research program which investigated drawing off a small part of the boundary-layer air in order to provide laminar--or smooth--flow over a major portion of a wing flying at supersonic speeds. A turbo-compressor in the aircraft's fuselage provided suction to draw air through more than 10 million tiny laser-drilled holes in the glove via a manifold system employing 20 valves. Data obtained during the program could assist designers of future aircraft in developing a more efficient high-speed civil transport.

Solid Inflammability Boundary At Low-Speed (SIBAL)

NASA Technical Reports Server (NTRS)

T'ien, J.; Sacksteder, K.; Ferkul, P.; Pettegrew, R.; Street, K.; Kumar, A.; Tolejko, K.; Kleinhenz, J.; Piltch, N.

2003-01-01

This research program is concerned with the effect of low-speed flow on the spreading and extinction processes over solid fuels. The project has passed the Science Concept Review and the experiment is currently scheduled to be performed in the ISS Combustion Integrated Rack. We present an overview of recent and ongoing experimental and theoretical efforts.

High-Speed Research: Sonic Boom, volume 2

NASA Technical Reports Server (NTRS)

Darden, Christine M. (Compiler)

1992-01-01

A High-Speed Sonic Boom Workshop was held at NASA Langley Research Center on February 25-27, 1992. The purpose of the workshop was to make presentations on current research activities and accomplishments and to assess progress in the area of sonic boom since the program was initiated in FY-90. Twenty-nine papers were presented during the 2-1/2 day workshop. Attendees included representatives from academia, industry, and government who are actively involved in sonic-boom research. Volume 2 contains papers related to low sonic-boom design and analysis using both linear theory and higher order computational fluid dynamics (CFD) methods.

High-Speed Research: Sonic Boom, volume 1

NASA Technical Reports Server (NTRS)

Darden, Christine M. (Compiler)

1992-01-01

A High-Speed Sonic Boom Workshop was held at LaRC of Feb. 25-27, 1992. The purpose was to make presentations on current research activities and accomplishments and to assess progress in the area of sonic boom since the program was initiated in FY-90. Twenty-nine papers were presented during the 2-1/2 day workshop. Attendees included representatives from academia, industry, and government who are actively involved in sonic-boom research. Volume 1 contains papers related to atmospheric effects on the sonic-boom signature during propagation and on acceptability studies.

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft

NASA Image and Video Library

2001-03-15

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va.,After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket nestled under the wing of NASA's NB-52B carrier aircraft during pre-flight systems testing

NASA Image and Video Library

2001-03-15

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket are nestled under the wing of NASA's NB-52B carrier aircraft during pre-flight systems testing at the Dryden Flight Research Center, Edwards, Calif. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va. After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Passenger rail equipment research in the U.S.

DOT National Transportation Integrated Search

2002-03-22

In 1989 the Federal Railroad Administration (FRA) initiated a program of research into the safety aspects of high-speed passenger train systems. Collision safety the balancing of collision avoidance measures of the system with the crashworthiness...

Testing the Gossamer Albatross II

NASA Technical Reports Server (NTRS)

1980-01-01

The Gossamer Albatross II is seen here during a test flight at NASA's Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. It was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations; using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.

Assembling the Gossamer Albatross II in hangar

NASA Technical Reports Server (NTRS)

1980-01-01

The Gossamer Albatross II is seen here being assembled in a hangar at the Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. The aircraft was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations; using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.

Enabling propulsion materials for high-speed civil transport engines

NASA Technical Reports Server (NTRS)

Stephens, Joseph R.; Herbell, Thomas P.

1992-01-01

NASA Headquarters and LeRC have advocated an Enabling Propulsion Materials Program (EPM) to begin in FY-92. The High Speed Research Phase 1 program which began in FY-90 has focused on the environmental acceptability of a High Speed Civil Transport (HSCT). Studies by industry, including Boeing, McDonnell Douglas, GE Aircraft Engines, and Pratt & Whitney Aircraft, and in-house studies by NASA concluded that NO(x) emissions and airport noise reduction can only be economically achieved by revolutionary advancements in materials technologies. This is especially true of materials for the propulsion system where the combustor is the key to maintaining low emissions, and the exhaust nozzle is the key to reducing airport noise to an acceptable level. Both of these components will rely on high temperature composite materials that can withstand the conditions imposed by commercial aircraft operations. The proposed EPM program will operate in conjunction with the HSR Phase 1 Program and the planned HSR Phase 2 program slated to start in FY-93. Components and subcomponents developed from advanced materials will be evaluated in the HSR Phase 2 Program.

The Center for Aerospace Research: A NASA Center of Excellence at North Carolina Agricultural and Technical State University

NASA Technical Reports Server (NTRS)

Lai, Steven H.-Y.

1992-01-01

This report documents the efforts and outcomes of our research and educational programs at NASA-CORE in NCA&TSU. The goal of the center was to establish a quality aerospace research base and to develop an educational program to increase the participation of minority faculty and students in the areas of aerospace engineering. The major accomplishments of this center in the first year are summarized in terms of three different areas, namely, the center's research programs area, the center's educational programs area, and the center's management area. In the center's research programs area, we focus on developing capabilities needed to support the development of the aerospace plane and high speed civil transportation system technologies. In the educational programs area, we developed an aerospace engineering option program ready for university approval.

Clinical and Translational Science Awards: can they increase the efficiency and speed of clinical and translational research?

PubMed

Heller, Caren; de Melo-Martín, Inmaculada

2009-04-01

Most agree that the recent decades-long boom in biomedical research discoveries has not had a sufficient effect on the public's health. To overcome some of the barriers to speeding clinical and translational (C/T) research, the National Institutes of Health has established the Institutional Clinical and Translational Science Award (CTSA). To explore whether the CTSA proposal addresses major C/T barriers and whether funded institutions offer adequate solutions, the authors reviewed the obstacles to C/T research described in the literature and examined the completeness of the solutions offered by the 12 initial CTSA awardees. Through an analysis of the literature, the authors categorized C/T barriers into three categories (research workforce, research operations, and organizational silos). They then analyzed each CTSA proposal regarding the types of programs offered to address these barriers. They found that, in general, institutions developed detailed programs to address research workforce and research operations barriers but had limited to no solutions for organizational silos. The authors suggest that differences in how barriers are addressed are consistent with the degree of control that CTSA centers have over these obstacles and solutions. They argue that although CTSA centers might have an important role in successfully addressing some of the barriers to C/T research, CTSA centers might ultimately have difficulties achieving their purported goal of facilitating and increasing the efficiency and speed of C/T research because of a lack of control over solutions to some important obstacles facing such research.

Research of x-ray nondestructive detector for high-speed running conveyor belt with steel wire ropes

NASA Astrophysics Data System (ADS)

Wang, Junfeng; Miao, Changyun; Wang, Wei; Lu, Xiaocui

2008-03-01

An X-ray nondestructive detector for high-speed running conveyor belt with steel wire ropes is researched in the paper. The principle of X-ray nondestructive testing (NDT) is analyzed, the general scheme of the X-ray nondestructive testing system is proposed, and the nondestructive detector for high-speed running conveyor belt with steel wire ropes is developed. The hardware of system is designed with Xilinx's VIRTEX-4 FPGA that embeds PowerPC and MAC IP core, and its network communication software based on TCP/IP protocol is programmed by loading LwIP to PowerPC. The nondestructive testing of high-speed conveyor belt with steel wire ropes and network transfer function are implemented. It is a strong real-time system with rapid scanning speed, high reliability and remotely nondestructive testing function. The nondestructive detector can be applied to the detection of product line in industry.

High speed photography, videography, and photonics IV; Proceedings of the Meeting, San Diego, CA, Aug. 19, 20, 1986

NASA Technical Reports Server (NTRS)

Ponseggi, B. G. (Editor)

1986-01-01

Various papers on high-speed photography, videography, and photonics are presented. The general topics addressed include: photooptical and video instrumentation, streak camera data acquisition systems, photooptical instrumentation in wind tunnels, applications of holography and interferometry in wind tunnel research programs, and data analysis for photooptical and video instrumentation.

First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop

NASA Technical Reports Server (NTRS)

Wood, Richard M. (Editor)

1999-01-01

This publication is a compilation of documents presented at the First NASA/Industry High Speed Research Configuration Aerodynamics Workshop held on February 27-29, 1996 at NASA Langley Research Center. The purpose of the workshop was to bring together the broad spectrum of aerodynamicists, engineers, and scientists working within the Configuration Aerodynamics element of the HSR Program to collectively evaluate the technology status and to define the needs within Computational Fluid Dynamics (CFD) Analysis Methodology, Aerodynamic Shape Design, Propulsion/Airframe Integration (PAI), Aerodynamic Performance, and Stability and Control (S&C) to support the development of an economically viable High Speed Civil Transport (HSCT) aircraft. To meet these objectives, papers were presented by representative from NASA Langley, Ames, and Lewis Research Centers; Boeing, McDonnell Douglas, Northrop-Grumman, Lockheed-Martin, Vigyan, Analytical Services, Dynacs, and RIACS.

First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop. Pt. 2

NASA Technical Reports Server (NTRS)

Wood, Richard M. (Editor)

1999-01-01

This publication is a compilation of documents presented at the First NASA Industry High Speed Research Configuration Aerodynamics Workshop held on February 27-29, 1996 at NASA Langley Research Center. The purpose of the workshop was to bring together the broad spectrum of aerodynamicists, engineers, and scientists working within the Configuration Aerodynamics element of the HSR Program to collectively evaluate the technology status and to define the needs within Computational Fluid Dynamics (CFD) Analysis Methodology, Aerodynamic Shape Design, Propulsion/Airframe Integration (PAI), Aerodynamic Performance, and Stability and Control (S&C) to support the development of an economically viable High Speed Civil Transport (HSCT) aircraft. To meet these objectives, papers were presented by representatives from NASA Langley, Ames, and Lewis Research Centers; Boeing, McDonnell Douglas, Northrop-Grumman, Lockheed-Martin, Vigyan, Analytical Services, Dynacs, and RIACS.

First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop. Part 1

NASA Technical Reports Server (NTRS)

Wood, Richard M. (Editor)

1999-01-01

This publication is a compilation of documents presented at the First NASA/Industry High Speed Research Configuration Aerodynamics Workshop held on February 27-29, 1996 at NASA Langley Research Center. The purpose of the workshop was to bring together the broad spectrum of aerodynamicists, engineers, and scientists working within the Configuration Aerodynamics element of the HSR Program to collectively evaluate the technology status and to define the needs within Computational Fluid Dynamics (CFD) Analysis Methodology, Aerodynamic Shape Design, Propulsion/Airframe Integration (PAI), Aerodynamic Performance, and Stability and Control (S&C) to support the development of an economically viable High Speed Civil Transport (HSCT) aircraft. To meet these objectives, papers were presented by representative from NASA Langley, Ames, and Lewis Research Centers; Boeing, McDonnell Douglas, Northrop-Grumman, Lockheed-Martin, Vigyan, Analytical Services, Dynacs, and RIACS.

NASA thrusts in high-speed aeropropulsion research and development: An overview

NASA Technical Reports Server (NTRS)

Ziemianski, Joseph A.

1990-01-01

NASA is conducting aeronautical research over a broad range of Mach numbers. In addition to the advanced conventional takeoff or landing (CTOL) propulsion research described elsewhere, NASA Lewis has intensified its efforts towards propulsion technology for selected high speed flight applications. In a companion program, NASA Langley has also accomplished significant research in supersonic combustion ramjet (SCRAM) propulsion. An unclassified review is presented of the propulsion research results that are applicable for supersonic to hypersonic vehicles. This overview not only provides a preview of the more detailed presentations which follow, it also presents a viewpoint on future research directions by calling attention to the unique cycles, components, and facilities involved in this expanding area of work.

On-line high-speed rail defect detection, phase III : research results.

DOT National Transportation Integrated Search

2005-10-01

The Federal Railroad Administration (FRA) Office of Research and Developments Track and Structures Program sponsored a study for developing and testing a rail defect detection system based on ultrasonic guided waves and non-contact probing. Curren...

Survey of supersonic combustion ramjet research at Langley

NASA Technical Reports Server (NTRS)

Northam, G. B.; Anderson, G. Y.

1986-01-01

The Hypersonic Propulsion Branch at NASA Langley Research Center has maintained an active research program in supersonic combustion ramjet (scramjet) and high speed ramjet propulsion since the 1960s. The focus for this research has centered on propulsion for manned reuseable vehicles with cryogenic hydrogen fuel. This paper presents some highlights of this research. The design philosophy of the Langley fixed-geometry airframe-integrated modular scramjet is discussed. The component development and research programs that have supported the successful demonstration of the engine concept using subscale engine module hardware is reviewed and a brief summary of the engine tests presented. An extensive bibliography of research supported by the Langley program is also included.

Gait Speed among Older Participants Enrolled in an Evidence-Based Fall Risk Reduction Program: A Subgroup Analysis.

PubMed

Cho, Jinmyoung; Smith, Matthew Lee; Shubert, Tiffany E; Jiang, Luohua; Ahn, SangNam; Ory, Marcia G

2015-01-01

Functional decline is a primary risk factor for institutionalization and mortality among older adults. Although community-based fall risk reduction programs have been widely disseminated, little is known about their impact on gait speed, a key indicator of functional performance. Changes in functional performance between baseline and post-intervention were examined by means of timed up and go (TUG), a standardized functional assessment test administered to participants enrolled in A Matter of Balance/Volunteer Lay Leader (AMOB/VLL) model, an evidence-based fall risk reduction program. This study included 71 participants enrolled in an AMOB/VLL program in the Brazos Valley and South Plain regions of Texas. Paired t-tests were employed to assess program effects on gait speed at baseline and post-intervention for all participants and by subgroups of age, sex, living status, delivery sites, and self-rated health. The Bonferroni correction was applied to adjust inflated Type I error rate associated with performing multiple t-tests, for which p-values <0.0042 (i.e., 0.5/12 comparisons) were deemed statistically significant. Overall, gait speed of enrolled participants improved from baseline to post-intervention (t = 3.22, p = 0.002). Significant changes in TUG scores were observed among participants who lived with others (t = 4.45, p < 0.001), rated their health as excellent, very good, or good (t = 3.05, p = 0.003), and attended program workshops at senior centers (t = 3.52, p = 0.003). Findings suggest community-based fall risk reduction programs can improve gait speed for older adults. More translational research is needed to understand factors related to the effectiveness of fall risk reduction programs in various populations and settings.

Flexible high-speed CODEC

NASA Technical Reports Server (NTRS)

Segallis, Greg P.; Wernlund, Jim V.; Corry, Glen

1993-01-01

This report is prepared by Harris Government Communication Systems Division for NASA Lewis Research Center under contract NAS3-25087. It is written in accordance with SOW section 4.0 (d) as detailed in section 2.6. The purpose of this document is to provide a summary of the program, performance results and analysis, and a technical assessment. The purpose of this program was to develop a flexible, high-speed CODEC that provides substantial coding gain while maintaining bandwidth efficiency for use in both continuous and bursted data environments for a variety of applications.

Translating research into practice: speeding the adoption of innovative health care programs.

PubMed

Bradley, Elizabeth H; Webster, Tashonna R; Baker, Dorothy; Schlesinger, Mark; Inouye, Sharon K; Barth, Michael C; Lapane, Kate L; Lipson, Debra; Stone, Robyn; Koren, Mary Jane

2004-07-01

For this study, the authors conducted case studies of four varied clinical programs to learn key factors influencing the diffusion and adoption of evidence-based innovations in health care. They found that the success and speed of the adoption/diffusion process depend on: the roles of senior management and clinical leadership; the generation of credible supportive data; an infrastructure dedicated to translating the innovation from research into practice; the extent to which changes in organizational culture are required; and the amount of coordination needed across departments or disciplines. The translation process also depends on the characteristics and resources of the adopting organization, and on the degree to which people believe that the innovation responds to immediate and significant pressures in their environment.

X-15: Extending the Frontiers of Flight

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2007-01-01

A history of the design and achievements of the high-speed, 1950s-era X-15 airplane is presented. The following chapters are included: A New Science; A Hypersonic Research Airplane; Conflict and Innovation; The Million-Horsepower Engine; High Range and Dry Lakes; Preparations; The Flight Program; and the Research Program. Selected biographies, flight logs and physical characteristics of the X-15 Airplane are included in the appendices.

DYNALIST II : A Computer Program for Stability and Dynamic Response Analysis of Rail Vehicle Systems : Volume 4. Revised User's Manual.

DOT National Transportation Integrated Search

1976-07-01

The Federal Railroad Administration (FRA) is sponsoring research, development, and demonstration programs to provide improved safety, performance, speed, reliability, and maintainability of rail transportation systems at reduced life-cycle costs. A m...

F-16XL Ship #2 during last flight viewed from tanker showing titanium laminar flow glove on left win

NASA Technical Reports Server (NTRS)

1996-01-01

Dryden research pilot Dana Purifoy drops NASA F-16XL #848 away from the tanker in the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds by use of a suction system. The system drew turbulent boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' fitted to the upper left wing. About 90 hours of flight time were logged by the unique aircraft during the 13-month flight research program, much of it at speeds of Mach 2. Data acquired during the program will be used to develop a design code calibration database which could assist designers in reducing aerodynamic drag of a proposed second-generation supersonic transport.

Research and Applications in Aeroelasticity and Structural Dynamics at the NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Abel, Irving

1997-01-01

An overview of recently completed programs in aeroelasticity and structural dynamics research at the NASA Langley Research Center is presented. Methods used to perform flutter clearance studies in the wind-tunnel on a high performance fighter are discussed. Recent advances in the use of smart structures and controls to solve aeroelastic problems, including flutter and gust response are presented. An aeroelastic models program designed to support an advanced high speed civil transport is described. An extension to transonic small disturbance theory that better predicts flows involving separation and reattachment is presented. The results of a research study to determine the effects of flexibility on the taxi and takeoff characteristics of a high speed civil transport are presented. The use of photogrammetric methods aboard Space Shuttle to measure spacecraft dynamic response is discussed. Issues associated with the jitter response of multi-payload spacecraft are discussed. Finally a Space Shuttle flight experiment that studied the control of flexible spacecraft is described.

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2001-03-13

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Open Rotor Research at NASA Glenn

NASA Technical Reports Server (NTRS)

VanZante, Dale E.

2011-01-01

A low-noise open rotor system is being tested in collaboration with General Electric and CFM International, a 50/50 joint company between Snecma and GE. Candidate technologies for lower noise will be investigated as well as installation effects such as pylon integration. The research program in both the low and high-speed wind tunnels is reviewed. Some detailed flowfield and acoustics measurements acquired for an internal NASA program are highlighted. The publically available research data is presented also.

Aeropropulsion 1987. Session 6: High-Speed Propulsion Technology

NASA Technical Reports Server (NTRS)

1987-01-01

NASA is conducting aeronautical research over a broad range of Mach numbers. In addition to the advanced CTOL propulsion research described in a separate session, the Lewis Research Center has intensified its efforts towards propulsion technology for selected high-speed flight applications. In a companion program, the Langley Research Center has also accomplished excellent research in Supersonic Combustion Ramjet (SCRAM) propulsion. What is presented in this session is an unclassified review of some of the propulsion research results that are applicable for supersonic to hypersonic vehicles. Not only is a review provided for several key work areas, it also presents a viewpoint on future research directions by calling attention to cycles, components, and facilities involved in this rapidly expanding field of work.

Large eddy simulations and direct numerical simulations of high speed turbulent reacting flows

NASA Technical Reports Server (NTRS)

Givi, Peyman; Madnia, Cyrus K.; Steinberger, Craig J.

1990-01-01

This research is involved with the implementation of advanced computational schemes based on large eddy simulations (LES) and direct numerical simulations (DNS) to study the phenomenon of mixing and its coupling with chemical reactions in compressible turbulent flows. In the efforts related to LES, a research program to extend the present capabilities of this method was initiated for the treatment of chemically reacting flows. In the DNS efforts, the focus is on detailed investigations of the effects of compressibility, heat release, and non-equilibrium kinetics modelings in high speed reacting flows. Emphasis was on the simulations of simple flows, namely homogeneous compressible flows, and temporally developing high speed mixing layers.

Multiprocessor programming environment

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

Smith, M.B.; Fornaro, R.

Programming tools and techniques have been well developed for traditional uniprocessor computer systems. The focus of this research project is on the development of a programming environment for a high speed real time heterogeneous multiprocessor system, with special emphasis on languages and compilers. The new tools and techniques will allow a smooth transition for programmers with experience only on single processor systems.

1999 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 1; Configuration Aerodynamics

NASA Technical Reports Server (NTRS)

Hahne, David E. (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1999 Aerodynamic Performance Technical Review on February 8-12, 1999 in Anaheim, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in the areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High Lift, and Flight Controls. The review objectives were to: (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working on HSCT aerodynamics. In particular, single and midpoint optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented, along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program. This Volume 1/Part 1 publication covers configuration aerodynamics.

1999 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 2; High Lift

NASA Technical Reports Server (NTRS)

Hahne, David E. (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1999 Aerodynamic Performance Technical Review on February 8-12, 1999 in Anaheim, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in the areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High Lift, and Flight Controls. The review objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among die scientists and engineers working on HSCT aerodynamics. In particular, single and midpoint optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented, along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program. This Volume 2/Part 2 publication covers the tools and methods development session.

1999 NASA High-Speed Research Program Aerodynamic Performance Workshop. Volume 1; Configuration Aerodynamics

NASA Technical Reports Server (NTRS)

Hahne, David E. (Editor)

1999-01-01

NASA's High-Speed Research Program sponsored the 1999 Aerodynamic Performance Technical Review on February 8-12, 1999 in Anaheim, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in the areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High Lift, and Flight Controls. The review objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working on HSCT aerodynamics. In particular, single and midpoint optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented, along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program. This Volume 1/Part 2 publication covers the design optimization and testing sessions.

Overview of mechanics of materials branch activities in the computational structures area

NASA Technical Reports Server (NTRS)

Poe, C. C., Jr.

1992-01-01

Base programs and system programs are discussed. The base programs include fundamental research of composites and metals for airframes leading to characterization of advanced materials, models of behavior, and methods for predicting damage tolerance. Results from the base programs support the systems programs, which change as NASA's missions change. The National Aerospace Plane (NASP), Advanced Composites Technology (ACT), Airframe Structural Integrity Program (Aging Aircraft), and High Speed Research (HSR) programs are currently being supported. Airframe durability is one of the key issues in each of these system programs. The base program has four major thrusts, which will be reviewed subsequently. Additionally, several technical highlights will be reviewed for each thrust.

Advanced Turboprop Model in the 8- by 6-Foot Supersonic Wind Tunnel

NASA Image and Video Library

1979-08-21

NASA Lewis Research Center researcher, John S. Sarafini, uses a laser doppler velocimeter to analyze a Hamilton Standard SR-2 turboprop design in the 8- by 6-Foot foot Supersonic Wind Tunnel. Lewis researchers were analyzing a series of eight-bladed propellers in their wind tunnels to determine their operating characteristics at speeds up to Mach 0.8. The program, which became the Advanced Turboprop (ATP), was part of a NASA-wide Aircraft Energy Efficiency Program undertaken to reduce aircraft fuel costs by 50 percent. The ATP concept was different from the turboprops in use in the 1950s. The modern versions had at least eight blades and were swept back for better performance. Bell Laboratories developed the laser doppler velocimeter technology in the 1960s to measure velocity of transparent fluid flows or vibration motion on reflective surfaces. Lewis researchers modified the device to measure the flow field of turboprop configurations in the transonic speed region. The modifications were necessary to overcome the turboprop’s vibration and noise levels. The laser beam was split into two beams which were crossed at a specific point. This permits researchers to measure two velocity components simultaneously. This data measures speeds both ahead and behind the propeller blades. Researchers could use this information as they sought to advance flow fields and to verify computer modeling codes.

NASA's NB-52B carrier aircraft rolls down a taxiway with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket attached to a pylon under its right wing.

NASA Image and Video Library

2001-03-15

As part of a combined systems test conducted by NASA Dryden Flight Research Center, NASA's NB-52B carrier aircraft rolls down a taxiway at Edwards Air Force Base with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket attached to a pylon under its right wing. The taxi test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va. After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Optimal Path Planning Program for Autonomous Speed Sprayer in Orchard Using Order-Picking Algorithm

NASA Astrophysics Data System (ADS)

Park, T. S.; Park, S. J.; Hwang, K. Y.; Cho, S. I.

This study was conducted to develop a software program which computes optimal path for autonomous navigation in orchard, especially for speed sprayer. Possibilities of autonomous navigation in orchard were shown by other researches which have minimized distance error between planned path and performed path. But, research of planning an optimal path for speed sprayer in orchard is hardly founded. In this study, a digital map and a database for orchard which contains GPS coordinate information (coordinates of trees and boundary of orchard) and entity information (heights and widths of trees, radius of main stem of trees, disease of trees) was designed. An orderpicking algorithm which has been used for management of warehouse was used to calculate optimum path based on the digital map. Database for digital map was created by using Microsoft Access and graphic interface for database was made by using Microsoft Visual C++ 6.0. It was possible to search and display information about boundary of an orchard, locations of trees, daily plan for scattering chemicals and plan optimal path on different orchard based on digital map, on each circumstance (starting speed sprayer in different location, scattering chemicals for only selected trees).

Goldstone R/D High Speed Data Acquisition System

NASA Technical Reports Server (NTRS)

Deutsch, L. J.; Jurgens, R. F.; Brokl, S. S.

1984-01-01

A digital data acquisition system that meets the requirements of several users (initially the planetary radar program) is planned for general use at Deep Space Station 14 (DSS 14). The system, now partially complete, is controlled by VAX 11/780 computer that is programmed in high level languages. A DEC Data Controller is included for moderate-speed data acquisition, low speed data display, and for a digital interface to special user-provided devices. The high-speed data acquisition is performed in devices that are being designed and built at JPL. Analog IF signals are converted to a digitized 50 MHz real signal. This signal is filtered and mixed digitally to baseband after which its phase code (a PN sequence in the case of planetary radar) is removed. It may then be accumulated (or averaged) and fed into the VAX through an FPS 5210 array processor. Further data processing before entering the VAX is thus possible (computation and accumulation of the power spectra, for example). The system is to be located in the research and development pedestal at DSS 14 for easy access by researchers in radio astronomy as well as telemetry processing and antenna arraying.

Evaluating the impacts of grades on vehicular speeds on interstate highways.

PubMed

Chen, Xinqiang; Li, Zhibin; Wang, Yinhai; Cui, Zhiyong; Shi, Chaojian; Wu, Huafeng

2017-01-01

Grade variation on interstate highways affects the roadway geometric design, vehicle performance and driver behavior, thus possibly exerting an unexpected effect on vehicular speed. Hence, determining the internal relationship between grade and speed is important and useful for drivers, traffic regulators and other traffic participants. However, the problem with performing this research is the lack of large-scale gradient and speed data. Google Earth (GE) provides an application programming interface for extracting elevation data worldwide. The elevation dataset from GE can be easily converted to grade data. In addition, our team has collected and stored speed series data for different freeways over several years. Based on the above obtainable grade and speed datasets, we conducted research on the effect of grades on free flow speeds from two perspectives. First, the influence of grades on speed was analyzed from both quantitative and qualitative aspects. The analysis of the distributions of four typical types of speeds demonstrated a decreasing tendency as the speed increased. Steeper grades generated a more intense speed fluctuation in terms of the four types of speeds. Second, a model based on the Student's t-test was developed to evaluate the level of significant difference among speed series under neighboring grades. The Student's t-test demonstrated that adjacent grades do not significantly influence the speeds. In summary, speeds under different grades showed obviously different tendencies. The findings of this study can help transport authorities set more reasonable speed limits and improve the geometric design of interstates with grade variation constraints.

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket mounted to NASA's NB

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft and its modified Pegasus booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster 'stack' is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

Maglev program test plan. Final report

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

deBenedet, D.; Gilchrist, A.J.; Karanian, L.A.

1992-07-01

Maglev systems represent a promising evolution in the high-speed ground transportation, offering speeds in excess of 300 mph along with the potential for low operating costs and minimal environmental impact. The goal of this effort is to investigate the feasibility and viability of maglev systems in the United States. The emergence of a sophisticated technology such as maglev requires a need for a coordinated research test program and the determination of test requirements to identify and mitigate development risk and to maximize the use of domestic resources. The study is directed toward the identification and characterization of maglev systems developmentmore » risks tied to a preliminary system architecture. Research objectives are accomplished by surveying experiences from previous maglev development programs, both foreign and domestic, and interviews with individuals involved with maglev research and testing. Findings include ninety-four distinct development risks and twenty risk types. Planning and implementation requirements are identified for a maglev test program, including the development of a facilities strategy to meet any operational concepts that evolve out of early development effort. Also specified is the logical development flow and associated long-lead support needs for sub-scale and full-scale testing.« less

Atmospheric effects of stratospheric aircraft - A status report from NASA's High-Speed Research Program

NASA Technical Reports Server (NTRS)

Wesoky, Howard L.; Prather, Michael J.

1991-01-01

Studies have indicated that, with sufficient technology development, future high-speed civil transport aircraft could be economically competitive with long-haul subsonic aircraft. However, uncertainty about atmospheric pollution, along with community noise and sonic boom, continues to be a major concern which is being addressed in the planned six-year High-Speed Research Program begun in 1990. Building on NASA's research in atmospheric science and emissions reduction, current analytical predictions indicate that an operating range may exist at altitudes below 20 km (i.e., corresponding to a cruise Mach number of approximately 2.4) where the goal level of 5 gm equivalent NO2 emissions/kg fuel will deplete less than one percent of column ozone. Because it will not be possible to directly measure the impact of an aircraft fleet on the atmosphere, the only means of assessment will be prediction. The process of establishing credibility for the predicted effects will likely be complex and involve continued model development and testing against climatological patterns. In particular, laboratory simulation of heterogeneous chemistry and other effects, and direct measurements of well understood tracers in the troposphere and stratosphere are being used to improve the current models.

High resolution infrared datasets useful for validating stratospheric models

NASA Technical Reports Server (NTRS)

Rinsland, Curtis P.

1992-01-01

An important objective of the High Speed Research Program (HSRP) is to support research in the atmospheric sciences that will improve the basic understanding of the circulation and chemistry of the stratosphere and lead to an interim assessment of the impact of a projected fleet of High Speed Civil Transports (HSCT's) on the stratosphere. As part of this work, critical comparisons between models and existing high quality measurements are planned. These comparisons will be used to test the reliability of current atmospheric chemistry models. Two suitable sets of high resolution infrared measurements are discussed.

Application of TURBO-AE to Flutter Prediction: Aeroelastic Code Development

NASA Technical Reports Server (NTRS)

Hoyniak, Daniel; Simons, Todd A.; Stefko, George (Technical Monitor)

2001-01-01

The TURBO-AE program has been evaluated by comparing the obtained results to cascade rig data and to prediction made from various in-house programs. A high-speed fan cascade, a turbine cascade, a turbine cascade and a fan geometry that shower flutter in torsion mode were analyzed. The steady predictions for the high-speed fan cascade showed the TURBO-AE predictions to match in-house codes. However, the predictions did not match the measured blade surface data. Other researchers also reported similar disagreement with these data set. Unsteady runs for the fan configuration were not successful using TURBO-AE .

Quiet Short-Haul Research Aircraft Joint Navy/NASA Sea Trials

NASA Technical Reports Server (NTRS)

Queen, S.; Cochrane, J.

1982-01-01

The Quiet Short-Haul Research Aircraft (QSRA) is a flight facility which Ames Research Center is using to conduct a broad program of terminal area and low-speed, propulsive-life flight research. A joint Navy/NASA flight research program used the QSRA to investigate the application of advanced propulsive-lift technology to the naval aircraft-carrier environment. Flight performance of the QSRA is presented together with the results or the joint Navy/NASA flight program. During the joint program, the QSRA operated aboard the USS Kitty Hawk for 4 days, during which numerous unarrested landings and free deck takeoffs were accomplished. These operations demonstrated that a large aircraft incorporating upper-surface-blowing, propulsive-life technology can be operated in the aircraft-carrier environment without any unusual problems.

Stratified charge rotary aircraft engine technology enablement program

NASA Technical Reports Server (NTRS)

Badgley, P. R.; Irion, C. E.; Myers, D. M.

1985-01-01

The multifuel stratified charge rotary engine is discussed. A single rotor, 0.7L/40 cu in displacement, research rig engine was tested. The research rig engine was designed for operation at high speeds and pressures, combustion chamber peak pressure providing margin for speed and load excursions above the design requirement for a high is advanced aircraft engine. It is indicated that the single rotor research rig engine is capable of meeting the established design requirements of 120 kW, 8,000 RPM, 1,379 KPA BMEP. The research rig engine, when fully developed, will be a valuable tool for investigating, advanced and highly advanced technology components, and provide an understanding of the stratified charge rotary engine combustion process.

Correlated observations of three triggered lightning flashes

NASA Technical Reports Server (NTRS)

Idone, V. P.; Orville, R. E.; Hubert, P.; Barret, L.; Eybert-Berard, A.

1984-01-01

Three triggered lightning flashes, initiated during the Thunderstorm Research International Program (1981) at Langmuir Laboratory, New Mexico, are examined on the basis of three-dimensional return stroke propagation speeds and peak currents. Nonlinear relationships result between return stroke propagation speed and stroke peak current for 56 strokes, and between return stroke propagation speed and dart leader propagation speed for 32 strokes. Calculated linear correlation coefficients include dart leader propagation speed and ensuing return stroke peak current (32 strokes; r = 0.84); and stroke peak current and interstroke interval (69 strokes; r = 0.57). Earlier natural lightning data do not concur with the weak positive correlation between dart leader propagation speed and interstroke interval. Therefore, application of triggered lightning results to natural lightning phenomena must be made with certain caveats. Mean values are included for the three-dimensional return stroke propagation speed and for the three-dimensional dart leader propagation speed.

Research on motor rotational speed measurement in regenerative braking system of electric vehicle

NASA Astrophysics Data System (ADS)

Pan, Chaofeng; Chen, Liao; Chen, Long; Jiang, Haobin; Li, Zhongxing; Wang, Shaohua

2016-01-01

Rotational speed signals acquisition and processing techniques are widely used in rotational machinery. In order to realized precise and real-time control of motor drive and regenerative braking process, rotational speed measurement techniques are needed in electric vehicles. Obtaining accurate motor rotational speed signal will contribute to the regenerative braking force control steadily and realized higher energy recovery rate. This paper aims to develop a method that provides instantaneous speed information in the form of motor rotation. It addresses principles of motor rotational speed measurement in the regenerative braking systems of electric vehicle firstly. The paper then presents ideal and actual Hall position sensor signals characteristics, the relation between the motor rotational speed and the Hall position sensor signals is revealed. Finally, Hall position sensor signals conditioning and processing circuit and program for motor rotational speed measurement have been carried out based on measurement error analysis.

SR-71 Pilot Stephen (Steve) D. Ishmael

NASA Technical Reports Server (NTRS)

1992-01-01

NASA research pilot Stephen D. Ishmael is pictured here in front of an SR-71 Blackbird on the ramp at the Dryden Flight Research Center, Edwards, California. Ishmael was one of two NASA research pilots assigned to the SR-71 high speed research program in the early 1990s at NASA's Dryden Flight Research Facility (redesignated the Dryden Flight Research Center in 1994), Edwards, California. Ishmael became a NASA research pilot in 1977. Data from the SR-71 program will be used to aid designers of future supersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

XUNET experimental high-speed network testbed CRADA 1136, DOE TTI No. 92-MULT-020-B2

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

Palmer, R.E.

1996-04-01

XUNET is a research program with AT&T and other partners to study high-speed wide area communication between local area networks over a backbone using Asynchronous Transfer Mode (ATM) switches. Important goals of the project are to develop software techniques for network control and management, and applications for high-speed networks. The project entails building a testbed between member sites to explore performance issues for mixed network traffic such as congestion control, multimedia communications protocols, segmentation and reassembly of ATM cells, and overall data throughput rates.

Reynolds Number Effects on a Supersonic Transport at Transonic Conditions

NASA Technical Reports Server (NTRS)

Wahls, R. N.; Owens, L. R.; Rivers, S. M. B.

2001-01-01

A High Speed Civil Transport configuration was tested in the National Transonic Facility at the NASA Langley Research Center as part of NASA's High Speed Research Program. The primary purposes of the tests were to assess Reynolds number scale effects and the high Reynolds number aerodynamic characteristics of a realistic, second generation supersonic transport while providing data for the assessment of computational methods. The tests included longitudinal and lateral/directional studies at low speed high-lift and transonic conditions across a range of Reynolds numbers from that available in conventional wind tunnels to near flight conditions. Results are presented which focus on both the Reynolds number and static aeroelastic sensitivities of longitudinal characteristics at Mach 0.90 for a configuration without an empennage.

Large eddy simulations and direct numerical simulations of high speed turbulent reacting flows

NASA Technical Reports Server (NTRS)

Givi, Peyman; Madnia, C. K.; Steinberger, C. J.; Tsai, A.

1991-01-01

This research is involved with the implementations of advanced computational schemes based on large eddy simulations (LES) and direct numerical simulations (DNS) to study the phenomenon of mixing and its coupling with chemical reactions in compressible turbulent flows. In the efforts related to LES, a research program was initiated to extend the present capabilities of this method for the treatment of chemically reacting flows, whereas in the DNS efforts, focus was on detailed investigations of the effects of compressibility, heat release, and nonequilibrium kinetics modeling in high speed reacting flows. The efforts to date were primarily focussed on simulations of simple flows, namely, homogeneous compressible flows and temporally developing hign speed mixing layers. A summary of the accomplishments is provided.

High-speed polarization-encoded quantum key distribution based on silicon photonic integrated devices

NASA Astrophysics Data System (ADS)

Bunandar, Darius; Urayama, Junji; Boynton, Nicholas; Martinez, Nicholas; Derose, Christopher; Lentine, Anthony; Davids, Paul; Camacho, Ryan; Wong, Franco; Englund, Dirk

We present a compact polarization-encoded quantum key distribution (QKD) transmitter near a 1550-nm wavelength implemented on a CMOS-compatible silicon-on-insulator photonics platform. The transmitter generates arbitrary polarization qubits at gigahertz bandwidth with an extinction ratio better than 30 dB using high-speed carrier-depletion phase modulators. We demonstrate the performance of this device by generating secret keys at a rate of 1 Mbps in a complete QKD field test. Our work shows the potential of using advanced photonic integrated circuits to enable high-speed quantum-secure communications. This work was supported by the SECANT QKD Grand Challenge, the Samsung Global Research Outreach Program, and the Air Force Office of Scientific Research.

Impact of Environmental Issues on the High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Whitehead, Allen H., Jr.

1998-01-01

This paper provides an overview of the impact of environmental issues on the design and operation of the proposed High-Speed Civil Transport (HSCT). This proposal for a new generation commercial supersonic transport is being pursued by NASA and its US industry partners in the NASA High-Speed Research (HSR) Program. A second related paper describes the overall HSR Program, including a history of supersonic transport development that led to the present program, and a brief outline of the structure of the two-phase program and its management structure. The specific objectives are to address the four major barrier environmental issues and show their impact on the design of the airplane and potentially, its mode of operation. A brief historical perspective shows how HSR Phase I addressed these environmental topics and, with the successful completion of that program, led to the successful advocacy for the Phase II effort that followed. The Phase II program elements were discussed in the earlier paper and addressed technology programs to enhance the economic viability of the HSCT. Since many of the regulations that may effect the certification and operation of the HSCT are either not in place or well documented, a brief treatise is provided to address the status of the rules and the potential impact on the viability of the HSCT.

Improvement and speed optimization of numerical tsunami modelling program using OpenMP technology

NASA Astrophysics Data System (ADS)

Chernov, A.; Zaytsev, A.; Yalciner, A.; Kurkin, A.

2009-04-01

Currently, the basic problem of tsunami modeling is low speed of calculations which is unacceptable for services of the operative notification. Existing algorithms of numerical modeling of hydrodynamic processes of tsunami waves are developed without taking the opportunities of modern computer facilities. There is an opportunity to have considerable acceleration of process of calculations by using parallel algorithms. We discuss here new approach to parallelization tsunami modeling code using OpenMP Technology (for multiprocessing systems with the general memory). Nowadays, multiprocessing systems are easily accessible for everyone. The cost of the use of such systems becomes much lower comparing to the costs of clusters. This opportunity also benefits all programmers to apply multithreading algorithms on desktop computers of researchers. Other important advantage of the given approach is the mechanism of the general memory - there is no necessity to send data on slow networks (for example Ethernet). All memory is the common for all computing processes; it causes almost linear scalability of the program and processes. In the new version of NAMI DANCE using OpenMP technology and multi-threading algorithm provide 80% gain in speed in comparison with the one-thread version for dual-processor unit. The speed increased and 320% gain was attained for four core processor unit of PCs. Thus, it was possible to reduce considerably time of performance of calculations on the scientific workstations (desktops) without complete change of the program and user interfaces. The further modernization of algorithms of preparation of initial data and processing of results using OpenMP looks reasonable. The final version of NAMI DANCE with the increased computational speed can be used not only for research purposes but also in real time Tsunami Warning Systems.

Evaluating the impacts of grades on vehicular speeds on interstate highways

PubMed Central

Li, Zhibin; Wang, Yinhai; Cui, Zhiyong; Shi, Chaojian; Wu, Huafeng

2017-01-01

Grade variation on interstate highways affects the roadway geometric design, vehicle performance and driver behavior, thus possibly exerting an unexpected effect on vehicular speed. Hence, determining the internal relationship between grade and speed is important and useful for drivers, traffic regulators and other traffic participants. However, the problem with performing this research is the lack of large-scale gradient and speed data. Google Earth (GE) provides an application programming interface for extracting elevation data worldwide. The elevation dataset from GE can be easily converted to grade data. In addition, our team has collected and stored speed series data for different freeways over several years. Based on the above obtainable grade and speed datasets, we conducted research on the effect of grades on free flow speeds from two perspectives. First, the influence of grades on speed was analyzed from both quantitative and qualitative aspects. The analysis of the distributions of four typical types of speeds demonstrated a decreasing tendency as the speed increased. Steeper grades generated a more intense speed fluctuation in terms of the four types of speeds. Second, a model based on the Student’s t-test was developed to evaluate the level of significant difference among speed series under neighboring grades. The Student’s t-test demonstrated that adjacent grades do not significantly influence the speeds. In summary, speeds under different grades showed obviously different tendencies. The findings of this study can help transport authorities set more reasonable speed limits and improve the geometric design of interstates with grade variation constraints. PMID:28863157

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Impact Properties of Metal Fan Containment Materials Being Evaluated for the High-Speed Civil Transport (HSCT)

NASA Technical Reports Server (NTRS)

1996-01-01

Under the Enabling Propulsion Materials (EPM) program - a partnership between NASA, Pratt & Whitney, and GE Aircraft Engines - the Materials and Structures Divisions of the NASA Lewis Research Center are involved in developing a fan-containment system for the High-Speed Civil Transport (HSCT). The program calls for a baseline system to be designed by the end of 1995, with subsequent testing of innovative concepts. Five metal candidate materials are currently being evaluated for the baseline system in the Structures Division's Ballistic Impact Facility. This facility was developed to provide the EPM program with cost-efficient and timely impact test data. At the facility, material specimens are impacted at speeds up to 350 m/sec by projectiles of various sizes and shapes to assess the specimens' ability to absorb energy and withstand impact. The tests can be conducted at either room or elevated temperatures. Posttest metallographic analysis is conducted to improve understanding of the failure modes. A dynamic finite element program is used to simulate the events and both guide the testing as well as aid in designing the fan-containment system.

NASA's NB-52B carrier aircraft rolls down a taxiway with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket slung from a pylon under its right wing

NASA Image and Video Library

2001-03-15

NASA's NB-52B carrier aircraft rolls down a taxiway at Edwards Air Force Base with the X-43A hypersonic research aircraft and its modified Pegasus® booster rocket slung from a pylon under its right wing. Part of a combined systems test conducted by NASA's Dryden Flight Research Center at Edwards, the taxi test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster was built by Orbital Sciences Corp., Dulles, Va.,After being air-launched from NASA's venerable NB-52 mothership, the booster will accelerate the X-43A to test speed and altitude. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10, with the first tentatively scheduled for late spring to early summer, 2001.

Language Analysis Package (L.A.P.) Version I System Design.

ERIC Educational Resources Information Center

Porch, Ann

To permit researchers to use the speed and versatility of the computer to process natural language text as well as numerical data without undergoing special training in programing or computer operations, a language analysis package has been developed partially based on several existing programs. An overview of the design is provided and system…

Demonstration and Research Program for Teaching Young String Players. Final Report.

ERIC Educational Resources Information Center

Yarborough, William

This report explains a system for rapidly training beginning students in the technical aspects of playing a stringed instrument. The program also affords them a well-rounded, basic knowledge of music. A "numerical" method of notation and concentrated muscular exercises greatly speeded the technical learning process. The daily coordination of ear…

76 FR 28128 - Reports, Forms, and Record Keeping Requirements; Agency Information Collection Activity Under OMB...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-13

... INFORMATION CONTACT: Randolph Atkins, Ph.D., Office of Behavioral Safety Research, National Highway Traffic... this countermeasure to assist other communities in establishing well-designed speed management programs, including ASE. This study will conduct a census survey of existing ASE programs in the United States, as...

SR-71 Pilot Rogers E. Smith

NASA Technical Reports Server (NTRS)

1992-01-01

Research pilot Rogers E. Smith is shown here in front of the SR-71 Blackbird he flew for NASA. Rogers was one of the two original NASA research pilots assigned to the SR-71 high speed research program at NASA's Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center, Edwards, California. Smith has been a NASA research pilot at Dryden since 1982. Data from the SR-71 program will be used to aid designers of future supersonic aircraft and propulsion systems. The SR-71 is capable of flying more than 2200 mph (Mach 3+) and at altitudes of over 80,000 feet. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

A cooperative program to stimulate student involvement through the MIT Undergraduate Research Opportunity Program

NASA Technical Reports Server (NTRS)

1984-01-01

Flow characteristics in the low speed Wright Brothers Wind Tunnel were studied. Calculations to check the precision of the tunnel were conducted. A program for generating computational grids around an airfoil was developed and compared with the wind tunnel model. Low Reynolds number flow phenomenon of periodic vortex shedding in a wake were also studied by applying a hot-wire anomemeter.

The Use of a Computer-Based Reading Rate Development Program on Pre-University Intermediate Level ESL Learners' Reading Speeds

ERIC Educational Resources Information Center

Haupt, John

2015-01-01

Improving L2 learners reading fluency has been identified by leading L2 reading researchers as an important aspect of L2 reading instruction (Grabe, 2004, 2009; Nation, 2009). A number of studies have been conducted on the use of paper-based fluency development methods on ESL and EFL students reading speeds and showed positive results (Al-Homoud…

NASA-UVa light aerospace alloy and structure technology program supplement: Aluminum-based materials for high speed aircraft

NASA Technical Reports Server (NTRS)

Starke, E. A., Jr.

1993-01-01

This report on the NASA-UVa Light Aerospace Alloy and Structure Technology Program Supplement: Aluminum-Based Materials for High Speed Aircraft covers the period from January 1, 1992 to June 30, 1992. The objective of the research is to develop aluminum alloys and aluminum matrix composites for the airframe which can efficiently perform in the HSCT environment for periods as long as 60,000 hours (certification for 120,000 hours) and, at the same time, meet the cost and weight requirements for an economically viable aircraft. Current industry baselines focus on flight at Mach 2.4. The research covers four major materials systems: (1) ingot metallurgy 2XXX, 6XXX, and 8XXX alloys, (2) powder metallurgy 2XXX alloys, (3) rapidly solidified, dispersion strengthened Al-Fe-X alloys, and (4) discontinuously reinforced metal matrix composites. There are ten major tasks in the program which also include evaluation and trade-off studies by Boeing and Douglas aircraft companies.

NASA-UVa light aerospace alloy and structures technology program supplement: Aluminum-based materials for high speed aircraft

NASA Technical Reports Server (NTRS)

Starke, E. A., Jr. (Editor)

1995-01-01

This report on the NASA-UVa light aerospace alloy and structure technology program supplement: Aluminum-Based Materials for High Speed Aircraft covers the period from July 1, 1992. The objective of the research is to develop aluminum alloys and aluminum matrix composites for the airframe which can efficiently perform in the HSCT environment for periods as long as 60,000 hours (certification for 120,000 hours) and, at the same time, meet the cost and weight requirements for an economically viable aircraft. Current industry baselines focus on flight at Mach 2.4. The research covers four major materials systems: (1) Ingot metallurgy 2XXX, 6XXX, and 8XXX alloys, (2) Powder metallurgy 2XXX alloys, (3) Rapidly solidified, dispersion strengthened Al-Fe-X alloys, and (4) Discontinuously reinforced metal matrix composites. There are ten major tasks in the program which also include evaluation and trade-off studies by Boeing and Douglas aircraft companies.

Exploration of the SHRP2 naturalistic driving study data to identify factors related to the selection of freeway ramp design speed.

DOT National Transportation Integrated Search

2017-03-01

This research explored the second Strategic Highway Research Program (SHRP2) Naturalistic Driving Study (NDS) database for the potential to identify freeway entrance and exit ramps and teen drivers behavior while traveling those ramps. This is in ...

The Effects of Low-Vision Rehabilitation on Reading Speed and Depression in Age Related Macular Degeneration: A Meta-Analysis.

PubMed

Hamade, Noura; Hodge, William G; Rakibuz-Zaman, Muhammad; Malvankar-Mehta, Monali S

2016-01-01

Age related macular degeneration (AMD) is a progressive eye disease that, as of 2015, has affected 11 million people in the U.S. and 1.5 million in Canada causing central vision blindness. By 2050, this number is expected to double to 22 million. Eccentric vision is the target of low-vision rehabilitation aids and programs for patients with AMD, which are thought to improve functional performance by improving reading speed and depression. This study evaluates the effect of various low-vision rehabilitation strategies on reading speed and depression in patients 55 and older with AMD. Computer databases including MEDLINE (OVID), EMBASE (OVID), BIOSIS Previews (Thomson-Reuters), CINAHL (EBSCO), Health Economic Evaluations Database (HEED), ISI Web of Science (Thomson-Reuters) and the Cochrane Library (Wiley) were searched from the year 2000 to January 2015. Included papers were research studies with a sample size of 20 eyes or greater focused on AMD in adults aged 55 or older with low vision (20/60 or lower). Two independent reviewers screened and extracted relevant data from the included articles. Standardized mean difference (SMD) was chosen as an effect size to perform meta-analysis using STATA. Fixed- and random-effect models were developed based on heterogeneity. Reading Speed and Depression Scores. A total of 9 studies (885 subjects) were included. Overall, a significant improvement in reading speed was found with a SMD of 1.01 [95% CI: 0.05 to 1.97]. Low-vision rehabilitation strategies including micro-perimetric biofeedback, microscopes teaching program significantly improved reading speed. Eccentric viewing training showed the maximum improvement in reading speed. In addition, a non-significant improvement in depression scores was found with a SMD of -0.44 [95% CI: -0.96 to 0.09]. A considerable amount of research is required in the area of low-vision rehabilitation strategies for patients with AMD. Based on current research, low-vision rehabilitation aids improve reading speed. However, they do not have a significant effect on depression scores in those 55 and older with AMD.

An assessment of the impact of the Department of Defense very high speed integrated circuit program

NASA Astrophysics Data System (ADS)

1982-01-01

The technical and economic effects of the Department of Defense's (DoD) development program for very-high-speed integrated circuits (VHSIC) are examined. The probable effects of this program on the domestic aspects and international position of the integrated-circuit (IC) industry as they relate to the interests of the general public and the DoD are considered. The report presents a review of the unique DoD needs that motivate VHSIC research and development; an estimate of the degree of which these needs are likely to be met by the VHSIC program; a discussion of the effects of the program's demands for manpower, materials, and design and processing technologies; the problems connected with the program's technology export controls; and an assessment of the impact of the program on the structure of the U.S. integrated-circuit industry, its continued development and production of civilian consumer products, and its international competitive position.

Review of NASA's (National Aeronautics and Space Administration) Numerical Aerodynamic Simulation Program

NASA Technical Reports Server (NTRS)

1984-01-01

NASA has planned a supercomputer for computational fluid dynamics research since the mid-1970's. With the approval of the Numerical Aerodynamic Simulation Program as a FY 1984 new start, Congress requested an assessment of the program's objectives, projected short- and long-term uses, program design, computer architecture, user needs, and handling of proprietary and classified information. Specifically requested was an examination of the merits of proceeding with multiple high speed processor (HSP) systems contrasted with a single high speed processor system. The panel found NASA's objectives and projected uses sound and the projected distribution of users as realistic as possible at this stage. The multiple-HSP, whereby new, more powerful state-of-the-art HSP's would be integrated into a flexible network, was judged to present major advantages over any single HSP system.

New Model Exhaust System Supports Testing in NASA Lewis' 10- by 10-Foot Supersonic Wind Tunnel

NASA Technical Reports Server (NTRS)

Roeder, James W., Jr.

1998-01-01

In early 1996, the ability to run NASA Lewis Research Center's Abe Silverstein 10- by 10- Foot Supersonic Wind Tunnel (10x10) at subsonic test section speeds was reestablished. Taking advantage of this new speed range, a subsonic research test program was scheduled for the 10x10 in the fall of 1996. However, many subsonic aircraft test models require an exhaust source to simulate main engine flow, engine bleed flows, and other phenomena. This was also true of the proposed test model, but at the time the 10x10 did not have a model exhaust capability. So, through an in-house effort over a period of only 5 months, a new model exhaust system was designed, installed, checked out, and made ready in time to support the scheduled test program.

Report on research and technology-FY 1981

NASA Technical Reports Server (NTRS)

1981-01-01

More than 65 technical reports, papers, and articles published by personnel and contractors at the Dryden Flight Research Center are listed. Activities performed for the Offices of Aeronautics and Space Technology, Space and Terrestrial Applications, Space Transportation Systems, and Space Tracking and Data Systems are summarized. Preliminary stability and control derivatives were determined for the shuttle orbiter at hypersonic speeds from the data obtained at reentry. The shuttle tile tests, spin research vehicle nose shapes flight investigations, envelope expansion flights for the Ames tilt rotor research aircraft, and the AD-1 oblique wing programs were completed as well as the KC-135 winglet program.

EC95-42939-8

NASA Image and Video Library

1995-02-02

Photographed outside their hangar at the Dryden Flight Research Center, Edwards, California, part of Dryden's F-16 fleet is, left to right; an F-16A, the F-16XL no. 1, and the F-16 AFTI. The F-16A (NASA 516), the only civil registered F-16 in existence, was transferred to Dryden from Langley, and was primarily used in engine tests and for parts. It was subsequently transfered from Dryden. The single-seat F-16XL no. 1 (NASA 849) was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity. The Advanced Fighter Technology Integration (AFTI) F-16 was used to develop and demonstrate technologies to improve navigation and a pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. Earlier research in the joint NASA-Air Force AFTI F-16 program demonstrated voice actuated controls, helmet-mounted sighting and integration of forward-mounted canards with the standard flight control system to achieve uncoupled flight.

Terminal-area STOL operating systems experiments program

NASA Technical Reports Server (NTRS)

Smith, D. W.; Watson, D.; Christensen, J. V.

1972-01-01

A system study to determine the application of short takeoff aircraft for a high speed, short haul air transportation service was conducted. The study focused on developing information which will aid in choosing system concepts, design criteria, operating procedures, landing guidance systems, air traffic control systems, and airborne avionics and flight control systems. A terminal area STOL operating system experiments program was developed. The objectives, program approach, program schedule, typical experiments, research facilities to be used, and program status are discussed.

New membranes could speed the biofuels conversion process and reduce cost

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

Hu, Michael

2014-07-23

ORNL researchers have developed a new class of membranes that could enable faster, more cost efficient biofuels production. These membranes are tunable at the nanopore level and have potential uses in separating water from fuel and acid from bio-oils. The membrane materials technology just won an R&D 100 award. ORNL and NREL are partnering, with support from the DOE Bioenergy Technologies Office, to determine the best uses of these membranes to speed the biofuels conversion process. Development of the membranes was funded by DOE BETO and ORNL's Laboratory Directed Research and Development Program.

New membranes could speed the biofuels conversion process and reduce cost

ScienceCinema

Hu, Michael

2018-01-26

ORNL researchers have developed a new class of membranes that could enable faster, more cost efficient biofuels production. These membranes are tunable at the nanopore level and have potential uses in separating water from fuel and acid from bio-oils. The membrane materials technology just won an R&D 100 award. ORNL and NREL are partnering, with support from the DOE Bioenergy Technologies Office, to determine the best uses of these membranes to speed the biofuels conversion process. Development of the membranes was funded by DOE BETO and ORNL's Laboratory Directed Research and Development Program.

A Comparative Propulsion System Analysis for the High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Haller, William J.; Senick, Paul F.; Jones, Scott M.; Seidel, Jonathan A.

2005-01-01

Six of the candidate propulsion systems for the High-Speed Civil Transport are the turbojet, turbine bypass engine, mixed flow turbofan, variable cycle engine, Flade engine, and the inverting flow valve engine. A comparison of these propulsion systems by NASA's Glenn Research Center, paralleling studies within the aircraft industry, is presented. This report describes the Glenn Aeropropulsion Analysis Office's contribution to the High-Speed Research Program's 1993 and 1994 propulsion system selections. A parametric investigation of each propulsion cycle's primary design variables is analytically performed. Performance, weight, and geometric data are calculated for each engine. The resulting engines are then evaluated on two airframer-derived supersonic commercial aircraft for a 5000 nautical mile, Mach 2.4 cruise design mission. The effects of takeoff noise, cruise emissions, and cycle design rules are examined.

Breakthrough propulsion physics research program

NASA Astrophysics Data System (ADS)

Millis, Marc G.

1997-01-01

In 1996, a team of government, university and industry researchers proposed a program to seek the ultimate breakthroughs in space transportation: propulsion that requires no propellant mass, propulsion that can approach and, if possible, circumvent light speed, and breakthrough methods of energy production to power such devices. This Breakthrough Propulsion Physics program, managed by Lewis Research Center, is one part of a comprehensive, long range Advanced Space Transportation Plan managed by Marshall Space Flight Center. Because the breakthrough goals are beyond existing science, a main emphasis of this program is to establish metrics and ground rules to produce near-term credible progress toward these incredible possibilities. An introduction to the emerging scientific possibilities from which such solutions can be sought is also presented.

NASA's hypersonic propulsion program: History and direction

NASA Technical Reports Server (NTRS)

Wander, Steve

1992-01-01

Research into hypersonic propulsion; i.e., supersonic combustion, was seriously initiated at the Langley Research Center in the 1960's with the Hypersonic Research Engine (HRE) project. This project was designed to demonstrate supersonic combustion within the context of an engine module consisting of an inlet, combustor, and nozzle. In addition, the HRE utilized both subsonic and supersonic combustion (dual-mode) to demonstrate smooth operation over a Mach 4 to 7 speed range. The propulsion program thus concentrated on fundamental supersonic combustion studies and free jet propulsion tests for the three dimensional fixed geometry engine design to demonstrate inlet and combustor integration and installed performance potential. The developmental history of the program is presented. Additionally, the HRE program's effect on the current state of hypersonic propulsion is discussed.

Breakthrough Propulsion Physics Research Program

NASA Technical Reports Server (NTRS)

Millis, Marc G.

1996-01-01

In 1996, a team of government, university and industry researchers proposed a program to seek the ultimate breakthroughs in space transportation: propulsion that requires no propellant mass, propulsion that can approach and, if possible, circumvent light speed, and breakthrough methods of energy production to power such devices. This Breakthrough Propulsion Physics program, managed by Lewis Research Center, is one part of a comprehensive, long range Advanced Space Transportation Plan managed by Marshall Space Flight Center. Because the breakthrough goals are beyond existing science, a main emphasis of this program is to establish metrics and ground rules to produce near-term credible progress toward these incredible possibilities. An introduction to the emerging scientific possibilities from which such solutions can be sought is also presented.

Main Building (4800) at Dryden FRC

NASA Image and Video Library

1991-09-05

The X-1E research aircraft provides a striking view at the entrance of NASA's Dryden Flight Research Center, Edwards, California. The X-1E, one of the three original X-1 aircraft modified with a raised cockpit canopy and an ejection seat, was flown at the facility between 1953 and 1958 to investigate speeds at twice that of sound, and also to evaluate a thin wing designed for high-speed flight. The Dryden complex was originally established in 1946 as a small high-speed flight station to support the X-1 program. The X-1 was the first aircraft to fly at supersonic speeds. The main administrative building is to the rear of the X-1E and is the center of a research installation that has grown to more than 450 government employees and nearly 400 civilian contractors. Located on the northwest "shore" of Rogers Dry Lake, the Dryden Center was built around the original administrative-hangar building constructed in 1954 at a cost of $3.8 million. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the newest addition, the Integrated Test Facility.

Effect of Exercise Program Speed, Agility, and Quickness (SAQ) in Improving Speed, Agility, and Acceleration

NASA Astrophysics Data System (ADS)

Azmi, K.; Kusnanik, N. W.

2018-01-01

This study aimed to analyze the effect of speed, agility and quickness training program to increase in speed, agility and acceleration. This study was conducted at 26 soccer players and divided into 2 groups with 13 players each group. Group 1 was given SAQ training program, and Group 2 conventional training program for 8 weeks. This study used a quantitative approach with quasi-experimental method. The design of this study used a matching-only design. Data was collected by testing 30-meter sprint (speed), agility t-test (agility), and run 10 meters (acceleration) during the pretest and posttest. Furthermore, the data was analyzed using paired sample t-test and independent t-test. The results showed: that there was a significant effect of speed, agility and quickness training program in improving in speed, agility and acceleration. In summary, it can be concluded that the speed, agility and quickness training program can improve the speed, agility and acceleration of the soccer players.

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 1

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

Sensitivity of Runway Occupancy Time (ROT) to Various Rollout and Turnoff (ROTO) Factors. Volume 2; Complete Set of Plotted Data

NASA Technical Reports Server (NTRS)

Goldthorpe, S. H.

1997-01-01

The Terminal Area Productivity (TAP) research program was initiated by NASA to increase the airport capacity for transport aircraft operations. One element of the research program is called Low Visibility Landing and Surface Operations (LVLASO). A goal of the LVLASO research is to develop transport aircraft technologies which reduce Runway Occupancy Time (ROT) so that it does not become the limiting factor in the terminal area operations that determine the capacity of a runway. Under LVLASO, the objective of this study was to determine the sensitivity of ROT to various factors associated with the Rollout and Turnoff (ROTO) operation for transport aircraft. The following operational factors were studied and are listed in the order of decreasing ROT sensitivity: ice/flood runway surface condition, exit entrance ground speed, number of exits, high-speed exit locations and spacing, aircraft type, touchdown ground speed standard deviation, reverse thrust and braking method, accurate exit prediction capability, maximum reverse thrust availability, spiral-arc vs. circle-arc exit geometry, dry/slush/wet/snow runway surface condition, maximum allowed deceleration, auto asymmetric braking on exit, do not stow reverse thrust before the exit, touchdown longitudinal location standard deviation, flap setting, anti-skid efficiency, crosswind conditions, stopping on the exit and touchdown lateral offset.

Synchronizing Photography For High-Speed-Engine Research

NASA Technical Reports Server (NTRS)

Chun, K. S.

1989-01-01

Light flashes when shaft reaches predetermined angle. Synchronization system facilitates visualization of flow in high-speed internal-combustion engines. Designed for cinematography and holographic interferometry, system synchronizes camera and light source with predetermined rotational angle of engine shaft. 10-bit resolution of absolute optical shaft encoder adapted, and 2 to tenth power combinations of 10-bit binary data computed to corresponding angle values. Pre-computed angle values programmed into EPROM's (erasable programmable read-only memories) to use as angle lookup table. Resolves shaft angle to within 0.35 degree at rotational speeds up to 73,240 revolutions per minute.

Assessment of Stage 35 With APNASA

NASA Technical Reports Server (NTRS)

Celestina, Mark L.; Mulac, Richard

2009-01-01

An assessment of APNASA was conducted at NASA Glenn Research Center under the Fundamental Aeronautics Program to determine their predictive capabilities. The geometry selected for this study was Stage 35 which is a single stage transonic compressor. A speedline at 100% speed was generated and compared to experimental data at 100% speed for two turbulence models. Performance of the stage at 100% speed and profiles of several key aerodynamic parameters are compared to the survey data downstream of the stator in this report. In addition, hub leakage was modeled and compared to solutions without leakage and the available experimental data.

A review of technologies applicable to low-speed flight of high-performance aircraft investigated in the Langley 14- x 22-foot subsonic tunnel

NASA Technical Reports Server (NTRS)

Paulson, John W., Jr.; Quinto, P. Frank; Banks, Daniel W.; Kemmerly, Guy T.; Gatlin, Gregory M.

1988-01-01

An extensive research program has been underway at the NASA Langley Research Center to define and develop the technologies required for low-speed flight of high-performance aircraft. This 10-year program has placed emphasis on both short takeoff and landing (STOL) and short takeoff and vertical landing (STOVL) operations rather than on regular up and away flight. A series of NASA in-house as well as joint projects have studied various technologies including high lift, vectored thrust, thrust-induced lift, reversed thrust, an alternate method of providing trim and control, and ground effects. These technologies have been investigated on a number of configurations ranging from industry designs for advanced fighter aircraft to generic wing-canard research models. Test conditions have ranged from hover (or static) through transition to wing-borne flight at angles of attack from -5 to 40 deg at representative thrust coefficients.

Improved Processing Speed: Online Computer-Based Cognitive Training in Older Adults

ERIC Educational Resources Information Center

Simpson, Tamara; Camfield, David; Pipingas, Andrew; Macpherson, Helen; Stough, Con

2012-01-01

In an increasingly aging population, a number of adults are concerned about declines in their cognitive abilities. Online computer-based cognitive training programs have been proposed as an accessible means by which the elderly may improve their cognitive abilities; yet, more research is needed in order to assess the efficacy of these programs. In…

Supplemental Driver Safety Program Development. Volume I--Development Research and Evaluation. Final Report.

ERIC Educational Resources Information Center

McPherson, Kenard; And Others

Instructional modules for driver education programs were prepared to improve safe driving knowledge, attitudes, and performances of 16- to 18-year-old drivers. These modules were designed to provide supplementary instruction in five content areas critical to the safe and efficient operation of motor vehicles by young drivers--speed management,…

Determination of longitudinal aerodynamic derivatives using flight data from an icing research aircraft

NASA Technical Reports Server (NTRS)

Ranaudo, R. J.; Batterson, J. G.; Reehorst, A. L.; Bond, T. H.; Omara, T. M.

1989-01-01

A flight test was performed with the NASA Lewis Research Center's DH-6 icing research aircraft. The purpose was to employ a flight test procedure and data analysis method, to determine the accuracy with which the effects of ice on aircraft stability and control could be measured. For simplicity, flight testing was restricted to the short period longitudinal mode. Two flights were flown in a clean (baseline) configuration, and two flights were flown with simulated horizontal tail ice. Forty-five repeat doublet maneuvers were performed in each of four test configurations, at a given trim speed, to determine the ensemble variation of the estimated stability and control derivatives. Additional maneuvers were also performed in each configuration, to determine the variation in the longitudinal derivative estimates over a wide range of trim speeds. Stability and control derivatives were estimated by a Modified Stepwise Regression (MSR) technique. A measure of the confidence in the derivative estimates was obtained by comparing the standard error for the ensemble of repeat maneuvers, to the average of the estimated standard errors predicted by the MSR program. A multiplicative relationship was determined between the ensemble standard error, and the averaged program standard errors. In addition, a 95 percent confidence interval analysis was performed for the elevator effectiveness estimates, C sub m sub delta e. This analysis identified the speed range where changes in C sub m sub delta e could be attributed to icing effects. The magnitude of icing effects on the derivative estimates were strongly dependent on flight speed and aircraft wing flap configuration. With wing flaps up, the estimated derivatives were degraded most at lower speeds corresponding to that configuration. With wing flaps extended to 10 degrees, the estimated derivatives were degraded most at the higher corresponding speeds. The effects of icing on the changes in longitudinal stability and control derivatives were adequately determined by the flight test procedure and the MSR analysis method discussed herein.

An information retrieval system for research file data

Treesearch

Joan E. Lengel; John W. Koning

1978-01-01

Research file data have been successfully retrieved at the Forest Products Laboratory through a high-speed cross-referencing system involving the computer program FAMULUS as modified by the Madison Academic Computing Center at the University of Wisconsin. The method of data input, transfer to computer storage, system utilization, and effectiveness are discussed....

Insights into targeting young male drivers with anti-speeding advertising: An application of the Step approach to Message Design and Testing (SatMDT).

PubMed

Lewis, I; White, K M; Ho, B; Elliott, B; Watson, B

2017-06-01

In Australia, young drivers aged 17-25 years comprise 13% of the population yet account for 22% of all road deaths with young males over-represented in such trauma. Speeding represents a major contributing factor and advertising campaigns have long focused on promoting anti-speeding messages in the effort to reduce drivers' speeds. Positioned within a larger program of research aimed at developing, piloting, and evaluating a range of theoretically-informed anti-speeding messages, the current study reports results relating to the final phase of the research, the evaluation. Six messages were devised in accordance with the guiding framework, the Step approach to Message Design and Testing ([SatMDT]; Lewis et al., 2016) and based on the findings emerging from earlier qualitative and quantitative studies within the program of research. N=938 licensed drivers (n=455 males, 48%) aged 17-62 years completed an online survey. To ensure a controlled test of the persuasiveness of the message content, the messages were presented in an audio-based format and thus were devoid of potential confounds, such as images. The messages sought to address a particular belief (i.e., behavioural, normative, control) and to focus either on emphasising the positive aspects which make speeding less likely or challenging the negative aspects which make speeding more likely. Thus, key to this evaluation was to test the persuasiveness of the message content in terms of the particular belief and focus it was addressing. Participants were randomly assigned to either the Control condition (i.e., no exposure to a message) or the Intervention condition (i.e., exposed to one of the six messages presented as an audio-recorded message within the survey). Persuasiveness was assessed via a range of outcome measures including both direct (i.e., third-person perceptions, message rejection) as well as indirect measures (i.e., intentions, willingness to speed). Age, gender, and message type were independent variables (IVs), together with issue involvement as a covariate (or IV) in the study's analyses. Overall, positive persuasive effects, and a relative absence of any negative, dissuasive effects, were found for two messages, Glass Cars and The Lift. These messages addressed the same salient belief, control beliefs, with the former emphasising the factors which discourage speeding and the latter message challenging those factors which encourage speeding. The implications of the findings are discussed in terms of the insights they offer for the key content of future anti-speeding messages. Copyright © 2017 Elsevier Ltd. All rights reserved.

Current Research in Aircraft Tire Design and Performance

NASA Technical Reports Server (NTRS)

Tanner, J. A.; Mccarthy, J. L.; Clark, S. K.

1981-01-01

A review of the tire research programs which address the various needs identified by landing gear designers and airplane users is presented. The experimental programs are designed to increase tire tread lifetimes, relate static and dynamic tire properties, establish the tire hydroplaning spin up speed, study gear response to tire failures, and define tire temperature profiles during taxi, braking, and cornering operations. The analytical programs are aimed at providing insights into the mechanisms of heat generation in rolling tires and developing the tools necessary to streamline the tire design process and to aid in the analysis of landing gear problems.

Smaller Footprint Drilling System for Deep and Hard Rock Environments; Feasibility of Ultra-High-Speed Diamond Drilling

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

Arnis Judzis; Alan Black; Homer Robertson

2006-03-01

The two phase program addresses long-term developments in deep well and hard rock drilling. TerraTek believes that significant improvements in drilling deep hard rock will be obtained by applying ultra-high rotational speeds (greater than 10,000 rpm). The work includes a feasibility of concept research effort aimed at development that will ultimately result in the ability to reliably drill ''faster and deeper'' possibly with smaller, more mobile rigs. The principle focus is on demonstration testing of diamond bits rotating at speeds in excess of 10,000 rpm to achieve high rate of penetration (ROP) rock cutting with substantially lower inputs of energymore » and loads. The significance of the ultra-high rotary speed drilling system is the ability to drill into rock at very low weights on bit and possibly lower energy levels. The drilling and coring industry today does not practice this technology. The highest rotary speed systems in oil field and mining drilling and coring today run less than 10,000 rpm--usually well below 5,000 rpm. This document details the progress to date on the program entitled ''Smaller Footprint Drilling System for Deep and Hard Rock Environments: Feasibility of Ultra-High-Speed Diamond Drilling'' for the period starting 1 October 2004 through 30 September 2005. Additionally, research activity from 1 October 2005 through 28 February 2006 is included in this report: (1) TerraTek reviewed applicable literature and documentation and convened a project kick-off meeting with Industry Advisors in attendance. (2) TerraTek designed and planned Phase I bench scale experiments. Some difficulties continue in obtaining ultra-high speed motors. Improvements have been made to the loading mechanism and the rotational speed monitoring instrumentation. New drill bit designs have been provided to vendors for production. A more consistent product is required to minimize the differences in bit performance. A test matrix for the final core bit testing program has been completed. (3) TerraTek is progressing through Task 3 ''Small-scale cutting performance tests''. (4) Significant testing has been performed on nine different rocks. (5) Bit balling has been observed on some rock and seems to be more pronounces at higher rotational speeds. (6) Preliminary analysis of data has been completed and indicates that decreased specific energy is required as the rotational speed increases (Task 4). This data analysis has been used to direct the efforts of the final testing for Phase I (Task 5). (7) Technology transfer (Task 6) has begun with technical presentations to the industry (see Judzis).« less

International Opportunities and Programs at NSF

NASA Astrophysics Data System (ADS)

Wodarczyk, F.

2006-05-01

The National Science Foundation's Office of International Science and Engineering (OISE) promotes the development of an integrated, Foundation-wide international strategy for international science and engineering activities both inside and outside NSF and manages international programs that are innovative, catalytic, and responsive to a broad range of NSF interests. Specifically, OISE supports programs to expand and enhance leading-edge international research and education opportunities for U.S. scientists and engineers, especially at the early career stage. It works to build and strengthen effective institutional partnerships throughout the global science and engineering research and education community, and it supports international collaborations in NSF's priority research areas. This talk will highlight opportunities for international collaboration for individuals at all levels of their careers, from student to established researcher, with examples of supported programs. Some recent activities focus on bringing together researchers in scientific disciplines and experts in cyberinfrastructure to promote and enable international data collection, manipulation, storage, and sharing via high-speed networks.

Muscle strength and golf performance: a critical review.

PubMed

Torres-Ronda, Lorena; Sánchez-Medina, Luis; González-Badillo, Juan J

2011-01-01

Golf has become an increasingly popular sport and a growing body of research trying to identify its main physical requirements is being published. The aim of this review was twofold: first, to examine the existing scientific literature regarding strength training and golf in healthy, non-injured, subjects; and second, to reach conclusions that could provide information on how to design more effective strength training programs to improve golf performance as well as directions for future research. Studies which analyzed the relationship between muscle strength, swing performance variables (club head speed, driving distance, ball speed) and skill (handicap, score) were reviewed. Changes in swing performance following different strength training programs were also investigated. Finally, a critical analysis about the methodologies used was carried out. The results of the reviewed studies seem to indicate that: 1) a positive relationship exists between handicap and swing performance (even though few studies have investigated this issue); 2) there is a positive correlation between skill (handicap and/or score) and muscle strength; and 3) there is a relationship between driving distance, swing speed, ball speed and muscle strength. Results suggest that training leg-hip and trunk power as well as grip strength is especially relevant for golf performance improvement. Studies that analyzed variations in swing performance following resistance-only training programs are scarce, thus it is difficult to prove whether the observed improvements are attributable to changes in strength levels. Many of the studies reviewed presented some methodological errors in their design and not all strength assessment protocols seemed appropriate. Further studies should determine muscle strength needs in relation to final swing performance, using well designed experiments and strict isoinertial assessment protocols which adequately relate to specific golf motion, age and skill level. More studies with elite participants, either professional or amateur, would be especially desirable. Key pointsPOSITIVE CORRELATIONS EXIST BETWEEN: 1) handicap and swing performance variables; 2) muscle strength and skill (handicap and/or golf score); and 3) driving dis-tance, swing speed, ball speed and muscle strength.Leg-hip, trunk power and grip strength seem espe-cially relevant for golf performance improvement.Further research should determine muscle strength needs in relation to final swing performance, using well designed experiments and strict assessment pro-tocols which adequately relate to specific golf mo-tion, age and skill level.

Muscle Strength And Golf Performance: A Critical Review

PubMed Central

Torres-Ronda, Lorena; Sánchez-Medina, Luis; González-Badillo, Juan J.

2011-01-01

Golf has become an increasingly popular sport and a growing body of research trying to identify its main physical requirements is being published. The aim of this review was twofold: first, to examine the existing scientific literature regarding strength training and golf in healthy, non-injured, subjects; and second, to reach conclusions that could provide information on how to design more effective strength training programs to improve golf performance as well as directions for future research. Studies which analyzed the relationship between muscle strength, swing performance variables (club head speed, driving distance, ball speed) and skill (handicap, score) were reviewed. Changes in swing performance following different strength training programs were also investigated. Finally, a critical analysis about the methodologies used was carried out. The results of the reviewed studies seem to indicate that: 1) a positive relationship exists between handicap and swing performance (even though few studies have investigated this issue); 2) there is a positive correlation between skill (handicap and/or score) and muscle strength; and 3) there is a relationship between driving distance, swing speed, ball speed and muscle strength. Results suggest that training leg-hip and trunk power as well as grip strength is especially relevant for golf performance improvement. Studies that analyzed variations in swing performance following resistance-only training programs are scarce, thus it is difficult to prove whether the observed improvements are attributable to changes in strength levels. Many of the studies reviewed presented some methodological errors in their design and not all strength assessment protocols seemed appropriate. Further studies should determine muscle strength needs in relation to final swing performance, using well designed experiments and strict isoinertial assessment protocols which adequately relate to specific golf motion, age and skill level. More studies with elite participants, either professional or amateur, would be especially desirable. Key points Positive correlations exist between: 1) handicap and swing performance variables; 2) muscle strength and skill (handicap and/or golf score); and 3) driving dis-tance, swing speed, ball speed and muscle strength. Leg-hip, trunk power and grip strength seem espe-cially relevant for golf performance improvement. Further research should determine muscle strength needs in relation to final swing performance, using well designed experiments and strict assessment pro-tocols which adequately relate to specific golf mo-tion, age and skill level. PMID:24149290

Modeling Compressibility Effects in High-Speed Turbulent Flows

NASA Technical Reports Server (NTRS)

Sarkar, S.

2004-01-01

Man has strived to make objects fly faster, first from subsonic to supersonic and then to hypersonic speeds. Spacecraft and high-speed missiles routinely fly at hypersonic Mach numbers, M greater than 5. In defense applications, aircraft reach hypersonic speeds at high altitude and so may civilian aircraft in the future. Hypersonic flight, while presenting opportunities, has formidable challenges that have spurred vigorous research and development, mainly by NASA and the Air Force in the USA. Although NASP, the premier hypersonic concept of the eighties and early nineties, did not lead to flight demonstration, much basic research and technology development was possible. There is renewed interest in supersonic and hypersonic flight with the HyTech program of the Air Force and the Hyper-X program at NASA being examples of current thrusts in the field. At high-subsonic to supersonic speeds, fluid compressibility becomes increasingly important in the turbulent boundary layers and shear layers associated with the flow around aerospace vehicles. Changes in thermodynamic variables: density, temperature and pressure, interact strongly with the underlying vortical, turbulent flow. The ensuing changes to the flow may be qualitative such as shocks which have no incompressible counterpart, or quantitative such as the reduction of skin friction with Mach number, large heat transfer rates due to viscous heating, and the dramatic reduction of fuel/oxidant mixing at high convective Mach number. The peculiarities of compressible turbulence, so-called compressibility effects, have been reviewed by Fernholz and Finley. Predictions of aerodynamic performance in high-speed applications require accurate computational modeling of these "compressibility effects" on turbulence. During the course of the project we have made fundamental advances in modeling the pressure-strain correlation and developed a code to evaluate alternate turbulence models in the compressible shear layer.

Speed breeding is a powerful tool to accelerate crop research and breeding.

PubMed

Watson, Amy; Ghosh, Sreya; Williams, Matthew J; Cuddy, William S; Simmonds, James; Rey, María-Dolores; Asyraf Md Hatta, M; Hinchliffe, Alison; Steed, Andrew; Reynolds, Daniel; Adamski, Nikolai M; Breakspear, Andy; Korolev, Andrey; Rayner, Tracey; Dixon, Laura E; Riaz, Adnan; Martin, William; Ryan, Merrill; Edwards, David; Batley, Jacqueline; Raman, Harsh; Carter, Jeremy; Rogers, Christian; Domoney, Claire; Moore, Graham; Harwood, Wendy; Nicholson, Paul; Dieters, Mark J; DeLacy, Ian H; Zhou, Ji; Uauy, Cristobal; Boden, Scott A; Park, Robert F; Wulff, Brande B H; Hickey, Lee T

2018-01-01

The growing human population and a changing environment have raised significant concern for global food security, with the current improvement rate of several important crops inadequate to meet future demand 1 . This slow improvement rate is attributed partly to the long generation times of crop plants. Here, we present a method called 'speed breeding', which greatly shortens generation time and accelerates breeding and research programmes. Speed breeding can be used to achieve up to 6 generations per year for spring wheat (Triticum aestivum), durum wheat (T. durum), barley (Hordeum vulgare), chickpea (Cicer arietinum) and pea (Pisum sativum), and 4 generations for canola (Brassica napus), instead of 2-3 under normal glasshouse conditions. We demonstrate that speed breeding in fully enclosed, controlled-environment growth chambers can accelerate plant development for research purposes, including phenotyping of adult plant traits, mutant studies and transformation. The use of supplemental lighting in a glasshouse environment allows rapid generation cycling through single seed descent (SSD) and potential for adaptation to larger-scale crop improvement programs. Cost saving through light-emitting diode (LED) supplemental lighting is also outlined. We envisage great potential for integrating speed breeding with other modern crop breeding technologies, including high-throughput genotyping, genome editing and genomic selection, accelerating the rate of crop improvement.

The atmospheric effects of stratospheric aircraft: A fourth program report

NASA Technical Reports Server (NTRS)

Stolarski, Richard S. (Editor); Wesoky, Howard L. (Editor); Wofsy, Steven C.; Ravishankara, A. R.; Rodriguez, Jose M.; Grose, William L.

1995-01-01

This document presents the fourth report from the Atmospheric Effects of Stratospheric Aircraft (AESA) component of NASA's High-Speed Research Program (HSRP). Market and technology considerations continue to provide an impetus for high-speed civil transport research. A recent AESA interim assessment report and a review of that report have shown that considerable uncertainty still exists about the possible impact of aircraft on the atmosphere. The AESA has been designed to develop the body of scientific knowledge necessary for the evaluation of the impact of stratospheric aircraft on the atmosphere. The first Program report presented the basic objectives and plans for AESA. This fourth report comes after the interim assessment and sets forth directions for the 1995 assessment at the end of AESA Phase 1. It also sets forth the goals and directions for AESA Phase 2, as reported at the 1994 Atmospheric Effects of Aviation Project (AEAP) annual meeting held in June. The focus of the Phase 2 effort is to obtain the best possible closure on the outstanding problems identified in the interim assessment and NASA/NRC review. Topics discussed in this report include how high-speed civil transports (HSCT) might affect stratospheric ozone, emissions scenarios and databases to assess potential atmospheric effects from HSCT's, calculated results from 2-D zonal mean models using emissions data, engine trace constituent measurements.

An Overview-NASA LeRC Structures Program

NASA Technical Reports Server (NTRS)

Zaretsky, Erwin V.

1997-01-01

The Structures and Acoustics Division of the NASA Lewis Research Center has its genesis dating back to 1943. It has been an independent Division at Lewis since 1979. Its two primary capabilities are performance and life analysis of static and dynamic systems such as those found in aircraft and spacecraft propulsion systems and experimental verification of these analyses. Research is conducted in-house, through university grants and contracts, and through cooperative programs with industry. Our work directly supports NASA's Advanced Subsonic Technology (AST), Smart Green Engine, Fast Quiet Engine, High-Temperature Materials and Processing (HiTEMP), Hybrid Hyperspeed Propulsion, Rotorcraft, High-Speed Research (HSR), and Aviation Safety Program (AvSP). A general overview is given discussing these programs and other technologies that are being developed at NASA LeRC.

Research related to variable sweep aircraft development

NASA Technical Reports Server (NTRS)

Polhamus, E. C.; Toll, T. A.

1981-01-01

Development in high speed, variable sweep aircraft research is reviewed. The 1946 Langley wind tunnel studies related to variable oblique and variable sweep wings and results from the X-5 and the XF1OF variable sweep aircraft are discussed. A joint program with the British, evaluation of the British "Swallow", development of the outboard pivot wing/aft tail configuration concept by Langley, and the applied research program that followed and which provided the technology for the current, variable sweep military aircraft is outlined. The relative state of variable sweep as a design option is also covered.

Aeropropulsion 1987. Session 5: Subsonic Propulsion Technology

NASA Technical Reports Server (NTRS)

1987-01-01

NASA is conducting aeropropulsion research over a broad range of Mach numbers. In addition to the high-speed propulsion research described, major progress was recorded in research aimed at the subsonic flight regimes of interest to many commercial and military users. Recent progress and future directions in such areas as small engine technology, rotorcraft transmissions, icing, Hot Section Technology (HOST) and the Advanced Turboprop Program (ATP) are covered.

Hypersonic research engine/aerothermodynamic integration model: Experimental results. Volume 3: Mach 7 component integration and performance

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Mackley, E. A.

1976-01-01

The NASA Hypersonic Research Engine Project was undertaken to design, develop, and construct a hypersonic research ramjet engine for high performance and to flight test the developed concept on the X-15-2A airplane over the speed range from Mach 3 to 8. Computer program results are presented here for the Mach 7 component integration and performance tests.

Aeropropulsion '87. Session 5: Subsonic propulsion technology

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

Not Available

1987-11-01

NASA is conducting aeropropulsion research over a broad range of Mach numbers. In addition to the high-speed propulsion research described, major progress was recorded in research aimed at the subsonic flight regimes of interest to many commercial and military users. Recent progress and future directions in such areas as small engine technology, rotorcraft transmissions, icing, Hot Section Technology (HOST) and the Advanced Turboprop Program (ATP) are covered.

The effectiveness of laser and radar based enforcement programs for deterrence of speeding

DOT National Transportation Integrated Search

1997-02-01

This report documents the results of a study to determine the community-wide effectiveness of laser-based speed enforcement programs relative to radar-based programs. Jurisdiction-wide speeding enforcement programs were implemented and evaluated in t...

Hypersonic code efficiency and validation studies

NASA Technical Reports Server (NTRS)

Bennett, Bradford C.

1992-01-01

Renewed interest in hypersonic and supersonic flows spurred the development of the Compressible Navier-Stokes (CNS) code. Originally developed for external flows, CNS was modified to enable it to also be applied to internal high speed flows. In the initial phase of this study CNS was applied to both internal flow applications and fellow researchers were taught to run CNS. The second phase of this research was the development of surface grids over various aircraft configurations for the High Speed Research Program (HSRP). The complex nature of these configurations required the development of improved surface grid generation techniques. A significant portion of the grid generation effort was devoted to testing and recommending modifications to early versions of the S3D surface grid generation code.

A systematic review: plyometric training programs for young children.

PubMed

Johnson, Barbara A; Salzberg, Charles L; Stevenson, David A

2011-09-01

The purpose of this systematic review was to evaluate the efficacy and safety of plyometric training for improving motor performance in young children; to determine if this type of training could be used to improve the strength, running speed, agility, and jumping ability of children with low motor competence; and to examine the extent and quality of the current research literature. Primary research articles were selected if they (a) described the outcomes of a plyometric exercise intervention; (b) included measures of strength, balance, running speed, jumping ability, or agility; (c) included prepubertal children 5-14 years of age; and (d) used a randomized control trial or quasiexperimental design. Seven articles met the inclusion criteria for the final review. The 7 studies were judged to be of low quality (values of 4-6). Plyometric training had a large effect on improving the ability to run and jump. Preliminary evidence suggests plyometric training also had a large effect on increasing kicking distance, balance, and agility. The current evidence suggests that a twice a week program for 8-10 weeks beginning at 50-60 jumps a session and increasing exercise load weekly results in the largest changes in running and jumping performance. An alternative program for children who do not have the capability or tolerance for a twice a week program would be a low-intensity program for a longer duration. The research suggests that plyometric training is safe for children when parents provide consent, children agree to participate, and safety guidelines are built into the intervention.

Wind Power Today and Tomorrow

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

Not Available

Wind Power Today and Tomorrow is an annual publication that provides an overview of the wind research conducted under the U.S. Department of Energy's Wind and Hydropower Technologies Program. The purpose of Wind Power Today and Tomorrow is to show how DOE supports wind turbine research and deployment in hopes of furthering the advancement of wind technologies that produce clean, low-cost, reliable energy. Content objectives include: educate readers about the advantages and potential for widespread deployment of wind energy; explain the program's objectives and goals; describe the program's accomplishments in research and application; examine the barriers to widespread deployment; describemore » the benefits of continued research and development; facilitate technology transfer; and attract cooperative wind energy projects with industry. This 2003 edition of the program overview also includes discussions about wind industry growth in 2003, how DOE is taking advantage of low wind speed region s through advancing technology, and distributed applications for small wind turbines.« less

The atmospheric effects of stratospheric aircraft: A topical review

NASA Technical Reports Server (NTRS)

Johnston, Harold S.; Prather, M. J.; Watson, R. T.

1991-01-01

In the late 1960s the aircraft industry became interested in developing a fleet of supersonic transports (SSTs). Between 1972 and 1975, the Climatic Impact Assessment Program (CIAP) studied the possible environmental impact of SSTs. For environmental and economic reasons, the fleet of SSTs was not developed. The Upper Atmosphere Research Program (UARP) has recently undertaken the responsibility of directing scientific research needed to assess the atmospheric impact of supersonic transports. The UARP and the High-Speed Research Program asked Harold Johnston to review the current understanding of aircraft emissions and their effect on the stratosphere. Johnston and his colleagues have recently re-examined the SST problem using current models for stratospheric ozone chemistry. A unique view is given here of the current scientific issues and the lessons learned since the beginning of CIAP, and it links the current research program with the assessment process that began two years ago.

Optimisation des trajectoires d'un systeme de gestion de vol d'avions pour la reduction des couts de vol

NASA Astrophysics Data System (ADS)

Sidibe, Souleymane

The implementation and monitoring of operational flight plans is a major occupation for a crew of commercial flights. The purpose of this operation is to set the vertical and lateral trajectories followed by airplane during phases of flight: climb, cruise, descent, etc. These trajectories are subjected to conflicting economical constraints: minimization of flight time and minimization of fuel consumed and environmental constraints. In its task of mission planning, the crew is assisted by the Flight Management System (FMS) which is used to construct the path to follow and to predict the behaviour of the aircraft along the flight plan. The FMS considered in our research, particularly includes an optimization model of flight only by calculating the optimal speed profile that minimizes the overall cost of flight synthesized by a criterion of cost index following a steady cruising altitude. However, the model based solely on optimization of the speed profile is not sufficient. It is necessary to expand the current optimization for simultaneous optimization of the speed and altitude in order to determine an optimum cruise altitude that minimizes the overall cost when the path is flown with the optimal speed profile. Then, a new program was developed. The latter is based on the method of dynamic programming invented by Bellman to solve problems of optimal paths. In addition, the improvement passes through research new patterns of trajectories integrating ascendant cruises and using the lateral plane with the effect of the weather: wind and temperature. Finally, for better optimization, the program takes into account constraint of flight domain of aircrafts which utilize the FMS.

NASA information sciences and human factors program

NASA Technical Reports Server (NTRS)

1991-01-01

The Data Systems Program consists of research and technology devoted to controlling, processing, storing, manipulating, and analyzing space-derived data. The objectives of the program are to provide the technology advancements needed to enable affordable utilization of space-derived data, to increase substantially the capability for future missions of on-board processing and recording and to provide high-speed, high-volume computational systems that are anticipated for missions such as the evolutionary Space Station and Earth Observing System.

Advancement and Application of Multi-Phase CFD Modeling to High Speed Supercavitating Flows

DTIC Science & Technology

2013-08-13

5a. CONTRACT NUMBER 5b. GRANT NUMBER N00014-09-1-0042 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) Jules W. Lindau and Michael P. Kinzel 5d. PROJECT...REPORT U b. ABSTRACT U c. THIS PAGE U 17. LIMITATION OF ABSTRACT U 18. NUMBER OF PAGES 29 19a. NAME OF RESPONSIBLE PERSON Jules W. Lindau...Application of Multi-Phase CFD Modeling to High Speed Supercavitating Flows Michael P. Kinzel Jules W. Lindau Penn State University Applied Research

Overview of the Icing and Flow Quality Improvements Program for the NASA Glenn Icing Research Tunnel

NASA Technical Reports Server (NTRS)

Irvine, Thomas B.; Kevdzija, Susan L.; Sheldon, David W.; Spera, David A.

2001-01-01

Major upgrades were made in 1999 to the 6- by 9-Foot (1.8- by 2.7-m) Icing Research Tunnel (IRT) at the NASA Glenn Research Center. These included replacement of the electronic controls for the variable-speed drive motor, replacement of the heat exchanger, complete replacement and enlargement of the leg of the tunnel containing the new heat-exchanger, the addition of flow-expanding and flow-contracting turning vanes upstream and downstream of the heat exchanger, respectively, and the addition of fan outlet guide vanes (OGV's). This paper describes the rationale behind this latest program of IRT upgrades and the program's requirements and goals. An overview is given of the scope of work undertaken by the design and construction contractors, the scale-model IRT (SMIRT) design verification program, the comprehensive reactivation test program initiated upon completion of construction, and the overall management approach followed.

A summary of wind tunnel research on tilt rotors from hover to cruise flight

NASA Technical Reports Server (NTRS)

Poisson-Quinton, PH.; Cook, W. L.

1972-01-01

An experimental research program has been conducted on a series of tilt rotors designed for a range of blade twist in various wind tunnel facilities. The objective was to obtain precise results on the influence of blade twist and aeroelasticity on tilt rotor performance, from hover to high speed cruise Mach number of about 0.7. global forces on the rotor, local loads and blade torsional deflection measurements were compared with theoretical predictions inside a large Reynolds-Mach envelope. Testing techniques developed during the program are described.

X-Wing Research Vehicle in Hangar

NASA Technical Reports Server (NTRS)

1987-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

X-Wing Research Vehicle

NASA Technical Reports Server (NTRS)

1986-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on 25 September 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Feedback interventions and driving speed: A parametric and comparative analysis

PubMed Central

Houten, Ron Van; Nau, Paul A.

1983-01-01

Five experiments were conducted to assess the effects of several variables on the efficacy of feedback in reducing driving speed. Experiment 1 systematically varied the criterion used to define speeding, and results showed that the use of a lenient criterion (20 km/hr over the speed limit), which allowed for the posting of high percentages of drivers not speeding, was more effective in reducing speeding than the use of a stringent criterion (10 km/hr over the speed limit). In Experiment 2 an analysis revealed that posting feedback reduced speeding on a limited access highway and the effects persisted to some degree up to 6 km. Experiments 3 and 4 compared the effectiveness of an unmanned parked police vehicle (Experiment 3) and a police air patrol speeding program (Experiment 4) with the feedback sign and determined whether the presence of either of these enforcement variables could potentiate the efficacy of the sign. The results of both experiments demonstrated that although the two enforcement programs initially produced larger effects than the feedback sign, the magnitude of their effect attenuated over time. Experiment 5 compared the effectiveness of a traditional enforcement program with a warning program which included handing out a flier providing feedback on the number and types of accidents occuring on the road during the past year. This experiment demonstrated that the warning program produced a marked reduction in speeding and the traditional enforcement program did not. Furthermore, the warning program and a feedback sign together produced an even greater reduction in speeding than either alone. PMID:16795666

Internal fluid mechanics research on supercomputers for aerospace propulsion systems

NASA Technical Reports Server (NTRS)

Miller, Brent A.; Anderson, Bernhard H.; Szuch, John R.

1988-01-01

The Internal Fluid Mechanics Division of the NASA Lewis Research Center is combining the key elements of computational fluid dynamics, aerothermodynamic experiments, and advanced computational technology to bring internal computational fluid mechanics (ICFM) to a state of practical application for aerospace propulsion systems. The strategies used to achieve this goal are to: (1) pursue an understanding of flow physics, surface heat transfer, and combustion via analysis and fundamental experiments, (2) incorporate improved understanding of these phenomena into verified 3-D CFD codes, and (3) utilize state-of-the-art computational technology to enhance experimental and CFD research. Presented is an overview of the ICFM program in high-speed propulsion, including work in inlets, turbomachinery, and chemical reacting flows. Ongoing efforts to integrate new computer technologies, such as parallel computing and artificial intelligence, into high-speed aeropropulsion research are described.

Experiments on high speed ejectors

NASA Technical Reports Server (NTRS)

Wu, J. J.

1986-01-01

Experimental studies were conducted to investigate the flow and the performance of thrust augmenting ejectors for flight Mach numbers in the range of 0.5 to 0.8, primary air stagnation pressures up to 107 psig (738 kPa), and primary air stagnation temperatures up to 1250 F (677 C). The experiment verified the existence of the second solution ejector flow, where the flow after complete mixing is supersonic. Thrust augmentation in excess of 1.2 was demonstrated for both hot and cold primary jets. The experimental ejector performed better than the corresponding theoretical optimal first solution ejector, where the mixed flow is subsonic. Further studies are required to realize the full potential of the second solution ejector. The research program was started by the Flight Dynamics Research Corporation (FDRC) to investigate the characteristic of a high speed ejector which augments thrust of a jet at high flight speeds.

Performance of Simple Gas Foil Thrust Bearings in Air

NASA Technical Reports Server (NTRS)

Bruckner, Robert J.

2012-01-01

Foil bearings are self-acting hydrodynamics devices used to support high speed rotating machinery. The advantages that they offer to process fluid lubricated machines include: high rotational speed capability, no auxiliary lubrication system, non-contacting high speed operation, and improved damping as compared to rigid hydrodynamic bearings. NASA has had a sporadic research program in this technology for almost 6 decades. Advances in the technology and understanding of foil journal bearings have enabled several new commercial products in recent years. These products include oil-free turbochargers for both heavy trucks and automobiles, high speed electric motors, microturbines for distributed power generation, and turbojet engines. However, the foil thrust bearing has not received a complimentary level of research and therefore has become the weak link of oil-free turbomachinery. In an effort to both provide machine designers with basic performance parameters and to elucidate the underlying physics of foil thrust bearings, NASA Glenn Research Center has completed an effort to experimentally measure the performance of simple gas foil thrust bearing in air. The database includes simple bump foil supported thrust bearings with full geometry and manufacturing techniques available to the user. Test conditions consist of air at ambient pressure and temperatures up to 500 C and rotational speeds to 55,000 rpm. A complete set of axial load, frictional torque, and rotational speed is presented for two different compliant sub-structures and inter-pad gaps. Data obtained from commercially available foil thrust bearings both with and without active cooling is presented for comparison. A significant observation made possible by this data set is the speed-load capacity characteristic of foil thrust bearings. Whereas for the foil journal bearing the load capacity increases linearly with rotational speed, the foil thrust bearing operates in the hydrodynamic high speed limit. In this case, the load capacity is constant and in fact often decreases with speed if other factors such as thermal conditions and runner distortions are permitted to dominate the bearing performance.

Design and Evaluation of a Dynamic Dilemma Zone System for a High Speed Rural Intersection : Research Summary

DOT National Transportation Integrated Search

2012-08-01

Improving traffic safety is a priority transportation issue. A tremendous amount of : resources has been invested on improving safety and efficiency at signalized : intersections. Although programs such as driver education, red-light camera : deploym...

Development of a quiet supersonic wind tunnel with a cryogenic adaptive nozzle

NASA Technical Reports Server (NTRS)

Wolf, Stephen W. D.

1992-01-01

Aspects of the design and construction of the Laminar Flow Supersonic Wind Tunnel at the NASA-Ames Fluid Mechanics Laboratory are discussed. The wind tunnel is to be used as part of the NASA High Speed Research Program (HSRP).

John B. McKay after X-15 flight #3-27-44

NASA Image and Video Library

1964-03-13

John B. McKay was one of the first pilots assigned to the X-15 flight research program at NASA's Flight Research Center, Edwards, Calif. As a civilian research pilot and aeronautical engineer, he made 30 flights in X-15s from October 28, 1960, until September 8, 1966. His peak altitude was 295,600 feet, and his highest speed was 3863 mph (Mach 5.64). McKay was with the NACA and NASA from February 8,1951 until October 5, 1971 and specialized in high-speed flight research programs. He began as an NACA intern, but assumed pilot status on July 11, 1952. In addition to the X-l5, he flew such experimental aircraft as the D-558-1, D-558-2, X-lB, and the X-lE. He has also served as a research pilot on flight programs involving the F-100, F-102, F-104, and the F-107. Born on December 8, 1922, in Portsmouth, Va., McKay graduated from Virginia Polytechnic Institute in 195O with a Bachelor of Science degree in Aeronautical Engineering. During World War II he served as a Navy pilot in the Pacific Theater, earning the Air Medal and Two Clusters, and a Presidential Unit Citation. McKay wrote several technical papers, and was a member of the American Institute of Aeronautics and Astronautics, as well as the Society of Experimental Test Pilots. He passed away on April 27, 1975.

Concepts for on-board satellite image registration. Volume 3: Impact of VLSI/VHSIC on satellite on-board signal processing

NASA Technical Reports Server (NTRS)

Aanstoos, J. V.; Snyder, W. E.

1981-01-01

Anticipated major advances in integrated circuit technology in the near future are described as well as their impact on satellite onboard signal processing systems. Dramatic improvements in chip density, speed, power consumption, and system reliability are expected from very large scale integration. Improvements are expected from very large scale integration enable more intelligence to be placed on remote sensing platforms in space, meeting the goals of NASA's information adaptive system concept, a major component of the NASA End-to-End Data System program. A forecast of VLSI technological advances is presented, including a description of the Defense Department's very high speed integrated circuit program, a seven-year research and development effort.

Propulsion technology challenges for turn-of-the-century commercial aircraft

NASA Technical Reports Server (NTRS)

Ziemianski, Joseph A.; Ball, Calvin L.

1993-01-01

This paper highlights the efforts being performed or sponsored by NASA, in cooperation with the U.S. civil aviation industry, to address the propulsion system technological challenges that must be met in order to ensure a viable future for the industry. Both the subsonic and supersonic aeropropulsion programs are considered. Subsonic transport propulsion program elements, including ultra-high-bypass-ratio turbofans with attendant noise reduction efforts, high-efficiency cores, and combustor emissions reductions are discussed in terms of goals, technical issues, and problem solutions. Similarly, the high-speed research propulsion efforts addressing a high-speed commercial transport are reviewed in terms of environmental barrier issues, such as oxides of nitrogen and noise reduction, and the related economic issues.

High-Speed Research: Sonic Boom, Volume 1

NASA Technical Reports Server (NTRS)

Edwards, Thomas A. (Editor)

1994-01-01

The second High-Speed Research Program Sonic Boom Workshop was held at NASA Ames Research Center May 12-14, 1993. The workshop was organized into three sessions dealing with atmospheric propagation, acceptability, and configuration design. Volume 1 includes papers on atmospheric propagation and acceptability studies. Significant progress is noted in these areas in the time since the previous workshop a year earlier. In particular, several papers demonstrate an improved capability to model the effect of atmospheric turbulence on sonic booms. This is a key issue in determining the stability and acceptability of shaped sonic booms. In the area of acceptability, the PLdB metric has withstood considerable scrutiny and is validated as a loudness metric for a wide variety of sonic boom shapes. The differential loudness of asymmetric sonic booms is better understood, too.

HL-10 first flight landing

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake. Due to control problems, pilot Bruce Peterson had to land at a higher speed than originally planned in order to keep the vehicle under control. The actual touchdown speed was about 280 knots. This was 30 knots above the speed called for in the flight plan. The HL-10's first flight had lasted 3 minutes and 9 seconds. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.

CNSFV code development, virtual zone Navier-Stokes computations of oscillating control surfaces and computational support of the laminar flow supersonic wind tunnel

NASA Technical Reports Server (NTRS)

Klopfer, Goetz H.

1993-01-01

The work performed during the past year on this cooperative agreement covered two major areas and two lesser ones. The two major items included further development and validation of the Compressible Navier-Stokes Finite Volume (CNSFV) code and providing computational support for the Laminar Flow Supersonic Wind Tunnel (LFSWT). The two lesser items involve a Navier-Stokes simulation of an oscillating control surface at transonic speeds and improving the basic algorithm used in the CNSFV code for faster convergence rates and more robustness. The work done in all four areas is in support of the High Speed Research Program at NASA Ames Research Center.

2nd NASA CFD Validation Workshop

NASA Technical Reports Server (NTRS)

1990-01-01

The purpose of the workshop was to review NASA's progress in CFD validation since the first workshop (held at Ames in 1987) and to affirm the future direction of the NASA CFD validation program. The first session consisted of overviews of CFD validation research at each of the three OAET research centers and at Marshall Space Flight Center. The second session consisted of in-depth technical presentations of the best examples of CFD validation work at each center (including Marshall). On the second day the workshop divided into three working groups to discuss CFD validation progress and needs in the subsonic, high-speed, and hypersonic speed ranges. The emphasis of the working groups was on propulsion.

Onboard Systems Record Unique Videos of Space Missions

NASA Technical Reports Server (NTRS)

2010-01-01

Ecliptic Enterprises Corporation, headquartered in Pasadena, California, provided onboard video systems for rocket and space shuttle launches before it was tasked by Ames Research Center to craft the Data Handling Unit that would control sensor instruments onboard the Lunar Crater Observation and Sensing Satellite (LCROSS) spacecraft. The technological capabilities the company acquired on this project, as well as those gained developing a high-speed video system for monitoring the parachute deployments for the Orion Pad Abort Test Program at Dryden Flight Research Center, have enabled the company to offer high-speed and high-definition video for geosynchronous satellites and commercial space missions, providing remarkable footage that both informs engineers and inspires the imagination of the general public.

The Florida Prostate Cancer Research Training Opportunities for Outstanding Leaders (ReTOOL) Program: Creating Opportunities for Minority HBCU Students

DTIC Science & Technology

2014-03-01

community outreach.” How has the ReTOOL program impacted you? “The ReTOOL Program has gotten me closer to doing what I love (making people happy ...features two story buildings with fun playgrounds, a pool and free resident parking. Tanglewood Village Amenities • High Speed Internet Access • Laundry...Rooms • Cable Television • Water • Local Phone Service • Evening Security Patrols • Recreation Rooms • Free Parking (Tanglewood Only) Please

Vehicle speed considerations in traffic management : development of a new speed monitoring program

DOT National Transportation Integrated Search

2000-12-01

The federal speed monitoring program, established in 1974 and repealed in 1995, was primarily intended to provide reliable data for inclusion in states' annual certification for Federal Aid Highway Projects. The repeal of the program not only authori...

Effects of automated speed enforcement in Montgomery County, Maryland, on vehicle speeds, public opinion, and crashes.

PubMed

Hu, Wen; McCartt, Anne T

2016-09-01

In May 2007, Montgomery County, Maryland, implemented an automated speed enforcement program, with cameras allowed on residential streets with speed limits of 35 mph or lower and in school zones. In 2009, the state speed camera law increased the enforcement threshold from 11 to 12 mph over the speed limit and restricted school zone enforcement hours. In 2012, the county began using a corridor approach, in which cameras were periodically moved along the length of a roadway segment. The long-term effects of the speed camera program on travel speeds, public attitudes, and crashes were evaluated. Changes in travel speeds at camera sites from 6 months before the program began to 7½ years after were compared with changes in speeds at control sites in the nearby Virginia counties of Fairfax and Arlington. A telephone survey of Montgomery County drivers was conducted in Fall 2014 to examine attitudes and experiences related to automated speed enforcement. Using data on crashes during 2004-2013, logistic regression models examined the program's effects on the likelihood that a crash involved an incapacitating or fatal injury on camera-eligible roads and on potential spillover roads in Montgomery County, using crashes in Fairfax County on similar roads as controls. About 7½ years after the program began, speed cameras were associated with a 10% reduction in mean speeds and a 62% reduction in the likelihood that a vehicle was traveling more than 10 mph above the speed limit at camera sites. When interviewed in Fall 2014, 95% of drivers were aware of the camera program, 62% favored it, and most had received a camera ticket or knew someone else who had. The overall effect of the camera program in its modified form, including both the law change and the corridor approach, was a 39% reduction in the likelihood that a crash resulted in an incapacitating or fatal injury. Speed cameras alone were associated with a 19% reduction in the likelihood that a crash resulted in an incapacitating or fatal injury, the law change was associated with a nonsignificant 8% increase, and the corridor approach provided an additional 30% reduction over and above the cameras. This study adds to the evidence that speed cameras can reduce speeding, which can lead to reductions in speeding-related crashes and crashes involving serious injuries or fatalities.

A review of propeller discrete frequency noise prediction technology with emphasis on two current methods for time domain calculations

NASA Technical Reports Server (NTRS)

Farassat, F.; Succi, G. P.

1980-01-01

A review of propeller noise prediction technology is presented which highlights the developments in the field from the successful attempt of Gutin to the current sophisticated techniques. Two methods for the predictions of the discrete frequency noise from conventional and advanced propellers in forward flight are described. These methods developed at MIT and NASA Langley Research Center are based on different time domain formulations. Brief description of the computer algorithms based on these formulations are given. The output of these two programs, which is the acoustic pressure signature, is Fourier analyzed to get the acoustic pressure spectrum. The main difference between the programs as they are coded now is that the Langley program can handle propellers with supersonic tip speed while the MIT program is for subsonic tip speed propellers. Comparisons of the calculated and measured acoustic data for a conventional and an advanced propeller show good agreement in general.

X-43A departs NASA Dryden Flight Research Center for first free-flight attempt.

NASA Technical Reports Server (NTRS)

2001-01-01

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A 'stack' lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing 'scramjet' engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz. The X-43A flights are the first actual flight tests of an aircraft powered by a scramjet engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). Some 90 minutes after takeoff, the Pegasus will launch from a B-52, rocketing the X-43A to Mach 7 at 95,000 feet altitude, or Mach 10 at 105,000 feet altitude. The X-43A will be powered by its revolutionary air-breathing supersonic-combustion ramjet or 'scramjet' engine. The X-43A will then fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments as it descends until it splashes into the Pacific Ocean.

New hypersonic facility capability at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Haas, Jeffrey E.; Chamberlin, Roger; Dicus, John H.

1989-01-01

Four facility activities are underway at NASA Lewis Research Center to develop new hypersonic propulsion test capability. Two of these efforts consist of upgrades to existing operational facilities. The other two activities will reactivate facilities that have been in a standby condition for over 15 years. These four activities are discussed and the new test facilities NASA Lewis will have in place to support evolving high speed research programs are described.

NASA-UVA Light Aerospace Alloy and Structures Technology Program (LA2ST). Research on Materials for the High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Gangloff, Richard P.; Starke, Edgar A., Jr.; Kelly, Robert G.; Scully, John R.; Stoner, Glenn E.; Wert, John A.

1997-01-01

Since 1986, the NASA-Langley Research Center has sponsored the NASA-UVa Light Alloy and Structures Technology (LA2ST) Program at the University of Virginia (UVa). The fundamental objective of the LA2ST program is to conduct interdisciplinary graduate student research on the performance of next generation, light-weight aerospace alloys, composites and thermal gradient structures. The LA2ST program has aimed to product relevant data and basic understanding of material mechanical response, environmental/corrosion behavior, and microstructure; new monolithic and composite alloys; advanced processing methods; measurement and modeling advances; and a pool of educated graduate students for aerospace technologies. The scope of the LA2ST Program is broad. Research areas include: (1) Mechanical and Environmental Degradation Mechanisms in Advanced Light Metals and Composites, (2) Aerospace Materials Science, (3) Mechanics of materials for Aerospace Structures, and (4) Thermal Gradient Structures. A substantial series of semi-annual progress reports issued since 1987 documents the technical objectives, experimental or analytical procedures, and detailed results of graduate student research in these topical areas.

Metro Electric Vehicle Evaluation at the Lewis Research Center

NASA Image and Video Library

1976-05-21

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including this Metro, during the mid-1970s. Lewis and the Energy Research and Development Administration (ERDA) engaged in several energy-related programs in the mid-1970s, including the Electric Vehicle Project. NASA and ERDA undertook the program in 1976 to determine the state of the current electric vehicle technology. As part of the project, Lewis and ERDA tested every commercially available electric car model. Electric Vehicle Associates, located in a Cleveland suburb, modified a Renault 12 vehicle to create this Metro. Its 1040-pound golfcart-type battery provided approximately 106 minutes of operation. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. The researchers found the performance of the different vehicles varied significantly. In general, the range, acceleration, and speed were lower than that found on conventional vehicles. They also found that traditional gasoline-powered vehicles were as efficient as the electric vehicles. The researchers concluded, however, that advances in battery technology and electric drive systems would significantly improve efficiency and performance.

Change-of-Pace Electric Vehicle at the Lewis Research Center

NASA Image and Video Library

1977-04-21

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including this modified Pacer, during the mid-1970s. The Electric Vehicle Project was just one of several energy-related programs that Lewis and the Energy Research and Development Administration (ERDA) undertook in the mid-1970s. NASA and ERDA embarked on this program in 1976 to determine the state of the current electric vehicle technology. As part of the project, Lewis tested a fleet composed of every commercially available electric car. The Cleveland-area Electric Vehicle Associates modified an American Motors Pacer vehicle to create this Change-of-Pace Coupe. It was powered by twenty 6-volt batteries whose voltage could be varied by a foot control. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. Lewis researchers found that the vehicle performance varied significantly from model to model. In general, the range, acceleration, and speed were lower than conventional vehicles. They also found that traditional gasoline-powered vehicles were as efficient as the electric vehicles. The researchers concluded, however, that advances in battery technology and electric drive systems would significantly improve the performance and efficiency.

An introduction to high speed aircraft noise prediction

NASA Technical Reports Server (NTRS)

Wilson, Mark R.

1992-01-01

The Aircraft Noise Prediction Program's High Speed Research prediction system (ANOPP-HSR) is introduced. This mini-manual is an introduction which gives a brief overview of the ANOPP system and the components of the HSR prediction method. ANOPP information resources are given. Twelve of the most common ANOPP-HSR control statements are described. Each control statement's purpose and format are stated and relevant examples are provided. More detailed examples of the use of the control statements are presented in the manual along with ten ANOPP-HSR templates. The purpose of the templates is to provide the user with working ANOPP-HSR programs which can be modified to serve particular prediction requirements. Also included in this manual is a brief discussion of common errors and how to solve these problems. The appendices include the following useful information: a summary of all ANOPP-HSR functional research modules, a data unit directory, a discussion of one of the more complex control statements, and input data unit and table examples.

Data communication requirements for the advanced NAS network

NASA Technical Reports Server (NTRS)

Levin, Eugene; Eaton, C. K.; Young, Bruce

1986-01-01

The goal of the Numerical Aerodynamic Simulation (NAS) Program is to provide a powerful computational environment for advanced research and development in aeronautics and related disciplines. The present NAS system consists of a Cray 2 supercomputer connected by a data network to a large mass storage system, to sophisticated local graphics workstations, and by remote communications to researchers throughout the United States. The program plan is to continue acquiring the most powerful supercomputers as they become available. In the 1987/1988 time period it is anticipated that a computer with 4 times the processing speed of a Cray 2 will be obtained and by 1990 an additional supercomputer with 16 times the speed of the Cray 2. The implications of this 20-fold increase in processing power on the data communications requirements are described. The analysis was based on models of the projected workload and system architecture. The results are presented together with the estimates of their sensitivity to assumptions inherent in the models.

Two-Dimensional Bifurcated Inlet/Engine Tests Completed in 10- by 10-Foot Supersonic Wind Tunnel

NASA Technical Reports Server (NTRS)

Saunders, John D.

1999-01-01

A Two-Dimensional Bifurcated (2DB) Inlet was successfully tested in NASA Lewis Research Center s 10- by 10-Foot Supersonic Wind Tunnel. These tests were the culmination of a collaborative effort between the Boeing Company, General Electric, Pratt & Whitney, and Lewis. Extensive support in-house at Lewis contributed significantly to the progress and accomplishment of this test. The results, which met or exceeded many of the High-Speed Research (HSR) Program goals, were used to revise system studies within the HSR Program. The HSR Program is focused on developing low-noise, low-polluting, high-efficiency supersonic commercial aircraft. A supersonic inlet is an important component of an efficient, low-noise vehicle.

Applied Computational Fluid Dynamics at NASA Ames Research Center

NASA Technical Reports Server (NTRS)

Holst, Terry L.; Kwak, Dochan (Technical Monitor)

1994-01-01

The field of Computational Fluid Dynamics (CFD) has advanced to the point where it can now be used for many applications in fluid mechanics research and aerospace vehicle design. A few applications being explored at NASA Ames Research Center will be presented and discussed. The examples presented will range in speed from hypersonic to low speed incompressible flow applications. Most of the results will be from numerical solutions of the Navier-Stokes or Euler equations in three space dimensions for general geometry applications. Computational results will be used to highlight the presentation as appropriate. Advances in computational facilities including those associated with NASA's CAS (Computational Aerosciences) Project of the Federal HPCC (High Performance Computing and Communications) Program will be discussed. Finally, opportunities for future research will be presented and discussed. All material will be taken from non-sensitive, previously-published and widely-disseminated work.

Evaluating the effectiveness of a post-license education program for young novice drivers in Belgium.

PubMed

Brijs, Kris; Cuenen, Ariane; Brijs, Tom; Ruiter, Robert A C; Wets, Geert

2014-05-01

The disproportionately large number of traffic accidents of young novice drivers highlights the need for an effective driver education program. The Goals for Driving Education (GDE) matrix shows that driver education must target both lower and higher levels of driver competences. Research has indicated that current education programs do not emphasize enough the higher levels, for example awareness and insight. This has raised the importance of insight programs. On the Road (OtR), a Flemish post-license driver education program, is such an insight program that aims to target these higher levels. The program focus is on risky driving behavior like speeding and drink driving. In addition, the program addresses risk detection and risk-related knowledge. The goal of the study was to do an effect evaluation of this insight program at immediate post-test and 2 months follow-up. In addition, the study aimed to generalize the results of this program to comparable programs in order to make usable policy recommendations. A questionnaire based on the Theory of Planned Behavior (TPB) was used in order to measure participants' safety consciousness of speeding and drink driving. Moreover, we focused on risk detection and risk-related knowledge. Participants (N=366) were randomly assigned to a baseline-follow-up group or a post-test-follow-up group. Regarding speeding and driving, we found OtR to have little effect on the TPB variables. Regarding risk detection, we found no significant effect, even though participants clearly needed substantial improvement when stepping into the program. Regarding risk-related knowledge, the program did result in a significant improvement at post-test and follow-up. It is concluded that the current program format is a good starting point, but that it requires further attention to enhance high level driving skills. Program developers are encouraged to work in a more evidence-based manner when they select target variables and methods to influence these variables. Copyright © 2014 Elsevier Ltd. All rights reserved.

Aeropropulsion 1987

NASA Technical Reports Server (NTRS)

1990-01-01

Papers from the Aeropropulsion '87 Conference, held at the NASA Lewis Research Center (LeRC), are presented. Unclassified presentations by LeRC and NASA Headquarters senior management and many LeRC technical authors covered the philosophy and major directions of the LeRC aeropropulsion program, and presented a broad spectrum of recent research results in materials, structures, internal fluid mechanics, instrumentation and controls, and both subsonic and high-speed propulsion technology.

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.

Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating

NASA Technical Reports Server (NTRS)

1997-01-01

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. 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.

XB-70A during take-off

NASA Image and Video Library

1965-08-17

Viewed from the front the #1 XB-70A (62-0001) is shown climbing out during take-off. Most flights were scheduled during the morning hours to take advantage of the cooler ambient air temperatures for improved propulsion efficiencies. The wing tips are extended straight out to provide a maximum lifting wing surface. The XB-70A, capable of flying three times the speed of sound, was the world's largest experimental aircraft in the 1960s. Two XB-70A aircraft were built. Ship #1 was flown by NASA in a high speed flight research program.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. More taxi and radio frequency tests were slated before it's first flight would be made. This took place on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Aeroacoustics analysis and community noise overview

NASA Technical Reports Server (NTRS)

Golub, Robert A.; Soderman, Paul T.

1992-01-01

The goals of the High Speed Research Program are focused on three major environmental issues: atmospheric effect, airport community noise, and sonic booms. The issues are basic concerns that require better understanding before further HSRP endeavors can be addresses. This paper discusses airport community noise and aeroacoustic analysis.

Determination of minimum height and lateral design load for MASH test level 4 bridge rails.

DOT National Transportation Integrated Search

2011-12-01

The Manual for Assessing Safety Hardware (MASH) prescribes higher design vehicle impact speed and mass for test level 4 barriers compared to its predecessor National Cooperative Highway Research Program (NCHRP) Report 350. This has resulted in a 56 p...

Aeroassist Key to Returning From Space and the Case for AFE

NASA Technical Reports Server (NTRS)

Williams, Louis J.; Putnam, Terrill W.; Morris, Robert

1997-01-01

The Aeroassist Flight Experiment (AFE) is important in the development of a substantial and cost-competitive space industry. It is a research program to develop the technology base needed to design a new class of advanced entry vehicles that will play a key role in establishing a mature U.S. space presence in the next century. A dynamic and economical space program in the 21st century will include many operations involving the return of satellites, materials, and products from high Earth orbits (HEO), lunar bases, and planetary missions. The common and dominant characteristics of vehicles returning from such missions will be their very high speed as they approach the Earth. This high speed must be reduced substantially before the returning vehicle can be landed safely on Earth or placed in low Earth orbit (LEO), where the Space Shuttle operates now and the Space Station Freedom will operate in the future. LEO is a strategic that will always play a critical role in any space program. Its location just beyond earth's appreciable atmosphere can be reached from earth with the lowest cost in energy, and it is the natural and convenient spaceport location. In the next century LEO will contain a broad complex of assembly, research, repair, and production facilities. Their effective and cost-competitive use will require a class of routine workhorse transportation vehicles whose importance might be over-looked at a time when dramatic space exploration is occurring. Yet it is these vehicles, the Aeroassisted Space Transfer Vehicles (ASTV's) that will provide that solid transportation base on which a productive space industry will grow. The ASTV's will be assembled in orbit and will never return to earth's surface. They will be used to transfer people and material from high locations to LEO. They will reduce their high velocities in the outer reaches of the earth's atmosphere where aerodynamic drag will slow them to the appropriate speed for LEO. They will then maneuver out of the atmosphere and into a desired orbit. The present consensus is that this is the only cost-effective method of reducing the speed of such vehicles to the required level. The ASTV's will operate at very high altitudes where the atmosphere is exceptionally thin and the flight data need for their safe and efficient design are not adequately known. Much critical scientific research must be done to build the technology base needed to make such a design. The research program discussed in this publication, the AFE, is specifically aimed at acquiring the knowledge for this technology base.

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden -- Origins to First Flight

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2006-01-01

The NASA Dryden Flight Research Center, in partnership with the NASA Langley Research Center and industrial contractors, conducted the first flight tests of a supersonic combustion ramjet (scramjet) in 2004. This was a revolutionary airbreathing engine able to operate at speeds above Mach 5, which carries potential for both high-speed atmospheric flight and as a space launcher. For the Dryden engineers, the X-43 program was the culmination of a nearly 60-year history of flight research, going back to the early days of supersonic flight, and to rocket planes such as the X-1, D-558-II Skyrocket, and the X-15. For the propulsion community, it marked a turning point in a quest that had taken nearly as long. The scramjet engine did not arise from the work of a single individual or from a single technological breakthrough. It evolved instead from work under way on ramjets in the early 1950s, and from research programs at the National Advisory Committee for Aeronautics (NACA) Lewis Research Center, at the U.S. Army Aberdeen Proving Ground, and by the U.S. Navy. Studies developed in the course of these disparate projects raised the possibility of supersonic combustion. Many researchers had considered the notion impractical due to the difficulty of stabilizing a flame front in a supersonic airflow. NACA researchers at Lewis attempted to test the idea's feasibility by burning aluminum borohydride in a supersonic wind tunnel. Sustained burning was believed to have been observed at Mach 1.5, Mach 2, and Mach 3 for as long as two seconds.

X-15 mock-up with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1993-01-01

NASA research pilot Milt Thompson is seen here with the mock-up of X-15 #3 that was later installed at the NASA Dryden Flight Research Center, Edwards, California. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the flight research facility on 19 March 1956, when it was still under the auspices of NACA. He became a research pilot on 25 May 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on 29 October 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. (On a different flight, he reached a Mach number of 5.48 but his mph was only 3712.) Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on 8 August 1993. The X-15 was a rocket powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 mock-up with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1993-01-01

NASA research pilot Milt Thompson stands next to a mock-up of X-15 number 3 that was later installed at the NASA Dryden Flight Research Center, Edwards, California. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the flight research facility on 19 March 1956, when it was still under the auspices of NACA. He became a research pilot on 25 May 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on 29 October 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on 8 August 1993. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and moving horizontal stabilizers which control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 Novemebr 1967, resulting in the death of Maj. Michael J. Adams.

X-15 #3 with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1964-01-01

NASA research pilot Milt Thompson stands next to the X-15 #3 ship after a research flight. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the Flight Research Facility on March 19, 1956, when it was still under the auspices of NACA. He became a research pilot on May 25, 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on October 29, 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on August 8, 1993. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, andunique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudders on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a ballistic control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

McDonnell FH-1 Phantom Destroyed for the NACA Crash Fire Program

NASA Image and Video Library

1955-04-21

Researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory purposely wreck a McDonnell FH-1 Phantom as part of the laboratory’s Crash Fire Program. NACA Lewis researchers created the program in 1949 to investigate methods for improving survival rates for take-off and landing-type crashes. In these types of crashes, the passengers often survived the impact only to perish in the ensuing fire. Previously there had been little information on the nature of post-crash fires, and it was difficult to use analytical studies in this area. Irving Pinkel, Chief of the Lewis Flight Propulsion Division, was the primary researcher. He enlisted flight safety specialist and aeronautics researchers G. Merritt Preston and Gerard Pesman, mechanical engineer Dugald Black, and others. The tests were conducted at the nearby Ravenna Arsenal using decommissioned Air Force fighter and transport aircraft. The pilotless aircraft were accelerated down a rail on a 1700-foot track at take-off speeds and run into barriers to simulate a variety of different types of crashes. The first barrier stripped off the landing gears and another briefly sent the aircraft off the ground before it crashed into a dirt mound. Telemetry and high-speed cameras were crucial elements in these studies. NACA Lewis photographer Bill Wynne developed a method for inserting timekeeping devices on test film that were able to show time to one thousandth of a second.

Boundary Layer Transition Experiments in Support of the Hypersonics Program

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Chen, Fang-Jenq; Wilder, Michael C.; Reda, Daniel C.

2007-01-01

Two experimental boundary layer transition studies in support of fundamental hypersonics research are reviewed. The two studies are the HyBoLT flight experiment and a new ballistic range effort. Details are provided of the objectives and approach associated with each experimental program. The establishment of experimental databases from ground and flight are to provide better understanding of high-speed flows and data to validate and guide the development of simulation tools.

Technology Research, Integration, and Demonstration (TRIAD) Program, Delivery Order 0013: High Strain Rate Tension Testing of Titanium 6-2-4-2S at Temperature

DTIC Science & Technology

2016-06-01

ASSIGNED DISTRIBUTION STATEMENT. *//Signature// //Signature// BRIAN T. GOCKEL MICHAEL S. BROWN, Chief Program Manager Hypersonic Sciences Branch...Washington Headquarters Services, Directorate for Information Operations and Reports (0704-0188), 1215 Jefferson Davis Highway, Suite 1204, Arlington...STATEMENT A: Approved for public release. Distribution is unlimited. Figure 3. Room-Temperature High-Speed DIC Tensile Setup A slack adapter was

Historical perspectives on thermostructural research at the NACA Langley Aeronautical Laboratory from 1948 to 1958

NASA Technical Reports Server (NTRS)

Heldenfels, R. R.

1982-01-01

Research on structural problems associated with aerodynamic heating, conducted by the National Advisory Committee for Aeronautics (NACA) during its last decade are described. The text of a special presentation given at the NASA Symposium on Computational Aspects of Heat Transfer in Structure is presented. Some early thermostructural research activities using charts is also discussed. The prinicipal message of the paper is that although vehicle oriented research programs speed development of new technology for specific missions, too much effort may be expended on developing technology which is never used because a vehicle is never built. A healthy research program must provide freedom to explore new ideas that have no obvious applications at the time to generate the technology that makes important, unanticipated flight or vehicle opportunities possible.

The F-18 systems research aircraft facility

NASA Technical Reports Server (NTRS)

Sitz, Joel R.

1992-01-01

To help ensure that new aerospace initiatives rapidly transition to competitive U.S. technologies, NASA Dryden Flight Research Facility has dedicated a systems research aircraft facility. The primary goal is to accelerate the transition of new aerospace technologies to commercial, military, and space vehicles. Key technologies include more-electric aircraft concepts, fly-by-light systems, flush airdata systems, and advanced computer architectures. Future aircraft that will benefit are the high-speed civil transport and the National AeroSpace Plane. This paper describes the systems research aircraft flight research vehicle and outlines near-term programs.

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

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.

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.

Atmospheric effects of stratospheric aircraft: An evaluation of NASA's interim assessment

NASA Technical Reports Server (NTRS)

1994-01-01

The advent of high-speed civil transport aircraft (HSCT's) some 25 years ago generated considerable concern about potential impacts on the stratosphere. With interest in such aircraft again increasing, NASA initiated an assessment of the potential stratospheric impacts of a substantial increase in the use of HSCT's. This assessment was intended to examine, from the standpoint of present scientific understanding, the potential atmospheric impacts of a fleet of high-speed civil transports flying supersonically in the lower stratosphere. The program was initiated in 1991, and the bulk of its research is scheduled to be completed in 1995. In early 1993 NASA asked the National Research Council to review its efforts. This report documents its findings and recommendations.

Supersonic Combustion in Air-Breathing Propulsion Systems for Hypersonic Flight

NASA Astrophysics Data System (ADS)

Urzay, Javier

2018-01-01

Great efforts have been dedicated during the last decades to the research and development of hypersonic aircrafts that can fly at several times the speed of sound. These aerospace vehicles have revolutionary applications in national security as advanced hypersonic weapons, in space exploration as reusable stages for access to low Earth orbit, and in commercial aviation as fast long-range methods for air transportation of passengers around the globe. This review addresses the topic of supersonic combustion, which represents the central physical process that enables scramjet hypersonic propulsion systems to accelerate aircrafts to ultra-high speeds. The description focuses on recent experimental flights and ground-based research programs and highlights associated fundamental flow physics, subgrid-scale model development, and full-system numerical simulations.

GaAs/Ge Solar Powered Aircraft

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.; Scheiman, David A.; Brinker, David J.

1998-01-01

Unmanned Aerial Vehicles (UAV) are being proposed for many applications for many applications including surveillance, mapping and atmospheric studies. These applications require a lightweight, low speed, medium to long duration aircraft. Due to the weight, speed, and altitude constraints imposed on such an aircraft, solar array generated electric power can be a viable alternative to air-breathing engines for certain missions. Development of such an aircraft is currently being funded under the Environmental Research Aircraft and Sensor Technology (ERAST) program. NASA Lewis Research Center (LeRC) has built a Solar Electric Airplane to demonstrate UAV technology. This aircraft utilizes high efficiency Applied Solar Energy Corporation (ASEC) GaAs/Ge space solar cells. The cells have been provided by the Air Force through the ManTech Office.

Historical Review of Uncommanded Lateral-Directional Motions at Transonic Conditions

NASA Technical Reports Server (NTRS)

Chambers, Joseph R.; Hall, Robert M.

2003-01-01

This paper presents the results of a survey of past experiences with uncommanded lateral-directional motions at transonic speeds during specific military aircraft programs. The effort was undertaken to provide qualitative and quantitative information on past airplane programs that might be of use to the participants in the joint NASA/Navy/Air Force Abrupt Wing Stall (AWS) Program. The AWS Program was initiated because of the experiences of the F/A-l8E/F development program, during which unexpected, severe wing-drop motions were encountered by preproduction aircraft at transonic conditions. These motions were judged to be significantly degrading to the primary mission requirements of the aircraft. Although the problem was subsequently solved for the production version of the F/A-l8E/F, a high-level review panel emphasized the poor understanding of such phenomena and issued a strong recommendation to: "Initiate a national research effort to thoroughly and systematically study the wing drop phenomena." A comprehensive, cooperative NASA/Navy/Air Force AWS Program was designed to respond to provide the required technology requirements. As part of the AWS Program, a work element was directed at a historical review of wing-drop experiences in past aircraft development programs at high subsonic and transonic speeds. In particular, information was requested regarding: specific aircraft configurations that exhibited uncommanded motions and the nature of the motions; geometric characteristics of the air- planes; flight conditions involved in occurrences; relevant data, including wind-tunnel, computational, and flight sources; figures of merit used for analyses; and approaches used to alleviate the problem. An attempt was also made to summarize some of the more important lessons learned from past experiences, and to recommend specific research efforts. In addition to providing technical information to assist the AWS research objectives, the study produced fundamental information regarding the historical challenge of uncommanded lateral-directional motions at transonic conditions and the associated aerodynamic phenomena.

Historical Review of Uncommanded Lateral-Directional Motions At Transonic Conditions (Invited)

NASA Technical Reports Server (NTRS)

Chambers, Joseph R.; Hall, Robert M.

2003-01-01

This paper presents the results of a survey of past experiences with uncommanded lateral-directional motions at transonic speeds during specific military aircraft programs. The effort was undertaken to provide qualitative and quantitative information on past airplane programs that might be of use to the participants in the joint NASA/Navy/Air Force Abrupt Wing Stall (AWS) Program. The AWS Program was initiated because of the experiences of the F/A-18E/F development program, during which unexpected, severe wing-drop motions were encountered by preproduction aircraft at transonic conditions. These motions were judged to be significantly degrading to the primary mission requirements of the aircraft. Although the problem was subsequently solved for the production version of the F/A-l8E/F, a high-level review panel emphasized the poor understanding of such phenomena and issued a strong recommendation to: Initiate a national research effort to thoroughly and systematically study the wing drop phenomena. A comprehensive, cooperative NASA/Navy/Air Force AWS Program was designed to respond to provide the required technology requirements. As part of the AWS Program, a work element was directed at a historical review of wing-drop experiences in past aircraft development programs at high subsonic and transonic speeds. In particular, information was requested regarding: specific aircraft configurations that exhibited uncommanded motions and the nature of the motions; geometric characteristics of the air- planes; flight conditions involved in occurrences; relevant data, including wind-tunnel, computational, and flight sources; figures of merit used for analyses; and approaches used to alleviate the problem. An attempt was also made to summarize some of the more important lessons learned from past experiences, and to recommend specific research efforts. In addition to providing technical information to assist the AWS research objectives, the study produced fundamental information regarding the historical challenge of uncommanded lateral-directional motions at transonic conditions and the associated aerodynamic phenomena.

Toward Mach 2: The Douglas D-558 Program

NASA Technical Reports Server (NTRS)

Hunley, J. D. (Editor)

1999-01-01

This monograph contains the edited transcript of a symposium marking the 50th anniversary of this aircraft's first flight in 1948. A sister aircraft to the more well-known rocket-powered X-1, the jet-powered D-558 gave NACA researchers many useful insights about the transonic speed range. Several of the original aircraft pilots present accounts of their involvement in the program. Appendices include design specifications for the Douglas D-558-1 and -2 as well as declassified documentation and memoranda (1949-1957) regarding the progress of the program.

F-100A on lakebed

NASA Technical Reports Server (NTRS)

1955-01-01

North American F-100A (52-5778) Super Sabre is parked on the Rogers Dry Lakebed at Edwards Air Force Base, California, 1955. This photo shows the large tail on the F-100A. When the basic research was completed on this F-100A another program was assigned. On March 5, 1957 two aeronautical engineers and a test pilot from NACA High-Speed Flight Station took the airplane to participate in a Gunnery Operations program at Nellis Air Force Base, Nevada. When the program was completed the aircraft returned for other assignments to NACA, at Edwards, California.

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test 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.

Hyper-X Research Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test 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.

Maximum speed limits. Volume 3, A programmed implementation manual for setting a speed limit based on the 85th percentile

DOT National Transportation Integrated Search

1970-10-01

This report contains the implementation manual developed as a part of the project "Maximum Speed Limits." The manual consists of a programed educational unit and a field workguide concerning the setting of speed limits based on the 85th percentile sp...

Role of large-scale motions to turbulent inertia in turbulent pipe and channel flows

NASA Astrophysics Data System (ADS)

Hwang, Jinyul; Lee, Jin; Sung, Hyung Jin

2015-11-01

The role of large-scale motions (LSMs) to the turbulent inertia (TI) term (the wall-normal gradient of the Reynolds shear stress) is examined in turbulent pipe and channel flows at Reτ ~ 930 . The TI term in the mean momentum equation represents the net force of inertia exerted by the Reynolds shear stress. Although the turbulence statistics characterizing the internal turbulent flows are similar close to the wall, the TI term differs in the logarithmic region due to the different characteristics of LSMs (λx > 3 δ) . The contribution of the LSMs to the TI term and the Reynolds shear stress in the channel flow is larger than that in the pipe flow. The LSMs in the logarithmic region act like a mean momentum source (where TI >0) even the TI profile is negative above the peak of the Reynolds shear stress. The momentum sources carried by the LSMs are related to the low-speed regions elongated in the downstream, revealing that momentum source-like motions occur in the upstream position of the low-speed structure. The streamwise extent of this structure is relatively long in the channel flow, whereas the high-speed regions on the both sides of the low-speed region in the channel flow are shorter and weaker than those in the pipe flow. This work was supported by the Creative Research Initiatives (No. 2015-001828) program of the National Research Foundation of Korea (MSIP) and partially supported by KISTI under the Strategic Supercomputing Support Program.

X-15 #3 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1967-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 (56-6672) rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HIDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 306,900 feet (over 58 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio.X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HiDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 310,000 feet (almost 59 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made 3 X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Dryden Test Pilots 1990 - Smolka, Fullerton, Schneider, Dana, Ishmael, Smith, and McMurtry

NASA Technical Reports Server (NTRS)

1990-01-01

It was a windy afternoon on Rogers Dry Lake as the research pilots of the National Aeronautics and Space Administration's Ames-Dryden Flight Research Facility gathered for a photo shoot. It was a special day too, the 30th anniversary of the first F-104 flight by research pilot Bill Dana. To celebrate, a fly over of Building 4800, in formation, was made with Bill in a Lockheed F-104 (826), Gordon Fullerton in a Northrop T-38, and Jim Smolka in a McDonnell Douglas F/A-18 (841) on March 23, 1990. The F-18 (841), standing on the NASA ramp is a backdrop for the photo of (Left to Right) James W. (Smoke) Smolka, C. Gordon Fullerton, Edward T. (Ed) Schneider, William H. (Bill) Dana, Stephen D. (Steve) Ishmael, Rogers E. Smith, and Thomas C. (Tom) McMurtry. Smolka joined NASA Ames-Dryden Flight Research Facility in September 1985. He has been the project pilot on the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) research and F-15 Aeronautical Research Aircraft programs. He has also flown as a pilot on the NASA B-52 launch aircraft, as a co-project pilot on the F-16XL Supersonic Laminar Flow Control aircraft and the F-18 High Angle-of-Attack Research Vehicle (HARV) aircraft. Other aircraft he has flown in research programs are the F-16, F-111, F-104 and the T-38 as support. Fullerton, joined NASA's Ames-Dryden Flight Research Facility in November 1986. He was project pilot on the NASA/Convair 990 aircraft to test space shuttle landing gear components, project pilot on the F-18 Systems Research Aircraft, and project pilot on the B-52 launch aircraft, where he was involved in six air launches of the commercially developed Pegasus space launch vehicle. Other assignments include a variety of flight research and support activities in multi-engine and high performance aircraft such as, F-15, F-111, F-14, X-29, MD-11 and DC-8. Schneider arrived at the NASA Ames-Dryden Flight Research Facility on July 5, 1982, as a Navy Liaison Officer, becoming a NASA research pilot one year later. He has been project pilot for the F-18 High Angle-of-Attack program (HARV), project pilot for the F-15 aeronautical research aircraft, the NASA B-52 launch aircraft, and the SR-71 'Blackbird' aircraft. His past research work at Dryden has included participation in the F-8 Digital Fly-By-Wire, the FAA/NASA 720 Controlled Impact Demonstration, the F-14 Automatic Rudder Interconnect and Laminar Flow programs, and the F-104 Aeronautical Research and Microgravity programs. Dana joined the NASA's High-Speed Flight Station on October 1, 1958. As a research pilot, he was involved in some of the most significant aeronautical programs carried out at the Center. In the late 1960s and in the 1970s Dana was a project pilot on the lifting body program, flying the wingless M2-F1, HL-10, M2-F3, and the X-24B vehicles. He was a project pilot on the hypersonic X-15 research aircraft and flew the rocket-powered vehicle 16 times, reaching a speed of 3,897 mph and an altitude of 310,000 feet. Bill was the pilot on the final (199th) flight of the 10-year program. Other research and support programs Dana participated in were the F-15 Highly Integrated Digital Electronic Control (HIDEC), the F-18 High Angle-of-Attack Research Vehicle (HARV), YF-12, F-104, F-16, PA-30, and T-38. In 1993 Dana became Chief Engineer at NASA's Ames-Dryden Flight Research Facility (soon to be renamed the Dryden Flight Research Center). Ishmael was a research pilot at NASA's Dryden Flight Research Center from January 1977 until the spring of 1995, when he became manager of Dryden's Reusable Launch Vehicle (RLV) programs. In 1996 he became NASA's X-33 Deputy Manager for Flight Test and Operation. As a research pilot he served as the chief project pilot on two major aeronautical research programs, the SR-71 High Speed Research program and the F-16XL Laminar Flow Technology program. He took part in the X-29 Forward-Swept-Wing program, and gave support to other pilots' research flights in a T-38 and F-104 aircraft. Smith became a research pilot at NASA's Ames-Dryden Flight Research Facility in August 1982. In the spring of 1995 he became Chief of the Flight Crew Branch where currently there are 8 other NASA pilots and 2 flight engineers. Smith has also been a co-project pilot on two major aeronautical programs at Dryden. They are the integrated thrust vectoring F-15 ACTIVE and the SR-71 'Blackbird' Research programs. Other research programs that he has been associated with are the F-104 Zero 'G' tests, F-18 HARV, X-29 Forward-Swept-Wing, with support flights being flown in a T-38 and F-104. McMurtry has been a pilot at NASA's Dryden since joining the Flight Research Center in November 1967. In 1981, Tom became Chief Pilot a position he held until February 1986, when he was appointed Chief of the Research Aircraft Operations Division. McMurtry has been project pilot for the AD-1 Oblique Wing program, the F-15 Digital Electronic Engine Control (DEEC) project and the F-8 Supercritical Wing program. He was co- project pilot on the F-15 ACTIVE program, F-8 Digital Fly-By-Wire program and on several remotely piloted research vehicle programs such as the FAA/NASA 720 Controlled Impact Demonstration and the sub-scale F-15 spin research project. He has also been a co-project pilot on the NASA 747 Shuttle Carrier Aircraft.

The Ames Vertical Gun Range

NASA Technical Reports Server (NTRS)

Karcz, J. S.; Bowling, D.; Cornelison, C.; Parrish, A.; Perez, A.; Raiche, G.; Wiens, J.-P.

2016-01-01

The Ames Vertical Gun Range (AVGR) is a national facility for conducting laboratory- scale investigations of high-speed impact processes. It provides a set of light-gas, powder, and compressed gas guns capable of accelerating projectiles to speeds up to 7 km s(exp -1). The AVGR has a unique capability to vary the angle between the projectile-launch and gravity vectors between 0 and 90 deg. The target resides in a large chamber (diameter approximately 2.5 m) that can be held at vacuum or filled with an experiment-specific atmosphere. The chamber provides a number of viewing ports and feed-throughs for data, power, and fluids. Impacts are observed via high-speed digital cameras along with investigation-specific instrumentation, such as spectrometers. Use of the range is available via grant proposals through any Planetary Science Research Program element of the NASA Research Opportunities in Space and Earth Sciences (ROSES) calls. Exploratory experiments (one to two days) are additionally possible in order to develop a new proposal.

Reynolds Number Effects on a Supersonic Transport at Subsonic High-Lift Conditions (Invited)

NASA Technical Reports Server (NTRS)

Owens, L.R.; Wahls, R. A.

2001-01-01

A High Speed Civil Transport configuration was tested in the National Transonic Facility at the NASA Langley Research Center as part of NASA's High Speed Research Program. The primary purposes of the tests were to assess Reynolds number scale effects and high Reynolds number aerodynamic characteristics of a realistic, second generation supersonic transport while providing data for the assessment of computational methods. The tests included longitudinal and lateral/directional studies at transonic and low-speed, high-lift conditions across a range of Reynolds numbers from that available in conventional wind tunnels to near flight conditions. Results are presented which focus on Reynolds number and static aeroelastic sensitivities of longitudinal characteristics at Mach 0.30 for a configuration without an empennage. A fundamental change in flow-state occurred between Reynolds numbers of 30 to 40 million, which is characterized by significantly earlier inboard leading-edge separation at the high Reynolds numbers. Force and moment levels change but Reynolds number trends are consistent between the two states.

Large eddy simulations and direct numerical simulations of high speed turbulent reacting flows

NASA Technical Reports Server (NTRS)

Givi, P.; Madnia, C. K.; Steinberger, C. J.; Frankel, S. H.

1992-01-01

The basic objective of this research is to extend the capabilities of Large Eddy Simulations (LES) and Direct Numerical Simulations (DNS) for the computational analyses of high speed reacting flows. In the efforts related to LES, we were primarily involved with assessing the performance of the various modern methods based on the Probability Density Function (PDF) methods for providing closures for treating the subgrid fluctuation correlations of scalar quantities in reacting turbulent flows. In the work on DNS, we concentrated on understanding some of the relevant physics of compressible reacting flows by means of statistical analysis of the data generated by DNS of such flows. In the research conducted in the second year of this program, our efforts focused on the modeling of homogeneous compressible turbulent flows by PDF methods, and on DNS of non-equilibrium reacting high speed mixing layers. Some preliminary work is also in progress on PDF modeling of shear flows, and also on LES of such flows.

Development, Analysis and Testing of the High Speed Research Flexible Semispan Model

NASA Technical Reports Server (NTRS)

Schuster, David M.; Spain, Charles V.; Turnock, David L.; Rausch, Russ D.; Hamouda, M-Nabil; Vogler, William A.; Stockwell, Alan E.

1999-01-01

This report presents the work performed by Lockheed Martin Engineering and Sciences (LMES) in support of the High Speed Research (HSR) Flexible Semispan Model (FSM) wind-tunnel test. The test was conducted in order to assess the aerodynamic and aeroelastic character of a flexible high speed civil transport wing. Data was acquired for the purpose of code validation and trend evaluation for this type of wing. The report describes a number of activities in preparing for and conducting the wind-tunnel test. These included coordination of the design and fabrication, development of analytical models, analysis/hardware correlation, performance of laboratory tests, monitoring of model safety issues, and wind-tunnel data acquisition and reduction. Descriptions and relevant evaluations associated with the pretest data are given in sections 1 through 6, followed by pre- and post-test flutter analysis in section 7, and the results of the aerodynamics/loads test in section 8. Finally, section 9 provides some recommendations based on lessons learned throughout the FSM program.

Material requirements for the High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Stephens, Joseph R.; Hecht, Ralph J.; Johnson, Andrew M.

1993-01-01

Under NASA-sponsored High Speed Research (HSR) programs, the materials and processing requirements have been identified for overcoming the environmental and economic barriers of the next generation High Speed Civil Transport (HSCT) propulsion system. The long (2 to 5 hours) supersonic cruise portion of the HSCT cycle will place additional durability requirements on all hot section engine components. Low emissions combustor designs will require high temperature ceramic matrix composite liners to meet an emission goal of less than 5g NO(x) per Kg fuel burned. Large axisymmetric and two-dimensional exhaust nozzle designs are now under development to meet or exceed FAR 36 Stage III noise requirements, and will require lightweight, high temperature metallic, intermetallic, and ceramic matrix composites to reduce nozzle weight and meet structural and acoustic component performance goals. This paper describes and discusses the turbomachinery, combustor, and exhaust nozzle requirements of the High Speed Civil Transport propulsion system.

Movement amplitude and tempo change in piano performance

NASA Astrophysics Data System (ADS)

Palmer, Caroline

2004-05-01

Music performance places stringent temporal and cognitive demands on individuals that should yield large speed/accuracy tradeoffs. Skilled piano performance, however, shows consistently high accuracy across a wide variety of rates. Movement amplitude may affect the speed/accuracy tradeoff, so that high accuracy can be obtained even at very fast tempi. The contribution of movement amplitude changes in rate (tempo) is investigated with motion capture. Cameras recorded pianists with passive markers on hands and fingers, who performed on an electronic (MIDI) keyboard. Pianists performed short melodies at faster and faster tempi until they made errors (altering the speed/accuracy function). Variability of finger movements in the three motion planes indicated most change in the plane perpendicular to the keyboard across tempi. Surprisingly, peak amplitudes of motion before striking the keys increased as tempo increased. Increased movement amplitudes at faster rates may reduce or compensate for speed/accuracy tradeoffs. [Work supported by Canada Research Chairs program, HIMH R01 45764.

Development and performance evaluation of high speed cryogenic turboexpanders at BARC, India

NASA Astrophysics Data System (ADS)

Chakravarty, A.; Menon, R. S.; Goyal, M.; Ahmed, N.; Jadhav, M.; Rane, T.; Nair, S. R.; Kumar, J.; Kumar, N.; Bharti, S. K.; Jain, A.; Joemon, V.

2017-12-01

Turboexpanders are a key focus area for Bhabha Atomic Research Centre (BARC), Mumbai, India in the program for development of helium refrigerators and liquefiers for intra departmental requirements. To start with, a turbine impeller with major diameter 16 mm and design speed of 264,000 RPM, suited for use in the 1st stage of a modified Claude cycle/reverse Brayton cycle based standard helium liquefier/refrigerator, is developed. Later on, a second series of turboexpander with the same major diameter (16 mm) and design speed of 260,000 RPM is developed with “splitter” blades at the major diameter end. Yet another turboexpander series, size 16.5 mm and design speed 168,000 RPM, is also developed suited for use in the 2nd stage of a standard helium liquefier/refrigerator. The present article describes these turboexpander development efforts at BARC, including results obtained during field trials with the BARC helium refrigerator and liquefier.

Edward (Ed) T. Schneider in Front of SR-71 Blackbird

NASA Technical Reports Server (NTRS)

1995-01-01

SR-71 research pilot Ed Schneider is pictured here in front of an SR-71 Blackbird on the ramp at the Dryden Flight Research Center, Edwards, California. Schneider became a NASA research pilot at Dryden in 1983. Data from the SR-71 program will be used to aid designers of future supersonic aircraft and propulsion systems. He retired as a NASA research pilot in September 2000. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

Hyper-X Research Vehicle - Artist Concept Mounted on Pegasus Rocket Attached to B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's concept depicts the Hyper-X research vehicle riding on a booster rocket prior to being launched by the Dryden Flight Research Center's B-52 at about 40,000 feet. The X-43A was developed to flight test 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.

X-15 #2 with test pilot Joe Walker

NASA Technical Reports Server (NTRS)

1961-01-01

Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Overview of GNSS-R Research Program for Ocean Observations at Japan

NASA Astrophysics Data System (ADS)

Ichikawa, Kaoru; Ebinuma, Takuji; Akiyama, Hiroaki; Kitazawa, Yukihito

2015-04-01

GNSS-R is a new remote-sensing method which uses reflected GNSS signals. Since no transmitters are required, it is suitable for small satellites. Constellations of GNSS-R small satellites have abilities on revolutionary progress on 'all-time observable' remote-sensing methods . We have started a research program for GNSS-R applications on oceanographic observations under a contract with MEXT (Ministry of Education Culture, Sports, Science and Technology, JAPAN) as a'Space science research base formation program'. The duration of research program is 3 years (2015-2017). The one of important focuses of this program is creation of a new community to merge space engineering and marine science through establishment on application plans of GNSS-R. Actual GNSS-R data acquisition experiments using multi-copters, ships, and/or towers are planned, together with in-situ sea truth data such as wave spectrum, wind speed profiles and sea surface height. These data are compared to determine the accuracy and resolution of the estimates based on GNSS-R observations. Meanwhile, preparation of a ground station for receiving GNSS-R satellite data will be also established. Whole those data obtained in this project will be distributed for public. This paper introduces the overview of research plan..

Program Solicitation for FY-1987 Defense Small Business Innovation Research Program (SBIR).

DTIC Science & Technology

1986-10-01

Which presents ballistic problems. A preferred design from a strictly performance point-of-view is the non -cased charge. However, this is not practical...the protection and onsuability of the combustible and the performance of the non -cased charge. It is required to develop a design which can accomplish...send data. Data bandwidths of 200 MHz are desirable. A97-91. TITLE: l11h Speed Non - olarizino Light Attenuator for Imaes DESCRIPTION. Design and

Assessment of Creep Capability of HSR-EPM Turbine Airfoil Alloys

NASA Technical Reports Server (NTRS)

MacKay, Rebecca A.; Garg, Anita; Ritzert, Frank J.; Locci, Ivan E.

2007-01-01

The High Speed Civil Transport (HSCT) mission of the High Speed Research-Enabling Propulsion Materials (HSR-EPM) Program represented a unique challenge for turbine airfoil materials because the highest operating temperatures occur during climb and supersonic cruise. The accumulated hot time of an HSCT engine before overhaul is many thousands of hours. This is significantly different from subsonic engines, where the maximum operating temperatures occur during takeoff and thrust reverse after landing, and the accumulated hot time before overhaul is about 300 hr. The goal of airfoil alloy development under the HSR-EPM Program was to develop an alloy with a 75 F increase in creep rupture capability over the average Rene N5/PWA 1484 baseline. Airfoil alloy development under the HSR-EPM Program pursued a path that led to evolutionary mechanical behavior improvements, resulting from increased amounts of high density, refractory metals. The purpose of the present paper is to describe the experimental work that was performed at NASA Glenn Research Center after the HSR-EPM Program ended. Emphasis will be placed on the creep behavior of coated specimens, as well as on the development and progression of phase instabilities during creep deformation. Mitigation techniques that were used to reduce phase instabilities are also discussed. Most of the work described in this report was performed at NASA Glenn during the years 2000 and 2001.

X-15 test pilots - in a lighter mood

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 pilots clown around in front of the #2 aircraft.From left to right: USAF Capt. Joseph Engle, USAF Maj. Robert Rushworth, NASA test pilot John 'Jack' McKay, USAF Maj. William 'Pete' Knight, NASA test pilot Milton Thompson, and NASA test pilot William Dana. First flown in 1959 from the NASA High Speed Flight Station (later renamed the Dryden Flight Research Center), the rocket powered X-15 was developed to provide data on aerodynamics, structures, flight controls and the physiological aspects of high speed, high altitude flight. Three were built by North American Aviation for NASA and the U.S. Air Force. They made a total of 199 flights during a highly successful research program lasting almost ten years, following which its speed and altitude records for winged aircraft remained unbroken until the Space Shuttle first returned from earth orbit in 1981. The X-15's main rocket engine provided thrust for the first 80 to 120 seconds of a 10 to 11 minute flight; the aircraft then glided to a 200 mph landing. The X-15 reached altitudes of 354,200 feet (67.08 miles) and a speed of 4,520 mph (Mach 6.7).

Tool life and cutting speed for the maximum productivity at the drilling of the stainless steel X22CrMoV12-1

NASA Astrophysics Data System (ADS)

Vlase, A.; Blăjină, O.; Iacob, M.; Darie, V.

2015-11-01

Two addressed issues in the research regarding the cutting machinability, establishing of the optimum cutting processing conditions and the optimum cutting regime, do not yet have sufficient data for solving. For this reason, in the paper it is proposed the optimization of the tool life and the cutting speed at the drilling of a certain stainless steel in terms of the maximum productivity. For this purpose, a nonlinear programming mathematical model to maximize the productivity at the drilling of the steel is developed in the paper. The optimum cutting tool life and the associated cutting tool speed are obtained by solving the numerical mathematical model. Using this proposed model allows increasing the accuracy in the prediction of the productivity for the drilling of a certain stainless steel and getting the optimum tool life and the optimum cutting speed for the maximum productivity. The results presented in this paper can be used in the production activity, in order to increase the productivity of the stainless steels machining. Also new research directions for the specialists in this interested field may come off from this paper.

LWST Phase I Project Conceptual Design Study: Evaluation of Design and Construction Approaches for Economical Hybrid Steel/Concrete Wind Turbine Towers; June 28, 2002 -- July 31, 2004

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

LaNier, M. W.

The United States Department of Energy (DOE) Wind Energy Research Program has begun a new effort to partner with U.S. industry to develop wind technology that will allow wind systems to compete in regions of low wind speed. The Class 4 and 5 sites targeted by this effort have annual average wind speeds of 5.8 m/s (13 mph), measured at 10 m (33 ft) height. Such sites are abundant in the United States and would increase the land area available for wind energy production twenty-fold. The new program is targeting a levelized cost of energy of 3 cents/kWh at thesemore » sites by 2010. A three-element approach has been initiated. These efforts are concept design, component development, and system development. This work builds on previous activities under the WindPACT program and the Next Generation Turbine program. If successful, DOE estimates that his new technology could result in 35 to 45 gigawatts of additional wind capacity being installed by 2020.« less

EC95-42939-3

NASA Image and Video Library

1995-02-02

The support crew for the F-16A, the F-16XL no. 1, and the F-16 AFTI are, top row, left to right: Randy Weaver; mechanic, Susan Ligon; mechanic, Bob Garcia; Crew Chief, Rich Kelly; mechanic, Dale Edminister; Avionics Technician. Bottom row, left to right, Art Cope; mechanic, John Huffman; Avionics Technician, Jaime Garcia; Avionics Technician, Don Griffith, Avionics Tech. Co-op student. The F-16A (NASA 516), the only civil registered F-16 in existence, was transferred to Dryden from Langley, and was primarily used in engine tests and for parts. It was subsequently transfered from Dryden. The single-seat F-16XL no. 1 (NASA 849) was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity. The Advanced Fighter Technology Integration (AFTI) F-16 was used to develop and demonstrate technologies to improve navigation and a pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. Earlier research in the joint NASA-Air Force AFTI F-16 program demonstrated voice actuated controls, helmet-mounted sighting and integration of forward-mounted canards with the standard flight control system to achieve uncoupled flight.

EC95-42939-5

NASA Image and Video Library

1995-02-02

The support crew for the F-16A, the F-16XL no. 1, and the F-16 AFTI are, top row, left to right: Randy Weaver; mechanic, Susan Ligon; mechanic, Bob Garcia; Crew Chief, Rich Kelly; mechanic, Dale Edminister; Avionics Technician. Bottom row, left to right, Art Cope; mechanic, John Huffman; Avionics Technician, Jaime Garcia; Avionics Technician, Don Griffith, Avionics Tech. Co-op student. The F-16A (NASA 516), the only civil registered F-16 in existence, was transferred to Dryden from Langley, and was primarily used in engine tests and for parts. It was subsequently transfered from Dryden. The single-seat F-16XL no. 1 (NASA 849) was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity. The Advanced Fighter Technology Integration (AFTI) F-16 was used to develop and demonstrate technologies to improve navigation and a pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. Earlier research in the joint NASA-Air Force AFTI F-16 program demonstrated voice actuated controls, helmet-mounted sighting and integration of forward-mounted canards with the standard flight control system to achieve uncoupled flight.

76 FR 8397 - Environmental Impact Statement for the Chicago, IL to St. Louis, MO High Speed Rail Program Corridor

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-14

... the Chicago, IL to St. Louis, MO High Speed Rail Program Corridor AGENCY: Federal Railroad... (EIS) for the Chicago, IL to St. Louis, MO High Speed Rail Corridor Program in compliance with the... Joliet and St. Louis to support additional passenger trains. The EIS will consider increasing the number...

NASA breakthrough propulsion physics program

NASA Astrophysics Data System (ADS)

Millis, Marc G.

1999-05-01

In 1996, NASA established the Breakthrough Propulsion Physics program to seek the ultimate breakthroughs in space transportation: propulsion that requires no propellant mass, propulsion that attains the maximum transit speeds physically possible, and breakthrough methods of energy production to power such devices. Topics of interest include experiments and theories regarding the coupling of gravity and electromagnetism, vacuum fluctuation energy, warp drives and wormholes, and superluminal quantum effects. Because these propulsion goals are presumably far from fruition, a special emphasis is to identify affordable, near-term, and credible research that could make measurable progress toward these propulsion goals. The methods of the program and the results of the 1997 workshop are presented. This Breakthrough Propulsion Physics program, managed by Lewis Research Center, is one part of a comprehensive, long range Advanced Space Transportation Plan managed by Marshall Space Flight Center.

NASA Breakthrough Propulsion Physics Program

NASA Technical Reports Server (NTRS)

Millis, Marc G.

1998-01-01

In 1996, NASA established the Breakthrough Propulsion Physics program to seek the ultimate breakthroughs in space transportation: propulsion that requires no propellant mass, propulsion that attains the maximum transit speeds physically possible, and breakthrough methods of energy production to power such devices. Topics of interest include experiments and theories regarding the coupling of gravity and electromagnetism, vacuum fluctuation energy, warp drives and worm-holes, and superluminal quantum effects. Because these propulsion goals are presumably far from fruition, a special emphasis is to identify affordable, near-term, and credible research that could make measurable progress toward these propulsion goals. The methods of the program and the results of the 1997 workshop are presented. This Breakthrough Propulsion Physics program, managed by Lewis Research Center, is one part of a comprehensive, long range Advanced Space Transportation Plan managed by Marshall Space Flight Center.

Ignition of the Pegasus rocket moments after release from the B-52 signaled acceleration of the X-43

NASA Technical Reports Server (NTRS)

2001-01-01

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A 'stack' lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing 'scramjet' engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz. The X-43A flights are the first actual flight tests of an aircraft powered by a scramjet engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). Some 90 minutes after takeoff, the Pegasus will launch from a B-52, rocketing the X-43A to Mach 7 at 95,000 feet altitude, or Mach 10 at 105,000 feet altitude. The X-43A will be powered by its revolutionary air-breathing supersonic-combustion ramjet or 'scramjet' engine. The X-43A will then fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments as it descends until it splashes into the Pacific Ocean.

The X-43A/Pegasus combination dropped into the Pacific Ocean after losing control early in the first

NASA Technical Reports Server (NTRS)

2001-01-01

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A 'stack' lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing 'scramjet' engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz. The X-43A flights are the first actual flight tests of an aircraft powered by a scramjet engine capable of operating at hypersonic speeds (above Mach 5, or five times the speed of sound). Some 90 minutes after takeoff, the Pegasus will launch from a B-52, rocketing the X-43A to Mach 7 at 95,000 feet altitude, or Mach 10 at 105,000 feet altitude. The X-43A will be powered by its revolutionary air-breathing supersonic-combustion ramjet or 'scramjet' engine. The X-43A will then fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments as it descends until it splashes into the Pacific Ocean.

Forebody/Inlet of the Joint Strike Fighter Tested at Low Speeds

NASA Technical Reports Server (NTRS)

Johns, Albert L.

1998-01-01

As part of a national cooperative effort to develop a multinational fighter aircraft, a model of a Joint Strike Fighter concept was tested in several NASA Lewis Research Center wind tunnels at low speeds over a range of headwind velocities and model attitudes. This Joint Strike Fighter concept, which is scheduled to go into production in 2005, will greatly improve the range, capability, maneuverability, and survivability of fighter aircraft, and the production program could ultimately be worth $100 billion. The test program was a team effort between Lewis and Lockheed Martin Tactical Aircraft Systems. Testing was completed in September 1997, several weeks ahead of schedule, allowing Lockheed additional time to review the results and analysis data before the next test and resulting in significant cost savings for Lockheed. Several major milestones related to dynamic and steady-state data acquisition and overall model performance were reached during this model test. Results from this program will contribute to both the concept demonstration phase and the production aircraft.

LES, DNS and RANS for the analysis of high-speed turbulent reacting flows

NASA Technical Reports Server (NTRS)

Adumitroaie, V.; Colucci, P. J.; Taulbee, D. B.; Givi, P.

1995-01-01

The purpose of this research is to continue our efforts in advancing the state of knowledge in large eddy simulation (LES), direct numerical simulation (DNS), and Reynolds averaged Navier Stokes (RANS) methods for the computational analysis of high-speed reacting turbulent flows. In the second phase of this work, covering the period 1 Aug. 1994 - 31 Jul. 1995, we have focused our efforts on two programs: (1) developments of explicit algebraic moment closures for statistical descriptions of compressible reacting flows and (2) development of Monte Carlo numerical methods for LES of chemically reacting flows.

Materials research for high-speed civil transport and generic hypersonics: Composites durability

NASA Technical Reports Server (NTRS)

Allen-Lilly, Heather; Cregger, Eric; Hoffman, Daniel; Mccool, Jim

1995-01-01

This report covers a portion of an ongoing investigation of the durability of composites for the High Speed Civil Transport (HSCT) program. Candidate HSCT composites need to possess the high-temperature capability required for supersonic flight. This program was designed to initiate the design, analysis, fabrication, and testing of equipment intended for use in validating the long-term durability of materials for the HSCT. This equipment includes thermally actuated compression and tension fixtures, hydraulic-actuated reversible load fixtures, and thermal chambers. This equipment can be used for the durability evaluation of both composite and adhesive materials. Thermally actuated fixtures are recommended for fatigue cycling when long-term thermomechanical fatigue (TMF) data are required on coupon-sized tension or compression specimens. Long term durability testing plans for polymer matrix composite specimens are included.

Ongoing Fixed Wing Research within the NASA Langley Aeroelasticity Branch

NASA Technical Reports Server (NTRS)

Bartels, Robert; Chwalowski, Pawel; Funk, Christie; Heeg, Jennifer; Hur, Jiyoung; Sanetrik, Mark; Scott, Robert; Silva, Walter; Stanford, Bret; Wiseman, Carol

2015-01-01

The NASA Langley Aeroelasticity Branch is involved in a number of research programs related to fixed wing aeroelasticity and aeroservoelasticity. These ongoing efforts are summarized here, and include aeroelastic tailoring of subsonic transport wing structures, experimental and numerical assessment of truss-braced wing flutter and limit cycle oscillations, and numerical modeling of high speed civil transport configurations. Efforts devoted to verification, validation, and uncertainty quantification of aeroelastic physics in a workshop setting are also discussed. The feasibility of certain future civil transport configurations will depend on the ability to understand and control complex aeroelastic phenomena, a goal that the Aeroelasticity Branch is well-positioned to contribute through these programs.

Design description of a microprocessor based Engine Monitoring and Control unit (EMAC) for small turboshaft

NASA Technical Reports Server (NTRS)

Baez, A. N.

1985-01-01

Research programs have demonstrated that digital electronic controls are more suitable for advanced aircraft/rotorcraft turbine engine systems than hydromechanical controls. Commercially available microprocessors are believed to have the speed and computational capability required for implementing advanced digital control algorithms. Thus, it is desirable to demonstrate that off-the-shelf microprocessors are indeed capable of performing real time control of advanced gas turbine engines. The engine monitoring and control (EMAC) unit was designed and fabricated specifically to meet the requirements of an advanced gas turbine engine control system. The EMAC unit is fully operational in the Army/NASA small turboshaft engine digital research program.

Exploring Cells from the Inside out: New Tools for the Classroom

ERIC Educational Resources Information Center

Minogue, James; Jones, Gail; Broadwell, Bethany; Oppewal, Tom

2006-01-01

After the first observation of life under the microscope, it took two centuries of research before the "cell theory" was established. Luckily, today's teachers can take advantage of computer technology and speed up the discovery process in their classrooms. This article describes how computer-based instructional programs can be used to engage…

Research and development of ultrasonic tomography technology for three-dimensional imaging of internal rail flaws : modeling and simulation.

DOT National Transportation Integrated Search

2013-04-01

This report covers the work performed under the FRA High-Speed BAA 20102011 program to demonstrate the technology of ultrasonic tomography for 3-D imaging of internal rail flaws. There is a need to develop new technologies that are able to quantif...

Reading Profiles for Adults with Low-Literacy: Cluster Analysis with Power and Speeded Measures

ERIC Educational Resources Information Center

Mellard, Daryl F.; Fall, Emily; Mark, Caroline

2009-01-01

The United States' National Institute for Literacy's (NIFL) review of adult literacy instruction research recommended adult education (AE) programs assess underlying reading abilities in order to plan appropriate instruction for low-literacy learners. This study developed adult reading ability groups using measures from power tests and speeded…

Learning at the Speed of Light: Deep Learning and Accelerated Online Graduate Courses

ERIC Educational Resources Information Center

Trekles, Anastasia M.

2013-01-01

An increasing number of university programs, particularly at the graduate level, are moving to an accelerated, time-compressed model for online degree offerings. However, the literature revealed that research in distance education effectiveness is still confounded by many variables, including course design and student approach to learning.…

Data Acquisition Systems

NASA Technical Reports Server (NTRS)

1989-01-01

Technology developed during a joint research program with Langley and Kinetic Systems Corporation led to Kinetic Systems' production of a high speed Computer Automated Measurement and Control (CAMAC) data acquisition system. The study, which involved the use of CAMAC equipment applied to flight simulation, significantly improved the company's technical capability and produced new applications. With Digital Equipment Corporation, Kinetic Systems is marketing the system to government and private companies for flight simulation, fusion research, turbine testing, steelmaking, etc.

Final Environmental Assessment: C-17 Program Changes Altus Air Force Base, Oklahoma

DTIC Science & Technology

2004-07-01

speed aircraft on MTRs showed that there is little probability of structural damage from such operations ( Sutherland 1989). One finding in that...October. Plotkin, K.J., 1996. PCBoom3 Sonic Boom Prediction Model: Version 1.0c. Wyle Research Report WR 95-22C. May. Plotkin, K.J., Sutherland ...Rate on Aircraft Noise Annoyance. Volume 3: Hybrid Own-Home Experiment. Wyle Laboratories Research Report WR 93-22. December. Sutherland , L

Analysis of the Space Shuttle main engine simulation

NASA Technical Reports Server (NTRS)

Deabreu-Garcia, J. Alex; Welch, John T.

1993-01-01

This is a final report on an analysis of the Space Shuttle Main Engine Program, a digital simulator code written in Fortran. The research was undertaken in ultimate support of future design studies of a shuttle life-extending Intelligent Control System (ICS). These studies are to be conducted by NASA Lewis Space Research Center. The primary purpose of the analysis was to define the means to achieve a faster running simulation, and to determine if additional hardware would be necessary for speeding up simulations for the ICS project. In particular, the analysis was to consider the use of custom integrators based on the Matrix Stability Region Placement (MSRP) method. In addition to speed of execution, other qualities of the software were to be examined. Among these are the accuracy of computations, the useability of the simulation system, and the maintainability of the program and data files. Accuracy involves control of truncation error of the methods, and roundoff error induced by floating point operations. It also involves the requirement that the user be fully aware of the model that the simulator is implementing.

F-15B ACTIVE - First supersonic yaw vectoring flight

NASA Technical Reports Server (NTRS)

1996-01-01

On Wednesday, April 24, 1996, the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) aircraft achieved its first supersonic yaw vectoring flight at Dryden Flight Research Center, Edwards, California. ACTIVE is a joint NASA, U.S. Air Force, McDonnell Douglas Aerospace (MDA) and Pratt & Whitney (P&W) program. The team will assess performance and technology benefits during flight test operations. Current plans call for approximately 60 flights totaling 100 hours. 'Reaching this milestone is very rewarding. We hope to set some more records before we're through,' stated Roger W. Bursey, P&W's pitch-yaw balance beam nozzle (PYBBN) program manager. A pair of P&W PYBBNs vectored (horizontally side-to-side, pitch is up and down) the thrust for the MDA manufactured F-15 research aircraft. Power to reach supersonic speeds was provided by two high-performance F100-PW-229 engines that were modified with the multi-directional thrust vectoring nozzles. The new concept should lead to significant increases in performance of both civil and military aircraft flying at subsonic and supersonic speeds.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

A side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test 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.

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test 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.

Hyper-X Vehicle Model - Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test 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.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test 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.

Hyper-X Vehicle Model - Top Rear View

NASA Technical Reports Server (NTRS)

1996-01-01

This aft-quarter model view of NASA's X-43A 'Hyper-X' or Hypersonic Experimental Vehicle shows its sleek, geometric design. The X-43A was developed to flight test 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.

Hyper-X Vehicle Model - Top Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A top front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, developed to flight test 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.

75 FR 16552 - High-Speed Intercity Passenger Rail (HSIPR) Program

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-01

..., energy savings from traffic diversions from other modes, employment of green building and manufacturing... selections for the High-Speed Intercity Passenger Rail (HSIPR) Program. This notice builds on the program...

Impact of a Pilot Videogame-Based Physical Activity Program on Walking Speed in Adults with Schizophrenia.

PubMed

Leutwyler, H; Hubbard, E; Cooper, B A; Dowling, G

2017-11-10

The purpose of this report is to describe the impact of a videogame-based physical activity program using the Kinect for Xbox 360 game system (Microsoft, Redmond, WA) on walking speed in adults with schizophrenia. In this randomized controlled trial, 28 participants played either an active videogame for 30 min (intervention group) or played a sedentary videogame for 30 min (control group), once a week for 6 weeks. Walking speed was measured objectively with the Short Physical Performance Battery at enrollment and at the end of the 6-week program. The intervention group (n = 13) showed an average improvement in walking speed of 0.08 m/s and the control group (n = 15) showed an average improvement in walking speed of 0.03 m/s. Although the change in walking speed was not statistically significant, the intervention group had between a small and substantial clinically meaningful change. The results suggest a videogame based physical activity program provides clinically meaningful improvement in walking speed, an important indicator of health status.

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test 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.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A close-up of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. 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.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 1999. 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.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows a close-up, rear view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. 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.

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 in December 1999. 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.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A head-on view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. 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.

Variable speed generator application on the MOD-5A 7.3 mW wind turbine generator

NASA Technical Reports Server (NTRS)

Barton, Robert S.

1995-01-01

This paper describes the application of a Scherbiustat type variable speed subsystem in the MOD-5A Wind Turbine Generator. As designed by General Electric Company, Advanced Energy Programs Department, under contract DEN3-153 with NASA Lewis Research Center and DOE, the MOD-5A utilizes the subsystem for both starting assistance in a motoring mode and generation in a controlled airgap torque mode. Reactive power control is also provided. The Scherbiustat type arrangement of a wound rotor machine with a cycloconverter in the rotor circuit was selected after an evaluation of variable speed technologies that followed a system evaluation of drivetrain cost and risk. The paper describes the evaluation factors considered, the results of the evaluations and summarizes operating strategy and performance simulations.

Daily Life Physical Activity Modulates the Effects of an Exercise Program on Lower-Extremity Physical Function in Japanese Older Adults.

PubMed

Jindo, Takashi; Kitano, Naruki; Tsunoda, Kenji; Kusuda, Mikiko; Hotta, Kazushi; Okura, Tomohiro

Decreasing daily life physical activity (PA) outside an exercise program might hinder the benefit of that program on lower-extremity physical function (LEPF) in older adults. The purpose of this study was to investigate how daily life PA modulates the effects of an exercise program on LEPF. The participants were 46 community-dwelling older adults (mean age, 70.1 ± 3.5 years) in Kasama City, a rural area in Japan. All participated in a fall-prevention program called square-stepping exercise once a week for 11 weeks. We evaluated their daily life PA outside the exercise program with pedometers and calculated the average daily step counts during the early and late periods of the program. We divided participants into 2 groups on the basis of whether or not they decreased PA by more than 1000 steps per day between the early and late periods. To ascertain the LEPF benefits induced by participating in the exercise program, we measured 5 physical performance tests before and after the intervention: 1-leg stand, 5-time sit-to-stand, Timed Up and Go (TUG), habitual walking speed, and choice-stepping reaction time (CSRT). We used a 2-way analysis of variance to confirm the interaction between the 2 groups and the time effect before and after the intervention. During the exercise program, 8 participants decreased their daily life PA (early period, 6971 ± 2771; late period, 5175 ± 2132) and 38 participants maintained PA (early period, 6326 ± 2477; late period, 6628 ± 2636). Both groups significantly improved their performance in TUG and CSRT at the posttest compared with the baseline. A significant group-by-time interaction on the walking speed (P = .038) was observed: participants who maintained PA improved their performance more than those who decreased their PA. Square-stepping exercise requires and strengthens dynamic balance and agility, which contributed to the improved time effects that occurred in TUG and CSRT. On the contrary, because PA is positively associated with walking speed, maintaining daily life PA outside an exercise program may have a stronger influence on walking speed. To enhance the effectiveness of an exercise program for young-old adults, researchers and instructors should try to maintain the participant's daily life PA outside the program. Regardless of decreasing or maintaining daily life PA, the square-stepping exercise program could improve aspects of LEPF that require complex physical performance. However, a greater effect can be expected when participants maintain their daily life PA outside the exercise program.

Inexpensive automated paging system for use at remote research sites

USGS Publications Warehouse

Sargent, S.L.; Dey, W.S.; Keefer, D.A.

1998-01-01

The use of a flow-activated automatic sampler at a remote research site required personnel to periodically visit the site to collect samples and reset the automatic sampler. To reduce site visits, a cellular telephone was modified for activation by a datalogger. The purpose of this study was to demonstrate the use and benefit of the modified telephone. Both the power switch and the speed-dial button on the telephone were bypassed and wired to a relay driver. The datalogger was programmed to compare values of a monitored environmental parameter with a target value. When the target value was reached or exceeded, the datalogger pulsed a relay driver, activating power to the telephone. A separate relay activated the speed dial, dialing the number of a tone-only pager. The use of this system has saved time and reduced travel costs by reducing the number of trips to the site, without the loss of any data.The use of a flow-activated automatic sampler at a remote research site required personnel to periodically visit the site to collect samples and reset the automatic sampler. To reduce site visits, a cellular telephone was modified for activation by a datalogger. The purpose of this study was to demonstrate the use and benefit of the modified telephone. Both the power switch and the speed-dial button on the telephone were bypassed and wired to a relay driver. The datalogger was programmed to compare values of a monitored environmental parameter with a target value. When the target value was reached or exceeded, the datalogger pulsed a relay driver, activating power to the telephone. A separate relay activated the speed dial, dialing the number of a tone-only pager. The use of this system has saved time and reduced travel costs by reducing the number of trips to the site, without the loss of any data.

Fred Hutchinson Cancer Research Center, Seattle, Washington: Laboratories for the 21st Century Case Studies

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

Not Available

2001-12-01

This case study was prepared by participants in the Laboratories for the 21st Century program, a joint endeavor of the U.S. Environmental Protection Agency and the U.S. Department of Energy's Federal Energy Management Program. The goal of this program is to foster greater energy efficiency in new laboratory buildings for both the public and the private sectors. Retrofits of existing laboratories are also encouraged. The energy-efficient features of the laboratories in the Fred Hutchinson Cancer Research Center complex in Seattle, Washington, include extensive use of efficient lighting, variable-air-volume controls, variable-speed drives, motion sensors, and high-efficiency chillers and motors. With aboutmore » 532,000 gross square feet, the complex is estimated to use 33% less electrical energy than most traditional research facilities consume because of its energy-efficient design and features.« less

Fred Hutchinson Cancer Research Center, Seattle, Washington: Laboratories for the 21st Century Case Studies (Revision)

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

Not Available

2002-03-01

This case study was prepared by participants in the Laboratories for the 21st Century program, a joint endeavor of the U.S. Environmental Protection Agency and the U.S. Department of Energy's Federal Energy Management Program. The goal of this program is to foster greater energy efficiency in new laboratory buildings for both the public and the private sectors. Retrofits of existing laboratories are also encouraged. The energy-efficient features of the laboratories in the Fred Hutchinson Cancer Research Center complex in Seattle, Washington, include extensive use of efficient lighting, variable-air-volume controls, variable-speed drives, motion sensors, and high-efficiency chillers and motors. With aboutmore » 532,000 gross square feet, the complex is estimated to use 33% less electrical energy than most traditional research facilities consume because of its energy-efficient design and features.« less

The Summer Robotic Autonomy Course

NASA Technical Reports Server (NTRS)

Nourbakhsh, Illah R.

2002-01-01

We offered a first Robotic Autonomy course this summer, located at NASA/Ames' new NASA Research Park, for approximately 30 high school students. In this 7-week course, students worked in ten teams to build then program advanced autonomous robots capable of visual processing and high-speed wireless communication. The course made use of challenge-based curricula, culminating each week with a Wednesday Challenge Day and a Friday Exhibition and Contest Day. Robotic Autonomy provided a comprehensive grounding in elementary robotics, including basic electronics, electronics evaluation, microprocessor programming, real-time control, and robot mechanics and kinematics. Our course then continued the educational process by introducing higher-level perception, action and autonomy topics, including teleoperation, visual servoing, intelligent scheduling and planning and cooperative problem-solving. We were able to deliver such a comprehensive, high-level education in robotic autonomy for two reasons. First, the content resulted from close collaboration between the CMU Robotics Institute and researchers in the Information Sciences and Technology Directorate and various education program/project managers at NASA/Ames. This collaboration produced not only educational content, but will also be focal to the conduct of formative and summative evaluations of the course for further refinement. Second, CMU rapid prototyping skills as well as the PI's low-overhead perception and locomotion research projects enabled design and delivery of affordable robot kits with unprecedented sensory- locomotory capability. Each Trikebot robot was capable of both indoor locomotion and high-speed outdoor motion and was equipped with a high-speed vision system coupled to a low-cost pan/tilt head. As planned, follow the completion of Robotic Autonomy, each student took home an autonomous, competent robot. This robot is the student's to keep, as she explores robotics with an extremely capable tool in the midst of a new community for roboticists. CMU provided undergraduate course credit for this official course, 16-162U, for 13 students, with all other students receiving course credit from National Hispanic University.

SR-71 Research Engineer Marta Bohn-Meyer

NASA Technical Reports Server (NTRS)

1992-01-01

This 1992 photo shows SR-71 flight engineer Marta Bohn-Meyer in front of one of NASA's SR-71 aircraft on the ramp at the Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California. An aerospace engineer who has been at Dryden since 1979, Bohn-Meyer is the first female crew member ever assigned to fly in the SR-71. Data from the SR-71 program carried out by NASA will be used to aid designers of future supersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

Application of Multi-Frequency Modulation (MFM) for High-Speed Data Communications to a Voice Frequency Channel

DTIC Science & Technology

1990-06-01

reader is cautioned that computer programs developed in this research may not have been exercised for all cases of interest. While every effort has been...Source of Funding Numbers _. Program Element No Project No I Task No I Work Unit Accession No 11 Title (Include security classflcation) APPLICATION OF...formats. Previous applications of these encoding formats were on industry standard computers (PC) over a 16-20 klIz channel. This report discusses the

Small Business Innovation Research (SBIR) Program, FY 1994. Program Solicitation 94.1, Closing Date: 14 January 1994

DTIC Science & Technology

1994-01-01

is to design and develop a diode laser and ssociated driver circuitry with i•eh peak power, high pulse repetition frequency (PRF), and good beam...Computer modeling tools shall be used to design and optimize breadboard model of a multi-terminal high speed ring bus for flight critical applications... design , fabricate, and test a fiber optic interface device which will improve coupling of high energy, pulsed lasers into commercial fiber optics at a

SR-71 Ship #1 on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

This photo shows a head-on shot of NASA's SR-71A aircraft on the ramp at NASA's Dryden Flight Research Center, Edwards, California. NASA operated two SR-71s, an SR-71A and an SR- 71B pilot trainer aircraft, both based at Dryden, at that particular point in time. The SR-71 was designed and built by the Lockheed Skunk Works, now the Lockheed Martin Skunk Works. Studies have shown that less than 20 percent of the total thrust used to fly at Mach 3 is produced by the basic engine itself. The balance of the total thrust is produced by the unique design of the engine inlet and 'moveable spike' system at the front of the engine nacelles, and by the ejector nozzles at the exhaust which burn air compressed in the engine bypass system. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems, including a high speed civil transport. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

HL-10 on lakebed showing subsonic control surface configuration

NASA Technical Reports Server (NTRS)

1966-01-01

This photo shows the HL-10 on lakebed with its subsonic control surface configuration. The unusual shapes of the lifting bodies, as well as the demands of flying a re-entry shape to comparative low-speed landings, required a complex set of control surfaces. The rudders also served as speed brakes, allowing the pilot to adjust his speed during descent. Moving the flaps at the rear of the fuselage in the same direction pitched the nose up, while moving them in opposite directions rolled the vehicle to the right or left. After the HL-10's fins were modified to improve its handling qualities, the vehicle proved to be the best handling of the original heavy-weight lifting bodies. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.

Low Boom Flight Demonstrator Briefing

NASA Image and Video Library

2018-04-03

Panelists Peter Iosifidis, program manager, Low-Boom Flight Demonstrator, Lockheed Martin Skunk Works, left, Peter Coen, project manager, Commercial Supersonics Technology Project, Langley Research Center, NASA, center, and Dr. Ed Waggoner, program director, Integrated Aviation Systems Program, NASA, right, are seen behind a model of the Low Boom Flight Demonstrator at a briefing, Tuesday, April 3, 2018 at NASA Headquarters in Washington. This new experimental aircraft will cut cross country travel times in half by flying faster than the speed of sound without creating a sonic boom, enabling travel from New York to Los Angeles in two hours. Photo Credit: (NASA/Aubrey Gemignani)

Low Boom Flight Demonstrator Briefing

NASA Image and Video Library

2018-04-03

Dr. Ed Waggoner, program director, Integrated Aviation Systems Program, NASA, right, speaks on a panel with Peter Iosifidis, program manager, Low-Boom Flight Demonstrator, Lockheed Martin Skunk Works, left, and Peter Coen, project manager, Commercial Supersonics Technology Project, Langley Research Center, NASA, center, at a briefing on the Low Boom Flight Demonstrator, Tuesday, April 3, 2018 at NASA Headquarters in Washington. This new experimental aircraft will cut cross country travel times in half by flying faster than the speed of sound without creating a sonic boom, enabling travel from New York to Los Angeles in two hours. Photo Credit: (NASA/Aubrey Gemignani)

NASA advanced turboprop research and concept validation program

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

Whitlow, J.B. Jr.; Sievers, G.K.

1988-01-01

NASA has determined by experimental and analytical effort that use of advanced turboprop propulsion instead of the conventional turbofans in the older narrow-body airline fleet could reduce fuel consumption for this type of aircraft by up to 50 percent. In cooperation with industry, NASA has defined and implemented an Advanced Turboprop (ATP) program to develop and validate the technology required for these new high-speed, multibladed, thin, swept propeller concepts. This paper presents an overview of the analysis, model-scale test, and large-scale flight test elements of the program together with preliminary test results, as available.

The SURE reliability analysis program

NASA Technical Reports Server (NTRS)

Butler, R. W.

1986-01-01

The SURE program is a new reliability tool for ultrareliable computer system architectures. The program is based on computational methods recently developed for the NASA Langley Research Center. These methods provide an efficient means for computing accurate upper and lower bounds for the death state probabilities of a large class of semi-Markov models. Once a semi-Markov model is described using a simple input language, the SURE program automatically computes the upper and lower bounds on the probability of system failure. A parameter of the model can be specified as a variable over a range of values directing the SURE program to perform a sensitivity analysis automatically. This feature, along with the speed of the program, makes it especially useful as a design tool.

The SURE Reliability Analysis Program

NASA Technical Reports Server (NTRS)

Butler, R. W.

1986-01-01

The SURE program is a new reliability analysis tool for ultrareliable computer system architectures. The program is based on computational methods recently developed for the NASA Langley Research Center. These methods provide an efficient means for computing accurate upper and lower bounds for the death state probabilities of a large class of semi-Markov models. Once a semi-Markov model is described using a simple input language, the SURE program automatically computes the upper and lower bounds on the probability of system failure. A parameter of the model can be specified as a variable over a range of values directing the SURE program to perform a sensitivity analysis automatically. This feature, along with the speed of the program, makes it especially useful as a design tool.

Modeling highway travel time distribution with conditional probability models

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

Oliveira Neto, Francisco Moraes; Chin, Shih-Miao; Hwang, Ho-Ling

ABSTRACT Under the sponsorship of the Federal Highway Administration's Office of Freight Management and Operations, the American Transportation Research Institute (ATRI) has developed performance measures through the Freight Performance Measures (FPM) initiative. Under this program, travel speed information is derived from data collected using wireless based global positioning systems. These telemetric data systems are subscribed and used by trucking industry as an operations management tool. More than one telemetric operator submits their data dumps to ATRI on a regular basis. Each data transmission contains truck location, its travel time, and a clock time/date stamp. Data from the FPM program providesmore » a unique opportunity for studying the upstream-downstream speed distributions at different locations, as well as different time of the day and day of the week. This research is focused on the stochastic nature of successive link travel speed data on the continental United States Interstates network. Specifically, a method to estimate route probability distributions of travel time is proposed. This method uses the concepts of convolution of probability distributions and bivariate, link-to-link, conditional probability to estimate the expected distributions for the route travel time. Major contribution of this study is the consideration of speed correlation between upstream and downstream contiguous Interstate segments through conditional probability. The established conditional probability distributions, between successive segments, can be used to provide travel time reliability measures. This study also suggests an adaptive method for calculating and updating route travel time distribution as new data or information is added. This methodology can be useful to estimate performance measures as required by the recent Moving Ahead for Progress in the 21st Century Act (MAP 21).« less

Titanium Aluminide Technologies Successfully Transferred From HSR Program to RLV VentureStar Program

NASA Technical Reports Server (NTRS)

Bartolotta, Paul A.

2000-01-01

Through a cost-share contract, BFGoodrich Aerostructures group successfully fabricated three titanium aluminide (gamma TiAl) truss core structures using technologies pioneered in the High-Speed Research (HSR) program at the NASA Glenn Research Center at Lewis Field. The truss core subelement is approximately 60-cm (24-in.) long by 14-cm (5.5-in.) wide by 6-cm (2.5-in.) deep. To fabricate this subelement, BFGoodrich first obtained gamma TiAl sheets from Plansee (Austria) which produced the sheets using techniques developed collaboratively by Glenn, Pratt & Whitney, and Plansee. This new gamma TiAl production technology has significantly lowered the cost of gamma TiAl sheet (approx. 75-percent decrease) and has made the production of larger gamma TiAl sheets possible (approx. 60-percent increase).

An in vitro evaluation of the pressure generated during programmed intermittent epidural bolus injection at varying infusion delivery speeds.

PubMed

Klumpner, Thomas T; Lange, Elizabeth M S; Ahmed, Heena S; Fitzgerald, Paul C; Wong, Cynthia A; Toledo, Paloma

2016-11-01

Programmed intermittent bolus injection of epidural anesthetic solution results in decreased anesthetic consumption and better patient satisfaction compared with continuous infusion, presumably by better spread of the anesthetic solution in the epidural space. It is not known whether the delivery speed of the bolus injection influences analgesia outcomes. The objective of this in vitro study was to determine the pressure generated by a programmed intermittent bolus pump at 4 infusion delivery speeds through open-ended, single-orifice and closed-end, multiorifice epidural catheters. In vitro observational study. Not applicable. Not applicable. A CADD-Solis Pain Management System v3.0 with Programmed Intermittent Bolus Model 2110 was connected via a 3-way adapter to an epidural catheter and a digital pressure transducer. Pressures generated by delivery speeds of 100, 175, 300, and 400 mL/h of saline solution were tested with 4 epidural catheters (2 single orifice and 2 multiorifice). These runs were replicated on 5 pumps. Analysis of variance was used to compare the mean peak pressures of each delivery speed within each catheter group (single orifice and multiorifice). Thirty runs at each delivery speed were performed with each type of catheter for a total of 240 experimental runs. Peak pressure increased with increasing delivery speeds in both catheter groups (P<.001). Peak pressures were higher with the multiorifice catheter compared with the single-orifice catheter at all delivery speeds (P<.001, for all). Using a pump designed for programmed intermittent infusion boluses, the delivery speed of saline solution through epidural catheters was directly related to the peak pressures. Future work should evaluate whether differences in the delivery speed of anesthetic solution into the epidural space correlate with differences in the duration and quality of analgesia during programmed intermittent epidural bolus delivery. Copyright © 2016 Elsevier Inc. All rights reserved.

SR-71B - in flight over snow-capped mountains

NASA Technical Reports Server (NTRS)

1995-01-01

Dryden's SR-71B, NASA 831, slices across the snowy southern Sierra Nevada Mountains of California after being refueled by an Air Force Flight Test Center tanker during a recent flight. The Mach 3 aircraft, on loan to NASA by the U.S. Air Force, were flown by the Dryden Flight Research Center, Edwards, California, during the decade of the 1990s as testbeds for high-speed, high-altitude aeronautical research. Capable of flying more than 2200 mph and at altitudes of over 80,000 feet, they were excellent platforms for research and experiments in aerodynamics, propulsion, structures, thermal protection materials, atmospheric studies, and sonic boom characterization. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground much like sharp thunderclaps when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startle affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Dryden has had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+ or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

Recent advances in active noise and vibration control at NASA Langley Research Center

NASA Astrophysics Data System (ADS)

Gibbs, Gary P.; Cabell, Randolph H.; Palumbo, Daniel L.; Silcox, Richard J.; Turner, Travis L.

2002-11-01

Over the past 15 years NASA has investigated the use of active control technology for aircraft interior noise. More recently this work has been supported through the Advanced Subsonic Technology Noise Reduction Program (1994-2001), High Speed Research Program (1994-1999), and through the Quiet Aircraft Technology Program (2000-present). The interior environment is recognized as an important element in flight safety, crew communications and fatigue, as well as passenger comfort. This presentation will overview research in active noise and vibration control relating to interior noise being investigated by NASA. The research to be presented includes: active control of aircraft fuselage sidewall transmission due to turbulent boundary layer or jet noise excitation, active control of interior tones due to propeller excitation of aircraft structures, and adaptive stiffening of structures for noise, vibration, and fatigue control. Work on actuator technology ranging from piezoelectrics, shape memory actuators, and fluidic actuators will be described including applications. Control system technology will be included that is experimentally based, real-time, and adaptive.

Safety management of complex research operators

NASA Technical Reports Server (NTRS)

Brown, W. J.

1981-01-01

Complex research and technology operations present varied potential hazards which are addressed in a disciplined, independent safety review and approval process. Potential hazards vary from high energy fuels to hydrocarbon fuels, high pressure systems to high voltage systems, toxic chemicals to radioactive materials and high speed rotating machinery to high powered lasers. A Safety Permit System presently covers about 600 potentially hazardous operations. The Safety Management Program described is believed to be a major factor in maintaining an excellent safety record.

V/STOL tilt rotor aircraft study. Volume 5: Definition of stowed rotor research aircraft

NASA Technical Reports Server (NTRS)

Soule, V. A.

1973-01-01

The results of a study of folding tilt rotor (stowed rotor) aircraft are presented. The effects of design cruise speed on the gross weight of a conceptual design stowed rotor aircraft are shown and a comparison is made with a conventional (non-folding) tilt rotor aircraft. A flight research stowed rotor design is presented. The program plans, including costs and schedules, are shown for the research aircraft development and a wind tunnel plan is presented for a full scale test of the aircraft.

Evaluation of the Scottsdale Loop 101 automated speed enforcement demonstration program.

PubMed

Shin, Kangwon; Washington, Simon P; van Schalkwyk, Ida

2009-05-01

Speeding is recognized as a major contributing factor in traffic crashes. In order to reduce speed-related crashes, the city of Scottsdale, Arizona implemented the first fixed-camera photo speed enforcement program (SEP) on a limited access freeway in the US. The 9-month demonstration program spanning from January 2006 to October 2006 was implemented on a 6.5 mile urban freeway segment of Arizona State Route 101 running through Scottsdale. This paper presents the results of a comprehensive analysis of the impact of the SEP on speeding behavior, crashes, and the economic impact of crashes. The impact on speeding behavior was estimated using generalized least square estimation, in which the observed speeds and the speeding frequencies during the program period were compared to those during other periods. The impact of the SEP on crashes was estimated using 3 evaluation methods: a before-and-after (BA) analysis using a comparison group, a BA analysis with traffic flow correction, and an empirical Bayes BA analysis with time-variant safety. The analysis results reveal that speeding detection frequencies (speeds> or =76 mph) increased by a factor of 10.5 after the SEP was (temporarily) terminated. Average speeds in the enforcement zone were reduced by about 9 mph when the SEP was implemented, after accounting for the influence of traffic flow. All crash types were reduced except rear-end crashes, although the estimated magnitude of impact varies across estimation methods (and their corresponding assumptions). When considering Arizona-specific crash related injury costs, the SEP is estimated to yield about $17 million in annual safety benefits.

Development of Extended Length, Continuous Wire Feed Systems (The National Shipbuilding Research Program)

DTIC Science & Technology

1974-05-01

system employs small permanent magnet motors with a small feeding device located on one or both ends of the motor shaft. The feeding device is in...process desired. The permanent magnet motors having system used in these systems have a speed torque curve that is characteristic by a higher torque at the

Materials research for High Speed Civil Transport and generic hypersonics: Adhesive durability

NASA Technical Reports Server (NTRS)

Allen, Mark R.

1995-01-01

This report covers a portion of an ongoing investigation of the durability of adhesives for the High Speed Civil Transport (HSCT) program. Candidate HSCT adhesives need to possess the high-temperature capability required for supersonic flight. This program was designed to initiate an understanding of the behavior of candidate HSCT materials when subjected to combined mechanical and thermal loads. Two adhesives (K3A and FM57) and two adherends (IM7/K3B polymeric composite and the titanium alloy Ti-6Al-4V) were used to fabricate thick adherend lap shear specimens. Due to processing problems, only the FM57/titanium bonds could be fabricated successfully. These are currently undergoing thermomechanical fatigue (TMF) testing. There is an acute need for an adhesive to secondarily bond polymeric composite adherends or, alternately, polymeric composites that remain stable at the processing temperatures of today's adhesives.

Development of programmable artificial neural networks

NASA Technical Reports Server (NTRS)

Meade, Andrew J.

1993-01-01

Conventionally programmed digital computers can process numbers with great speed and precision, but do not easily recognize patterns or imprecise or contradictory data. Instead of being programmed in the conventional sense, artificial neural networks are capable of self-learning through exposure to repeated examples. However, the training of an ANN can be a time consuming and unpredictable process. A general method is being developed to mate the adaptability of the ANN with the speed and precision of the digital computer. This method was successful in building feedforward networks that can approximate functions and their partial derivatives from examples in a single iteration. The general method also allows the formation of feedforward networks that can approximate the solution to nonlinear ordinary and partial differential equations to desired accuracy without the need of examples. It is believed that continued research will produce artificial neural networks that can be used with confidence in practical scientific computing and engineering applications.

Diskless supercomputers: Scalable, reliable I/O for the Tera-Op technology base

NASA Technical Reports Server (NTRS)

Katz, Randy H.; Ousterhout, John K.; Patterson, David A.

1993-01-01

Computing is seeing an unprecedented improvement in performance; over the last five years there has been an order-of-magnitude improvement in the speeds of workstation CPU's. At least another order of magnitude seems likely in the next five years, to machines with 500 MIPS or more. The goal of the ARPA Teraop program is to realize even larger, more powerful machines, executing as many as a trillion operations per second. Unfortunately, we have seen no comparable breakthroughs in I/O performance; the speeds of I/O devices and the hardware and software architectures for managing them have not changed substantially in many years. We have completed a program of research to demonstrate hardware and software I/O architectures capable of supporting the kinds of internetworked 'visualization' workstations and supercomputers that will appear in the mid 1990s. The project had three overall goals: high performance, high reliability, and scalable, multipurpose system.

Verification and Quantification of Single Event Effects on High Speed SRAM in Terrestrial Environments

NASA Technical Reports Server (NTRS)

Huff, H.; You, Z.; Williams, T.; Nichols, T.; Attia, J.; Fogarty, T. N.; Kirby, K.; Wilkins, R.; Lawton, R.

1998-01-01

As integrated circuits become more sensitive to charged particles and neutrons, anomalous performance due to single event effects (SEE) is a concern and requires experimental verification and quantification. The Center for Applied Radiation Research (CARR) at Prairie View A&M University has developed experiments as a participant in the NASA ER-2 Flight Program, the APEX balloon flight program and the Student Launch Program. Other high altitude and ground level experiments of interest to DoD and commercial applications are being developed. The experiment characterizes the SEE behavior of high speed and high density SRAM's. The system includes a PC-104 computer unit, an optical drive for storage, a test board with the components under test, and a latchup detection and reset unit. The test program will continuously monitor the stored checkerboard data pattern in the SW and record errors. Since both the computer and the optical drive contain integrated circuits, they are also vulnerable to radiation effects. A latchup detection unit with discrete components will monitor the test program and reset the system when necessary. The first results will be obtained from the NASA ER-2 flights, which are now planned to take place in early 1998 from Dryden Research Center in California. The series of flights, at altitudes up to 70,000 feet, and a variety of flight profiles should yield a distribution of conditions for correlating SEES. SEE measurements will be performed from the time of aircraft power-up on the ground throughout the flight regime until systems power-off after landing.

High-speed low-power voltage-programmed driving scheme for AMOLED displays

NASA Astrophysics Data System (ADS)

Xingheng, Xia; Weijing, Wu; Xiaofeng, Song; Guanming, Li; Lei, Zhou; Lirong, Zhang; Miao, Xu; Lei, Wang; Junbiao, Peng

2015-12-01

A new voltage-programmed driving scheme named the mixed parallel addressing scheme is presented for AMOLED displays, in which one compensation interval can be divided into the first compensation frame and the consequent N -1 post-compensation frames without periods of initialization and threshold voltage detection. The proposed driving scheme has the advantages of both high speed and low driving power due to the mixture of the pipeline technology and the threshold voltage one-time detection technology. Corresponding to the proposed driving scheme, we also propose a new voltage-programmed compensation pixel circuit, which consists of five TFTs and two capacitors (5T2C). In-Zn-O thin-film transistors (IZO TFTs) are used to build the proposed 5T2C pixel circuit. It is shown that the non-uniformity of the proposed pixel circuit is considerably reduced compared with that of the conventional 2T1C pixel circuit. The number of frames (N) preserved in the proposed driving scheme are measured and can be up to 35 with the variation of the OLED current remaining in an acceptable range. Moreover, the proposed voltage-programmed driving scheme can be more valuable for an AMOLED display with high resolution, and may also be applied to other compensation pixel circuits. Project supported by the State Key Development Program for Basic Research of China (No. 2015CB655000) the National Natural Science Foundation of China (Nos. 61204089, 61306099, 61036007, 51173049, U1301243), and the Fundamental Research Funds for the Central Universities (Nos. 2013ZZ0046, 2014ZZ0028).

SR-71A on Ramp with Dual Max Afterburner Engines Firing

NASA Technical Reports Server (NTRS)

1998-01-01

This night shot shows one of NASA's SR-71 Blackbird research aircraft on the ramp at the Dryden Flight Research Center, Edwards, California, with both engines running in max afterburner. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

EC94-42645-9

NASA Image and Video Library

1994-06-27

The modified F-18 High Alpha Research Vehicle (HARV) carries out air flow studies on a flight from the Dryden Flight Research Center, Edwards, California. Using oil, researchers were able to track the air flow across the wing at different speeds and angles of attack. A thrust vectoring system had been installed on the engines' exhaust nozzles for the high angle of attack research program. The thrust vectoring system, linked to the aircraft's flight control system, moves a set of three paddles on each engine to redirect thrust for directional control and increased maneuverability at angles of attack at up to 70 degrees.

AD-1 with research pilot Richard E. Gray

NASA Technical Reports Server (NTRS)

1982-01-01

Standing in front of the AD-1 Oblique Wing research aircraft is research pilot Richard E. Gray. Richard E. Gray joined National Aeronautics and Space Administration's Johnson Space Center, Houston, Texas, in November 1978, as an aerospace research pilot. In November 1981, Dick joined the NASA's Ames-Dryden Flight Research Facility, Edwards, California, as a research pilot. Dick was a former Co-op at the NASA Flight Research Center (a previous name of the Ames-Dryden Flight Research Facility), serving as an Operations Engineer. At Ames-Dryden, Dick was a pilot for the F-14 Aileron Rudder Interconnect Program, AD-1 Oblique Wing Research Aircraft, F-8 Digital Fly-By-Wire and Pilot Induced Oscillations investigations. He also flew the F-104, T-37, and the F-15. On November 8, 1982, Gray was fatally injured in a T-37 jet aircraft while making a pilot proficiency flight. Dick graduated with a Bachelors degree in Aeronautical Engineering from San Jose State University in 1969. He joined the U.S. Navy in July 1969, becoming a Naval Aviator in January 1971, when he was assigned to F-4 Phantoms at Naval Air Station (NAS) Miramar, California. In 1972, he flew 48 combat missions in Vietnam in F-4s with VF-111 aboard the USS Coral Sea. After making a second cruise in 1973, Dick was assigned to Air Test and Evaluation Squadron Four (VX-4) at NAS Point Mugu, California, as a project pilot on various operational test and evaluation programs. In November 1978, Dick retired from the Navy and joined NASA's Johnson Space Center. At JSC Gray served as chief project pilot on the WB-57F high-altitude research projects and as the prime television chase pilot in a T-38 for the landing portion of the Space Shuttle orbital flight tests. Dick had over 3,000 hours in more than 30 types of aircraft, an airline transport rating, and 252 carrier arrested landings. He was a member of the Society of Experimental Test Pilots serving on the Board of Directors as Southwest Section Technical Adviser in 1981/1982. Richard E. Gray was born March 11, 1945 in Newport News, Virginia; he died on November 8, 1982 at Edwards, California, in a T-37 spin accident. The Ames-Dryden-1 (AD-1) aircraft was designed to investigate the concept of an oblique (pivoting) wing. The wing could be rotated on its center pivot, so that it could be set at its most efficient angle for the speed at which the aircraft was flying. NASA Ames Research Center Aeronautical Engineer Robert T. Jones conceived the idea of an oblique wing. His wind tunnel studies at Ames (Moffett Field, CA) indicated that an oblique wing design on a supersonic transport might achieve twice the fuel economy of an aircraft with conventional wings. The oblique wing on the AD-1 pivoted about the fuselage, remaining perpendicular to it during slow flight and rotating to angles of up to 60 degrees as aircraft speed increased. Analytical and wind tunnel studiesthat Jones conducted at Ames indicated that a transport-sized oblique-wing aircraft flying at speeds of up to Mach 1.4 (1.4 times the speed of sound) would have substantially better aerodynamic performance than aircraft with conventional wings. The AD-1 structure allowed the project to complete all of its technical objectives. The type of low-speed, low-cost vehicle - as expected - exhibited aeroelastic and pitch-roll-coupling effects that contributed to poor handling at sweep angles above 45 degrees. The fiberglass structure limited the wing stiffness that would have improved the handling qualities. Thus, after completion of the AD-1 project, there was still a need for a transonic oblique-wing research aircraft to assess the effects of compressibility, evaluate a more representative structure, and analyze flight performance at transonic speeds (those on either side of the speed of sound). The aircraft was delivered to the Dryden Flight Research Center, Edwards, CA, in March 1979 and its first flight was on December 21, 1979. Piloting the aircraft on that flight, as well as on its last flight on August 7, 1982, was NASA Research Pilot Thomas C. McMurtry. The AD-1 flew a total of 79 times during the research program. The aircraft was constructed by the Ames Industrial Co., Bohemia, NY, under a $240, 000 fixed-price contract. NASA specified the design based on a geometric configuration provided by the Boeing company. The Rutan Aircraft Factory, Mojave, CA, provided the detailed design and loads analysis for the vehicle. The aircraft was 38.8 feet long and 6.75 feet high with a wing span of 32.3 feet, unswept. It was constructed of plastic reinforced with fiberglass and weighed 1,450 pounds,empty. The vehicle was powered by two small turbojet engines, each producing 220 pounds of thrust at sea level. Due to safety concerns, the aircraft was limited to speeds of 170 mph.

University of Rochester, Laboratory for Laser Energetics

NASA Astrophysics Data System (ADS)

1987-01-01

In FY86 the Laboratory has produced a list of accomplishments in which it takes pride. LLE has met every laser-fusion program milestone to date in a program of research for direct-drive ultraviolet laser fusion originally formulated in 1981. LLE scientists authored or co-authored 135 scientific papers during 1985 to 1986. The collaborative experiments with NRL, LANL, and LLNL have led to a number of important ICF results. The cryogenic target system developed by KMS Fusion for LLE will be used in future high-density experiments on OMEGA to demonstrate the compression of thermonuclear fuel to 100 to 200 times that of solid (20 to 40 g/cm) in a test of the direct-drive concept, as noted in the National Academy of Sciences' report. The excellence of the advanced technology efforts at LLE is illustrated by the establishment of the Ultrafast Science Center by the Department of Defense through the Air Force Office of Scientific Research. Research in the Center will concentrate on bridging the gap between high-speed electronics and ultrafast optics by providing education, research, and development in areas critical to future communications and high-speed computer systems. The Laboratory for Laser Energetics continues its pioneering work on the interaction of intense radiation with matter. This includes inertial-fusion and advanced optical and optical electronics research; training people in the technology and applications of high-power, short-pulse lasers; and interacting with the scientific community, business, industry, and government to promote the growth of laser technology.

DFRC F-16 aircraft fleet and support crew

NASA Technical Reports Server (NTRS)

1995-01-01

The support crew for the F-16A, the F-16XL no. 1, and the F-16 AFTI are, top row, left to right: Randy Weaver; mechanic, Susan Ligon; mechanic, Bob Garcia; Crew Chief, Rich Kelly; mechanic, Dale Edminister; Avionics Technician. Bottom row, left to right, Art Cope; mechanic, John Huffman; Avionics Technician, Jaime Garcia; Avionics Technician, Don Griffith, Avionics Tech. Co-op student. The F-16A (NASA 516), the only civil registered F-16 in existence, was transferred to Dryden from Langley, and is primarily used in engine tests and for parts. Although it is flight-worthy, it is not currently flown at Dryden. The single-seat F-16XL no. 1 (NASA 849) was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity. The Advanced Fighter Technology Integration (AFTI) F-16 was used to develop and demonstrate technologies to improve navigation and a pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. Earlier research in the joint NASA-Air Force AFTI F-16 program demonstrated voice actuated controls, helmet-mounted sighting and integration of forward-mounted canards with the standard flight control system to achieve uncoupled flight.

Reynolds Number Effects on the Stability and Control Characteristics of a Supersonic Transport

NASA Technical Reports Server (NTRS)

Owens, L. R.; Wahls, R. A.; Elzey, M. B.; Hamner, M. P.

2002-01-01

A High Speed Civil Transport (HSCT) configuration was tested in the National Transonic Facility at the NASA Langley Research Center as part of NASA's High Speed Research Program. A series of tests included longitudinal and lateral/directional studies at transonic and low speed, high-lift conditions across a range of Reynolds numbers from that available in conventional wind tunnels to near flight conditions. Results presented focus on Reynolds number sensitivities of the stability and control characteristics at Mach 0.30 and 0.95 for a complete HSCT aircraft configuration including empennage. The angle of attack where the pitching-moment departure occurred increased with higher Reynolds numbers for both the landing and transonic configurations. The stabilizer effectiveness increased with Reynolds number for both configurations. The directional stability also increased with Reynolds number for both configurations. The landing configuration without forebody chines exhibited a large yawing-moment departure at high angles of attack and zero sideslip that varied with increasing Reynolds numbers. This departure characteristic nearly disappeared when forebody chines were added. The landing configuration's rudder effectiveness also exhibited sensitivities to changes in Reynolds number.

Simulation validation of the XV-15 tilt-rotor research aircraft

NASA Technical Reports Server (NTRS)

Ferguson, S. W.; Hanson, G. D.; Churchill, G. B.

1984-01-01

The results of a simulation validation program of the XV-15 tilt-rotor research aircraft are detailed, covering such simulation aspects as the mathematical model, visual system, motion system, cab aural system, cab control loader system, pilot perceptual fidelity, and generic tilt rotor applications. Simulation validation was performed for the hover, low-speed, and sideward flight modes, with consideration of the in-ground rotor effect. Several deficiencies of the mathematical model and the simulation systems were identified in the course of the simulation validation project, and some were corrected. It is noted that NASA's Vertical Motion Simulator used in the program is an excellent tool for tilt-rotor and rotorcraft design, development, and pilot training.

Upper Temperature Limit of Environmental Barrier Coatings for Enabling Propulsion Materials Established

NASA Technical Reports Server (NTRS)

Lee, Kang N.; Fox, Dennis S.; Robinson, R. Craig

2001-01-01

Silicon-based ceramics, such as SiC/SiC composites and Si3N4, are the prime candidates for hot section structural components of next-generation gas turbines. A key barrier to such an application is the rapid recession of silicon-based ceramics in combustion environments because of the volatilization of silica scale by water vapor (refs. 1 and 2). Environmental barrier coatings (EBC's) were developed to prevent recession in the High Speed Research--Enabling Propulsion Materials (HSR-EPM) Program (refs. 3 and 4). An investigation under the Ultra-Efficient Engine Technology Program was undertaken at the NASA Glenn Research Center to establish the upper temperature limit of the EPM EBC.

Design of a GaAs/Ge Solar Array for Unmanned Aerial Vehicles

NASA Technical Reports Server (NTRS)

Scheiman, David A.; Brinker, David J.; Bents, David J.; Colozza, Anthony J.

1995-01-01

Unmanned Aerial Vehicles (UAV) are being proposed for many applications including surveillance, mapping and atmospheric studies. These applications require a lightweight, low speed, medium to long duration airplane. Due to the weight, speed, and altitude constraints imposed on such aircraft, solar array generated electric power is a viable alternative to air-breathing engines. Development of such aircraft is currently being funded under the Environmental Research Aircraft and Sensor Technology (ERAST) program. NASA Lewis Research Center (LeRC) is currently building a Solar Electric Airplane to demonstrate UAV technology. This aircraft utilizes high efficiency Applied Solar Energy Corporation (ASEC) GaAs/Ge space solar cells. The cells have been provided by the Air Force through the ManTech Office. Expected completion of the plane is early 1995, with the airplane currently undergoing flight testing using battery power.

Design of a GaAs/Ge solar array for unmanned aerial vehicles

NASA Astrophysics Data System (ADS)

Scheiman, David A.; Brinker, David J.; Bents, David J.; Colozza, Anthony J.

1995-03-01

Unmanned Aerial Vehicles (UAV) are being proposed for many applications including surveillance, mapping and atmospheric studies. These applications require a lightweight, low speed, medium to long duration airplane. Due to the weight, speed, and altitude constraints imposed on such aircraft, solar array generated electric power is a viable alternative to air-breathing engines. Development of such aircraft is currently being funded under the Environmental Research Aircraft and Sensor Technology (ERAST) program. NASA Lewis Research Center (LeRC) is currently building a Solar Electric Airplane to demonstrate UAV technology. This aircraft utilizes high efficiency Applied Solar Energy Corporation (ASEC) GaAs/Ge space solar cells. The cells have been provided by the Air Force through the ManTech Office. Expected completion of the plane is early 1995, with the airplane currently undergoing flight testing using battery power.

"Fan-Tip-Drive" High-Power-Density, Permanent Magnet Electric Motor and Test Rig Designed for a Nonpolluting Aircraft Propulsion Program

NASA Technical Reports Server (NTRS)

Brown, Gerald V.; Kascak, Albert F.

2004-01-01

A scaled blade-tip-drive test rig was designed at the NASA Glenn Research Center. The rig is a scaled version of a direct-current brushless motor that would be located in the shroud of a thrust fan. This geometry is very attractive since the allowable speed of the armature is approximately the speed of the blade tips (Mach 1 or 1100 ft/s). The magnetic pressure generated in the motor acts over a large area and, thus, produces a large force or torque. This large force multiplied by the large velocity results in a high-power-density motor.

An airline study of advanced technology requirements for advanced high speed commercial transport engines. 2: Engine preliminary design assessment

NASA Technical Reports Server (NTRS)

Sallee, G. P.

1973-01-01

The advanced technology requirements for an advanced high speed commercial transport engine are presented. The results of the phase 2 study effort cover the following areas: (1) general review of preliminary engine designs suggested for a future aircraft, (2) presentation of a long range view of airline propulsion system objectives and the research programs in noise, pollution, and design which must be undertaken to achieve the goals presented, (3) review of the impact of propulsion system unreliability and unscheduled maintenance on cost of operation, (4) discussion of the reliability and maintainability requirements and guarantees for future engines.

Active vibration control for flexible rotor by optimal direct-output feedback control

NASA Technical Reports Server (NTRS)

Nonami, Kenzou; Dirusso, Eliseo; Fleming, David P.

1989-01-01

Experimental research tests were performed to actively control the rotor vibrations of a flexible rotor mounted on flexible bearing supports. The active control method used in the tests is called optimal direct-output feedback control. This method uses four electrodynamic actuators to apply control forces directly to the bearing housings in order to achieve effective vibration control of the rotor. The force actuators are controlled by an analog controller that accepts rotor displacement as input. The controller is programmed with experimentally determined feedback coefficients; the output is a control signal to the force actuators. The tests showed that this active control method reduced the rotor resonance peaks due to unbalance from approximately 250 micrometers down to approximately 25 micrometers (essentially runout level). The tests were conducted over a speed range from 0 to 10,000 rpm; the rotor system had nine critical speeds within this speed range. The method was effective in significantly reducing the rotor vibration for all of the vibration modes and critical speeds.

Active vibration control for flexible rotor by optimal direct-output feedback control

NASA Technical Reports Server (NTRS)

Nonami, K.; Dirusso, E.; Fleming, D. P.

1989-01-01

Experimental research tests were performed to actively control the rotor vibrations of a flexible rotor mounted on flexible bearing supports. The active control method used in the tests is called optimal direct-output feedback control. This method uses four electrodynamic actuators to apply control forces directly to the bearing housings in order to achieve effective vibration control of the rotor. The force actuators are controlled by an analog controller that accepts rotor displacement as input. The controller is programmed with experimentally determined feedback coefficients; the output is a control signal to the force actuators. The tests showed that this active control method reduced the rotor resonance peaks due to unbalance from approximately 250 microns down to approximately 25 microns (essentially runout level). The tests were conducted over a speed range from 0 to 10,000 rpm; the rotor system had nine critical speeds within this speed range. The method was effective in significantly reducing the rotor vibration for all of the vibration modes and critical speeds.

D-558-2 in flight with F-86 chase

NASA Technical Reports Server (NTRS)

1950-01-01

This 1950s photograph shows the Douglas D-558-2 and the North American F-86 Sabre chase aircraft in-flight. Both aircraft display early examples of sweptwing airfoils. The Douglas D-558-2 'Skyrockets' were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS); the Navy-Marine Corps; and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. The 2 in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program, with the phase-one aircraft having straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat-type aircraft embodying the results from the testing of the phase one and two aircraft. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.

X-4 with Pilot Joe Walker, Preflight Briefing

NASA Technical Reports Server (NTRS)

1952-01-01

In this 1952 photograph NACA test pilot Joe Walker (on left) is seen discussing tests points to be flown on the X-4 aircraft with NACA research engineer Donald Bellman. The X-4 Bantam, a single-place, low swept-wing, semi-tailless aircraft, was designed and built by Northrop Aircraft, Inc. It had no horizontal tail surfaces and its mission was to obtain in-flight data on the stability and control of semi-tailless aircraft at high subsonic speeds. The Northrop X-4, Bantam, was a single-place, swept-wing, semi-tailless airplane designed and built to investigate that configuration at transonic speeds (defined as speeds just below and just above the speed of sound, but in this case, the testing was done primarily at just below the speed of sound). The hope of some aerodynamicists was that eliminating the horizontal tail would also do away with stability problems at transonic speeds resulting from the interaction of supersonic shock waves from the wings and the horizontal stabilizers. Northrop Aircraft, Inc. built two X-4 aircraft, the first of which proved to be mechanically unsound. However, ship number 2, with a thicker trailing edge on the wings and elevon, was very reliable. Ship 1 was then grounded and used as parts for ship 2. While being tested from 1950 to 1953 at the NACA High-Speed Flight Research Station (predecessor of today's NASA Dryden Flight Research Center, Edwards, California), the X-4's semi-tailless configuration exhibited inherent longitudinal stability problems (porpoising) as it approached the speed of sound. The X-4 was a small twinjet-engine airplane that had no horizontal tail surfaces, depending instead on combined elevator and aileron control surfaces (called elevons) for control in pitch and roll attitudes. Data gathered from the aircraft's blunt elevon research were helpful in the design of the Bell X-2, which had ailerons with blunted trailing edges. The NACA X-4 program also provided substantial data on the interactions of combined pitching, rolling, and yawing motions. This interaction was soon to become critical to upcoming high-performance military fighters. The X-4, ship 2, flew 82 research flights from 1950 to 1953. With a minimal lift-to-drag ratio of less than 3, the X-4 performance was similar to the soon-to-be-developed X-15. With this similarity in mind, NACA conducted approach and landing studies of X-15-generation aircraft using the X-4. The X-4, retired in 1954, ended its days as a pilot trainer.

NACA Aircraft on Lakebed - D-558-2, X-1B, and X-1E

NASA Technical Reports Server (NTRS)

1955-01-01

Early NACA research aircraft on the lakebed at the High Speed Research Station in 1955: Left to right: X-1E, D-558-2, X-1B There were four versions of the original Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed. The X-1A, X-1B, and the X-1D were growth versions of the X-1. They were almost five feet longer, almost 2,500 pounds heavier and had conventional canopies. The X-1A and X-1B were modified to have ejection seats. Their mission was to continue the X-1 studies at higher speeds and altitudes. The X-1A began this research after the X-1D was destroyed in an explosion on a captive flight before it made any research flights. On December 12, 1953, Major Charles Yeager flew the X-1A up to a speed of 1,612 miles per hour (almost two-and-a-half times the speed of sound). Then on August 26, 1954, Major Arthur Murray took the X-1A up to an altitude of 90,440 feet. Those two performances were the records for the X-1 program. Later the X-1A was also destroyed after being jettisoned from the carrier aircraft because of an explosion. The X-1B was fitted with 300 thermocouples for exploratory aerodynamic heating tests. It also was the first aircraft to fly with a reaction control system, a prototype of the system used on the X-15. The X-1C was cancelled before production. Three D-558-2 'Skyrockets' were built by Douglas Aircraft, Inc. for NACA and the Navy. The mission of the D-558-2 program was to investigate the flight characteristics of a swept-wing aircraft at high supersonic speeds. Particular attention was given to the problem of 'pitch-up,' a phenomenon often encountered with swept-wing configured aircraft. The D-558-2 was a single-place, 35-degree swept-wing aircraft measuring 42 feet in length. It was 12 feet, 8 inches in height and had a wingspan of 25 feet. Fully fueled it weighed from about 10,572 pounds to 15,787 pounds depending on configuration. The first of the three D-558-IIs had a Westinghouse J34-40 jet engine and took off under its own power. The second was equipped with a turbojet engine replaced in 1950 with a Reaction Motors Inc. LR8-RM-6 rocket engine. This aircraft was modified so it could be air-launched from a P2B-1S (Navy designation for the B-29) carrier aircraft. The third Skyrocket had the jet engine and the rocket engine but was also modified so it could be air-launched. The jet engine was for takeoff and climbing to altitude and the four-chambered rocket engine was for reaching supersonic speeds. The rocket engine was rated at 6,000 pounds of thrust. The D-558-2 was first flown on Feb. 4, 1948, by John Martin, a Douglas test pilot. A NACA pilot, Scott Crossfield, became the first person to fly faster than twice the speed of sound when he piloted the D-558-II to its maximum speed of 1,291 miles per hour on Nov. 20, 1953. Its peak altitude, 83,235 feet, a record in its day, was reached with USMC Lt. Col. Marion Carl behind the controls.

Mixing Process in Ejector Nozzles Studied at Lewis' Aero-Acoustic Propulsion Laboratory

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA Lewis Research Center has been studying mixing processes in ejector nozzles for its High Speed Research (HSR) Program. This work is directed at finding ways to minimize the noise of a future supersonic airliner. Much of the noise such an airplane would generate would come from the nozzle, where a hot, high-speed jet exits the engine. Several different nozzle configurations were used to produce nozzle systems with different acoustical and aerodynamic characteristics. The acoustical properties were measured by an array of microphones in an anechoic chamber, and the aerodynamics were measured by traditional pressure and temperature instruments as well as by Laser Doppler Velocimetry (LDV), a technique for visualizing the airflow pattern without disturbing it. These measurements were put together and compared for different configurations to examine the relationships between mixing and noise generation. The mixer-ejector nozzle with the installed flow-visualization windows (foreground), the optical equipment and the supporting structure for the Laser Doppler Velocimetry flow visualization (midfield), and the sound-absorbing wedges used to create an anechoic environment for acoustic testing (background) is shown. The High Speed Research Program is a NASA-funded effort, in cooperation with the U.S. aerospace industry, to develop enabling technologies for a future supersonic airliner. One of the technological barriers being addressed is noise generated during near-airport operation. The mixer-ejector nozzle concept is being examined as a way to reduce jet noise while maintaining thrust. Ambient air is mixed with the high-velocity engine exhaust to reduce the jet velocity and hence the noise generated by the jet. The model was designed and built by Pratt & Whitney under NASA contract. The test, completed in June 1995, was conducted in Lewis' Aero-Acoustic Propulsion Laboratory.

Scaling dependence of memory windows and different carrier charging behaviors in Si nanocrystal nonvolatile memory devices

NASA Astrophysics Data System (ADS)

Yu, Jie; Chen, Kun-ji; Ma, Zhong-yuan; Zhang, Xin-xin; Jiang, Xiao-fan; Wu, Yang-qing; Huang, Xin-fan; Oda, Shunri

2016-09-01

Based on the charge storage mode, it is important to investigate the scaling dependence of memory performance in silicon nanocrystal (Si-NC) nonvolatile memory (NVM) devices for its scaling down limit. In this work, we made eight kinds of test key cells with different gate widths and lengths by 0.13-μm node complementary metal oxide semiconductor (CMOS) technology. It is found that the memory windows of eight kinds of test key cells are almost the same of about 1.64 V @ ± 7 V/1 ms, which are independent of the gate area, but mainly determined by the average size (12 nm) and areal density (1.8 × 1011/cm2) of Si-NCs. The program/erase (P/E) speed characteristics are almost independent of gate widths and lengths. However, the erase speed is faster than the program speed of test key cells, which is due to the different charging behaviors between electrons and holes during the operation processes. Furthermore, the data retention characteristic is also independent of the gate area. Our findings are useful for further scaling down of Si-NC NVM devices to improve the performance and on-chip integration. Project supported by the State Key Development Program for Basic Research of China (Grant No. 2010CB934402) and the National Natural Science Foundation of China (Grant Nos. 11374153, 61571221, and 61071008).

Passive Environmental ASW Prediction System (PEAPS)

DTIC Science & Technology

1975-03-01

Because the Frye and Pugh equation [1] for sound speed is dominated by temperature terms and requires relatively few program steps compared with...other speed of sound equations , it was used in the sound speed profile sub- program . The equation was modified to use the approximation ASS ASS AP • ASS AZ...in ppt (parts per thousand). 21 The SSP sub- program converts the input data to MKS units for use in the above equation and then converts the resultant

D-558-2 LOX (Liquid OXygen) jettison on ramp

NASA Technical Reports Server (NTRS)

1956-01-01

In this 1956 photograph the Douglas D-558-2 #1 is shown venting liquid oxigen (LOX). The photograph was taken in back of the NACA High-Speed Flight Station's new hangar and building on the main base at Edwards Air Force Base. The P2B-1S Superfortress (Navy version of the Air Force B-29) launch aircraft is parked in the background. The NACA acquired this aircraft on August 31, 1951, after Douglas had completed the contract flights. The Douglas plant later converted its powerplant to an all-rocket system that required launch from a mothership (the P2B-1S). Douglas returned the aircraft to the NACA on November 15, 1955. The High-Speed Flight Station intended to use it for tests of external stores at supersonic speeds. NACA research pilot John McKay made a single flight in the aircraft on September 17, 1956, but the NACA subsequently cancelled the program. The Douglas D-558-2 'Skyrockets' were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. The 2 in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program, with the phase-one aircraft having straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat-type aircraft embodying the results from the testing of the phase one and two aircraft. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.

Repeatable, accurate, and high speed multi-level programming of memristor 1T1R arrays for power efficient analog computing applications.

PubMed

Merced-Grafals, Emmanuelle J; Dávila, Noraica; Ge, Ning; Williams, R Stanley; Strachan, John Paul

2016-09-09

Beyond use as high density non-volatile memories, memristors have potential as synaptic components of neuromorphic systems. We investigated the suitability of tantalum oxide (TaOx) transistor-memristor (1T1R) arrays for such applications, particularly the ability to accurately, repeatedly, and rapidly reach arbitrary conductance states. Programming is performed by applying an adaptive pulsed algorithm that utilizes the transistor gate voltage to control the SET switching operation and increase programming speed of the 1T1R cells. We show the capability of programming 64 conductance levels with <0.5% average accuracy using 100 ns pulses and studied the trade-offs between programming speed and programming error. The algorithm is also utilized to program 16 conductance levels on a population of cells in the 1T1R array showing robustness to cell-to-cell variability. In general, the proposed algorithm results in approximately 10× improvement in programming speed over standard algorithms that do not use the transistor gate to control memristor switching. In addition, after only two programming pulses (an initialization pulse followed by a programming pulse), the resulting conductance values are within 12% of the target values in all cases. Finally, endurance of more than 10(6) cycles is shown through open-loop (single pulses) programming across multiple conductance levels using the optimized gate voltage of the transistor. These results are relevant for applications that require high speed, accurate, and repeatable programming of the cells such as in neural networks and analog data processing.

An evaluation of Turbo Prolog with an emphasis on its application to the development of expert systems

NASA Technical Reports Server (NTRS)

Loftin, Richard B.

1987-01-01

Turbo Prolog is a recently available, compiled version of the programming language Prolog. Turbo Prolog is designed to provide not only a Prolog compiler, but also a program development environment for the IBM Personal Computer family. An evaluation of Turbo Prolog was made, comparing its features to other versions of Prolog and to the community of languages commonly used in artificial intelligence (AI) research and development. Three programs were employed to determine the execution speed of Turbo Prolog applied to various problems. The results of this evaluation demonstrated that Turbo Prolog can perform much better than many commonly employed AI languages for numerically intensive problems and can equal the speed of development languages such as OPS5+ and CLIPS, running on the IBM PC. Applications for which Turbo Prolog is best suited include those which (1) lend themselves naturally to backward-chaining approaches, (2) require extensive use of mathematics, (3) contain few rules, (4) seek to make use of the window/color graphics capabilities of the IBM PC, and (5) require linkage to programs in other languages to form a complete executable image.

Safety management of complex research operations

NASA Technical Reports Server (NTRS)

Brown, W. J.

1981-01-01

Complex research and technology operations present many varied potential hazards which must be addressed in a disciplined independent safety review and approval process. The research and technology effort at the Lewis Research Center is divided into programmatic areas of aeronautics, space and energy. Potential hazards vary from high energy fuels to hydrocarbon fuels, high pressure systems to high voltage systems, toxic chemicals to radioactive materials and high speed rotating machinery to high powered lasers. A Safety Permit System presently covers about 600 potentially hazardous operations. The Safety Management Program described in this paper is believed to be a major factor in maintaining an excellent safety record at the Lewis Research Center.

X-15 and XB-70 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1967-01-01

The X-15A-2 with drop tanks and ablative coating is shown parked on the NASA ramp in front of the XB-70. These aircraft represent two different approaches to flight research. The X-15 was a research airplane in the purest sense, whereas the XB-70 was an experimental bomber intended for production but diverted to research when production was cancelled by changes in the Department of Defense's offensive doctrine. The X-15A-2 had been modified from its original configuration with a longer fuselage and drop tanks. To protect it against aerodynamic heating, researchers had coated it with an ablative coating covered by a layer of white paint. These changes allowed the X-15A-2 to reach a maximum speed of Mach 6.7, although it could be sustained for only a brief period. The XB-70, by contrast, was designed for prolonged high-altitude cruise flight at Mach 3. The aircraft's striking shape--with a long forward fuselage, canards, a large delta wing, twin fins, and a box-like engine bay--allowed it to ride its own Mach 3 shockwave, so to speak. A joint NASA-Air Force program used the aircraft to collect data in support of the U.S supersonic transport (SST) program, which never came to fruition because of environmental concerns. X-15: The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams. XB-70: The XB-70 was the world's largest experimental aircraft. It was capable of flight at speeds of three times the speed of sound (roughly 2,000 miles per hour) at altitudes of 70,000 feet. It was used to collect in-flight information for use in the design of future supersonic aircraft, military and civilian. The major objectives of the XB-70 flight research program were to study the airplane's stability and handling characteristics, to evaluate its response to atmospheric turbulence, and to determine the aerodynamic and propulsion performance. In addition there were secondary objectives to measure the noise and friction associated with airflow over the airplane and to determine the levels and extent of the engine noise during takeoff, landing, and ground operations. The XB-70 was about 186 feet long, 33 feet high, with a wingspan of 105 feet. Originally conceived as an advanced bomber for the United States Air Force, the XB-70 was limited to production of two aircraft when it was decided to limit the aircraft's mission to flight research. The first flight of the XB-70 was made on Sept. 21, 1964. The number two XB-70 was destroyed in a mid-air collision on June 8, 1966. Program management of the NASA-USAF research effort was assigned to NASA in March 1967. The final flight was flown on Feb. 4, 1969. Designed by North American Aviation (later North American Rockwell and still later, a division of Boeing) the XB-70 had a long fuselage with a canard or horizontal stabilizer mounted just behind the crew compartment. It had a sharply swept 65.6-percent delta wing. The outer portion of the wing could be folded down in flight to provide greater lateral-directional stability. The airplane had two windshields. A moveable outer windshield was raised for high-speed flight to reduce drag and lowered for greater visibility during takeoff and landing. The forward fuselage was constructed of riveted titanium frames and skin. The remainder of the airplane was constructed almost entirely of stainless steel. The skin was a brazed stainless-steel honeycomb material. Six General Electric YJ93-3 turbojet engines, each in the 30,000-pound-thrust class, powered the XB-70. Internal geometry of the inlets was controllable to maintain the most efficient airflow to the engines.

Computer program for analysis of high speed, single row, angular contact, spherical roller bearing, SASHBEAN. Volume 2: Mathematical formulation and analysis

NASA Technical Reports Server (NTRS)

Aggarwal, Arun K.

1993-01-01

Spherical roller bearings have typically been used in applications with speeds limited to about 5000 rpm and loads limited for operation at less than about 0.25 million DN. However, spherical roller bearings are now being designed for high load and high speed applications including aerospace applications. A computer program, SASHBEAN, was developed to provide an analytical tool to design, analyze, and predict the performance of high speed, single row, angular contact (including zero contact angle), spherical roller bearings. The material presented is the mathematical formulation and analytical methods used to develop computer program SASHBEAN. For a given set of operating conditions, the program calculates the bearings ring deflections (axial and radial), roller deflections, contact areas stresses, depth and magnitude of maximum shear stresses, axial thrust, rolling element and cage rotational speeds, lubrication parameters, fatigue lives, and rates of heat generation. Centrifugal forces and gyroscopic moments are fully considered. The program is also capable of performing steady-state and time-transient thermal analyses of the bearing system.

Flight Planning

NASA Technical Reports Server (NTRS)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

Teaching high-speed photography and photo-instrumentation

NASA Astrophysics Data System (ADS)

Davidhazy, Andrew

2005-03-01

As the tools available to the high speed photographer have become more powerful the underlying technology has increased in complexity and often is beyond the reach of most practitioners in terms of in-the-field troubleshooting or adaptation and this specialization has also driven many systems beyond the reach of high school, community college and undergraduate, non-research funded, universities. In spite of this and with the belief that fundamental techniques, reasoning and approaches have not changed much over the years, several courses in photo-instrumentation at the Imaging and Photographic Technology program at the Rochester Institute of Technology present to a couple dozen undergraduate students a year the principles associated with a various imaging systems and techniques for visualization and data analysis of high speed or "invisible" phenomena. This paper reviews the objectives and philosophy of these courses in the context of a total imaging technology education. It describes and illustrates current topics included in the program. In brief, calibration and time measurement concepts, instantaneous and repetitive time sampling equipment, various visualization technologies, strip and streak cameras and applications using film and improvised digital recorders, basic velocimetry techniques including sensitometric velocimetry and synchro-ballistic photography plus other related techniques are introduced to undergraduate students.

Comparison of three control methods for an autonomous vehicle

NASA Astrophysics Data System (ADS)

Deshpande, Anup; Mathur, Kovid; Hall, Ernest

2010-01-01

The desirability and challenge of developing a completely autonomous vehicle and the rising need for more efficient use of energy by automobiles motivate this research- a study for an optimum solution to computer control of energy efficient vehicles. The purpose of this paper is to compare three control methods - mechanical, hydraulic and electric that have been used to convert an experimental all terrain vehicle to drive by wire which would eventually act as a test bed for conducting research on various technologies for autonomous operation. Computer control of basic operations in a vehicle namely steering, braking and speed control have been implemented and will be described in this paper. The output from a 3 axis motion controller is used for this purpose. The motion controller is interfaced with a software program using WSDK (Windows Servo Design Kit) as an intermediate tuning layer for tuning and parameter settings in autonomous operation. The software program is developed in C++. The voltage signal sent to the motion controller can be varied through the control program for desired results in controlling the steering motor, activating the hydraulic brakes and varying the vehicle's speed. The vehicle has been tested for its basic functionality which includes testing of street legal operations and also a 1000 mile test while running in a hybrid mode. The vehicle has also been tested for control when it is interfaced with devices such as a keyboard, joystick and sensors under full autonomous operation. The vehicle is currently being tested in various safety studies and is being used as a test bed for experiments in control courses and research studies. The significance of this research is in providing a greater understanding of conventional driving controls and the possibility of improving automobile safety by removing human error in control of a motor vehicle.

Evaluation of a five-year Bloomberg Global Road Safety Program in Turkey.

PubMed

Gupta, S; Hoe, C; Özkan, T; Lajunen, T J; Vursavas, F; Sener, S; Hyder, A A

2017-03-01

Turkey was included in the Bloomberg Philanthropies funded Global Road Safety Program (2010-14) with Ankara and Afyonkarahisar (Afyon) selected for interventions to manage speed and encourage seat-belt use. The objectives of this study are to present the monitoring and evaluation findings of seat-belt use and speed in Afyon and Ankara over the five years and to assess overall impact of the program on road traffic injury, and death rates in Turkey. Quasi-experimental before after without comparison. In collaboration with the Middle East Technical University, roadside observations and interviews were coupled with secondary data to monitor changes in risk factors and outcomes at the two intervention sites. The percentage of seat-belt use among drivers and front-seat passengers in Afyon and Ankara increased significantly between 2010 and 2014 with increased self-reported use and preceded by an increase in tickets (fines) for not using seat belts. There were uneven improvements in speed reduction. In Afyon, the average speed increased significantly from 46.3 km/h in 2012 to about 52.7 km/h in 2014 on roads where the speed limits were 50 km/h. In Ankara, the average speed remained less than 55 km/h during the program period (range: 50-54 km/h; P < 0.005) for roads where the speed limits were 50 km/h; however, the average speed on roads with speed limits of 70 km/h decreased significantly from 80.6 km/h in 2012 to 68.44 km/h in 2014 (P < 0.005). The program contributed to increase in seat-belt use in Afyon and Ankara and by drawing political attention to the issue can contribute to improvements in road safety. We are optimistic that the visible motivation within Turkey to substantially reduce road traffic injuries will lead to increased program implementation matched with a robust evaluation program, with suitable controls. Copyright © 2017 The Authors. Published by Elsevier Ltd.. All rights reserved.

X-43A hypersonic research aircraft mated to its modified Pegasus booster rocket.

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft was mated to its modified Pegasus booster rocket in late January at NASA's Dryden Flight Research Center, Edwards, Calif. FIRST X-43A MATED TO BOOSTER -- The first of three X-43A hypersonic research aircraft was mated to its modified Pegasus booster rocket in late January at NASA's Dryden Flight Research Center, Edwards, Calif. Mating of the X-43A and its specially-designed adapter to the first stage of the booster rocket marks a major milestone in the Hyper-X hypersonic research program. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., for NASA. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A booster 'stack' is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it impacts into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10 (seven and 10 times the speed of sound respectively) with the first tentatively scheduled for early summer of 2001. The X-43A is powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine, and will use the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The X-43A flights will be the first actual flight tests of an aircraft powered by an air-breathing scramjet engine.

The Dryden Flight Research Center at Edwards Air Force Base is NASA's premier center for atmospheric flight research to validate high-risk aerospace technology.

NASA Image and Video Library

2001-07-25

Since the 1940s the Dryden Flight Research Center, Edwards, California, has developed a unique and highly specialized capability for conducting flight research programs. The organization, made up of pilots, scientists, engineers, technicians, and mechanics, has been and will continue to be leaders in the field of advanced aeronautics. Located on the northwest "shore" of Rogers Dry Lake, the complex was built around the original administrative-hangar building constructed in 1954. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the Integrated Test Facility. One of the most prominent structures is the space shuttle program's Mate-Demate Device and hangar in Area A to the north of the main complex. On the lakebed surface is a Compass Rose that gives pilots an instant compass heading. The Dryden complex originated at Edwards Air Force Base in support of the X-1 supersonic flight program. As other high-speed aircraft entered research programs, the facility became permanent and grew from a staff of five engineers in 1947 to a population in 2006 of nearly 1100 full-time government and contractor employees.

X-43A departs NASA Dryden Flight Research Center for first free-flight attempt

NASA Image and Video Library

2001-06-02

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

Preliminary design of a high speed civil transport: The Opus 0-001

NASA Technical Reports Server (NTRS)

1992-01-01

Based on research into the technology and issues surrounding the design, development, and operation of a second generation High Speed Civil Transport, HSCT, the Opus 0-001 team completed the preliminary design of a sixty passenger, three engine aircraft. The design of this aircraft was performed using a computer program which the team wrote. This program automatically computed the geometric, aerodynamic, and performance characteristic of an aircraft whose preliminary geometry was specified. The Opus 0-001 aircraft was designed for a cruise Mach number of 2.2, a range of 4,700 nautical miles and its design was based in current or very near term technology. Its small size was a consequence of an emphasis on a profitable, low cost program, capable of delivering tomorrow's passengers in style and comfort at prices that make it an attractive competitor to both current and future subsonic transport aircraft. Several hundred thousand cases of Cruise Mach number, aircraft size and cost breakdown were investigated to obtain costs and revenues for which profit was calculated. The projected unit flyaway cost was $92.0 million per aircraft.

Configuration Aerodynamics: Past - Present - Future

NASA Technical Reports Server (NTRS)

Wood, Richard M.; Agrawal, Shreekant; Bencze, Daniel P.; Kulfan, Robert M.; Wilson, Douglas L.

1999-01-01

The Configuration Aerodynamics (CA) element of the High Speed Research (HSR) program is managed by a joint NASA and Industry team, referred to as the Technology Integration Development (ITD) team. This team is responsible for the development of a broad range of technologies for improved aerodynamic performance and stability and control characteristics at subsonic to supersonic flight conditions. These objectives are pursued through the aggressive use of advanced experimental test techniques and state of the art computational methods. As the HSR program matures and transitions into the next phase the objectives of the Configuration Aerodynamics ITD are being refined to address the drag reduction needs and stability and control requirements of High Speed Civil Transport (HSCT) aircraft. In addition, the experimental and computational tools are being refined and improved to meet these challenges. The presentation will review the work performed within the Configuration Aerodynamics element in 1994 and 1995 and then discuss the plans for the 1996-1998 time period. The final portion of the presentation will review several observations of the HSR program and the design activity within Configuration Aerodynamics.

Laser Metalworking Technology Transfer.

DTIC Science & Technology

1986-01-01

TI 59 programmable calculator /printer...the .4 one-dimensional heat flow model and should not be used for low processing speed. The program is written for use on a Texas Instrument TI 59 programmable calculator with...speed range, and a three-dimensional model for the low speed ranges. The program is written for use on a Texas Instrument TI 59 . * programmable calculator

Propfan Test Assessment (PTA)

NASA Technical Reports Server (NTRS)

Little, B. H.; Poland, D. T.; Bartel, H. W.; Withers, C. C.; Brown, P. C.

1989-01-01

The objectives of the Propfan Test Assessment (PTA) Program were to validate in flight the structural integrity of large-scale propfan blades and to measure noise characteristics of the propfan in both near and far fields. All program objectives were met or exceeded, on schedule and under budget. A Gulfstream Aerospace Corporation GII aircraft was modified to provide a testbed for the 2.74m (9 ft) diameter Hamilton Standard SR-7 propfan which was driven by a 4475 kw (600 shp) turboshaft engine mounted on the left-hand wing of the aircraft. Flight research tests were performed for 20 combinations of speed and altitude within a flight envelope that extended to Mach numbers of 0.85 and altitudes of 12,192m (40,000 ft). Propfan blade stress, near-field noise on aircraft surfaces, and cabin noise were recorded. Primary variables were propfan power and tip speed, and the nacelle tilt angle. Extensive low altitude far-field noise tests were made to measure flyover and sideline noise and the lateral attenuation of noise. In coopertion with the FAA, tests were also made of flyover noise for the aircraft at 6100m (20,000 ft) and 10,668m (35,000 ft). A final series of tests were flown to evaluate an advanced cabin wall noise treatment that was produced under a separate program by NASA-Langley Research Center.

Human Response to Simulated Low-Intensity Sonic Booms

NASA Technical Reports Server (NTRS)

Sullivan, Brenda M.

2004-01-01

NASA's High Speed Research (HSR ) program in the 1990s was intended to develop a technology base for a future High-Speed Civil Transport (HSCT). As part of this program, the NASA Langley Research Center sonic boom simulator (SBS) was built and used for a series of tests on subjective response to sonic booms. At the end of the HSR program, an HSCT was deemed impractical, but since then interest in supersonic flight has reawakened, this time focusing on a smaller aircraft suitable for a business jet. To respond to this interest, the Langley sonic boom simulator has been refurbished. The upgraded computer-controlled playback system is based on an SGI O2 computer, in place of the previous DEC MicroVAX. As the frequency response of the booth is not flat, an equalization filter is required. Because of the changes made during the renovation (new loudspeakers), the previous equalization filter no longer performed as well as before, so a new equalization filter has been designed. Booms to be presented in the booth are preprocessed using the filter. When the preprocessed signals are presented into the booth and measured with a microphone, the results are very similar to the intended shapes. Signals with short rise times and sharp "corners" are observed to have a small amount of "ringing" in the response. During the HSR program a considerable number of subjective tests were completed in the SBS. A summary of that research is given in Leatherwood et al. (Individual reports are available at http://techreports.larc.nasa.gov/ltrs/ltrs.html.) Topics of study included shaped sonic booms, asymmetrical booms, realistic (recorded) boom waveforms, indoor and outdoor booms shapes, among other factors. One conclusion of that research was that a loudness metric, like the Stevens Perceived Level (PL), predicted human reaction much more accurately than overpressure or unweighted sound pressure level. Structural vibration and rattle were not included in these studies.

D-558-2 being mounted to P2B-1S launch aircraft

NASA Technical Reports Server (NTRS)

1953-01-01

This 1953 NACA High-Speed Flight Research Station photograph shows the Douglas D-558-2 #2 Skyrocket (NACA 144), prior to flight, being towed under the P2B-1S (Navy designation for the Air Force B-29) launch vehicle (NACA 137) for attachment. In this view the tail of the Skyrocket is almost aligned with the opening cut to fit in the bottom of the P2B-1S. The photograph also shows the large hydraulic jacks used to elevate the P2B-1S launch vehicle. The Douglas D-558-2 'Skyrockets' were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS). Also partners in the flight research were the Navy-Marine Corps and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. The 2 in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program, with the phase-one aircraft having straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat-type aircraft embodying the results from the testing of the phase one and two aircraft. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.

High speed jet noise research at NASA Lewis

NASA Astrophysics Data System (ADS)

Krejsa, Eugene A.; Cooper, B. A.; Kim, C. M.; Khavaran, Abbas

1992-04-01

The source noise portion of the High Speed Research Program at NASA LeRC is focused on jet noise reduction. A number of jet noise reduction concepts are being investigated. These include two concepts, the Pratt & Whitney ejector suppressor nozzle and the General Electric (GE) 2D-CD mixer ejector nozzle, that rely on ejectors to entrain significant amounts of ambient air to mix with the engine exhaust to reduce the final exhaust velocity. Another concept, the GE 'Flade Nozzle' uses fan bypass air at takeoff to reduce the mixed exhaust velocity and to create a fluid shield around a mixer suppressor. Additional concepts are being investigated at Georgia Tech Research Institute and at NASA LeRC. These will be discussed in more detail in later figures. Analytical methods for jet noise prediction are also being developed. Efforts in this area include upgrades to the GE MGB jet mixing noise prediction procedure, evaluation of shock noise prediction procedures, and efforts to predict jet noise directly from the unsteady Navier-Stokes equation.

High speed jet noise research at NASA Lewis

NASA Technical Reports Server (NTRS)

Krejsa, Eugene A.; Cooper, B. A.; Kim, C. M.; Khavaran, Abbas

1992-01-01

The source noise portion of the High Speed Research Program at NASA LeRC is focused on jet noise reduction. A number of jet noise reduction concepts are being investigated. These include two concepts, the Pratt & Whitney ejector suppressor nozzle and the General Electric (GE) 2D-CD mixer ejector nozzle, that rely on ejectors to entrain significant amounts of ambient air to mix with the engine exhaust to reduce the final exhaust velocity. Another concept, the GE 'Flade Nozzle' uses fan bypass air at takeoff to reduce the mixed exhaust velocity and to create a fluid shield around a mixer suppressor. Additional concepts are being investigated at Georgia Tech Research Institute and at NASA LeRC. These will be discussed in more detail in later figures. Analytical methods for jet noise prediction are also being developed. Efforts in this area include upgrades to the GE MGB jet mixing noise prediction procedure, evaluation of shock noise prediction procedures, and efforts to predict jet noise directly from the unsteady Navier-Stokes equation.

Effect of Speed on Tire-Soil Interaction and Development of Towed Pneumatic Tire-Soil Model

DTIC Science & Technology

1974-10-01

rigid wheels were per- formed by several researchers under laboratory conditions (Refs. 20 through 22) using the flash X -ray technique. These experiments...Towed Tire-Soil Model ................................... 90 IX Conclusions and Recommendations .............. 95 X References...Velocity Fields ................................. A-1 x Section Page Appendix B - Computer Program Chart for Computation 3- of Tire Performance with

Core compressor exit stage study. Volume 2: Data and performance report for the baseline configuration

NASA Technical Reports Server (NTRS)

Wisler, D. C.

1980-01-01

The objective of the program is to develop rear stage blading designs that have lower losses in their endwall boundary layer regions. The overall technical approach in this efficiency improvement program utilized General Electric's Low Speed Research Compressor as the principal investigative tool. Tests were conducted in two ways: using four identical stages of blading so that test data would be obtained in a true multistage environment and using a single stage of blading so that comparison with the multistage test results could be made.

Atmospheric Ionizing Radiation (AIR) Project Review

NASA Technical Reports Server (NTRS)

Singleterry, R. C., Jr.; Wilson, J. W.; Whitehead, A. H.; Goldhagen, P. E.

1999-01-01

The National Council on Radiation Protection and Measurement (NCRP) and the National Academy of Science (NAS) established that the uncertainty in the data and models associated with the high-altitude radiation environment could and should be reduced. In response, the National Aeronautics and Space Administration (NASA) and the U.S. Department of Energy Environmental Measurements Laboratory (EML) created the Atmospheric Ionizing Radiation (AIR) Project under the auspices of the High Speed Research (HSR) Program Office at the Langley Research Center. NASA's HSR Program was developed to address the potential of a second-generation supersonic transport. A critical element focussed on the environmental issues, including the threat to crew and passengers posed by atmospheric radiation. Various international investigators were solicited to contribute instruments to fly on an ER-2 aircraft at altitudes similar to those proposed for the High Speed Civil Transport (HSCT). A list of participating investigators, their institutions, and instruments with quantities measured is presented. The flight series took place at solar minimum (radiation maximum) with northern, southern, and east/west flights. The investigators analyzed their data and presented preliminary results at the AIR Workshop in March, 1998. A review of these results are included.

X-1E on Display Stand at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The Bell Aircraft Corporation X-1E is shown in this artistic night photo taken in February 1996. This aircraft is displayed on a pedestal in front of the main building (4800) at NASA Dryden Flight Research Center, Edwards, California. There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed.

Electric Vehicles near the Hangar at the Lewis Research Center

NASA Image and Video Library

1977-06-21

The National Aeronautics and Space Administration (NASA) Lewis Research Center tested 16 commercially-manufactured electric vehicles, including these, during the mid-1970s. Lewis and the Energy Research and Development Administration (ERDA) engaged in several energy-related programs in the mid-1970s, including the Electric Vehicle Project. NASA and ERDA undertook the program in 1976 to determine the state of the current electric vehicle technology. The tests were primarily conducted on a 7.5-mile track at the Transportation Research Center located approximately 160 miles southwest of Cleveland, Ohio. Some of the vehicles had analog data recording systems to measure the battery during operation and sensors to determine speed and distance. The tests analyzed the vehicle’s range, acceleration, coast-down, braking, and energy consumption. From left to right: RIPP-Electric, EVA Contactor, Otis P-500, C.H. Waterman DAF, Zagato Elcar, unknown, Sebring-Vanguard Citicar, and Hattronic Minivan

Bio-Intelligence: A Research Program Facilitating the Development of New Paradigms for Tomorrow's Patient Care

NASA Astrophysics Data System (ADS)

Phan, Sieu; Famili, Fazel; Liu, Ziying; Peña-Castillo, Lourdes

The advancement of omics technologies in concert with the enabling information technology development has accelerated biological research to a new realm in a blazing speed and sophistication. The limited single gene assay to the high throughput microarray assay and the laborious manual count of base-pairs to the robotic assisted machinery in genome sequencing are two examples to name. Yet even more sophisticated, the recent development in literature mining and artificial intelligence has allowed researchers to construct complex gene networks unraveling many formidable biological puzzles. To harness these emerging technologies to their full potential to medical applications, the Bio-intelligence program at the Institute for Information Technology, National Research Council Canada, aims to develop and exploit artificial intelligence and bioinformatics technologies to facilitate the development of intelligent decision support tools and systems to improve patient care - for early detection, accurate diagnosis/prognosis of disease, and better personalized therapeutic management.

Transputer parallel processing at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Ellis, Graham K.

1989-01-01

The transputer parallel processing lab at NASA Lewis Research Center (LeRC) consists of 69 processors (transputers) that can be connected into various networks for use in general purpose concurrent processing applications. The main goal of the lab is to develop concurrent scientific and engineering application programs that will take advantage of the computational speed increases available on a parallel processor over the traditional sequential processor. Current research involves the development of basic programming tools. These tools will help standardize program interfaces to specific hardware by providing a set of common libraries for applications programmers. The thrust of the current effort is in developing a set of tools for graphics rendering/animation. The applications programmer currently has two options for on-screen plotting. One option can be used for static graphics displays and the other can be used for animated motion. The option for static display involves the use of 2-D graphics primitives that can be called from within an application program. These routines perform the standard 2-D geometric graphics operations in real-coordinate space as well as allowing multiple windows on a single screen.

49 CFR 213.305 - Designation of qualified individuals; general qualifications.

Code of Federal Regulations, 2013 CFR

2013-10-01

... college level engineering program, supplemented by special on the job training emphasizing the techniques... of high speed track provided by the employer or by a college level engineering program, supplemented... maintenance of high speed track provided by the employer or by a college level engineering program...

49 CFR 213.305 - Designation of qualified individuals; general qualifications.

Code of Federal Regulations, 2014 CFR

2014-10-01

... college level engineering program, supplemented by special on the job training emphasizing the techniques... of high speed track provided by the employer or by a college level engineering program, supplemented... maintenance of high speed track provided by the employer or by a college level engineering program...

49 CFR 213.305 - Designation of qualified individuals; general qualifications.

Code of Federal Regulations, 2012 CFR

2012-10-01

... college level engineering program, supplemented by special on the job training emphasizing the techniques... of high speed track provided by the employer or by a college level engineering program, supplemented... maintenance of high speed track provided by the employer or by a college level engineering program...

Evaluation Guidelines for the Clinical and Translational Science Awards (CTSAs)

PubMed Central

Rubio, Doris M.; Thomas, Veronica G.

2013-01-01

Abstract The National Center for Advancing Translational Sciences (NCATS), a part of the National Institutes of Health, currently funds the Clinical and Translational Science Awards (CTSAs), a national consortium of 61 medical research institutions in 30 states and the District of Columbia. The program seeks to transform the way biomedical research is conducted, speed the translation of laboratory discoveries into treatments for patients, engage communities in clinical research efforts, and train a new generation of clinical and translational researchers. An endeavor as ambitious and complex as the CTSA program requires high‐quality evaluations in order to show that the program is well implemented, efficiently managed, and demonstrably effective. In this paper, the Evaluation Key Function Committee of the CTSA Consortium presents an overall framework for evaluating the CTSA program and offers policies to guide the evaluation work. The guidelines set forth are designed to serve as a tool for education within the CTSA community by illuminating key issues and practices that should be considered during evaluation planning, implementation, and utilization. Additionally, these guidelines can provide a basis for ongoing discussions about how the principles articulated in this paper can most effectively be translated into operational reality. PMID:23919366

Speeding Up Ecological and Evolutionary Computations in R; Essentials of High Performance Computing for Biologists

PubMed Central

Visser, Marco D.; McMahon, Sean M.; Merow, Cory; Dixon, Philip M.; Record, Sydne; Jongejans, Eelke

2015-01-01

Computation has become a critical component of research in biology. A risk has emerged that computational and programming challenges may limit research scope, depth, and quality. We review various solutions to common computational efficiency problems in ecological and evolutionary research. Our review pulls together material that is currently scattered across many sources and emphasizes those techniques that are especially effective for typical ecological and environmental problems. We demonstrate how straightforward it can be to write efficient code and implement techniques such as profiling or parallel computing. We supply a newly developed R package (aprof) that helps to identify computational bottlenecks in R code and determine whether optimization can be effective. Our review is complemented by a practical set of examples and detailed Supporting Information material (S1–S3 Texts) that demonstrate large improvements in computational speed (ranging from 10.5 times to 14,000 times faster). By improving computational efficiency, biologists can feasibly solve more complex tasks, ask more ambitious questions, and include more sophisticated analyses in their research. PMID:25811842

Turbulent Flame Speeds and NOx Kinetics of HHC Fuels with Contaminants and High Dilution Levels

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

Peterson, Eric; Krejci, Michael; Mathieu, Olivier

2014-01-24

This final report documents the technical results of the 3-year project entitled, “Turbulent Flame Speeds and NOx Kinetics of HHC Fuels with Contaminants and High Dilution Levels,” funded under the NETL of DOE. The research was conducted under six main tasks: 1) program management and planning; 2) turbulent flame speed measurements of syngas mixtures; 3) laminar flame speed measurements with diluents; 4) NOx mechanism validation experiments; 5) fundamental NOx kinetics; and 6) the effect of impurities on NOx kinetics. Experiments were performed using primary constant-volume vessels for laminar and turbulent flame speeds and shock tubes for ignition delay times andmore » species concentrations. In addition to the existing shock- tube and flame speed facilities, a new capability in measuring turbulent flame speeds was developed under this grant. Other highlights include an improved NOx kinetics mechanism; a database on syngas blends for real fuel mixtures with and without impurities; an improved hydrogen sulfide mechanism; an improved ammonia kintics mechanism; laminar flame speed data at high pressures with water addition; and the development of an inexpensive absorption spectroscopy diagnostic for shock-tube measurements of OH time histories. The Project Results for this work can be divided into 13 major sections, which form the basis of this report. These 13 topics are divided into the five areas: 1) laminar flame speeds; 2) Nitrogen Oxide and Ammonia chemical kinetics; 3) syngas impurities chemical kinetics; 4) turbulent flame speeds; and 5) OH absorption measurements for chemical kinetics.« less

SMALLER FOOTPRINT DRILLING SYSTEM FOR DEEP AND HARD ROCK ENVIRONMENTS; FEASIBILITY OF ULTRA-HIGH SPEED DIAMOND DRILLING

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

Alan Black; Arnis Judzis

2004-10-01

The two phase program addresses long-term developments in deep well and hard rock drilling. TerraTek believes that significant improvements in drilling deep hard rock will be obtained by applying ultra-high (greater than 10,000 rpm) rotational speeds. The work includes a feasibility of concept research effort aimed at development and test results that will ultimately result in the ability to reliably drill ''faster and deeper'' possibly with rigs having a smaller footprint to be more mobile. The principle focus is on demonstration testing of diamond bits rotating at speeds in excess of 10,000 rpm to achieve high rate of penetration rockmore » cutting with substantially lower inputs of energy and loads. The project draws on TerraTek results submitted to NASA's ''Drilling on Mars'' program. The objective of that program was to demonstrate miniaturization of a robust and mobile drilling system that expends small amounts of energy. TerraTek successfully tested ultrahigh speed ({approx}40,000 rpm) small kerf diamond coring. Adaptation to the oilfield will require innovative bit designs for full hole drilling or continuous coring and the eventual development of downhole ultra-high speed drives. For domestic operations involving hard rock and deep oil and gas plays, improvements in penetration rates is an opportunity to reduce well costs and make viable certain field developments. An estimate of North American hard rock drilling costs is in excess of $1,200 MM. Thus potential savings of $200 MM to $600 MM are possible if drilling rates are doubled [assuming bit life is reasonable]. The net result for operators is improved profit margin as well as an improved position on reserves. The significance of the ''ultra-high rotary speed drilling system'' is the ability to drill into rock at very low weights on bit and possibly lower energy levels. The drilling and coring industry today does not practice this technology. The highest rotary speed systems in oil field and mining drilling and coring today run less than 10,000 rpm--usually well below 5,000 rpm. This document details the progress to date on the program entitled ''SMALLER FOOTPRINT DRILLING SYSTEM FOR DEEP AND HARD ROCK ENVIRONMENTS; FEASIBILITY OF ULTRA-HIGH SPEED DIAMOND DRILLING'' for the period starting June 23, 2003 through September 30, 2004. TerraTek has reviewed applicable literature and documentation and has convened a project kick-off meeting with Industry Advisors in attendance. TerraTek has designed and planned Phase I bench scale experiments. Some difficulties in obtaining ultra-high speed motors for this feasibility work were encountered though they were sourced mid 2004. TerraTek is progressing through Task 3 ''Small-scale cutting performance tests''. Some improvements over early NASA experiments have been identified.« less

SMALLER FOOTPRINT DRILLING SYSTEM FOR DEEP AND HARD ROCK ENVIRONMENTS; FEASIBILITY OF ULTRA-HIGH SPEED DIAMOND DRILLING

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

Alan Black; Arnis Judzis

2004-10-01

The two phase program addresses long-term developments in deep well and hard rock drilling. TerraTek believes that significant improvements in drilling deep hard rock will be obtained by applying ultra-high (greater than 10,000 rpm) rotational speeds. The work includes a feasibility of concept research effort aimed at development and test results that will ultimately result in the ability to reliably drill ''faster and deeper'' possibly with rigs having a smaller footprint to be more mobile. The principle focus is on demonstration testing of diamond bits rotating at speeds in excess of 10,000 rpm to achieve high rate of penetration rockmore » cutting with substantially lower inputs of energy and loads. The project draws on TerraTek results submitted to NASA's ''Drilling on Mars'' program. The objective of that program was to demonstrate miniaturization of a robust and mobile drilling system that expends small amounts of energy. TerraTek successfully tested ultrahigh speed ({approx}40,000 rpm) small kerf diamond coring. Adaptation to the oilfield will require innovative bit designs for full hole drilling or continuous coring and the eventual development of downhole ultra-high speed drives. For domestic operations involving hard rock and deep oil and gas plays, improvements in penetration rates is an opportunity to reduce well costs and make viable certain field developments. An estimate of North American hard rock drilling costs is in excess of $1,200 MM. Thus potential savings of $200 MM to $600 MM are possible if drilling rates are doubled [assuming bit life is reasonable]. The net result for operators is improved profit margin as well as an improved position on reserves. The significance of the ''ultra-high rotary speed drilling system'' is the ability to drill into rock at very low weights on bit and possibly lower energy levels. The drilling and coring industry today does not practice this technology. The highest rotary speed systems in oil field and mining drilling and coring today run less than 10,000 rpm--usually well below 5,000 rpm. This document details the progress to date on the program entitled ''SMALLER FOOTPRINT DRILLING SYSTEM FOR DEEP AND HARD ROCK ENVIRONMENTS; FEASIBILITY OF ULTRA-HIGH SPEED DIAMOND DRILLING'' for the period starting June 23, 2003 through September 30, 2004. (1) TerraTek has reviewed applicable literature and documentation and has convened a project kick-off meeting with Industry Advisors in attendance. (2) TerraTek has designed and planned Phase I bench scale experiments. Some difficulties in obtaining ultra-high speed motors for this feasibility work were encountered though they were sourced mid 2004. (3) TerraTek is progressing through Task 3 ''Small-scale cutting performance tests''. Some improvements over early NASA experiments have been identified.« less

Safety and economic impacts of photo radar program.

PubMed

Chen, Greg

2005-12-01

Unsafe speed is one of the major traffic safety challenges facing motorized nations. In 2003, unsafe speed contributed to 31 percent of all fatal collisions, causing a loss of 13,380 lives in the United States alone. The economic impact of speeding is tremendous. According to NHTSA, the cost of unsafe speed related collisions to the American society exceeds 40 billion US dollars per year. In response, automated photo radar speed enforcement programs have been implemented in many countries. This study assesses the economic impacts of a large-scale photo radar program in British Columbia. The knowledge generated from this study could inform policy makers and project managers in making informed decisions with regard to this highly effective and efficient, yet very controversial program. This study establishes speed and safety effects of photo radar programs by summarizing two physical impact investigations in British Columbia. It then conducts a cost-benefit analysis to assess the program's economic impacts. The cost-benefit analysis takes into account both societal and funding agency's perspectives. It includes a comprehensive account of major impacts. It uses willingness to pay principle to value human lives saved and injuries avoided. It incorporates an extended sensitivity analysis to quantify the robustness of base case conclusions. The study reveals an annual net benefit of approximately 114 million in year 2001 Canadian dollars to British Columbians. The study also finds a net annual saving of over 38 million Canadian dollars for the Insurance Corporation of British Columbia (ICBC) that funded the program. These results are robust under almost all alternative scenarios tested. The only circumstance under which the net benefit of the program turns negative is when the real safety effects were one standard deviation below the estimated values, which is possible but highly unlikely. Automated photo radar traffic safety enforcement can be an effective and efficient means to manage traffic speed, reduce collisions and injuries, and combat the huge resulting economic burden to society. The cost-effectiveness of the program takes on special meaning and urgency when considering the present and future government funding constraints. The application of the program, however, should be planned and implemented with caution. Every effort should be made to focus on and to promote the program on safety improvement grounds. The program can be easily terminated because of political considerations, if the public perceives it as a cash cow to enhance government revenue.

Army/NASA small turboshaft engine digital controls research program

NASA Technical Reports Server (NTRS)

Sellers, J. F.; Baez, A. N.

1981-01-01

The emphasis of a program to conduct digital controls research for small turboshaft engines is on engine test evaluation of advanced control logic using a flexible microprocessor based digital control system designed specifically for research on advanced control logic. Control software is stored in programmable memory. New control algorithms may be stored in a floppy disk and loaded directly into memory. This feature facilitates comparative evaluation of different advanced control modes. The central processor in the digital control is an Intel 8086 16 bit microprocessor. Control software is programmed in assembly language. Software checkout is accomplished prior to engine test by connecting the digital control to a real time hybrid computer simulation of the engine. The engine currently installed in the facility has a hydromechanical control modified to allow electrohydraulic fuel metering and VG actuation by the digital control. Simulation results are presented which show that the modern control reduces the transient rotor speed droop caused by unanticipated load changes such as cyclic pitch or wind gust transients.

The Human Genome Initiative of the Department of Energy

DOE R&D Accomplishments Database

1988-01-01

The structural characterization of genes and elucidation of their encoded functions have become a cornerstone of modern health research, biology and biotechnology. A genome program is an organized effort to locate and identify the functions of all the genes of an organism. Beginning with the DOE-sponsored, 1986 human genome workshop at Santa Fe, the value of broadly organized efforts supporting total genome characterization became a subject of intensive study. There is now national recognition that benefits will rapidly accrue from an effective scientific infrastructure for total genome research. In the US genome research is now receiving dedicated funds. Several other nations are implementing genome programs. Supportive infrastructure is being improved through both national and international cooperation. The Human Genome Initiative of the Department of Energy (DOE) is a focused program of Resource and Technology Development, with objectives of speeding and bringing economies to the national human genome effort. This report relates the origins and progress of the Initiative.

SR-71 - Taxi on Ramp with Engines

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows a head-on shot of NASA's SR-71A aircraft taxiing on the ramp at NASA's Dryden Flight Research Center, Edwards, California, heat waves from its engines blurring the hangars in the background. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

An SR-71B Blackbird aircraft, based at NASA's Dryden Flight Research Center, Edwards, California, is seen here silhouetted against the golden colors of a sunset sky on a 1995 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71 in Flight over Rogers Dry Lakebed

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows NASA Dryden Flight Research Center's SR-71B, tail number 831, over Rogers Dry Lakebed during a July 1995 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

The setting sun peeks beneath a SR-71B Blackbird, silhouetted against the orange hues of the western sky on a 1995 flight from at NASA's Dryden Flight Research Center, Edwards, California. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71 Tail #844 Landing at Edwards Air Force Base

NASA Technical Reports Server (NTRS)

1996-01-01

With distinctive heat waves trailing behind its engines, NASA Dryden Flight Research Center's SR-71A, tail number 844, lands at the Edwards AFB runway after a 1996 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71A - in Flight View from Tanker during an Airborne Refueling

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows a USAF tanker aircraft Boom Operator's or 'Boomer's' view of NASA Dryden Flight Research Center's SR-71A, tail number 844, following air refueling during a 1997 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71A - in Flight over Southern Sierra Nevada Mountains

NASA Technical Reports Server (NTRS)

1997-01-01

NASA Dryden Flight Research Center's SR-71A, tail number 844, banks away over the Sierra Nevada mountains after air refueling from a USAF tanker during a 1997 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71B - in Flight - View from Air Force Tanker

NASA Technical Reports Server (NTRS)

1997-01-01

This look-down view shows NASA 831, an SR-71B flown by Dryden Flight Research Center, Edwards, California, as it cruises over the Mojave Desert. The photo was from an Air Force refueling tanker taken on a 1997 mission. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71 Mid-air Refueling with KC-135 Tanker

NASA Technical Reports Server (NTRS)

1995-01-01

NASA Dryden Flight Research Center's SR-71B, tail number 831, is seen here receiving air refueling from a USAF tanker during a July, 1995 flight. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71 Ship #1 on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

This look-down, front view of NASA's SR-71A aircraft shows the Blackbird on the ramp at the Dryden Flight Research Center, Edwards, California. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

Effectiveness of a program using a vehicle tracking system, incentives, and disincentives to reduce the speeding behavior of drivers with ADHD.

PubMed

Markham, Paula T; Porter, Bryan E; Ball, J D

2013-04-01

In this article, the authors investigated the effectiveness of a behavior modification program using global positioning system (GPS) vehicle tracking devices with contingency incentives and disincentives to reduce the speeding behavior of drivers with ADHD. Using an AB multiple-baseline design, six participants drove a 5-mile stable driving route weekly while GPS devices recorded speeds. The dependent variable was percentage of feet speeding. Following an initial baseline period, five participants received treatment. One participant remained at baseline. Visual inspection of individual participant graphs, reductions in mean percentages of speeding from baseline to treatment across participants (M = 82%), C-statistic analyses, and visual graphs with applied binomial formula supported a treatment effect. The between-participant analysis using R n Test of Ranks was significant, R n = 6, p < .01, and complemented a clean multiple-baseline result. Results indicated that this treatment program was effective in reducing speeding by drivers with ADHD and warrants replication.

Impact of VLSI/VHSIC on satellite on-board signal processing

NASA Astrophysics Data System (ADS)

Aanstoos, J. V.; Ruedger, W. H.; Snyder, W. E.; Kelly, W. L.

Forecasted improvements in IC fabrication techniques, such as the use of X-ray lithography, are expected to yield submicron circuit feature sizes within the decade of the 1980s. As dimensions decrease, reliability, cost, speed, power consumption and density improvements will be realized which have a significant impact on the capabilities of onboard spacecraft signal processing functions. This will in turn result in increases of the intelligence that may be deployed on spaceborne remote sensing platforms. Among programs oriented toward such goals are the silicon-based Very High Speed Integrated Circuit (VHSIC) researches sponsored by the U.S. Department of Defense, and efforts toward the development of GaAs devices which will compete with silicon VLSI technology for future applications. GaAs has an electron mobility which is five to six times that of silicon, and promises commensurate computation speed increases under low field conditions.

Low-speed wind-tunnel investigation of the longitudinal characteristics of a large-scale variable wing-sweep fighter model in the high-lift configuration

NASA Technical Reports Server (NTRS)

Eckert, W. T.; Maki, R. L.

1973-01-01

The low-speed characteristics of a large-scale model of the U. S. Navy/Grumman F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the program was the determination of lift and stability levels and landing approach attitude of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg with zero yaw. Data were taken at Reynolds numbers ranging from 3.48 million to 9.64 million based on a wing mean aerodynamic chord of 7.36 ft. The model configuration was changed as required to show the effects of glove slat, wing slat leading-edge radius, cold flow ducting, flap deflection, direct lift control (spoilers), horizontal tail, speed brake, landing gear and missiles.

Investigation of chemically-reacting supersonic internal flows

NASA Technical Reports Server (NTRS)

Chitsomboon, T.; Tiwari, S. N.

1985-01-01

This report covers work done on the research project Analysis and Computation of Internal Flow Field in a Scramjet Engine. The work is supported by the NASA Langley Research Center (Computational Methods Branch of the High-Speed Aerodynamics Division) through research grant NAG1-423. The governing equations of two-dimensional chemically-reacting flows are presented together with the global two-step chemistry model. The finite-difference algorithm used is illustrated and the method of circumventing the stiffness is discussed. The computer program developed is used to solve two model problems of a premixed chemically-reacting flow. The results obtained are physically reasonable.

Study of the application of advanced technologies to long-range transport aircraft. Volume 2: Research and development requirements

NASA Technical Reports Server (NTRS)

Lange, R. H.; Sturgeon, R. F.; Adams, W. E.; Bradley, E. S.; Cahill, J. F.; Eudaily, R. R.; Hancock, J. P.; Moore, J. W.

1972-01-01

Investigations were conducted to evaluate the relative benefits attainable through the exploitation of advanced technologies and to identify future research and development efforts required to permit the application of selected technologies to transport aircraft entering commercial operation in 1985. Results show that technology advances, particularly in the areas of composite materials, supercritical aerodynamics, and active control systems, will permit the development of long-range, high-payload commercial transports operating at high-subsonic speeds with direct operating costs lower than those of current aircraft. These advanced transports also achieve lower noise levels and lower engine pollutant emissions than current transports. Research and development efforts, including analytical investigations, laboratory test programs, and flight test programs, are required in essentially all technology areas to achieve the potential technology benefits.

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.

Software and hardware complex for research and management of the separation process

NASA Astrophysics Data System (ADS)

Borisov, A. P.

2018-01-01

The article is devoted to the development of a program for studying the operation of an asynchronous electric drive using vector-algorithmic switching of windings, as well as the development of a hardware-software complex for controlling parameters and controlling the speed of rotation of an asynchronous electric drive for investigating the operation of a cyclone. To study the operation of an asynchronous electric drive, a method was used in which the average value of flux linkage is found and a method for vector-algorithmic calculation of the power and electromagnetic moment of an asynchronous electric drive feeding from a single-phase network is developed, with vector-algorithmic commutation, and software for calculating parameters. The software part of the complex allows to regulate the speed of rotation of the motor by vector-algorithmic switching of transistors or, using pulse-width modulation (PWM), set any engine speed. Also sensors are connected to the hardware-software complex at the inlet and outlet of the cyclone. The developed cyclone with an inserted complex allows to receive high efficiency of product separation at various entrance speeds. At an inlet air speed of 18 m / s, the cyclone’s maximum efficiency is achieved. For this, it is necessary to provide the rotational speed of an asynchronous electric drive with a frequency of 45 Hz.

Above-real-time training (ARTT) improves transfer to a simulated flight control task.

PubMed

Donderi, D C; Niall, Keith K; Fish, Karyn; Goldstein, Benjamin

2012-06-01

The aim of this study was to measure the effects of above-real-time-training (ARTT) speed and screen resolution on a simulated flight control task. ARTT has been shown to improve transfer to the criterion task in some military simulation experiments. We tested training speed and screen resolution in a project, sponsored by Defence Research and Development Canada, to develop components for prototype air mission simulators. For this study, 54 participants used a single-screen PC-based flight simulation program to learn to chase and catch an F-18A fighter jet with another F-18A while controlling the chase aircraft with a throttle and side-stick controller. Screen resolution was varied between participants, and training speed was varied factorially across two sessions within participants. Pretest and posttest trials were at high resolution and criterion (900 knots) speed. Posttest performance was best with high screen resolution training and when one ARTT training session was followed by a session of criterion speed training. ARTT followed by criterion training improves performance on a visual-motor coordination task. We think that ARTT influences known facilitators of transfer, including similarity to the criterion task and contextual interference. Use high-screen resolution, start with ARTT, and finish with criterion speed training when preparing a mission simulation.

NACA Researcher Measures Ice on a Turbojet Engine Inlet

NASA Image and Video Library

1948-11-21

The National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory conducted an extensive icing research program in the late 1940s that included studies in the Icing Research Tunnel and using specially modified aircraft. One facet of this program was the investigation of the effects of icing on turbojets. Although jet engines allowed aircraft to pass through inclement weather at high rates of speed, ice accumulation was still a concern. The NACA’s B-24M Liberator was initially reconfigured with a General Electric I-16 engine installed in the aircraft’s waist compartment with an air scoop and spray nozzles to produce the artificial icing conditions. The centrifugal engine appeared nearly impervious to the effects of icing. Axial-flow jet engines, however, were much more susceptible to icing damage. The inlet guide vanes were particularly vulnerable, but the cowling’s leading edge, the main bearing supports, and accessory housing could also ice up. If pieces of ice reached the engine’s internal components, the compressor blades could be damaged. To study this phenomenon, a Westinghouse 24C turbojet, seen in this photograph, was installed under the B-24M’s right wing. In January 1948 flight tests of the 24C in icing conditions began. Despite ice buildup into the second stage of the compressor, the engine was able to operate at takeoff speeds. Researchers found the ice on the inlet vanes resulted in half of the engine’s decreased performance.

Overview of Transonic to Hypersonic Stage Separation Tool Development for Multi-Stage-to-Orbit Concepts

NASA Technical Reports Server (NTRS)

Murphy, Kelly J.; Bunning, Pieter G.; Pamadi, Bandu N.; Scallion, William I.; Jones, Kenneth M.

2004-01-01

An overview of research efforts at NASA in support of the stage separation and ascent aerothermodynamics research program is presented. The objective of this work is to develop a synergistic suite of experimental, computational, and engineering tools and methods to apply to vehicle separation across the transonic to hypersonic speed regimes. Proximity testing of a generic bimese wing-body configuration is on-going in the transonic (Mach numbers 0.6, 1.05, and 1.1), supersonic (Mach numbers 2.3, 3.0, and 4.5) and hypersonic (Mach numbers 6 and 10) speed regimes in four wind tunnel facilities at the NASA Langley Research Center. An overset grid, Navier-Stokes flow solver has been enhanced and demonstrated on a matrix of proximity cases and on a dynamic separation simulation of the bimese configuration. Steady-state predictions with this solver were in excellent agreement with wind tunnel data at Mach 3 as were predictions via a Cartesian-grid Euler solver. Experimental and computational data have been used to evaluate multi-body enhancements to the widely-used Aerodynamic Preliminary Analysis System, an engineering methodology, and to develop a new software package, SepSim, for the simulation and visualization of vehicle motions in a stage separation scenario. Web-based software will be used for archiving information generated from this research program into a database accessible to the user community. Thus, a framework has been established to study stage separation problems using coordinated experimental, computational, and engineering tools.

NASA high performance computing and communications program

NASA Technical Reports Server (NTRS)

Holcomb, Lee; Smith, Paul; Hunter, Paul

1993-01-01

The National Aeronautics and Space Administration's HPCC program is part of a new Presidential initiative aimed at producing a 1000-fold increase in supercomputing speed and a 100-fold improvement in available communications capability by 1997. As more advanced technologies are developed under the HPCC program, they will be used to solve NASA's 'Grand Challenge' problems, which include improving the design and simulation of advanced aerospace vehicles, allowing people at remote locations to communicate more effectively and share information, increasing scientist's abilities to model the Earth's climate and forecast global environmental trends, and improving the development of advanced spacecraft. NASA's HPCC program is organized into three projects which are unique to the agency's mission: the Computational Aerosciences (CAS) project, the Earth and Space Sciences (ESS) project, and the Remote Exploration and Experimentation (REE) project. An additional project, the Basic Research and Human Resources (BRHR) project exists to promote long term research in computer science and engineering and to increase the pool of trained personnel in a variety of scientific disciplines. This document presents an overview of the objectives and organization of these projects as well as summaries of individual research and development programs within each project.

D-558-2 being mounted to P2B-1S launch aircraft

NASA Technical Reports Server (NTRS)

1953-01-01

This 1953 NACA High-Speed Flight Research Station photograph shows the Douglas D-558-2 #2 Skyrocket (NACA 144), prior to flight, being towed under the P2B-1S launch vehicle (NACA 137) for attachment. The photograph also shows the large hydraulic jacks used to elevate the P2B-1S launch vehicle. Once the D-558-2 was in position, the P2B-1S would be lowered and the attachment made. The Douglas D-558-2 'Skyrockets' were among the early transonic research airplanes like the X-1, X-4, X-5, and X-92A. Three of the single-seat, swept-wing aircraft flew from 1948 to 1956 in a joint program involving the National Advisory Committee for Aeronautics (NACA), with its flight research done at the NACA's Muroc Flight Test Unit in Calif., redesignated in 1949 the High-Speed Flight Research Station (HSFRS); the Navy-Marine Corps; and the Douglas Aircraft Co. The HSFRS became the High-Speed Flight Station in 1954 and is now known as the NASA Dryden Flight Research Center. The Skyrocket made aviation history when it became the first airplane to fly twice the speed of sound. The 2 in the aircraft's designation referred to the fact that the Skyrocket was the phase-two version of what had originally been conceived as a three-phase program, with the phase-one aircraft having straight wings. The third phase, which never came to fruition, would have involved constructing a mock-up of a combat-type aircraft embodying the results from the testing of the phase one and two aircraft. Douglas pilot John F. Martin made the first flight at Muroc Army Airfield (later renamed Edwards Air Force Base) in Calif. on February 4, 1948. The goals of the program were to investigate the characteristics of swept-wing aircraft at transonic and supersonic speeds with particular attention to pitch-up (uncommanded rotation of the nose of the airplane upwards)--a problem prevalent in high-speed service aircraft of that era, particularly at low speeds during take-off and landing and in tight turns. The three aircraft gathered a great deal of data about pitch-up and the coupling of lateral (yaw) and longitudinal (pitch) motions; wing and tail loads, lift, drag, and buffeting characteristics of swept-wing aircraft at transonic and supersonic speeds; and the effects of the rocket exhaust plume on lateral dynamic stability throughout the speed range. (Plume effects were a new experience for aircraft.) The number three aircraft also gathered information about the effects of external stores (bomb shapes, drop tanks) upon the aircraft's behavior in the transonic region (roughly 0.7 to 1.3 times the speed of sound). In correlation with data from other early transonic research aircraft such as the XF-92A, this information contributed to solutions to the pitch-up problem in swept-wing aircraft. The three airplanes flew a total of 313 times--123 by the number one aircraft (Bureau No. 37973--NACA 143), 103 by the second Skyrocket (Bureau No. 37974--NACA 144), and 87 by airplane number three (Bureau No. 37975--NACA 145). Skyrocket 143 flew all but one of its missions as part of the Douglas contractor program to test the airplane's performance. NACA aircraft 143 was initially powered by a Westinghouse J-34-40 turbojet engine configured only for ground take-offs, but in 1954-55 the contractor modified it to an all-rocket air-launch capability featuring an LR8-RM-6, 4-chamber Reaction Motors engine rated at 6,000 pounds of thrust at sea level (the Navy designation for the Air Force's LR-11 used in the X-1). In this configuration, NACA research pilot John McKay flew the airplane only once for familiarization on September 17, 1956. The 123 flights of NACA 143 served to validate wind-tunnel predictions of the airplane's performance, except for the fact that the airplane experienced less drag above Mach 0.85 than the wind tunnels had indicated. NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August of 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, William B. Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 feet (the latter an unofficial world's altitude record at the time, achieved on August 15, 1951). In the rocket configuration, a Navy P2B (Navy version of the B-29) launched the airplane at approximately 30,000 feet after taking off from the ground with the Skyrocket attached beneath its bomb bay. During Bridgeman's supersonic flights, he encountered a violent rolling motion known as lateral instability that was less pronounced on the Mach 1.88 flight on August 7, 1951, than on a Mach 1.85 flight in June when he pushed over to a low angle of attack (angle of the fuselage or wing to the prevailing wind direction). The NACA engineers studied the behavior of the aircraft before beginning their own flight research in the airplane in September 1951. Over the next couple of years, NACA pilot A. Scott Crossfield flew the airplane 20 times to gather data on longitudinal and lateral stability and control, wing and tail loads, and lift, drag, and buffeting characteristics at speeds up to Mach 1.878. At that point, Marine Lt. Col. Marion Carl flew the airplane to a new (unofficial) altitude record of 83,235 feet on August 21, 1953, and to a maximum speed of Mach 1.728. Following Carl's completion of these flights for the Navy, NACA technicians at the High-Speed Flight Research Station (HSFRS) near Mojave, Calif., outfitted the LR-8 engine's cylinders with nozzle extensions to prevent the exhaust gas from affecting the rudders at supersonic speeds. This addition also increased the engine's thrust by 6.5 percent at Mach 1.7 and 70,000 feet. Even before Marion Carl had flown the Skyrocket, HSFRS Chief Walter C. Williams had petitioned NACA headquarters unsuccessfully to fly the aircraft to Mach 2 to garner the research data at that speed. Finally, after Crossfield had secured the agreement of the Navy's Bureau of Aeronautics, NACA director Hugh L. Dryden relaxed the organization's usual practice of leaving record setting to others and consented to attempting a flight to Mach 2. In addition to adding the nozzle extensions, the NACA flight team at the HSFRS chilled the fuel (alcohol) so more could be poured into the tank and waxed the fuselage to reduce drag. With these preparations and employing a flight plan devised by project engineer Herman O. Ankenbruck to fly to approximately 72,000 feet and push over into a slight dive, Crossfield made aviation history on November 20, 1953, when he flew to Mach 2.005 (1,291 miles per hour). He became the first pilot to reach Mach 2 in this, the only flight in which the Skyrocket flew that fast. Following this flight, Crossfield and NACA pilots Joseph A. Walker and John B. McKay flew the airplane for such purposes as to gather data on pressure distribution, structural loads, and structural heating, with the last flight in the program occurring on December 20, 1956, when McKay obtained dynamic stability data and sound-pressure levels at transonic speeds and above. Meanwhile, NACA 145 had completed 21 contractor flights by Douglas pilots Eugene F. May and Bill Bridgeman in November 1950. In this jet-and-rocket-propelled craft, Scott Crossfield and Walter Jones began the NACA's investigation of pitch-up lasting from September 1951 well into the summer of 1953. They flew the Skyrocket with a variety of wing-fence, wing-slat, and leading-edge chord extension configurations, performing various maneuvers as well as straight-and-level flying at transonic speeds. While fences significantly aided recovery from pitch-up conditions, leading edge chord extensions did not, disproving wind-tunnel tests to the contrary. Slats (long, narrow auxiliary airfoils) in the fully open position eliminated pitch-up except in the speed range around Mach 0.8 to 0.85. In June 1954, Crossfield began an investigation of the effects of external stores (bomb shapes and fuel tanks) upon the aircraft's transonic behavior. McKay and Stanley Butchart completed the NACA's investigation of this issue, with McKay flying the final mission on August 28, 1956. Besides setting several records, the Skyrocket pilots had gathered important data and understanding about what would and would not work to provide stable, controlled flight of a swept-wing aircraft in the transonic and supersonic flight regimes. The data they gathered also helped to enable a better correlation of wind-tunnel test results with actual flight values, enhancing the abilities of designers to produce more capable aircraft for the armed services, especially those with swept wings. Moreover, data on such matters as stability and control from this and other early research airplanes aided in the design of the century series of fighter airplanes, all of which featured the movable horizontal stabilizers first employed on the X-1 and D-558 series.

F-16XL Ship #2 during last flight showing titanium laminar flow glove on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

Dryden research pilot Dana Purifoy bends NASA F-16 XL #848 away from the tanker on the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight from NASA's Dryden Flight Research Center, Edwards, California, on Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds. The flight tests at Dryden involved use of a suction system which drew boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' that was fitted to the upper surface of the F-16XL's left wing.

F-16XL Ship #1 in flight - used for laminar airflow studies

NASA Technical Reports Server (NTRS)

1992-01-01

One of two F-16XL prototype aircraft, on loan from the Air Force, was used by NASA's Dryden Flight Research Center, Edwards, California, in a program to investigate laminar flow technology and help improve the flow of air over an aircraft's wing at sustained supersonic speeds. A small, perforated titanium wing glove with a turbo compressor was tested on the F-16XL to determine if air suction can remove a small part of the boundary-layer air flowing over the wing and thereby achieve laminar (smooth) flow over a portion of the wing. The flight research program on ship #1 ended in 1996. It was then conducted with NASA's two-seat F-16XL, ship #2 employing a larger glove.

Proceedings of the Seventh Annual Summer Conference. NASA/USRA: University Advanced Design Program

NASA Technical Reports Server (NTRS)

1991-01-01

The Advanced Design Program (ADP) is a unique program that brings together students and faculty from U.S. engineering schools with engineers from the NASA centers through integration of current and future NASA space and aeronautics projects into university engineering design curriculum. The Advanced Space Design Program study topics cover a broad range of projects that could be undertaken during a 20-30 year period beginning with the deployment of the Space Station Freedom. The Advanced Aeronautics Design Program study topics typically focus on nearer-term projects of interest to NASA, covering from small, slow-speed vehicles through large, supersonic passenger transports and on through hypersonic research vehicles. Student work accomplished during the 1990-91 academic year and reported at the 7th Annual Summer Conference is presented.

General atomics low speed Maglev technology development program (Supplemental #3)

DOT National Transportation Integrated Search

2005-05-01

This report details accomplishments of the Low Speed Maglev Technology Development Program, Supplemental #3. The 4 major tasks included: guideway foundation construction, fabrication and installation of 7 guideway modules, system integration and test...

Experimental evaluation of municipal speed enforcement programs

DOT National Transportation Integrated Search

1995-08-01

Three California communities were selected to participate in the study on the basis of comparability and isolation from each other. Two of the communities' police departments implemented special speed enforcement programs focused on six zones within ...

Materials Research for High Speed Civil Transport and Generic Hypersonics-Metals Durability

NASA Technical Reports Server (NTRS)

Schulz, Paul; Hoffman, Daniel

1996-01-01

This report covers a portion of an ongoing investigation of the durability of titanium alloys for the High Speed Civil Transport (HSCT). Candidate alloys need to possess an acceptable combination of properties including strength and toughness as well as fatigue and corrosion resistance when subjected to the HSCT operational environment. These materials must also be capable of being processed into required product forms while maintaining their properties. Processing operations being considered for this airplane include forming, welding, adhesive bonding, and superplastic forming with or without diffusion bonding. This program was designed to develop the material properties database required to lower the risk of using advanced titanium alloys on the HSCT.

Development of high-speed rolling-element bearings. A historical and technical perspective

NASA Technical Reports Server (NTRS)

Zaretsky, E. V.

1982-01-01

Research on large-bore ball and roller bearings for aircraft engines is described. Tapered roller bearings and small-bore bearings are discussed. Temperature capabilities of rolling element bearings for aircraft engines have moved from 450 to 589 K (350 to 600 F) with increased reliability. High bearing speeds to 3 million DN can be achieved with a reliability exceeding that which was common in commercial aircraft. Capabilities of available bearing steels and lubricants were defined and established. Computer programs for the analysis and design of rolling element bearings were developed and experimentally verified. The reported work is a summary of NASA contributions to high performance engine and transmission bearing capabilities.

Lower Stratospheric Measurement Issues Workshop Report

NASA Technical Reports Server (NTRS)

Schmeltekopf, Arthur L.

1992-01-01

The Lower Stratospheric Measurement Issues workshop was held on 17-19 Oct. 1990. The 3-day workshop was sponsored by the Atmospheric Effects of Stratospheric Aircraft (AESA) component of the High Speed Research Program (HSRP). Its purpose was to provide a scientific forum for addressing specific issues regarding chemistry and transport in the lower stratosphere, for which measurements are essential to an assessment of the environmental impact of a projected fleet of high speed civil transports (HSCTs). The objective of the workshop was to obtain vigorous and critical review of the following topics: (1) atmospheric measurements needed for the assessment; (2) present capability for making those measurements; and (3) areas in instrumentation or platform development essential to making the measurements.

Low-speed wind-tunnel tests of an advanced eight-bladed propeller

NASA Technical Reports Server (NTRS)

Coe, P. L., Jr.; Gentry, G. L., Jr.; Dunham, D. M.

1985-01-01

As part of a research program on advanced turboprop aircraft aerodynamics, a low-speed wind-tunnel investigation was conducted to document the basic performance and force and moment characteristics of an advanced eight-bladed propeller. The results show that in addition to the normal force and pitching moment produced by the propeller/nacelle combination at angle of attack, a significant side force and yawing moment are also produced. Furthermore, it is shown that for test conditions wherein compressibility effects can be ignored, accurate simulation of propeller performance and flow fields can be achieved by matching the nondimensional power loading of the model propeller to that of the full-scale propeller.

Large-scale Advanced Prop-fan (LAP) technology assessment report

NASA Technical Reports Server (NTRS)

Degeorge, C. L.

1988-01-01

The technologically significant findings and accomplishments of the Large Scale Advanced Prop-Fan (LAP) program in the areas of aerodynamics, aeroelasticity, acoustics and materials and fabrication are described. The extent to which the program goals related to these disciplines were achieved is discussed, and recommendations for additional research are presented. The LAP program consisted of the design, manufacture and testing of a near full-scale Prop-Fan or advanced turboprop capable of operating efficiently at speeds to Mach .8. An aeroelastically scaled model of the LAP was also designed and fabricated. The goal of the program was to acquire data on Prop-Fan performance that would indicate the technology readiness of Prop-Fans for practical applications in commercial and military aviation.

Driver speed selection on high-speed two-lane highways: Comparing speed profiles between uniform and differential speed limits.

PubMed

Russo, Brendan J; Savolainen, Peter T; Gates, Timothy J; Kay, Jonathan J; Frazier, Sterling

2017-07-04

Although a considerable amount of prior research has investigated the impacts of speed limits on traffic safety and operations, much of this research, and nearly all of the research related to differential speed limits, has been specific to limited access freeways. The unique safety and operational issues on highways without access control create difficulty relating the conclusions from prior freeway-related speed limit research to 2-lane highways, particularly research on differential limits due to passing limitations and subsequent queuing. Therefore, the objective of this study was to assess differences in driver speed selection with respect to the posted speed limit on rural 2-lane highways, with a particular emphasis on the differences between uniform and differential speed limits. Data were collected from nearly 59,000 vehicles across 320 sites in Montana and 4 neighboring states. Differences in mean speeds, 85th percentile speeds, and the standard deviation in speeds for free-flowing vehicles were examined across these sites using ordinary least squares regression models. Ultimately, the results of the analysis show that the mean speed, 85th percentile speed, and variability in travel speeds for free-flowing vehicles on 2-lane highways are generally lower at locations with uniform 65 mph speed limits, compared to locations with differential limits of 70 mph for cars and 60 mph for trucks. In addition to posted speed limits, several site characteristics were shown to influence speed selection including shoulder widths, frequency of horizontal curves, percentage of the segment that included no passing zones, and hourly volumes. Differences in vehicle speed characteristics were also observed between states, indicating that speed selection may also be influenced by local factors, such as driver population or enforcement.

NASA's Dryden Flight Research Center is situated immediately adjacent to the compass rose on the bed of Rogers Dry Lake at Edwards Air Force Base, Calif.

NASA Image and Video Library

2001-07-25

Since the 1940s the Dryden Flight Research Center, Edwards, California, has developed a unique and highly specialized capability for conducting flight research programs. The organization, made up of pilots, scientists, engineers, technicians, and mechanics, has been and will continue to be leaders in the field of advanced aeronautics. Located on the northwest "shore" of Rogers Dry Lake, the complex was built around the original administrative-hangar building constructed in 1954. Since then many additional support and operational facilities have been built including a number of unique test facilities such as the Thermalstructures Research Facility, Flow Visualization Facility, and the Integrated Test Facility. One of the most prominent structures is the space shuttle program's Mate-Demate Device and hangar in Area A to the north of the main complex. On the lakebed surface is a Compass Rose that gives pilots an instant compass heading. The Dryden complex originated at Edwards Air Force Base in support of the X-1 supersonic flight program. As other high-speed aircraft entered research programs, the facility became permanent and grew from a staff of five engineers in 1947 to a population in 2006 of nearly 1100 full-time government and contractor employees.

Flight Testing of the Gulfstream Quiet Spike(TradeMark) on a NASA F-15B

NASA Technical Reports Server (NTRS)

Smolka, James W.; Cowert, Robert A.; Molzahn, Leslie M.

2007-01-01

Gulfstream Aerospace has long been interested in the development of an economically viable supersonic business jet (SBJ). A design requirement for such an aircraft is the ability for unrestricted supersonic flight over land. Although independent studies continue to substantiate that a market for a SBJ exists, regulatory and public acceptance challenges still remain for supersonic operation over land. The largest technical barrier to achieving this goal is sonic boom attenuation. Gulfstream's attention has been focused on fundamental research into sonic boom suppression for several years. This research was conducted in partnership with the NASA Aeronautics Research Mission Directorate (ARMD) supersonic airframe cruise efficiency technical challenge. The Quiet Spike, a multi-stage telescopic nose boom and a Gulfstream-patented design (references 1 and 2), was developed to address the sonic boom attenuation challenge and validate the technical feasibility of a morphing fuselage. The Quiet Spike Flight Test Program represents a major step into supersonic technology development for sonic boom suppression. The Gulfstream Aerospace Quiet Spike was designed to reduce the sonic boom signature of the forward fuselage for an aircraft flying at supersonic speeds. In 2004, the Quiet Spike Flight Test Program was conceived by Gulfstream and NASA to demonstrate the feasibility of sonic boom mitigation and centered on the structural and mechanical viability of the translating test article design. Research testing of the Quiet Spike consisted of numerous ground and flight operations. Each step in the process had unique objectives, and involved numerous test team members from the NASA Dryden Flight Research Center (DFRC) and Gulfstream Aerospace. Flight testing of the Quiet Spike was conducted at the NASA Dryden Flight Research Center on an F-15B aircraft from August, 2006, to February, 2007. During this period, the Quiet Spike was flown at supersonic speeds up to Mach 1.8 at the maximum design dynamic pressure of 685 pounds per square foot. Extension and retraction tests were conducted at speeds up to Mach 1.4. The design of the Quiet Spike to shape the forward shock wave environment of the aircraft was confirmed during near-field shock wave probing at Mach 1.4. Thirty-two flights were performed without incident and all project objectives were achieved. The success of the Quiet Spike Flight Test Program represents an important step towards developing commercial aircraft capable of supersonic flight over land within the continental United States and in international airspace.

X-15 ship #1 on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 aircraft, ship #1 (56-6670), sits on the lakebed early in its illustrious career of high speed flight research. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Air-Sea Enthalpy and Momentum Exchange at Major Hurricane Wind Speeds

DTIC Science & Technology

2010-06-01

momentum fluxes. Hurricane simulations using the Navy Coupled Ocean / Atmosphere Mesoscale Prediction System are also sensitive to the surface flux and sea... Atmospheric Research NWP Numerical Weather Prediction NOAA National Oceanic and Atmospheric Administration PTH Pressure, Temperature, relative Humidity RE87... Oceanic and Atmospheric Administration for organizing the CBLAST field program and collecting the data used for this study. xx THIS PAGE

An Assessment of the Impact of the Department of Defense Very-High-Speed Integrated Circuit Program.

DTIC Science & Technology

1982-01-01

analysis, statistical inference, device physics and other such products of basic research. Examples of such information would be: analyses of properties of...TB , for a n-p-n silicon transitor with 1018 cm- 3 base-doping, TB = Wb 2/2Dw becomes 0.4 ps in this limit so that the base contributes little to delay

Summary of 1989 - 1990 aeronautics design projects

NASA Technical Reports Server (NTRS)

1990-01-01

Four design projects were completed at Auburn University this year under the sponsorship of the NASA/Universities Space Research Association Advanced Design Program. The topics discussed are the design of a high speed civil transport; the design of a 79 passenger, high efficiency, commercial transport; the design of a low cost short takeof vertical landing export fighter; and the design of an ozone monitoring vehicle.

New devices for flow measurements: Hot film and burial wire sensors, infrared imagery, liquid crystal, and piezo-electric model

NASA Technical Reports Server (NTRS)

Mcree, Griffith J., Jr.; Roberts, A. Sidney, Jr.

1991-01-01

An experimental program aimed at identifying areas in low speed aerodynamic research where infrared imaging systems can make significant contributions is discussed. Implementing a new technique, a long electrically heated wire was placed across a laminar flow. By measuring the temperature distribution along the wire with the IR imaging camera, the flow behavior was identified.

F-16XL ship #1 CAWAP flight

NASA Technical Reports Server (NTRS)

1996-01-01

The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

F-16XL ship #1 - CAWAP outboard rake #7

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the #7 outboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

Speed enforcement program guidelines

DOT National Transportation Integrated Search

2008-03-01

It is well-established that speeding represents a risk to public safety. Excessive speed increases the likelihood of crashing and the risk of severe injury in a crash. In 2005, more than 13,000 lives were lost in speeding-related crashes. Reducing sp...

Ramjet Model and Technicians in the 8- by 6-Foot Supersonic Wind Tunnel

NASA Image and Video Library

1952-02-21

A researcher at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory checks the setup of a RJM-2 ramjet model in the test section of the 8- by 6-Foot Supersonic Wind Tunnel. The 8- by 6 was not only the laboratory’s first large supersonic wind tunnel, but it was also the NACA’s first facility capable of testing an operating engine at supersonic speeds. The 8- by 6-foot tunnel has been used to study engine inlets, fuel injectors, flameholders, exit nozzles, and controls on ramjet and turbojet propulsion systems. The 8-foot wide and 6-foot tall test section consisted of 1-inch thick steel plates with hatches on the floor and ceiling to facilitate the installation of the test article. The two windows seen on the right wall allowed photographic equipment to be set up. The test section was modified in 1956 to accommodate transonic research. NACA engineers drilled 4,700 holes into the test section walls to reduce transonic pressure disturbances and shock waves. NACA Lewis undertook an extensive research program on ramjets in the 1940s using several of its facilities. Ramjets provide a very simple source of propulsion. They are basically a tube which ingests high speed air, ignites it, and then expels the heated air at a significantly higher velocity. Ramjets are extremely efficient and powerful but can only operate at high speeds. Therefore, they require a booster rocket or aircraft drop to accelerate them to high speeds before they can operate.

SR-71 - In-flight Close-up from Tanker

NASA Technical Reports Server (NTRS)

1994-01-01

This extreme close-up of the SR-71B operated by NASA's Dryden Flight Research Center, Edwards, California, gives an unusual view of the twin cockpit of Dryden's SR-71B, NASA 831, and its helmeted crew members. The photo was taken from an Air Force tanker refueling the Blackbird during a 1994 flight. The Mach 3 Blackbird aircraft were loaned to NASA by the U.S. Air Force for high-speed, high-altitude aeronautical research. Capable of flying more than 2200 mph and at altitudes of over 85,000 feet, they are excellent platforms for research and experiments in aerodynamics, propulsion, structures, thermal protection materials, atmospheric studies, and sonic boom characterization. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

Fluid dynamic mechanisms and interactions within separated flows

NASA Astrophysics Data System (ADS)

Dutton, J. C.; Addy, A. L.

1990-02-01

The significant results of a joint research effort investigating the fundamental fluid dynamic mechanisms and interactions within high-speed separated flows are presented in detail. The results have obtained through analytical and numerical approaches, but with primary emphasis on experimental investigations of missile and projectile base flow-related configurations. The objectives of the research program focus on understanding the component mechanisms and interactions which establish and maintain high-speed separated flow regions. The analytical and numerical efforts have centered on unsteady plume-wall interactions in rocket launch tubes and on predictions of the effects of base bleed on transonic and supersonic base flowfields. The experimental efforts have considered the development and use of a state-of-the-art two component laser Doppler velocimeter (LDV) system for experiments with planar, two-dimensional, small-scale models in supersonic flows. The LDV experiments have yielded high quality, well documented mean and turbulence velocity data for a variety of high-speed separated flows including initial shear layer development, recompression/reattachment processes for two supersonic shear layers, oblique shock wave/turbulent boundary layer interactions in a compression corner, and two-stream, supersonic, near-wake flow behind a finite-thickness base.

M2-F1 in flight

NASA Technical Reports Server (NTRS)

1965-01-01

The M2-F1 Lifting Body is seen here under tow, high above Rogers Dry Lake near the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. R. Dale Reed effectively advocated the project with the support of NASA research pilot Milt Thompson. Together, they gained the support of Flight Research Center Director Paul Bikle. After a six-month feasibility study, Bikle gave approval in the fall of 1962 for the M2-F1 to be built. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight research vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Concept Development of a Mach 2.4 High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Fenbert, James W.; Ozoroski, Lori P.; Geiselhart, Karl A.; Shields, Elwood W.; McElroy, Marcus O.

1999-01-01

In support of the NASA High-Speed Research Program, a Mach 2.4 high-speed civil transport concept was developed to serve as a baseline for studies to assess advanced technologies required for a feasible year 2005 entry-into-service vehicle. The configuration was designed to carry 251 passengers at Mach 2.4 cruise with a 6500-n.mi. range and operate in the existing world airport structure. The details of the configuration development, aerodynamic design, propulsion system and integration, mass properties, sizing, and mission performance are presented. The baseline configuration has a wing area of 9l00 sq ft and a takeoff gross weight of 614300 lb. The four advanced turbine bypass engines have 39 000 lb thrust with a weight of 9950 lb each, yielding a vehicle takeoff thrust-to-weight ratio of 0.254 and a takeoff wing loading of 67.5 lb/sq ft. The configuration was sized by the 11000-ft takeoff field length requirement and the usable fuel volume limit, which results in a rotation speed of 179 knots and an end-of-mission landing approach velocity of 134 knots.

Design, manufacture and spin test of high contact ratio helicopter transmission utilizing Self-Aligning Bearingless Planetary (SABP)

NASA Technical Reports Server (NTRS)

Folenta, Dezi; Lebo, William

1988-01-01

A 450 hp high ratio Self-Aligning Bearingless Planetary (SABP) for a helicopter application was designed, manufactured, and spin tested under NASA contract NAS3-24539. The objective of the program was to conduct research and development work on a high contact ratio helical gear SABP to reduce weight and noise and to improve efficiency. The results accomplished include the design, manufacturing, and no-load spin testing of two prototype helicopter transmissions, rated at 450 hp with an input speed of 35,000 rpm and an output speed of 350 rpm. The weight power density ratio of these gear units is 0.33 lb hp. The measured airborne noise at 35,000 rpm input speed and light load is 94 dB at 5 ft. The high speed, high contact ratio SABP transmission appears to be significantly lighter and quieter than comtemporary helicopter transmissions. The concept of the SABP is applicable not only to high ratio helicopter type transmissions but also to other rotorcraft and aircraft propulsion systems.

Testing of Face-milled Spiral Bevel Gears at High-speed and Load

NASA Technical Reports Server (NTRS)

Handschuh, Robert F.

2001-01-01

Spiral bevel gears are an important drive system components of rotorcraft (helicopters) currently in use. In this application the spiral bevel gears are required to transmit very high torque at high rotational speed. Available experimental data on the operational characteristics for thermal and structural behavior is relatively small in comparison to that found for parallel axis gears. An ongoing test program has been in place at NASA Glenn Research Center over the last ten years to investigate their operational behavior at operating conditions found in aerospace applications. This paper will summarize the results of the tests conducted on face-milled spiral bevel gears. The data from the pinion member (temperature and stress) were taken at conditions from slow-roll to 14400 rpm and up to 537 kW (720 hp). The results have shown that operating temperature is affected by the location of the lubricating jet with respect to the point it is injected and the operating conditions that are imposed. Also the stress measured from slow-roll to very high rotational speed, at various torque levels, indicated little dynamic affect over the rotational speeds tested.

Inlet Unstart Propulsion Integration Wind Tunnel Test Program Completed for High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Porro, A. Robert

2000-01-01

One of the propulsion system concepts to be considered for the High-Speed Civil Transport (HSCT) is an underwing, dual-propulsion, pod-per-wing installation. Adverse transient phenomena such as engine compressor stall and inlet unstart could severely degrade the performance of one of these propulsion pods. The subsequent loss of thrust and increased drag could cause aircraft stability and control problems that could lead to a catastrophic accident if countermeasures are not in place to anticipate and control these detrimental transient events. Aircraft system engineers must understand what happens during an engine compressor stall and inlet unstart so that they can design effective control systems to avoid and/or alleviate the effects of a propulsion pod engine compressor stall and inlet unstart. The objective of the Inlet Unstart Propulsion Airframe Integration test program was to assess the underwing flow field of a High-Speed Civil Transport propulsion system during an engine compressor stall and subsequent inlet unstart. Experimental research testing was conducted in the 10- by 10-Foot Supersonic Wind Tunnel at the NASA Glenn Research Center at Lewis Field. The representative propulsion pod consisted of a two-dimensional, bifurcated inlet mated to a live turbojet engine. The propulsion pod was mounted below a large flat plate that acted as a wing simulator. Because of the plate s long length (nominally 10-ft wide by 18-ft long), realistic boundary layers could form at the inlet cowl plane. Transient instrumentation was used to document the aerodynamic flow-field conditions during an unstart sequence. Acquiring these data was a significant technical challenge because a typical unstart sequence disrupts the local flow field for about only 50 msec. Flow surface information was acquired via static pressure taps installed in the wing simulator, and intrusive pressure probes were used to acquire flow-field information. These data were extensively analyzed to determine the impact of the unstart transient on the surrounding flow field. This wind tunnel test program was a success, and for the first time, researchers acquired flow-field aerodynamic data during a supersonic propulsion system engine compressor stall and inlet unstart sequence. In addition to obtaining flow-field pressure data, Glenn researchers determined other properties such as the transient flow angle and Mach number. Data are still being reduced, and a comprehensive final report will be released during calendar year 2000.

Algorithmic support for graphic images rotation in avionics

NASA Astrophysics Data System (ADS)

Kniga, E. V.; Gurjanov, A. V.; Shukalov, A. V.; Zharinov, I. O.

2018-05-01

The avionics device designing has an actual problem of development and research algorithms to rotate the images which are being shown in the on-board display. The image rotation algorithms are a part of program software of avionics devices, which are parts of the on-board computers of the airplanes and helicopters. Images to be rotated have the flight location map fragments. The image rotation in the display system can be done as a part of software or mechanically. The program option is worse than the mechanic one in its rotation speed. The comparison of some test images of rotation several algorithms is shown which are being realized mechanically with the program environment Altera QuartusII.

Improving the Response of a Wheel Speed Sensor by Using a RLS Lattice Algorithm

PubMed Central

Hernandez, Wilmar

2006-01-01

Among the complete family of sensors for automotive safety, consumer and industrial application, speed sensors stand out as one of the most important. Actually, speed sensors have the diversity to be used in a broad range of applications. In today's automotive industry, such sensors are used in the antilock braking system, the traction control system and the electronic stability program. Also, typical applications are cam and crank shaft position/speed and wheel and turbo shaft speed measurement. In addition, they are used to control a variety of functions, including fuel injection, ignition timing in engines, and so on. However, some types of speed sensors cannot respond to very low speeds for different reasons. What is more, the main reason why such sensors are not good at detecting very low speeds is that they are more susceptible to noise when the speed of the target is low. In short, they suffer from noise and generally only work at medium to high speeds. This is one of the drawbacks of the inductive (magnetic reluctance) speed sensors and is the case under study. Furthermore, there are other speed sensors like the differential Hall Effect sensors that are relatively immune to interference and noise, but they cannot detect static fields. This limits their operations to speeds which give a switching frequency greater than a minimum operating frequency. In short, this research is focused on improving the performance of a variable reluctance speed sensor placed in a car under performance tests by using a recursive least-squares (RLS) lattice algorithm. Such an algorithm is situated in an adaptive noise canceller and carries out an optimal estimation of the relevant signal coming from the sensor, which is buried in a broad-band noise background where we have little knowledge of the noise characteristics. The experimental results are satisfactory and show a significant improvement in the signal-to-noise ratio at the system output.

Numerical solution of differential equations by artificial neural networks

NASA Technical Reports Server (NTRS)

Meade, Andrew J., Jr.

1995-01-01

Conventionally programmed digital computers can process numbers with great speed and precision, but do not easily recognize patterns or imprecise or contradictory data. Instead of being programmed in the conventional sense, artificial neural networks (ANN's) are capable of self-learning through exposure to repeated examples. However, the training of an ANN can be a time consuming and unpredictable process. A general method is being developed by the author to mate the adaptability of the ANN with the speed and precision of the digital computer. This method has been successful in building feedforward networks that can approximate functions and their partial derivatives from examples in a single iteration. The general method also allows the formation of feedforward networks that can approximate the solution to nonlinear ordinary and partial differential equations to desired accuracy without the need of examples. It is believed that continued research will produce artificial neural networks that can be used with confidence in practical scientific computing and engineering applications.

Feedback-controlled and programmed stretching of the ankle plantarflexors and dorsiflexors in stroke: effects of a 4-week intervention program.

PubMed

Selles, Ruud W; Li, Xiaoyan; Lin, Fang; Chung, Sun G; Roth, Elliot J; Zhang, Li-Qun

2005-12-01

To investigate the effect of repeated feedback-controlled and programmed "intelligent" stretching of the ankle plantar- and dorsiflexors to treat subjects with ankle spasticity and/or contracture in stroke. Noncontrolled trial. Institutional research center. Subjects with spasticity and/or contracture after stroke. Stretching of the plantar- and dorsiflexors of the ankle 3 times a week for 45 minutes during a 4-week period by using a feedback-controlled and programmed stretching device. Passive and active range of motion (ROM), muscle strength, joint stiffness, joint viscous damping, reflex excitability, comfortable walking speed, and subjective experiences of the subjects. Significant improvements were found in the passive ROM, maximum voluntary contraction, ankle stiffness, and comfortable walking speed. The visual analog scales indicated very positive subjective evaluation in terms of the comfort of stretching and the effect on their involved ankle. Repeated feedback-controlled or intelligent stretching had a positive influence on the joint properties of the ankle with spasticity and/or contracture after stroke. The stretching device may be an effective and safe alternative to manual passive motion treatment by a therapist and has potential to be used to repeatedly and regularly stretch the ankle of subjects with spasticity and/or contracture without daily involvement of clinicians or physical therapists.

Milton (Milt) O. Thompson

NASA Technical Reports Server (NTRS)

1960-01-01

Milton O. Thompson was hired as an aeronautical research scientist at the National Advisory Committee for Aeronautics' High-Speed Flight Station, Edwards, California, on March 19, 1956, becoming a research pilot in January 1958. During his 37-year career at what became the National Aeronautics and Space Administration's Dryden Flight Research Center in 1976, Milt managed several research programs and flew many research flights. One of Milt's first research projects, after he became a research pilot, was a program to investigate the feasibility of obtaining substantial amounts of laminar flow on an airfoil at supersonic speeds. The testbed aircraft was an F-104 with one wing covered with a fiberglass glove that served as the test section for the experiment. Next was the Air Launched Sounding Rocket (ALSOR) research program using an F-104 with a rocket launcher installed on it. The intent of the program was to release a balloon from an air launched rocket at over 1,000,000 feet altitude (approximately 190 miles) and then measure its rate of descent to determine air density. In 1959, Thompson was assigned to the Boeing X-20 Dyna-Soar program as a pilot-consultant. The X-20 program was scheduled to launch a human into Earth orbit and recover with a horizontal ground landing. The program was canceled before construction of the vehicle began. Milt became interested in the Rogallo-wing concept, 'Parawing', for spacecraft reentry. The best way to acquire experience, of course, was by building and flying a Paraglider Research Vehicle (Paresev). After ground tows to demonstrate controllability with Milt in the cockpit, he made the first flight aloft on March 12, 1962. On August 16, 1963 Thompson became the first person to fly a lifting body, the lightweight M2-F1. The plywood and steel-tubing prototype was flown as a glider after releasing from an R4D tow plane. He flew it a total of 47 times, and also made the first five flights of the all-metal M2-F2 lifting body, beginning July 12, 1966. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the North American X-15 rocket-powered research aircraft between 1959 and 1968. Milt's first flight was on October 29, 1963. He made a total of 14 flights during the next two years. He reached a maximum speed of 3712 mph (Mach 5.48) in the X-15-3 and a peak altitude of 214,100 feet in the X-15-1 aircraft. In January 1967, he retired from active flying and moved into the research organization's Project Sub-Division Office, becoming chief of the newly formed Research Projects Office in 1969. In this position he was responsible for all of the flight projects at the Center, which included the X-15 and the lifting bodies as well as a number of other projects. In April 1975, he became chief engineer with responsibility for the overview of all technical research activities at the Center and reported directly to the Center Director, a position he held until his death. Thompson began flying with the U.S. Navy as a pilot trainee at the age of 19. He subsequently served during World War II with duty in China and Japan. Following six years of active naval service, he entered the University of Washington, in Seattle, Wash. Milt graduated in 1953 with a Bachelor of Science degree in engineering. He remained in the Naval Reserves during college and continued flying--not only naval aircraft but crop dusters and forest-spraying aircraft. After college graduation, Milt became a flight test engineer for the Boeing Aircraft Company in Seattle, where he was employed for two years before coming to the NACA High-Speed Flight Station. Thompson was a member of the Society of Experimental Test Pilots, and received the organization's Iven C. Kincheloe trophy as the Outstanding Experimental Test Pilot of 1996 for his research flights in the M2 Lifting Bodies. He also received the 1967 Octave Chanute award from the American Institute of Aeronautics and Astronautics for his lifting-body research. Milt was a member of NASA's Space Transportation System Technology Steering Committee during the 1970s. In this role he was successful in leading the effort to design the Orbiters for power-off landings rather than increase weight with air-breathing engines for airliner-type landings. His committee work earned him NASA's highest award, the Distinguished Service Medal. In 1990, the National Aeronautics Association selected Thompson as one of the year's recipients of its Elder Statesman of Aviation awards. Thompson was author of several technical papers, was a member of NASA's Senior Executive Service, and received several NASA awards. Milton Orville Thompson was born May 4, 1926, in Crookston, Minnesota; he died on August 6, 1993, in Lancaster, California.

This photo shows a head-on view of NASA's SR-71B on the ramp at the Air Force's Plant 42 in Palmdale, California, shortly before delivery to DFRC

NASA Image and Video Library

1991-07-24

This photo shows a head-on view of NASA's SR-71B, used for pilot proficiency and training, on the ramp at the Air Force's Plant 42 in Palmdale, California, shortly before delivery to the Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center) at Edwards, California. NASA operated two of these unique aircraft, an SR-71A, for high-speed, high altitude research, and this SR- 71B pilot trainer for most of the decade of the 1990s. The "B" model is special because of its raised rear cockpit, which provided a second pilot position so a trainer and an experienced pilot could both see what was going on during flights. The SR-71 was designed and built by the Lockheed Skunk Works, now the Lockheed Martin Skunk Works. Studies have shown that less than 20 percent of the total thrust used to fly at Mach 3 is produced by the basic engine itself. The balance of the total thrust is produced by the unique design of the engine inlet and "moveable spike" system at the front of the engine nacelles, and by the ejector nozzles at the exhaust which burn air compressed in the engine bypass system. Data from the SR-71 high speed research program will be used to aid designers of future supersonic/hypersonic aircraft and propulsion systems, including a high speed civil transport.

M2-F1 in flight during low-speed car tow

NASA Technical Reports Server (NTRS)

1963-01-01

The M2-F1 shown in flight during a low-speed car tow runs across the lakebed. Such tests allowed about two minutes to test the vehicle's handling in flight. NASA Flight Research Center (later redesignated the Dryden Flight Research Center) personnel conducted as many as 8 to 14 ground-tow flights in a single day either to test the vehicle in preparation for air tows or to train pilots to fly the vehicle before they undertook air tows. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

M2-F1 in flight on tow line

NASA Technical Reports Server (NTRS)

1964-01-01

The M2-F1 Lifting Body is seen here under tow at the Flight Research Center (later redesignated the Dryden Flight Research Center), Edwards, California. The wingless, lifting-body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Flight Research Center management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The M2-F1 project had limited goals. They were to show that a piloted lifting body could be built, that it could not only fly but be controlled in flight, and that it could make a successful landing. While the M2-F1 did prove the concept, with a wooden fuselage and fixed landing gear, it was far from an operational spacecraft. The next step in the lifting-body development was to build a heavyweight, rocket-powered vehicle that was more like an operational lifting body, albeit one without the thermal protection system that would be needed for reentry into the atmosphere from space at near-orbital speeds. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a NASA C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Quantitative Measurement of Vocal Fold Vibration in Male Radio Performers and Healthy Controls Using High-Speed Videoendoscopy

PubMed Central

Warhurst, Samantha; McCabe, Patricia; Heard, Rob; Yiu, Edwin; Wang, Gaowu; Madill, Catherine

2014-01-01

Purpose Acoustic and perceptual studies show a number of differences between the voices of radio performers and controls. Despite this, the vocal fold kinematics underlying these differences are largely unknown. Using high-speed videoendoscopy, this study sought to determine whether the vocal vibration features of radio performers differed from those of non-performing controls. Method Using high-speed videoendoscopy, recordings of a mid-phonatory/i/ in 16 male radio performers (aged 25–52 years) and 16 age-matched controls (aged 25–52 years) were collected. Videos were extracted and analysed semi-automatically using High-Speed Video Program, obtaining measures of fundamental frequency (f0), open quotient and speed quotient. Post-hoc analyses of sound pressure level (SPL) were also performed (n = 19). Pearson's correlations were calculated between SPL and both speed and open quotients. Results Male radio performers had a significantly higher speed quotient than their matched controls (t = 3.308, p = 0.005). No significant differences were found for f0 or open quotient. No significant correlation was found between either open or speed quotient with SPL. Discussion A higher speed quotient in male radio performers suggests that their vocal fold vibration was characterised by a higher ratio of glottal opening to closing times than controls. This result may explain findings of better voice quality, higher equivalent sound level and greater spectral tilt seen in previous research. Open quotient was not significantly different between groups, indicating that the durations of complete vocal fold closure were not different between the radio performers and controls. Further validation of these results is required to determine the aetiology of the higher speed quotient result and its implications for voice training and clinical management in performers. PMID:24971625

Pilot test of Heed the Speed, a program to reduce speeds in residential neighborhoods

DOT National Transportation Integrated Search

2006-08-01

There is abundant evidence that higher speeds are associated with more severe pedestrian injuries and increased death. Speeding is generally more dangerous for pedestrians on residential roads than on other roadways. There has been significant work o...

High resolution image processing on low-cost microcomputers

NASA Technical Reports Server (NTRS)

Miller, R. L.

1993-01-01

Recent advances in microcomputer technology have resulted in systems that rival the speed, storage, and display capabilities of traditionally larger machines. Low-cost microcomputers can provide a powerful environment for image processing. A new software program which offers sophisticated image display and analysis on IBM-based systems is presented. Designed specifically for a microcomputer, this program provides a wide-range of functions normally found only on dedicated graphics systems, and therefore can provide most students, universities and research groups with an affordable computer platform for processing digital images. The processing of AVHRR images within this environment is presented as an example.

Programming Probabilistic Structural Analysis for Parallel Processing Computer

NASA Technical Reports Server (NTRS)

Sues, Robert H.; Chen, Heh-Chyun; Twisdale, Lawrence A.; Chamis, Christos C.; Murthy, Pappu L. N.

1991-01-01

The ultimate goal of this research program is to make Probabilistic Structural Analysis (PSA) computationally efficient and hence practical for the design environment by achieving large scale parallelism. The paper identifies the multiple levels of parallelism in PSA, identifies methodologies for exploiting this parallelism, describes the development of a parallel stochastic finite element code, and presents results of two example applications. It is demonstrated that speeds within five percent of those theoretically possible can be achieved. A special-purpose numerical technique, the stochastic preconditioned conjugate gradient method, is also presented and demonstrated to be extremely efficient for certain classes of PSA problems.

Computational Fluid Dynamics Program at NASA Ames Research Center

NASA Technical Reports Server (NTRS)

Holst, Terry L.

1989-01-01

The Computational Fluid Dynamics (CFD) Program at NASA Ames Research Center is reviewed and discussed. The technical elements of the CFD Program are listed and briefly discussed. These elements include algorithm research, research and pilot code development, scientific visualization, advanced surface representation, volume grid generation, and numerical optimization. Next, the discipline of CFD is briefly discussed and related to other areas of research at NASA Ames including experimental fluid dynamics, computer science research, computational chemistry, and numerical aerodynamic simulation. These areas combine with CFD to form a larger area of research, which might collectively be called computational technology. The ultimate goal of computational technology research at NASA Ames is to increase the physical understanding of the world in which we live, solve problems of national importance, and increase the technical capabilities of the aerospace community. Next, the major programs at NASA Ames that either use CFD technology or perform research in CFD are listed and discussed. Briefly, this list includes turbulent/transition physics and modeling, high-speed real gas flows, interdisciplinary research, turbomachinery demonstration computations, complete aircraft aerodynamics, rotorcraft applications, powered lift flows, high alpha flows, multiple body aerodynamics, and incompressible flow applications. Some of the individual problems actively being worked in each of these areas is listed to help define the breadth or extent of CFD involvement in each of these major programs. State-of-the-art examples of various CFD applications are presented to highlight most of these areas. The main emphasis of this portion of the presentation is on examples which will not otherwise be treated at this conference by the individual presentations. Finally, a list of principal current limitations and expected future directions is given.

Evaluation of non-freeway rumble strips - phase II.

DOT National Transportation Integrated Search

2015-03-01

MDOTs rumble strip program for two-lane high speed rural highways was initiated in 2008 and : continued through 2010. This program included implementation of centerline rumble strips (CLRS) : on nearly 5,400 miles of two-lane high speed roads that...

Materials Test Program, Contact Power Collection for High Speed Tracked Vehicles

DOT National Transportation Integrated Search

1971-01-01

A test program is defined for determining the failure modes and wear characteristics for brushes used to collect electrical power from the wayside for high speed tracked vehicles. Simulation of running conditions and the necessary instrumentation for...

Innovative and Community-Driven Communication Practices of the South Carolina Cancer Prevention and Control Research Network

PubMed Central

Brandt, Heather M.; Freedman, Darcy A.; Adams, Swann Arp; Young, Vicki M.; Ureda, John R.; McCracken, James Lyndon; Hébert, James R.

2014-01-01

The South Carolina Cancer Prevention and Control Research Network (SC-CPCRN) is 1 of 10 networks funded by the Centers for Disease Control and Prevention and the National Cancer Institute (NCI) that works to reduce cancer-related health disparities. In partnership with federally qualified health centers and community stakeholders, the SC-CPCRN uses evidence-based approaches (eg, NCI Research-tested Intervention Programs) to disseminate and implement cancer prevention and control messages, programs, and interventions. We describe the innovative stakeholder- and community-driven communication efforts conducted by the SC-CPCRN to improve overall health and reduce cancer-related health disparities among high-risk and disparate populations in South Carolina. We describe how our communication efforts are aligned with 5 core values recommended for dissemination and implementation science: 1) rigor and relevance, 2) efficiency and speed, 3) collaboration, 4) improved capacity, and 5) cumulative knowledge. PMID:25058673

Innovative and community-driven communication practices of the South Carolina cancer prevention and control research network.

PubMed

Friedman, Daniela B; Brandt, Heather M; Freedman, Darcy A; Adams, Swann Arp; Young, Vicki M; Ureda, John R; McCracken, James Lyndon; Hébert, James R

2014-07-24

The South Carolina Cancer Prevention and Control Research Network (SC-CPCRN) is 1 of 10 networks funded by the Centers for Disease Control and Prevention and the National Cancer Institute (NCI) that works to reduce cancer-related health disparities. In partnership with federally qualified health centers and community stakeholders, the SC-CPCRN uses evidence-based approaches (eg, NCI Research-tested Intervention Programs) to disseminate and implement cancer prevention and control messages, programs, and interventions. We describe the innovative stakeholder- and community-driven communication efforts conducted by the SC-CPCRN to improve overall health and reduce cancer-related health disparities among high-risk and disparate populations in South Carolina. We describe how our communication efforts are aligned with 5 core values recommended for dissemination and implementation science: 1) rigor and relevance, 2) efficiency and speed, 3) collaboration, 4) improved capacity, and 5) cumulative knowledge.

The X-43A/Pegasus combination dropped into the Pacific Ocean after losing control early in the first free-flight attempt

NASA Image and Video Library

2001-06-02

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

Ignition of the Pegasus rocket moments after release from the B-52 signaled acceleration of the X-43A/Pegasus combination over the Pacific Ocean

NASA Image and Video Library

2001-06-02

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

Moments after release from NASA's B-52 carrier aircraft, the X-43A/Pegasus "stack" is seen before ignition of the Pegasus rocket motor on

NASA Image and Video Library

2001-06-02

The first X-43A hypersonic research aircraft and its modified Pegasus booster rocket were carried aloft by NASA's NB-52B carrier aircraft from Dryden Flight Research Center at Edwards Air Force Base, Calif., on June 2, 2001 for the first of three high-speed free flight attempts. About an hour and 15 minutes later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 7. Before this could be achieved, the combined Pegasus and X-43A "stack" lost control about eight seconds after ignition of the Pegasus rocket motor. The mission was terminated and explosive charges ensured the Pegasus and X-43A fell into the Pacific Ocean in a cleared Navy range area. A NASA investigation board is being assembled to determine the cause of the incident. Work continues on two other X-43A vehicles, the first of which could fly by late 2001. Central to the X-43A program is its integration of an air-breathing "scramjet" engine that could enable a variety of high-speed aerospace craft, and promote cost-effective access to space. The 12-foot, unpiloted research vehicle was developed and built for NASA by MicroCraft Inc., Tullahoma, Tenn. The booster was built by Orbital Sciences Corp. at Chandler, Ariz.

SR-71 Pilots and Crew (Smith, Meyer, Bohn-Meyer, Ishmael)

NASA Technical Reports Server (NTRS)

1991-01-01

The two pilot-engineer teams that flew the SR-71 aircraft at the NASA Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center, Edwards, California, are, from left, pilot Rogers Smith, flight engineers Robert Meyer and Marta Bohn-Meyer, and pilot Steven Ishmael. The Meyers are the first husband-wife team of aeronautical engineers at Dryden on flight status. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

SR-71 Pilots and Crew (Smith, Meyer, Bohn-Meyer, Ishmael)

NASA Technical Reports Server (NTRS)

1991-01-01

The two pilot-engineer teams that flew the SR-71 aircraft at the NASA Ames-Dryden Flight Research Facility (later, Dryden Flight Research Center), Edwards, California, are, from top of ladder, pilot Rogers Smith, flight engineer Robert Meyer, pilot Steven Ishmael, and flight engineer Marta Bohn-Meyer. The Meyers are the first husband-wife team of aeronautical engineers at Dryden on flight status. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.

LISP as an Environment for Software Design: Powerful and Perspicuous

PubMed Central

Blum, Robert L.; Walker, Michael G.

1986-01-01

The LISP language provides a useful set of features for prototyping knowledge-intensive, clinical applications software that is not found In most other programing environments. Medical computer programs that need large medical knowledge bases, such as programs for diagnosis, therapeutic consultation, education, simulation, and peer review, are hard to design, evolve continually, and often require major revisions. They necessitate an efficient and flexible program development environment. The LISP language and programming environments bullt around it are well suited for program prototyping. The lingua franca of artifical intelligence researchers, LISP facllitates bullding complex systems because it is simple yet powerful. Because of its simplicity, LISP programs can read, execute, modify and even compose other LISP programs at run time. Hence, it has been easy for system developers to create programming tools that greatly speed the program development process, and that may be easily extended by users. This has resulted in the creation of many useful graphical interfaces, editors, and debuggers, which facllitate the development of knowledge-intensive medical applications.

X-15A-2 and HL-10 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 is shown next to the X-15A-2 in 1966. Both aircraft later went on to set records. On October 3, 1967, the X-15A-2 reached a speed of Mach 6.7, which was the highest speed achieved by a piloted aircraft until the Space Shuttles far exceeded that speed in 1981 and afterwards. The HL-10 later became the fastest piloted lifting body when it flew at a speed of Mach 1.86 on February 18, 1970. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle. The X-15 was a rocket-powered aircraft roughly 50 feet long with a wingspan of 22 feet in its original configuration. The no. 2 aircraft was later modified to become the X-15A-2. First flown in 1959, the three X-15 aircraft made a total of 199 flights. Flight maximums of 354,200 feet in altitude and a speed of 4,520 miles per hour were obtained. The final flight occurred on Oct. 24, 1968. The X-15 was manufactured by North American Aviation (NAA), now a division of Boeing after that firm acquired the Rockwell International Corporation into which NAA had evolved. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 12,295 pounds empty and approximately 31,275 pounds at launch. The rocket engine, the XLR-99, was pilot-controlled and was capable of developing 57,000 pound of rated thrust and about 60,000 pounds of actual thrust. It was manufactured by the Reaction Motors Division of Thiokol Chemical Corp. Before that engine was installed, the aircraft was powered by two XLR-11 rocket engines. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the lower atmosphere, the X-15 used conventional aerodynamic controls such as vertical stabilizers to control yaw and horizontal stabilizers to control pitch when moving in synchronization, or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Eight hydrogen-peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Four of them on the wings (two on each wing) furnished roll control. Because the X-15 consumed a large amount of fuel, it was air launched from a B-52 aircraft at 45,000 feet and a speed of about 500 miles per hour. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 seconds of flight. The remainder of the normal 10- to 11-minute flight was without power and ended with a 200-mile-per-hour glide landing. Generally, one of two types of X-15 flight profiles was used--a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude.

X-24B launch - air drop from mothership

NASA Technical Reports Server (NTRS)

1974-01-01

A fleet of lifting bodies flown at the NASA Flight Research Center, Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1. It featured a plywood shell, built by Gus Briegleb (a sailplane builder from El Mirage, California) placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. The success of the Flight Research Center M2-F1 program led to NASA development and construction of two heavyweight lifting bodies based on studies at the NASA Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, Hawthorne, California. The Air Force also became interested in lifting body research and had a third design concept built, the X-24A, built by the Martin Company, Denver, Colorado. It was later modified into the X-24B and both configurations were flown in the joint NASA-Air Force lifting body program located at Dryden. The X-24B design evolved from a family of potential reentry shapes, each with higher lift-to-drag ratios, proposed by the Air Force Flight Dynamics Laboratory. To reduce the costs of constructing a research vehicle, the Air Force returned the X-24A to Martin for modifications that converted its bulbous shape into one resembling a 'flying flatiron' -- rounded top, flat bottom, and a double-delta planform that ended in a pointed nose. First to fly the X-24B was John A. Manke, a glide flight on August 1, 1973. He was also the pilot on the first powered mission November 15, 1973. Among the final flights with the X-24B were two precise landings on the main concrete runway at Edwards, California, which showed that accurate unpowered reentry vehicle landings were operationally feasible. These missions were flown by Manke and Air Force Maj. Mike Love and represented the final milestone in a program that helped write the flight plan for the Space Shuttle program of today. After launch from the B-52 'mothership' at an altitude of about 45,000 feet, the XLR-11 rocket engine was ignited and the vehicle accelerated to speeds of more than 1,100 miles per hour and to altitudes of 60,000 to 70,000 feet. After the rocket engine was shut down, the pilots began steep glides towards the Edwards runway. As the pilots entered the final leg of their approach, they increased their rate of descent to build up speed and used this energy to perform a 'flare out' maneuver, which slowed their landing speed to about 200 miles per hour--the same basic approach pattern and landing speed of the Space Shuttles today. The final powered flight with the X-24B aircraft was on September 23, l975. The pilot was Bill Dana, and it was also the last rocket-powered flight flown at Dryden. It was also Dana who flew the last X-15 mission about seven years earlier. Top speed reached with the X-24B was 1,164 miles per hour (Mach 1.76) by Love on October 25, 1974. The highest altitude reached was 74,100 feet, by Manke on May 22, 1975. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio. This roughly 20-second video clip shows the X-24B dropping from the B-52 mothership, after which the rocket engine ignites.

Use of optimization to predict the effect of selected parameters on commuter aircraft performance

NASA Technical Reports Server (NTRS)

Wells, V. L.; Shevell, R. S.

1982-01-01

An optimizing computer program determined the turboprop aircraft with lowest direct operating cost for various sets of cruise speed and field length constraints. External variables included wing area, wing aspect ratio and engine sea level static horsepower; tail sizes, climb speed and cruise altitude were varied within the function evaluation program. Direct operating cost was minimized for a 150 n.mi typical mission. Generally, DOC increased with increasing speed and decreasing field length but not by a large amount. Ride roughness, however, increased considerably as speed became higher and field length became shorter.

Dynamic Test Program, Contact Power Collection for High Speed Tracked Vehicles

DOT National Transportation Integrated Search

1973-01-01

A laboratory test program is defined for determining the dynamic characteristics of a contact power collection system for a high speed tracked vehicle. The use of a hybrid computer is conjuntion with hydraulic exciters to simulate the expected dynami...

Development of Filtered Rayleigh Scattering for Accurate Measurement of Gas Velocity

NASA Technical Reports Server (NTRS)

Miles, Richard B.; Lempert, Walter R.

1995-01-01

The overall goals of this research were to develop new diagnostic tools capable of capturing unsteady and/or time-evolving, high-speed flow phenomena. The program centers around the development of Filtered Rayleigh Scattering (FRS) for velocity, temperature, and density measurement, and the construction of narrow linewidth laser sources which will be capable of producing an order MHz repetition rate 'burst' of high power pulses.

In Vitro Cold Transference of Bases and Restorations.

DTIC Science & Technology

1980-07-01

Donald D. Peters, COL, DC and Robert A. Augsburger, MAJ, DC Dr. Peters, an Army colonel, is Assistant Director, Endodontic Residency Training Program...United States Army Institute of Dental Research, Washington, DC 20012 Dr. Augsburger is Chief, Department of Endodontics , William Beaumont Army...by eight different operative grinding techniques. JAOA 58(5):49-59, 1959. 4. Zach, L. and Cohen, G. Biology of high speed rotary operative dental

Qualitative and quantitative imaging in microgravity combustion

NASA Technical Reports Server (NTRS)

Weiland, Karen J.

1995-01-01

An overview of the imaging techniques implemented by researchers in the microgravity combustion program shows that for almost any system, imaging of the flame may be accomplished in a variety of ways. Standard and intensified video, high speed, and infrared cameras and fluorescence, laser schlieren, rainbow schlieren, soot volume fraction, and soot temperature imaging have all been used in the laboratory and many in reduced gravity to make the necessary experimental measurements.

Controllers for Flow-Field Survey Apparatus

NASA Technical Reports Server (NTRS)

Ashby George C., JR.; Vaccarelli, M. D.

1986-01-01

Control systems of flow-field survey apparatuses of 22-inch (56centimeter) Hypersonic Helium Facility (two-dimensional) and 20-inch (51centimeter) Mach 6 Tunnel (three-dimensional) at Langley Research Center equipped with single-chip microcomputer and single-board microcomputer, respectively, to drive probes at selected speeds and perform other functions automatically. Various modes of operation programed as need arises. Both of these control systems fabricated relatively inexpensively from commercially available stock components.

Department of Physics' Involvement of the Impact Testing Project of the High Speed Civil Transport Program (HSCT)

NASA Technical Reports Server (NTRS)

VonMeerwall, Ernst D.

1994-01-01

The project involved the impact testing of a kevlar-like woven polymer material, PBO. The purpose was to determine whether this material showed any promise as a lightweight replacement material for jet engine fan containment. The currently used metal fan containment designs carry a high drag penalty due to their weight. Projectiles were fired at samples of PBO by means of a 0.5 inch diameter Helium powered gun. The Initial plan was to encase the samples inside a purpose-built steel "hot box" for heating and ricochet containment. The research associate's responsibility was to develop the data acquisition programs and techniques necessary to determine accurately the impacting projectile's velocity. Beyond this, the Research Associate's duties include any physical computations, experimental design, and data analysis necessary.

Real-Time On-Board Airborne Demonstration of High-Speed On-Board Data Processing for Science Instruments (HOPS)

NASA Technical Reports Server (NTRS)

Beyon, Jeffrey Y.; Ng, Tak-Kwong; Davis, Mitchell J.; Adams, James K.; Bowen, Stephen C.; Fay, James J.; Hutchinson, Mark A.

2015-01-01

The project called High-Speed On-Board Data Processing for Science Instruments (HOPS) has been funded by NASA Earth Science Technology Office (ESTO) Advanced Information Systems Technology (AIST) program since April, 2012. The HOPS team recently completed two flight campaigns during the summer of 2014 on two different aircrafts with two different science instruments. The first flight campaign was in July, 2014 based at NASA Langley Research Center (LaRC) in Hampton, VA on the NASA's HU-25 aircraft. The science instrument that flew with HOPS was Active Sensing of CO2 Emissions over Nights, Days, and Seasons (ASCENDS) CarbonHawk Experiment Simulator (ACES) funded by NASA's Instrument Incubator Program (IIP). The second campaign was in August, 2014 based at NASA Armstrong Flight Research Center (AFRC) in Palmdale, CA on the NASA's DC-8 aircraft. HOPS flew with the Multifunctional Fiber Laser Lidar (MFLL) instrument developed by Excelis Inc. The goal of the campaigns was to perform an end-to-end demonstration of the capabilities of the HOPS prototype system (HOPS COTS) while running the most computationally intensive part of the ASCENDS algorithm real-time on-board. The comparison of the two flight campaigns and the results of the functionality tests of the HOPS COTS are presented in this paper.

Information Management for a Large Multidisciplinary Project

NASA Technical Reports Server (NTRS)

Jones, Kennie H.; Randall, Donald P.; Cronin, Catherine K.

1992-01-01

In 1989, NASA's Langley Research Center (LaRC) initiated the High-Speed Airframe Integration Research (HiSAIR) Program to develop and demonstrate an integrated environment for high-speed aircraft design using advanced multidisciplinary analysis and optimization procedures. The major goals of this program were to evolve the interactions among disciplines and promote sharing of information, to provide a timely exchange of information among aeronautical disciplines, and to increase the awareness of the effects each discipline has upon other disciplines. LaRC historically has emphasized the advancement of analysis techniques. HiSAIR was founded to synthesize these advanced methods into a multidisciplinary design process emphasizing information feedback among disciplines and optimization. Crucial to the development of such an environment are the definition of the required data exchanges and the methodology for both recording the information and providing the exchanges in a timely manner. These requirements demand extensive use of data management techniques, graphic visualization, and interactive computing. HiSAIR represents the first attempt at LaRC to promote interdisciplinary information exchange on a large scale using advanced data management methodologies combined with state-of-the-art, scientific visualization techniques on graphics workstations in a distributed computing environment. The subject of this paper is the development of the data management system for HiSAIR.

Avionic Pictorial Tunnel-/Pathway-/Highway-In-The-Sky Workshops

NASA Technical Reports Server (NTRS)

Parrish, Russell V. (Compiler)

2003-01-01

In 1994-96, Langley Research Center held a series of interactive workshops investigating highway-in-the-sky concepts, which enable precise flight path control. These workshops brought together government and industry display designers and pilots to discuss and fly various concepts in an iterative manner. The primary emphasis of the first workshops was the utility and usability of pathways and the pros and cons of various features available. The final workshops were focused on the specific applications to the eXternal Visibility System (XVS) of the NASA High-speed Research Program, which was concerned with replacement of the forward windows in a High-speed Civil Transport with electronic displays and high resolution video cameras to enable a "No-Droop" configuration. The primary concerns in the XVS application were the prevention of display clutter and obscuration of hazards, as the camera image was the primary means of traffic separation in clear visibility conditions. These concerns were not so prominent in the first workshops, which assumed a Synthetic Vision System application in which hazard locations are known and obscuration is handled easily. The resulting consensus concept has been used since in simulation and flight test activities of many Government programs. and other concepts have been influenced by the workshop discussions.

Investigations for Supersonic Transports at Transonic and Supersonic Conditions

NASA Technical Reports Server (NTRS)

Rivers, S. Melissa B.; Owens, Lewis R.; Wahls, Richard A.

2007-01-01

Several computational studies were conducted as part of NASA s High Speed Research Program. Results of turbulence model comparisons from two studies on supersonic transport configurations performed during the NASA High-Speed Research program are given. The effects of grid topology and the representation of the actual wind tunnel model geometry are also investigated. Results are presented for both transonic conditions at Mach 0.90 and supersonic conditions at Mach 2.48. A feature of these two studies was the availability of higher Reynolds number wind tunnel data with which to compare the computational results. The transonic wind tunnel data was obtained in the National Transonic Facility at NASA Langley, and the supersonic data was obtained in the Boeing Polysonic Wind Tunnel. The computational data was acquired using a state of the art Navier-Stokes flow solver with a wide range of turbulence models implemented. The results show that the computed forces compare reasonably well with the experimental data, with the Baldwin-Lomax with Degani-Schiff modifications and the Baldwin-Barth models showing the best agreement for the transonic conditions and the Spalart-Allmaras model showing the best agreement for the supersonic conditions. The transonic results were more sensitive to the choice of turbulence model than were the supersonic results.

2008 13th Expeditionary Warfare Conference

DTIC Science & Technology

2008-10-23

Ships 6 Joint High Speed Vessel (JHSV) • Program Capability – High speed lift ship capable of transporting cargo and personnel across intra... high - speed aluminum trimaran hullform that enables the ship to reach sustainable speeds of over 40 knots and range in excess of 3,500 nautical miles...advancing concepts for a very high speed , manned submersible,

Propulsion system-flight control integration-flight evaluation and technology transition

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gilyard, Glenn B.; Myers, Lawrence P.

1990-01-01

Integration of propulsion and flight control systems and their optimization offering significant performance improvement are assessed. In particular, research programs conducted by NASA on flight control systems and propulsion system-flight control interactions on the YF-12 and F-15 aircraft are addressed; these programs have demonstrated increased thrust, reduced fuel consumption, increased engine life, and improved aircraft performance. Focus is placed on altitude control, speed-Mach control, integrated controller design, as well as flight control systems and digital electronic engine control. A highly integrated digital electronic control program is analyzed and compared with a performance seeking control program. It is shown that the flight evaluation and demonstration of these technologies have been a key part in the transition of the concepts to production and operational use on a timely basis.

Designing for the Edge of Space and Beyond

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2003-01-01

Despite the fanciful predictions of Eugen Sanger, Wernher von Braun, and a wealth of science fiction novelists, it was not until the mid-1950s that the first piloted spacecraft design was undertaken in earnest. It was the height of the Cold War, and the paranoia that swept the country and the military had resulted in the largest arms race the world had ever seen. In aviation the desire was to go higher, faster, and farther than ever before. In response to a need for basic research into the ever-increasing speeds and altitudes, the National Advisory Committee on Aeronautics (NACA) began preliminary research into a piloted vehicle that could exceed five times the speed of sound. The research was felt necessary to support both unmanned missile programs and the eventual development of hypersonic combat aircraft. Interestingly, the group of researchers that took the lead in developing the concept (led by John V. Becker) at the NACA s Langley Laboratory added a new wrinkle-they wanted to be able to leave the sensible atmosphere for a few minutes in order to gain a preliminary understanding of space flight2 At the time it was generally felt that piloted space flight would not take place until the turn of the century, although contemporary science fiction-a genre that enjoyed a resurgence of popularity in the mid-1 950s-usually showed it coming much earlier. In fact, many serious researchers believed that the group at Langley should remove the "space leap" from their concept for a hypersonic research airlane. However, the basic designs for a very high speed airplane and for one capable of short excursions outside the atmosphere were not radically different, so the capability remained.

Large-scale Advanced Prop-fan (LAP) high speed wind tunnel test report

NASA Technical Reports Server (NTRS)

Campbell, William A.; Wainauski, Harold S.; Arseneaux, Peter J.

1988-01-01

High Speed Wind Tunnel testing of the SR-7L Large Scale Advanced Prop-Fan (LAP) is reported. The LAP is a 2.74 meter (9.0 ft) diameter, 8-bladed tractor type rated for 4475 KW (6000 SHP) at 1698 rpm. It was designated and built by Hamilton Standard under contract to the NASA Lewis Research Center. The LAP employs thin swept blades to provide efficient propulsion at flight speeds up to Mach .85. Testing was conducted in the ONERA S1-MA Atmospheric Wind Tunnel in Modane, France. The test objectives were to confirm that the LAP is free from high speed classical flutter, determine the structural and aerodynamic response to angular inflow, measure blade surface pressures (static and dynamic) and evaluate the aerodynamic performance at various blade angles, rotational speeds and Mach numbers. The measured structural and aerodynamic performance of the LAP correlated well with analytical predictions thereby providing confidence in the computer prediction codes used for the design. There were no signs of classical flutter throughout all phases of the test up to and including the 0.84 maximum Mach number achieved. Steady and unsteady blade surface pressures were successfully measured for a wide range of Mach numbers, inflow angles, rotational speeds and blade angles. No barriers were discovered that would prevent proceeding with the PTA (Prop-Fan Test Assessment) Flight Test Program scheduled for early 1987.

Ultrasonic Shear Wave Elasticity Imaging (SWEI) Sequencing and Data Processing Using a Verasonics Research Scanner

PubMed Central

Deng, Yufeng; Rouze, Ned C.; Palmeri, Mark L.; Nightingale, Kathryn R.

2017-01-01

Ultrasound elasticity imaging has been developed over the last decade to estimate tissue stiffness. Shear wave elasticity imaging (SWEI) quantifies tissue stiffness by measuring the speed of propagating shear waves following acoustic radiation force excitation. This work presents the sequencing and data processing protocols of SWEI using a Verasonics system. The selection of the sequence parameters in a Verasonics programming script is discussed in detail. The data processing pipeline to calculate group shear wave speed (SWS), including tissue motion estimation, data filtering, and SWS estimation is demonstrated. In addition, the procedures for calibration of beam position, scanner timing, and transducer face heating are provided to avoid SWS measurement bias and transducer damage. PMID:28092508

Supersonic Combustion Research at NASA

NASA Technical Reports Server (NTRS)

Drummond, J. P.; Danehy, Paul M.; Gaffney, Richard L., Jr.; Tedder, Sarah A.; Cutler, Andrew D.; Bivolaru, Daniel

2007-01-01

This paper discusses the progress of work to model high-speed supersonic reacting flow. The purpose of the work is to improve the state of the art of CFD capabilities for predicting the flow in high-speed propulsion systems, particularly combustor flowpaths. The program has several components including the development of advanced algorithms and models for simulating engine flowpaths as well as a fundamental experimental and diagnostic development effort to support the formulation and validation of the mathematical models. The paper will provide details of current work on experiments that will provide data for the modeling efforts along with the associated nonintrusive diagnostics used to collect the data from the experimental flowfield. Simulation of a recent experiment to partially validate the accuracy of a combustion code is also described.

32 CFR 634.27 - Speed-measuring devices.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 4 2011-07-01 2011-07-01 false Speed-measuring devices. 634.27 Section 634.27... CRIMINAL INVESTIGATIONS MOTOR VEHICLE TRAFFIC SUPERVISION Traffic Supervision § 634.27 Speed-measuring devices. Speed-measuring devices will be used in traffic control studies and enforcement programs. Signs...

Speed management program plan.

DOT National Transportation Integrated Search

2014-05-01

Changing public attitudes regarding speeding and speed management will require a comprehensive and concerted effort, involving a wide variety of strategies. This plan identifies six primary focus areas: : A. Data and Data-Driven Approaches, : B. Rese...

Smaller Footprint Drilling System for Deep and Hard Rock Environments; Feasibility of Ultra-High-Speed Diamond Drilling

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

TerraTek, A Schlumberger Company

2008-12-31

The two phase program addresses long-term developments in deep well and hard rock drilling. TerraTek believes that significant improvements in drilling deep hard rock will be obtained by applying ultra-high rotational speeds (greater than 10,000 rpm). The work includes a feasibility of concept research effort aimed at development that will ultimately result in the ability to reliably drill 'faster and deeper' possibly with smaller, more mobile rigs. The principle focus is on demonstration testing of diamond bits rotating at speeds in excess of 10,000 rpm to achieve high rate of penetration (ROP) rock cutting with substantially lower inputs of energymore » and loads. The significance of the 'ultra-high rotary speed drilling system' is the ability to drill into rock at very low weights on bit and possibly lower energy levels. The drilling and coring industry today does not practice this technology. The highest rotary speed systems in oil field and mining drilling and coring today run less than 10,000 rpm - usually well below 5,000 rpm. This document provides the progress through two phases of the program entitled 'Smaller Footprint Drilling System for Deep and Hard Rock Environments: Feasibility of Ultra-High-Speed Diamond Drilling' for the period starting 30 June 2003 and concluding 31 March 2009. The accomplishments of Phases 1 and 2 are summarized as follows: (1) TerraTek reviewed applicable literature and documentation and convened a project kick-off meeting with Industry Advisors in attendance (see Black and Judzis); (2) TerraTek designed and planned Phase I bench scale experiments (See Black and Judzis). Improvements were made to the loading mechanism and the rotational speed monitoring instrumentation. New drill bit designs were developed to provided a more consistent product with consistent performance. A test matrix for the final core bit testing program was completed; (3) TerraTek concluded small-scale cutting performance tests; (4) Analysis of Phase 1 data indicated that there is decreased specific energy as the rotational speed increases; (5) Technology transfer, as part of Phase 1, was accomplished with technical presentations to the industry (see Judzis, Boucher, McCammon, and Black); (6) TerraTek prepared a design concept for the high speed drilling test stand, which was planned around the proposed high speed mud motor concept. Alternative drives for the test stand were explored; a high speed hydraulic motor concept was finally used; (7) The high speed system was modified to accommodate larger drill bits than originally planned; (8) Prototype mud turbine motors and the high speed test stand were used to drive the drill bits at high speed; (9) Three different rock types were used during the testing: Sierra White granite, Crab Orchard sandstone, and Colton sandstone. The drill bits used included diamond impregnated bits, a polycrystalline diamond compact (PDC) bit, a thermally stable PDC (TSP) bit, and a hybrid TSP and natural diamond bit; and (10) The drill bits were run at rotary speeds up to 5500 rpm and weight on bit (WOB) to 8000 lbf. During Phase 2, the ROP as measured in depth of cut per bit revolution generally increased with increased WOB. The performance was mixed with increased rotary speed, with the depth cut with the impregnated drill bit generally increasing and the TSP and hybrid TSP drill bits generally decreasing. The ROP in ft/hr generally increased with all bits with increased WOB and rotary speed. The mechanical specific energy generally improved (decreased) with increased WOB and was mixed with increased rotary speed.« less

SR-71A in Flight with Test Fixture Mounted Atop the Aft Section of the Aircraft

NASA Technical Reports Server (NTRS)

1999-01-01

This close-up, head-on view of NASA's SR-71A Blackbird in flight shows the aircraft with an experimental test fixture mounted on the back of the airplane. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance purposes in 1995. It has since returned to Dryden along with SR-71A 61-7967.