Sample records for wind deflecting structure

  1. Wind loading analysis and strategy for deflection reduction on HET wide field upgrade

    NASA Astrophysics Data System (ADS)

    South, Brian J.; Soukup, Ian M.; Worthington, Michael S.; Zierer, Joseph J.; Booth, John A.; Good, John M.

    2010-07-01

    Wind loading can be a detrimental source of vibration and deflection for any large terrestrial optical telescope. The Hobby-Eberly Telescope* (HET) in the Davis Mountains of West Texas is undergoing a Wide Field Upgrade (WFU) in support of the Dark Energy Experiment (HETDEX) that will greatly increase the size of the instrumentation subjected to operating wind speeds of up to 20.1 m/s (45 mph). A non-trivial consideration for this telescope (or others) is to quantify the wind loads and resulting deflections of telescope structures induced under normal operating conditions so that appropriate design changes can be made. A quasi-static computational fluid dynamics (CFD) model was generated using wind speeds collected on-site as inputs to characterize dynamic wind forces on telescope structures under various conditions. The CFD model was refined until predicted wind speed and direction inside the dome agreed with experimental data. The dynamic wind forces were then used in static loading analysis to determine maximum deflections under typical operating conditions. This approach also allows for exploration of operating parameters without impact to the observation schedule of the telescope. With optimum combinations of parameters (i.e. dome orientation, tracker position, and louver deployment), deflections due to current wind conditions can be significantly reduced. Furthermore, the upper limit for operating wind speed could be increased, provided these parameters are monitored closely. This translates into increased image quality and observing time.

  2. Structural Design Optimization of Doubly-Fed Induction Generators Using GeneratorSE

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

    Sethuraman, Latha; Fingersh, Lee J; Dykes, Katherine L

    2017-11-13

    A wind turbine with a larger rotor swept area can generate more electricity, however, this increases costs disproportionately for manufacturing, transportation, and installation. This poster presents analytical models for optimizing doubly-fed induction generators (DFIGs), with the objective of reducing the costs and mass of wind turbine drivetrains. The structural design for the induction machine includes models for the casing, stator, rotor, and high-speed shaft developed within the DFIG module in the National Renewable Energy Laboratory's wind turbine sizing tool, GeneratorSE. The mechanical integrity of the machine is verified by examining stresses, structural deflections, and modal properties. The optimization results aremore » then validated using finite element analysis (FEA). The results suggest that our analytical model correlates with the FEA in some areas, such as radial deflection, differing by less than 20 percent. But the analytical model requires further development for axial deflections, torsional deflections, and stress calculations.« less

  3. Smart structure for small wind turbine blade

    NASA Astrophysics Data System (ADS)

    Supeni, E. E.; Epaarachchi, J. A.; Islam, M. M.; Lau, K. T.

    2013-08-01

    Wind energy is seen as a viable alternative energy option for future energy demand. The blades of wind turbines are generally regarded as the most critical component of the wind turbine system. Ultimately, the blades act as the prime mover of the whole system which interacts with the wind flow during the production of energy. During wind turbine operation the wind loading cause the deflection of the wind turbine blade which can be significant and affect the turbine efficiency. Such a deflection in wind blade not only will result in lower performance in electrical power generation but also increase of material degradation due high fatigue life and can significantly shorten the longevity for the wind turbine material. In harnessing stiffness of the blade will contribute massive weight factor and consequently excessive bending moment. To overcome this excessive deflection due to wind loading on the blade, it is feasible to use shape memory alloy (SMA) wires which has ability take the blade back to its optimal operational shape. This paper details analytical and experimental work being carried out to minimize blade flapping deflection using SMA.

  4. Computation of wind tunnel model deflections. [for transport type solid wing

    NASA Technical Reports Server (NTRS)

    Mehrotra, S. C.; Gloss, B. B.

    1981-01-01

    The experimental deflections for a transport type solid wing model were measured for several single point load conditions. These deflections were compared with those obtained by structural modeling of the wing by using plate and solid elements of Structural Performance Analysis and Redesign (SPAR) program. The solid element representation of the wing showed better agreement with the experimental deflections than the plate representation. The difference between the measured and calculated deflections is about 5 percent.

  5. Nonlinear Large Deflection Theory with Modified Aeroelastic Lifting Line Aerodynamics for a High Aspect Ratio Flexible Wing

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Ting, Eric; Chaparro, Daniel

    2017-01-01

    This paper investigates the effect of nonlinear large deflection bending on the aerodynamic performance of a high aspect ratio flexible wing. A set of nonlinear static aeroelastic equations are derived for the large bending deflection of a high aspect ratio wing structure. An analysis is conducted to compare the nonlinear bending theory with the linear bending theory. The results show that the nonlinear bending theory is length-preserving whereas the linear bending theory causes a non-physical effect of lengthening the wing structure under the no axial load condition. A modified lifting line theory is developed to compute the lift and drag coefficients of a wing structure undergoing a large bending deflection. The lift and drag coefficients are more accurately estimated by the nonlinear bending theory due to its length-preserving property. The nonlinear bending theory yields lower lift and span efficiency than the linear bending theory. A coupled aerodynamic-nonlinear finite element model is developed to implement the nonlinear bending theory for a Common Research Model (CRM) flexible wing wind tunnel model to be tested in the University of Washington Aeronautical Laboratory (UWAL). The structural stiffness of the model is designed to give about 10% wing tip deflection which is large enough that could cause the nonlinear deflection effect to become significant. The computational results show that the nonlinear bending theory yields slightly less lift than the linear bending theory for this wind tunnel model. As a result, the linear bending theory is deemed adequate for the CRM wind tunnel model.

  6. Deflection and Distortion of CME internal magnetic flux rope due to the interaction with a structured solar wind

    NASA Astrophysics Data System (ADS)

    Shiota, D.; Iju, T.; Hayashi, K.; Fujiki, K.; Tokumaru, M.; Kusano, K.

    2016-12-01

    CMEs are the most violent driver of geospace disturbances, and therefore their arrival to the Earth position is an important factor in space weather forecast. The dynamics of CME propagation is strongly affected by the interaction with background solar wind. To understand the interaction between a CME and background solar wind, we performed three-dimensional MHD simulations of the propagation of a CME with internal twisted magnetic flux rope into a structured bimodal solar wind. We compared three different cases in which an identical CME is launched into an identical bimodal solar wind but the launch dates of the CME are different. Each position relative to the boundary between slow and fast solar winds becomes almost in the slow wind stream region, almost in the fast wind stream region, or in vicinity of the boundary of the fast and slow solar wind stream (that grows to CIR). It is found that the CME is most distorted and deflected eastward in the case near the CIR, in contrast to the other two cases. The maximum strength of southward magnetic field at the Earth position is also highest in the case near CIR. The results are interpreted that the dynamic pressure gradient due to the back reaction from pushing the ahead slow wind stream and due to the collision behind fast wind stream hinders the expansion of the CME internal flux rope into the direction of the solar wind velocity gradient. As a result, the expansion into the direction to the velocity gradient is slightly enhanced and results in the enhanced deflection and distortion of the CME and its internal flux rope. These results support the pileup accident hypothesis proposed by Kataoka et al. (2015) to form unexpectedly geoeffective solar wind structure.

  7. Structural optimization procedure of a composite wind turbine blade for reducing both material cost and blade weight

    NASA Astrophysics Data System (ADS)

    Hu, Weifei; Park, Dohyun; Choi, DongHoon

    2013-12-01

    A composite blade structure for a 2 MW horizontal axis wind turbine is optimally designed. Design requirements are simultaneously minimizing material cost and blade weight while satisfying the constraints on stress ratio, tip deflection, fatigue life and laminate layup requirements. The stress ratio and tip deflection under extreme gust loads and the fatigue life under a stochastic normal wind load are evaluated. A blade element wind load model is proposed to explain the wind pressure difference due to blade height change during rotor rotation. For fatigue life evaluation, the stress result of an implicit nonlinear dynamic analysis under a time-varying fluctuating wind is converted to the histograms of mean and amplitude of maximum stress ratio using the rainflow counting algorithm Miner's rule is employed to predict the fatigue life. After integrating and automating the whole analysis procedure an evolutionary algorithm is used to solve the discrete optimization problem.

  8. Flow deflection over a foredune

    NASA Astrophysics Data System (ADS)

    Hesp, Patrick A.; Smyth, Thomas A. G.; Nielsen, Peter; Walker, Ian J.; Bauer, Bernard O.; Davidson-Arnott, Robin

    2015-02-01

    Flow deflection of surface winds is common across coastal foredunes and blowouts. Incident winds approaching obliquely to the dune toe and crestline tend to be deflected towards a more crest-normal orientation across the stoss slope of the foredune. This paper examines field measurements for obliquely incident winds, and compares them to computational fluid dynamics (CFD) modelling of flow deflection in 10° increments from onshore (0°) to alongshore (90°) wind approach angles. The mechanics of flow deflection are discussed, followed by a comparative analysis of measured and modelled flow deflection data that shows strong agreement. CFD modelling of the full range of onshore to alongshore incident winds reveals that deflection of the incident wind flow is minimal at 0° and gradually increases as the incident wind turns towards 30° to the dune crest. The greatest deflection occurs between 30° and 70° incident to the dune crest. The degree of flow deflection depends secondarily on height above the dune surface, with the greatest effect near the surface and toward the dune crest. Topographically forced flow acceleration ("speed-up") across the stoss slope of the foredune is greatest for winds less than 30° (i.e., roughly perpendicular) and declines significantly for winds with more oblique approach angles. There is less lateral uniformity in the wind field when the incident wind approaches from > 60° because the effect of aspect ratio on topographic forcing and streamline convergence is less pronounced.

  9. Wind tunnel measurements of wake structure and wind farm power for actuator disk model wind turbines in yaw

    NASA Astrophysics Data System (ADS)

    Howland, Michael; Bossuyt, Juliaan; Kang, Justin; Meyers, Johan; Meneveau, Charles

    2016-11-01

    Reducing wake losses in wind farms by deflecting the wakes through turbine yawing has been shown to be a feasible wind farm control approach. In this work, the deflection and morphology of wakes behind a wind turbine operating in yawed conditions are studied using wind tunnel experiments of a wind turbine modeled as a porous disk in a uniform inflow. First, by measuring velocity distributions at various downstream positions and comparing with prior studies, we confirm that the nonrotating wind turbine model in yaw generates realistic wake deflections. Second, we characterize the wake shape and make observations of what is termed a "curled wake," displaying significant spanwise asymmetry. Through the use of a 100 porous disk micro-wind farm, total wind farm power output is studied for a variety of yaw configurations. Strain gages on the tower of the porous disk models are used to measure the thrust force as a substitute for turbine power. The frequency response of these measurements goes up to the natural frequency of the model and allows studying the spatiotemporal characteristics of the power output under the effects of yawing. This work has been funded by the National Science Foundation (Grants CBET-113380 and IIA-1243482, the WINDINSPIRE project). JB and JM are supported by ERC (ActiveWindFarms, Grant No. 306471).

  10. An oilspill trajectory analysis model with a variable wind deflection angle

    USGS Publications Warehouse

    Samuels, W.B.; Huang, N.E.; Amstutz, D.E.

    1982-01-01

    The oilspill trajectory movement algorithm consists of a vector sum of the surface drift component due to wind and the surface current component. In the U.S. Geological Survey oilspill trajectory analysis model, the surface drift component is assumed to be 3.5% of the wind speed and is rotated 20 degrees clockwise to account for Coriolis effects in the Northern Hemisphere. Field and laboratory data suggest, however, that the deflection angle of the surface drift current can be highly variable. An empirical formula, based on field observations and theoretical arguments relating wind speed to deflection angle, was used to calculate a new deflection angle at each time step in the model. Comparisons of oilspill contact probabilities to coastal areas calculated for constant and variable deflection angles showed that the model is insensitive to this changing angle at low wind speeds. At high wind speeds, some statistically significant differences in contact probabilities did appear. ?? 1982.

  11. Comparative study on the wake deflection behind yawed wind turbine models

    NASA Astrophysics Data System (ADS)

    Schottler, Jannik; Mühle, Franz; Bartl, Jan; Peinke, Joachim; Adaramola, Muyiwa S.; Sætran, Lars; Hölling, Michael

    2017-05-01

    In this wind tunnel campaign, detailed wake measurements behind two different model wind turbines in yawed conditions were performed. The wake deflections were quantified by estimating the rotor-averaged available power within the wake. By using two different model wind turbines, the influence of the rotor design and turbine geometry on the wake deflection caused by a yaw misalignment of 30° could be judged. It was found that the wake deflections three rotor diameters downstream were equal while at six rotor diameters downstream insignificant differences were observed. The results compare well with previous experimental and numerical studies.

  12. UWB Wind Turbine Blade Deflection Sensing for Wind Energy Cost Reduction.

    PubMed

    Zhang, Shuai; Jensen, Tobias Lindstrøm; Franek, Ondrej; Eggers, Patrick C F; Olesen, Kim; Byskov, Claus; Pedersen, Gert Frølund

    2015-08-12

    A new application of utilizing ultra-wideband (UWB) technology to sense wind turbine blade deflections is introduced in this paper for wind energy cost reduction. The lower UWB band of 3.1-5.3 GHz is applied. On each blade, there will be one UWB blade deflection sensing system, which consists of two UWB antennas at the blade root and one UWB antenna at the blade tip. The detailed topology and challenges of this deflection sensing system are addressed. Due to the complexity of the problem, this paper will first realize the on-blade UWB radio link in the simplest case, where the tip antenna is situated outside (and on the surface of) a blade tip. To investigate this case, full-blade time-domain measurements are designed and conducted under different deflections. The detailed measurement setups and results are provided. If the root and tip antenna locations are properly selected, the first pulse is always of sufficient quality for accurate estimations under different deflections. The measured results reveal that the blade tip-root distance and blade deflection can be accurately estimated in the complicated and lossy wireless channels around a wind turbine blade. Some future research topics on this application are listed finally.

  13. Solar Wind Deflection by Mass Loading in the Martian Magnetosheath Based on MAVEN Observations

    NASA Astrophysics Data System (ADS)

    Dubinin, E.; Fraenz, M.; Pätzold, M.; Halekas, J. S.; Mcfadden, J.; Connerney, J. E. P.; Jakosky, B. M.; Vaisberg, O.; Zelenyi, L.

    2018-03-01

    Mars Atmosphere and Volatile EvolutioN observations at Mars show clear signatures of the shocked solar wind interaction with the extended oxygen atmosphere and hot corona displayed in a lateral deflection of the magnetosheath flow in the direction opposite to the direction of the solar wind motional electric field. The value of the velocity deflection reaches ˜50 km/s. The occurrence of such deflection is caused by the "Lorentz-type" force due to a differential streaming of the solar wind protons and oxygen ions originating from the extended oxygen corona. The value of the total deceleration of the magnetosheath flow due to mass loading is estimated as ˜40 km/s.

  14. UWB Wind Turbine Blade Deflection Sensing for Wind Energy Cost Reduction

    PubMed Central

    Zhang, Shuai; Jensen, Tobias Lindstrøm; Franek, Ondrej; Eggers, Patrick C. F.; Olesen, Kim; Byskov, Claus; Pedersen, Gert Frølund

    2015-01-01

    A new application of utilizing ultra-wideband (UWB) technology to sense wind turbine blade deflections is introduced in this paper for wind energy cost reduction. The lower UWB band of 3.1–5.3 GHz is applied. On each blade, there will be one UWB blade deflection sensing system, which consists of two UWB antennas at the blade root and one UWB antenna at the blade tip. The detailed topology and challenges of this deflection sensing system are addressed. Due to the complexity of the problem, this paper will first realize the on-blade UWB radio link in the simplest case, where the tip antenna is situated outside (and on the surface of) a blade tip. To investigate this case, full-blade time-domain measurements are designed and conducted under different deflections. The detailed measurement setups and results are provided. If the root and tip antenna locations are properly selected, the first pulse is always of sufficient quality for accurate estimations under different deflections. The measured results reveal that the blade tip-root distance and blade deflection can be accurately estimated in the complicated and lossy wireless channels around a wind turbine blade. Some future research topics on this application are listed finally. PMID:26274964

  15. Structural Dynamic Behavior of Wind Turbines

    NASA Technical Reports Server (NTRS)

    Thresher, Robert W.; Mirandy, Louis P.; Carne, Thomas G.; Lobitz, Donald W.; James, George H. III

    2009-01-01

    The structural dynamicist s areas of responsibility require interaction with most other members of the wind turbine project team. These responsibilities are to predict structural loads and deflections that will occur over the lifetime of the machine, ensure favorable dynamic responses through appropriate design and operational procedures, evaluate potential design improvements for their impact on dynamic loads and stability, and correlate load and control test data with design predictions. Load prediction has been a major concern in wind turbine designs to date, and it is perhaps the single most important task faced by the structural dynamics engineer. However, even if we were able to predict all loads perfectly, this in itself would not lead to an economic system. Reduction of dynamic loads, not merely a "design to loads" policy, is required to achieve a cost-effective design. The two processes of load prediction and structural design are highly interactive: loads and deflections must be known before designers and stress analysts can perform structural sizing, which in turn influences the loads through changes in stiffness and mass. Structural design identifies "hot spots" (local areas of high stress) that would benefit most from dynamic load alleviation. Convergence of this cycle leads to a turbine structure that is neither under-designed (which may result in structural failure), nor over-designed (which will lead to excessive weight and cost).

  16. Wing configuration on Wind Tunnel Testing of an Unmanned Aircraft Vehicle

    NASA Astrophysics Data System (ADS)

    Daryanto, Yanto; Purwono, Joko; Subagyo

    2018-04-01

    Control surface of an Unmanned Aircraft Vehicle (UAV) consists of flap, aileron, spoiler, rudder, and elevator. Every control surface has its own special functionality. Some particular configurations in the flight mission often depend on the wing configuration. Configuration wing within flap deflection for takeoff setting deflection of flap 20° but during landing deflection of flap set on the value 40°. The aim of this research is to get the ultimate CLmax for take-off flap deflection setting. It is shown from Wind Tunnel Testing result that the 20° flap deflection gives optimum CLmax with moderate drag coefficient. The results of Wind Tunnel Testing representing by graphic plots show good performance as well as the stability of UAV.

  17. Feasibility study on a strain based deflection monitoring system for wind turbine blades

    NASA Astrophysics Data System (ADS)

    Lee, Kyunghyun; Aihara, Aya; Puntsagdash, Ganbayar; Kawaguchi, Takayuki; Sakamoto, Hiraku; Okuma, Masaaki

    2017-01-01

    The bending stiffness of the wind turbine blades has decreased due to the trend of wind turbine upsizing. Consequently, the risk of blades breakage by hitting the tower has increased. In order to prevent such incidents, this study proposes a deflection monitoring system that can be installed to already operating wind turbine's blades. The monitoring system is composed of an estimation algorithm to detect blade deflection and a wireless sensor network as a hardware equipment. As for the estimation method for blade deflection, a strain-based estimation algorithm and an objective function for optimal sensor arrangement are proposed. Strain-based estimation algorithm is using a linear correlation between strain and deflections, which can be expressed in a form of a transformation matrix. The objective function includes the terms of strain sensitivity and condition number of the transformation matrix between strain and deflection. In order to calculate the objective function, a simplified experimental model of the blade is constructed by interpolating the mode shape of a blade from modal testing. The interpolation method is effective considering a practical use to operating wind turbines' blades since it is not necessary to establish a finite element model of a blade. On the other hand, a sensor network with wireless connection with an open source hardware is developed. It is installed to a 300 W scale wind turbine and vibration of the blade on operation is investigated.

  18. Gravo-Aeroelastic Scaling for Extreme-Scale Wind Turbines

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

    Fingersh, Lee J; Loth, Eric; Kaminski, Meghan

    2017-06-09

    A scaling methodology is described in the present paper for extreme-scale wind turbines (rated at 10 MW or more) that allow their sub-scale turbines to capture their key blade dynamics and aeroelastic deflections. For extreme-scale turbines, such deflections and dynamics can be substantial and are primarily driven by centrifugal, thrust and gravity forces as well as the net torque. Each of these are in turn a function of various wind conditions, including turbulence levels that cause shear, veer, and gust loads. The 13.2 MW rated SNL100-03 rotor design, having a blade length of 100-meters, is herein scaled to the CART3more » wind turbine at NREL using 25% geometric scaling and blade mass and wind speed scaled by gravo-aeroelastic constraints. In order to mimic the ultralight structure on the advanced concept extreme-scale design the scaling results indicate that the gravo-aeroelastically scaled blades for the CART3 are be three times lighter and 25% longer than the current CART3 blades. A benefit of this scaling approach is that the scaled wind speeds needed for testing are reduced (in this case by a factor of two), allowing testing under extreme gust conditions to be much more easily achieved. Most importantly, this scaling approach can investigate extreme-scale concepts including dynamic behaviors and aeroelastic deflections (including flutter) at an extremely small fraction of the full-scale cost.« less

  19. Multicore photonic crystal fiber force meters

    NASA Astrophysics Data System (ADS)

    Reimlinger, M.; Colalillo, A.; Coompson, J.; Wynne, R.

    2011-04-01

    A silica based three core photonic crystal fiber (PCF) force meter with fast response times (<30μs) for low wind speed detection is presented. Results are provided for PCF structures containing cores with varied lattice spacing. Force meters with high spatial resolution (sample regions <10cm) specially outfitted for extreme environmental conditions are of interest to both industry and basic research institutions. The featured PCF force meter exhibited sensitivities that agreed with theoretical predictions that are useful for the detection of minimum displacements for wind speeds <30m/s. The results of this investigation are relevant to civil engineering applications including urban sensing technologies that involve air quality monitoring. The deflection of the PCF detection interface was measured as a function of the fiber deflection or the applied force (e.g. wind speed). The three core PCF has a core diameter of 3.9μm, outer diameter of 132.5μm and 7.56μm core-core spacing. A 4cm length of the PCF is attached to the surface of a thin metal beam. One end of the PCF section is fusion spliced to a single mode fiber (SMF) at the fiber input. The remaining fiber end is coupled to a CCD camera with a lens at the PCF output. The applied force deflects the supported PCF such that the intensity distribution of the optical field for the multiple cores changes as a function of displacement. Experimental results from static deflection measurements are in agreement with coupled-mode theory and simple beam deflection theory models.

  20. Effect of flap deflection on the lift coefficient of wings operating in a biplane configuration

    NASA Technical Reports Server (NTRS)

    Stasiak, J.

    1977-01-01

    Biplane models with a lift flap were tested in a wind tunnel to study the effect of flap deflection on the aerodynamic coefficient of the biplane as well as of the individual wings. Optimization of the position flap was carried out, and the effect of changes in the chord length of the lower wing was determined for the aerodynamic structure of a biplane with a lift flap on the upper wing.

  1. DARPA/AFRL/NASA Smart Wing Second Wind Tunnel Test Results

    NASA Technical Reports Server (NTRS)

    Scherer, L. B.; Martin, C. A.; West, M.; Florance, J. P.; Wieseman, C. D.; Burner, A. W.; Fleming, G. A.

    2001-01-01

    To quantify the benefits of smart materials and structures adaptive wing technology, Northrop Grumman Corp. (NGC) built and tested two 16% scale wind tunnel models (a conventional and a "smart" model) of a fighter/attack aircraft under the DARPA/AFRL/NASA Smart Materials and Structures Development - Smart Wing Phase 1. Performance gains quantified included increased pitching moment (C(sub M)), increased rolling moment (C(subl)) and improved pressure distribution. The benefits were obtained for hingeless, contoured trailing edge control surfaces with embedded shape memory alloy (SMA) wires and spanwise wing twist effected by SMA torque tube mechanisms, compared to conventional hinged control surfaces. This paper presents an overview of the results from the second wind tunnel test performed at the NASA Langley Research Center s (LaRC) 16ft Transonic Dynamic Tunnel (TDT) in June 1998. Successful results obtained were: 1) 5 degrees of spanwise twist and 8-12% increase in rolling moment utilizing a single SMA torque tube, 2) 12 degrees of deflection, and 10% increase in rolling moment due to hingeless, contoured aileron, and 3) demonstration of optical techniques for measuring spanwise twist and deflected shape.

  2. DARPA/ARFL/NASA Smart Wing second wind tunnel test results

    NASA Astrophysics Data System (ADS)

    Scherer, Lewis B.; Martin, Christopher A.; West, Mark N.; Florance, Jennifer P.; Wieseman, Carol D.; Burner, Alpheus W.; Fleming, Gary A.

    1999-07-01

    To quantify the benefits of smart materials and structures adaptive wing technology. Northrop Grumman Corp. built and tested two 16 percent scale wind tunnel models of a fighter/attach aircraft under the DARPA/AFRL/NASA Smart Materials and Structures Development - Smart Wing Phase 1. Performance gains quantified included increased pitching moment, increased rolling moment and improved pressure distribution. The benefits were obtained for hingeless, contoured trailing edge control surfaces with embedded shape memory alloy wires and spanwise wing twist effected by SMA torque tube mechanism, compared to convention hinged control surfaces. This paper presents an overview of the results from the second wind tunnel test performed at the NASA Langley Research Center's 16 ft Transonic Dynamic Tunnel in June 1998. Successful results obtained were: 1) 5 degrees of spanwise twist and 8-12 percent increase in rolling moment utilizing a single SMA torque tube, 2) 12 degrees of deflection, and 10 percent increase in rolling moment due to hingeless, contoured aileron, and 3) demonstration of optical techniques for measuring spanwise twist and deflected shape.

  3. Wind tunnel investigation of the aerodynamic characteristics of symmetrically deflected ailerons of the F-8C airplane. [conducted in the Langley 8-foot transonic pressure tunnel

    NASA Technical Reports Server (NTRS)

    Gera, J.

    1977-01-01

    A .042-scale model of the F-8C airplane was investigated in a transonic wind tunnel at high subsonic Mach numbers and a range of angles of attack between-3 and 20 degrees. The effect of symmetrically deflected ailerons on the longitudinal aerodynamic characteristics was measured. Some data were also obtained on the lateral control effectiveness of asymmetrically deflected horizontal tail surfaces.

  4. Can We Predict CME Deflections Based on Solar Magnetic Field Configuration Alone?

    NASA Astrophysics Data System (ADS)

    Kay, C.; Opher, M.; Evans, R. M.

    2013-12-01

    Accurate space weather forecasting requires knowledge of the trajectory of coronal mass ejections (CMEs), including predicting CME deflections close to the Sun and through interplanetary space. Deflections of CMEs occur due to variations in the background magnetic field or solar wind speed, magnetic reconnection, and interactions with other CMEs. Using our newly developed model of CME deflections due to gradients in the background solar magnetic field, ForeCAT (Kay et al. 2013), we explore the questions: (a) do all simulated CMEs ultimately deflect to the minimum in the background solar magnetic field? (b) does the majority of the deflection occur in the lower corona below 4 Rs? ForeCAT does not include temporal variations in the magnetic field of active regions (ARs), spatial variations in the background solar wind speed, magnetic reconnection, or interactions with other CMEs. Therefore we focus on the effects of the steady state solar magnetic field. We explore two different Carrington Rotations (CRs): CR 2029 (April-May 2005) and CR 2077 (November-December 2008). Little is known about how the density and magnetic field fall with distance in the lower corona. We consider four density models derived from observations (Chen 1996, Mann et al. 2003, Guhathakurta et al. 2006, Leblanc et al. 1996) and two magnetic field models (PFSS and a scaled model). ForeCAT includes drag resulting from both CME propagation and deflection through the background solar wind. We vary the drag coefficient to explore the effect of drag on the deflection at 1 AU.

  5. Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Ting, Eric; Lebofsky, Sonia

    2015-01-01

    This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

  6. Experimental Study of Hypersonic Inflatable Aerodynamic Decelerator (HIAD) Aeroshell with Axisymmetric Surface Deflection Patterns

    NASA Technical Reports Server (NTRS)

    Hollis, Brian R.; Hollingsworth, Kevin E.

    2017-01-01

    A wind tunnel test program was conducted to obtain aeroheating environment data on Hypersonic Inflatable Aerodynamic Decelerator aeroshells with flexible thermal protection systems. Data were obtained on a set of rigid wind tunnel models with surface deflection patterns of various heights that simulated a range of potential in-flight aeroshell deformations. Wind tunnel testing was conducted at Mach 6 at unit Reynolds numbers from 2.1 × 10(exp 6)/ft to 8.3 × 10(exp 6)/ft and angles of attack from 0 deg to 18 deg. Boundary-layer transition onset and global surface heating distribution measurements were performed using phosphor thermography and flow field images were obtained through schlieren photography. Surface deflections were found to both promote early transition of the boundary layer and to augment heating levels for both laminar and turbulent flows. A complimentary computational flow field study was also performed to provide heating predictions for comparison with the measurements as well as boundary layer flow field properties for use in correlating the data. Correlations of the wind tunnel data were developed to predict deflection effects on boundary layer transition and surface heating and were applied to both the wind tunnel test conditions and to the trajectory of NASA's successful IRVE-3 flight test. In general, the correlations produced at least qualitative agreement with the wind tunnel data, although the heating levels were underpredicted for some of the larger surface deflections. For the flight conditions, the correlations suggested that peak heating levels on the leeward side conical flank of the IRVE-3 vehicle may have exceeded those at nose for times late in the trajectory after the peak heating time point. However, the flight estimates were based on a conservative assumption of surface deflection magnitude (i.e., larger) than likely was produced in flight.

  7. Flight-measured X-24A lifting body control surface hinge moments and correlation with wind tunnel predictions

    NASA Technical Reports Server (NTRS)

    Tang, M. H.; Pearson, G. P. E.

    1973-01-01

    Control-surface hinge-moment measurements obtained in the X-24A lifting body flight-test program are compared with results from wind-tunnel tests. The effects of variations in angle of attack, angle of sideslip, rudder bias, rudder deflection, upper-flap deflection, lower-flap deflection, Mach number, and rocket-engine operation on the control-surface hinge moments are presented. In-flight motion pictures of tufts attached to the inboard side of the right fin and the rudder and upper-flap surfaces are discussed.

  8. Distinct sensory representations of wind and near-field sound in the Drosophila brain

    PubMed Central

    Yorozu, Suzuko; Wong, Allan; Fischer, Brian J.; Dankert, Heiko; Kernan, Maurice J.; Kamikouchi, Azusa; Ito, Kei; Anderson, David J.

    2009-01-01

    Behavioral responses to wind are thought to play a critical role in controlling the dispersal and population genetics of wild Drosophila species1,2, as well as their navigation in flight3, but their underlying neurobiological basis is unknown. We show that Drosophila melanogaster, like wild-caught Drosophila strains4, exhibits robust wind-induced suppression of locomotion (WISL), in response to air currents delivered at speeds normally encountered in nature1,2. Here we identify wind-sensitive neurons in Johnston’s Organ (JO), an antennal mechanosensory structure previously implicated in near-field sound detection (reviewed in5,6). Using Gal4 lines targeted to different subsets of JO neurons7, and a genetically encoded calcium indicator8, we show that wind and near-field sound (courtship song) activate distinct populations of JO neurons, which project to different regions of the antennal and mechanosensory motor center (AMMC) in the central brain. Selective genetic ablation of wind-sensitive JO neurons in the antenna abolishes WISL behavior, without impairing hearing. Different neuronal subsets within the wind-sensitive population, moreover, respond to different directions of arista deflection caused by airflow and project to different regions of the AMMC, providing a rudimentary map of wind-direction in the brain. Importantly, sound- and wind-sensitive JO neurons exhibit different intrinsic response properties: the former are phasically activated by small, bi-directional, displacements of the aristae, while the latter are tonically activated by unidirectional, static deflections of larger magnitude. These different intrinsic properties are well suited to the detection of oscillatory pulses of near-field sound and laminar airflow, respectively. These data identify wind-sensitive neurons in JO, a structure that has been primarily associated with hearing, and reveal how the brain can distinguish different types of air particle movements, using a common sensory organ. PMID:19279637

  9. Evaluation of observed blast loading effects on NIF x-ray diagnostic collimators.

    PubMed

    Masters, N D; Fisher, A; Kalantar, D; Prasad, R; Stölken, J S; Wlodarczyk, C

    2014-11-01

    We present the "debris wind" models used to estimate the impulsive load to which x-ray diagnostics and other structures are subject during National Ignition Facility experiments. These models are used as part of the engineering design process. Isotropic models, based on simulations or simplified "expanding shell" models, are augmented by debris wind multipliers to account for directional anisotropy. We present improvements to these multipliers based on measurements of the permanent deflections of diagnostic components: 4× for the polar direction and 2× within the equatorial plane-the latter relaxing the previous heuristic debris wind multiplier.

  10. Mass-loading of the solar wind at 67P/Churyumov-Gerasimenko. Observations and modelling

    NASA Astrophysics Data System (ADS)

    Behar, E.; Lindkvist, J.; Nilsson, H.; Holmström, M.; Stenberg-Wieser, G.; Ramstad, R.; Götz, C.

    2016-11-01

    Context. The first long-term in-situ observation of the plasma environment in the vicinity of a comet, as provided by the European Rosetta spacecraft. Aims: Here we offer characterisation of the solar wind flow near 67P/Churyumov-Gerasimenko (67P) and its long term evolution during low nucleus activity. We also aim to quantify and interpret the deflection and deceleration of the flow expected from ionization of neutral cometary particles within the undisturbed solar wind. Methods: We have analysed in situ ion and magnetic field data and combined this with hybrid modeling of the interaction between the solar wind and the comet atmosphere. Results: The solar wind deflection is increasing with decreasing heliocentric distances, and exhibits very little deceleration. This is seen both in observations and in modeled solar wind protons. According to our model, energy and momentum are transferred from the solar wind to the coma in a single region, centered on the nucleus, with a size in the order of 1000 km. This interaction affects, over larger scales, the downstream modeled solar wind flow. The energy gained by the cometary ions is a small fraction of the energy available in the solar wind. Conclusions: The deflection of the solar wind is the strongest and clearest signature of the mass-loading for a small, low-activity comet, whereas there is little deceleration of the solar wind.

  11. Low-Speed Wind-Tunnel Investigation of Blowing Boundary-Layer Control on Leading- and Trailing-Edge Flaps of a Large-Scale, Low-Aspect-Ratio, 45 Swept-wing Airplane Configuration

    NASA Technical Reports Server (NTRS)

    Maki, Ralph L.

    1959-01-01

    Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

  12. Studying Wake Deflection of Wind Turbines in Yaw using Drag Disk Experiments and Actuator Disk Modeling in LES

    NASA Astrophysics Data System (ADS)

    Howland, Michael; Bossuyt, Juliaan; Meyers, Johan; Meneveau, Charles

    2015-11-01

    Recently, there has been a push towards the optimization in the power output of entire large wind farms through the control of individual turbines, as opposed to operating each turbine in a maximum power point tracking manner. In this vane, the wake deflection by wind turbines in yawed conditions has generated considerable interest in recent years. In order to effectively study the wake deflection according to classical actuator disk momentum theory, a 3D printed drag disk model with a coefficient of thrust of approximately 0.75 - 0.85 and a diameter of 3 cm is used, studied under uniform inflow in a wind tunnel with test section of 1 m by 1.3 m, operating with a negligible inlet turbulence level at an inflow velocity of 10 m/s. Mean velocity profile measurements are performed using Pitot probes. Different yaw angles are considered, including 10, 20, and 30 degrees. We confirm earlier results that (e.g.) a 30 degree yaw angle deflects the center of the wake around 1/2 of a rotor diameter when it impinges on a downstream turbine. Detailed comparisons between the experiments and Large Eddy Simulations using actuator disk model for the wind turbines are carried out in order to help validate the CFD model. Work supported by NSF (grants CBET-113380 and IIA-1243482, the WINDINSPIRE project) and by ERC (ActiveWindFarms, grant no. 306471).

  13. Method and apparatus for reducing rotor blade deflections, loads, and/or peak rotational speed

    DOEpatents

    Moroz, Emilian Mieczyslaw; Pierce, Kirk Gee

    2006-10-17

    A method for reducing at least one of loads, deflections of rotor blades, or peak rotational speed of a wind turbine includes storing recent historical pitch related data, wind related data, or both. The stored recent historical data is analyzed to determine at least one of whether rapid pitching is occurring or whether wind speed decreases are occurring. A minimum pitch, a pitch rate limit, or both are imposed on pitch angle controls of the rotor blades conditioned upon results of the analysis.

  14. Using high-fidelity computational fluid dynamics to help design a wind turbine wake measurement experiment

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

    Churchfield, M.; Wang, Q.; Scholbrock, A.

    Here, we describe the process of using large-eddy simulations of wind turbine wake flow to help design a wake measurement campaign. The main goal of the experiment is to measure wakes and wake deflection that result from intentional yaw misalignment under a variety of atmospheric conditions at the Scaled Wind Farm Technology facility operated by Sandia National Laboratories in Lubbock, Texas. Prior simulation studies have shown that wake deflection may be used for wind-plant control that maximizes plant power output. In this study, simulations are performed to characterize wake deflection and general behavior before the experiment is performed to ensuremore » better upfront planning. Beyond characterizing the expected wake behavior, we also use the large-eddy simulation to test a virtual version of the lidar we plan to use to measure the wake and better understand our lidar scan strategy options. This work is an excellent example of a 'simulation-in-the-loop' measurement campaign.« less

  15. Using High-Fidelity Computational Fluid Dynamics to Help Design a Wind Turbine Wake Measurement Experiment

    NASA Astrophysics Data System (ADS)

    Churchfield, M.; Wang, Q.; Scholbrock, A.; Herges, T.; Mikkelsen, T.; Sjöholm, M.

    2016-09-01

    We describe the process of using large-eddy simulations of wind turbine wake flow to help design a wake measurement campaign. The main goal of the experiment is to measure wakes and wake deflection that result from intentional yaw misalignment under a variety of atmospheric conditions at the Scaled Wind Farm Technology facility operated by Sandia National Laboratories in Lubbock, Texas. Prior simulation studies have shown that wake deflection may be used for wind-plant control that maximizes plant power output. In this study, simulations are performed to characterize wake deflection and general behavior before the experiment is performed to ensure better upfront planning. Beyond characterizing the expected wake behavior, we also use the large-eddy simulation to test a virtual version of the lidar we plan to use to measure the wake and better understand our lidar scan strategy options. This work is an excellent example of a “simulation-in-the-loop” measurement campaign.

  16. Using high-fidelity computational fluid dynamics to help design a wind turbine wake measurement experiment

    DOE PAGES

    Churchfield, M.; Wang, Q.; Scholbrock, A.; ...

    2016-10-03

    Here, we describe the process of using large-eddy simulations of wind turbine wake flow to help design a wake measurement campaign. The main goal of the experiment is to measure wakes and wake deflection that result from intentional yaw misalignment under a variety of atmospheric conditions at the Scaled Wind Farm Technology facility operated by Sandia National Laboratories in Lubbock, Texas. Prior simulation studies have shown that wake deflection may be used for wind-plant control that maximizes plant power output. In this study, simulations are performed to characterize wake deflection and general behavior before the experiment is performed to ensuremore » better upfront planning. Beyond characterizing the expected wake behavior, we also use the large-eddy simulation to test a virtual version of the lidar we plan to use to measure the wake and better understand our lidar scan strategy options. This work is an excellent example of a 'simulation-in-the-loop' measurement campaign.« less

  17. Distribution and solar wind control of compressional solar wind-magnetic anomaly interactions observed at the Moon by ARTEMIS

    NASA Astrophysics Data System (ADS)

    Halekas, J. S.; Poppe, A. R.; Lue, C.; Farrell, W. M.; McFadden, J. P.

    2017-06-01

    A statistical investigation of 5 years of observations from the two-probe Acceleration, Reconnection, Turbulence, and Electrodynamics of Moon's Interaction with the Sun (ARTEMIS) mission reveals that strong compressional interactions occur infrequently at high altitudes near the ecliptic but can form in a wide range of solar wind conditions and can occur up to two lunar radii downstream from the lunar limb. The compressional events, some of which may represent small-scale collisionless shocks ("limb shocks"), occur in both steady and variable interplanetary magnetic field (IMF) conditions, with those forming in steady IMF well organized by the location of lunar remanent crustal magnetization. The events observed by ARTEMIS have similarities to ion foreshock phenomena, and those observed in variable IMF conditions may result from either local lunar interactions or distant terrestrial foreshock interactions. Observed velocity deflections associated with compressional events are always outward from the lunar wake, regardless of location and solar wind conditions. However, events for which the observed velocity deflection is parallel to the upstream motional electric field form in distinctly different solar wind conditions and locations than events with antiparallel deflections. Consideration of the momentum transfer between incoming and reflected solar wind populations helps explain the observed characteristics of the different groups of events.Plain Language SummaryWe survey the environment around the Moon to determine when and where strong amplifications in the charged particle density and magnetic field strength occur. These structures may be some of the smallest shock waves in the solar system, and learning about their formation informs us about the interaction of charged particles with small-scale magnetic fields throughout the solar system and beyond. We find that these compressions occur in an extended region downstream from the lunar dawn and dusk regions and that they can form under a wide variety of solar wind conditions. However, we find that two distinctly different types of interactions occur for different magnetic field geometries and solar wind conditions. The two types of events appear to differ because of the different trajectories followed by solar wind protons that reflect from localized lunar magnetic fields and the resulting differences in how the incoming solar wind from upstream interacts with these reflected particles.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JAnSc..63....1Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JAnSc..63....1Y"><span>Electric Solar Wind Sail Kinetic Energy Impactor for Asteroid Deflection Missions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yamaguchi, Kouhei; Yamakawa, Hiroshi</p> <p>2016-03-01</p> <p>An electric solar wind sail uses the natural solar wind stream to produce low but continuous thrust by interacting with a number of long thin charged tethers. It allows a spacecraft to generate a thrust without consuming any reaction mass. The aim of this paper is to investigate the use of a spacecraft with such a propulsion system to deflect an asteroid with a high relative velocity away from an Earth collision trajectory. To this end, we formulate a simulation model for the electric solar wind sail. By summing thrust vectors exerted on each tether, a dynamic model which gives the relation between the thrust and sail attitude is proposed. Orbital maneuvering by fixing the sail's attitude and changing tether voltage is considered. A detailed study of the deflection of fictional asteroids, which are assumed to be identified 15 years before Earth impact, is also presented. Assuming a spacecraft characteristic acceleration of 0.5 mm/s 2, and a projectile mass of 1,000 kg, we show that the trajectory of asteroids with one million tons can be changed enough to avoid a collision with the Earth. Finally, the effectiveness of using this method of propulsion in an asteroid deflection mission is evaluated in comparison with using flat photonic solar sails.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017RSPTA.37560256G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017RSPTA.37560256G"><span>Interaction of the solar wind with comets: a Rosetta perspective</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Glassmeier, Karl-Heinz</p> <p>2017-05-01</p> <p>The Rosetta mission provides an unprecedented possibility to study the interaction of comets with the solar wind. As the spacecraft accompanies comet 67P/Churyumov-Gerasimenko from its very low-activity stage through its perihelion phase, the physics of mass loading is witnessed for various activity levels of the nucleus. While observations at other comets provided snapshots of the interaction region and its various plasma boundaries, Rosetta observations allow a detailed study of the temporal evolution of the innermost cometary magnetosphere. Owing to the short passage time of the solar wind through the interaction region, plasma instabilities such as ring-beam and non-gyrotropic instabilities are of less importance during the early life of the magnetosphere. Large-amplitude ultra-low-frequency (ULF) waves, the `singing' of the comet, is probably due to a modified ion Weibel instability. This instability drives a cross-field current of implanted cometary ions unstable. The initial pick-up of these ions causes a major deflection of the solar wind protons. Proton deflection, cross-field current and the instability induce a threefold structure of the innermost interaction region with the characteristic Mach cone and Whistler wings as stationary interaction signatures as well as the ULF waves representing the dynamic aspect of the interaction. This article is part of the themed issue 'Cometary science after Rosetta'.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19840019620&hterms=winglet&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dwinglet','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19840019620&hterms=winglet&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dwinglet"><span>KC-135 wing and winglet flight pressure distributions, loads, and wing deflection results with some wind tunnel comparisons</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Montoya, L. C.; Jacobs, P.; Flechner, S.; Sims, R.</p> <p>1982-01-01</p> <p>A full-scale winglet flight test on a KC-135 airplane with an upper winglet was conducted. Data were taken at Mach numbers from 0.70 to 0.82 at altitudes from 34,000 feet to 39,000 feet at stabilized flight conditions for wing/winglet configurations of basic wing tip, 15/-4 deg, 15/-2 deg, and 0/-4 deg winglet cant/incidence. An analysis of selected pressure distribution and data showed that with the basic wing tip, the flight and wind tunnel wing pressure distribution data showed good agreement. With winglets installed, the effects on the wing pressure distribution were mainly near the tip. Also, the flight and wind tunnel winglet pressure distributions had some significant differences primarily due to the oilcanning in flight. However, in general, the agreement was good. For the winglet cant and incidence configuration presented, the incidence had the largest effect on the winglet pressure distributions. The incremental flight wing deflection data showed that the semispan wind tunnel model did a reasonable job of simulating the aeroelastic effects at the wing tip. The flight loads data showed good agreement with predictions at the design point and also substantiated the predicted structural penalty (load increase) of the 15 deg cant/-2 deg incidence winglet configuration.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_1");'>1</a></li> <li class="active"><span>2</span></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_2 --> <div id="page_3" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_1");'>1</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li class="active"><span>3</span></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="41"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19850006487','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19850006487"><span>An experimental study of airfoil-spoiler aerodynamics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mclachlan, B. G.; Karamcheti, K.</p> <p>1985-01-01</p> <p>The steady/unsteady flow field generated by a typical two dimensional airfoil with a statically deflected flap type spoiler was investigated. Subsonic wind tunnel tests were made over a range of parameters: spoiler deflection, angle of attack, and two Reynolds numbers; and comprehensive measurements of the mean and fluctuating surface pressures, velocities in the boundary layer, and velocities in the wake. Schlieren flow visualization of the near wake structure was performed. The mean lift, moment, and surface pressure characteristics are in agreement with previous investigations of spoiler aerodynamics. At large spoiler deflections, boundary layer character affects the static pressure distribution in the spoiler hingeline region; and, the wake mean velocity fields reveals a closed region of reversed flow aft of the spoiler. It is shown that the unsteady flow field characteristics are as follows: (1) the unsteady nature of the wake is characterized by vortex shedding; (2) the character of the vortex shedding changes with spoiler deflection; (3) the vortex shedding characteristics are in agreement with other bluff body investigations; and (4) the vortex shedding frequency component of the fluctuating surface pressure field is of appreciable magnitude at large spoiler deflections. The flow past an airfoil with deflected spoiler is a particular problem in bluff body aerodynamics is considered.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20060002833','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20060002833"><span>Aeroelastic Deformation: Adaptation of Wind Tunnel Measurement Concepts to Full-Scale Vehicle Flight Testing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Burner, Alpheus W.; Lokos, William A.; Barrows, Danny A.</p> <p>2005-01-01</p> <p>The adaptation of a proven wind tunnel test technique, known as Videogrammetry, to flight testing of full-scale vehicles is presented. A description is presented of the technique used at NASA's Dryden Flight Research Center for the measurement of the change in wing twist and deflection of an F/A-18 research aircraft as a function of both time and aerodynamic load. Requirements for in-flight measurements are compared and contrasted with those for wind tunnel testing. The methodology for the flight-testing technique and differences compared to wind tunnel testing are given. Measurement and operational comparisons to an older in-flight system known as the Flight Deflection Measurement System (FDMS) are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA165713','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA165713"><span>Design and Installation of Nearshore Ocean Cable Protection Systems,</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1979-11-01</p> <p>4-6 Figure 4-2. Maximum deflection versus cable tension for cables exposed to lateral wind and current loads ...deflection versus cable tension for cables exposed to lateral wind and current loads (from: Project Execution Plan FPO-1-77(15)). 4-6- -" O.5knot u 4re...with the mass of concrete on the seafloor to prevent pour- ing through the water column . If subsequent loads of concrete are required at the same</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA801275','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA801275"><span>Comparison of Fixed-Stabilizer, Adjustable-Stabilizer and All-Moveable Horizontal Tails</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1945-10-01</p> <p>the thrust axis and wind direction at Infinity, degrees; primed to indicate that a is corrected for ground interference effects 5 angular ...deflection of control surface, degrees i+- maximum angular deflection of stabilizer measured with reference to thrust axis, degrees hnax...5e maximum negative angular deflection of elevator, degrees E downwash angle at teil, degrees; primed to indicate that e Is</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5454225','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=5454225"><span>Interaction of the solar wind with comets: a Rosetta perspective</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p></p> <p>2017-01-01</p> <p>The Rosetta mission provides an unprecedented possibility to study the interaction of comets with the solar wind. As the spacecraft accompanies comet 67P/Churyumov–Gerasimenko from its very low-activity stage through its perihelion phase, the physics of mass loading is witnessed for various activity levels of the nucleus. While observations at other comets provided snapshots of the interaction region and its various plasma boundaries, Rosetta observations allow a detailed study of the temporal evolution of the innermost cometary magnetosphere. Owing to the short passage time of the solar wind through the interaction region, plasma instabilities such as ring--beam and non-gyrotropic instabilities are of less importance during the early life of the magnetosphere. Large-amplitude ultra-low-frequency (ULF) waves, the ‘singing’ of the comet, is probably due to a modified ion Weibel instability. This instability drives a cross-field current of implanted cometary ions unstable. The initial pick-up of these ions causes a major deflection of the solar wind protons. Proton deflection, cross-field current and the instability induce a threefold structure of the innermost interaction region with the characteristic Mach cone and Whistler wings as stationary interaction signatures as well as the ULF waves representing the dynamic aspect of the interaction. This article is part of the themed issue ‘Cometary science after Rosetta’. PMID:28554976</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2008AGUFM.U11B0025H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2008AGUFM.U11B0025H"><span>Winds at the Phoenix Landing Site</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Holstein-Rathlou, C.; Gunnlaugsson, H. P.; Taylor, P.; Lange, C.; Moores, J.; Lemmon, M.</p> <p>2008-12-01</p> <p>Local wind speeds and directions have been measured at the Phoenix landing site using the Telltale wind indicator. The Telltale is mounted on top of the meteorological mast at roughly 2 meters height above the surface. The Telltale is a mechanical anemometer consisting of a lightweight cylinder suspended by Kevlar fibers that are deflected under the action of wind. Images taken with the Surface Stereo Imager (SSI) of the Telltale deflection allows the wind speed and direction to be quantified. Winds aloft have been estimated using image series (10 images ~ 50 s apart) taken of the Zenith (Zenith Movies). In contrast enhanced images cloud like features are seen to move through the image field and give indication of directions and angular speed. Wind speeds depend on the height of where these features originate while directions are unambiguously determined. The wind data shows dominant wind directions and diurnal variations, likely caused by slope winds. Recent night time measurements show frost formation on the Telltale mirror. The results will be discussed in terms of global and slope wind modeling and the current calibration of the data is discussed. It will also be illustrated how wind data can aid in interpreting temperature fluctuations seen on the lander.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19950021556','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19950021556"><span>Comparative wind tunnel test at high Reynolds numbers of NACA 64 621 airfoils with two aileron configurations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gregorek, G. M.</p> <p>1995-01-01</p> <p>An experimental program to measure the aerodynamic characteristics of the NACA 64-621 airfoil when equipped with plain ailerons of 0.38 chord and 0.30 chord and with 0.38 chord balanced aileron has been conducted in the pressurized O.S.U. 6 x 12 ft High Reynolds Number Wind Tunnel. Surface pressures were measured and integrated to yield lift and pressure drag coefficients for angles of attack from -3 to +42 deg and for selected aileron deflections from 0 to -90 deg at nominal Mach and Reynolds numbers of 0.25 and 5 x 10(exp 6). When resolved into thrust coefficient for wind turbine aerodynamic control applications, the data indicated the anticipated decrease in thrust coefficient with negative aileron deflection at low angles of attack; however, as angle of attack increased, thrust coefficients eventually became positive. All aileron configurations, even at -90 deg deflections showed this trend. Hinge moments for each configuration complete the data set.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009SPIE.7295E..2DW','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009SPIE.7295E..2DW"><span>Operational load estimation of a smart wind turbine rotor blade</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>White, Jonathan R.; Adams, Douglas E.; Rumsey, Mark A.</p> <p>2009-03-01</p> <p>Rising energy prices and carbon emission standards are driving a fundamental shift from fossil fuels to alternative sources of energy such as biofuel, solar, wind, clean coal and nuclear. In 2008, the U.S. installed 8,358 MW of new wind capacity increasing the total installed wind power by 50% to 25,170 MW. A key technology to improve the efficiency of wind turbines is smart rotor blades that can monitor the physical loads being applied by the wind and then adapt the airfoil for increased energy capture. For extreme wind and gust events, the airfoil could be changed to reduce the loads to prevent excessive fatigue or catastrophic failure. Knowledge of the actual loading to the turbine is also useful for maintenance planning and design improvements. In this work, an array of uniaxial and triaxial accelerometers was integrally manufactured into a 9m smart rotor blade. DC type accelerometers were utilized in order to estimate the loading and deflection from both quasi-steady-state and dynamic events. A method is presented that designs an estimator of the rotor blade static deflection and loading and then optimizes the placement of the sensor(s). Example results show that the method can identify the optimal location for the sensor for both simple example cases and realistic complex loading. The optimal location of a single sensor shifts towards the tip as the curvature of the blade deflection increases with increasingly complex wind loading. The framework developed is practical for the expansion of sensor optimization in more complex blade models and for higher numbers of sensors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19930000006&hterms=propeller&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dpropeller','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19930000006&hterms=propeller&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dpropeller"><span>Measuring Deflections Of Propeller And Fan Blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kurkov, Anatole P.</p> <p>1993-01-01</p> <p>Method based on measurement of interruptions of laser beam provides information on deflections of blades of airplane propeller or unducted turbofan. Bends and twists deduced from timing of laser-beam shadows. Provides for nonintrusive measurement in wind tunnel or on open test stand.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930092922','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930092922"><span>Wind-Tunnel Investigation of the Characteristics of Blunt-Nose Ailerons on a Tapered Wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Toll, Thomas A.</p> <p>1943-01-01</p> <p>Characteristics are determined for various modifications of 0.155-chord blunt-nose aileron on semispan model of tapered fighter plane wing. Ailerons with 40 percent nose balance reduced high-speed stick forces. Increased balance chord increases effectiveness and reduces high-speed stick forces. Increased balance chord increases effectiveness and reduces adverse effects of gap at aileron hose. Increase of nose radii increased negative slope of curve hinge-movement coefficient plotted against deflection. Extended deflection range decreased aileron effectiveness for small deflections but increased it at large deflections. Peak pressures at noses of ailerons are relatively high at moderate deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740025195','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740025195"><span>Investigation of space shuttle orbiter subsonic stability and control characteristics in the NAAL low speed wind tunnel (OA62B), volume 2</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mennell, R.; Hughes, T.</p> <p>1974-01-01</p> <p>Experimental aerodynamic investigations were conducted on a sting-mounted 0.0405 scale representation of the 140A/B space shuttle orbiter in a 7.75 ft by 11 ft low speed wind tunnel during the period from November 14, 1973 to December 6, 1973. Establishment of basic longitudinal stability characteristics in and out of ground effect, and the establishment of lateral-directional stability characteristics in free air were the primary test objectives. The following effects and configurations were tested: (1) two dual podded nacelle configurations; (2) stability and control characteristics at nominal elevon deflections, rudder deflections, airleron deflections, rudder flare angles, and body flap deflections; (3) effects of various elevon and elevon/fuselage gaps on longitudinal stability and control; (4) pressures on the vertical tail at spanwise stations using pressure bugs; (5) aerodynamic force and moment data measured in the stability axis system by an internally mounted, six-component strain gage balance. For Vol. 1, see N74-32324.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2001SPIE.4337..292W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2001SPIE.4337..292W"><span>Monitoring of wind load and response for cable-supported bridges in Hong Kong</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wong, Kai-yuen; Chan, Wai-Yee K.; Man, King-Leung</p> <p>2001-08-01</p> <p>Structural health monitoring for the three cable-supported bridges located in the West of Hong Kong or the Tsing Ma Control Area has been carried out since the opening of these bridges to public traffic. The three cable-supported bridges are referred to as the Tsing Ma (suspension) Bridge, the Kap Shui Mun (cable-stayed) Bridge and the Ting Kau (cable-stayed) Bridge. The structural health monitoring works involved are classified as six monitoring categories, namely, wind load and response, temperature load and response, traffic load and response, geometrical configuration monitoring, strains and stresses/forces monitoring and global dynamic characteristics monitoring. As wind loads and responses had been a major concern in the design and construction stages, this paper therefore outlines the work of wind load and response monitoring on Tsing Ma, Kap Shui Mun and Ting Kau Bridges. The paper starts with a brief description of the sensory systems. The description includes the layout and performance requirements of sensory systems for wind load and responses monitoring. Typical results of wind load and response monitoring in graphical forms are then presented. These graphical forms include the plots of wind rose diagrams, wind incidences vs wind speeds, wind turbulence intensities, wind power spectra, gust wind factors, coefficient of terrain roughness, extreme wind analyses, deck deflections/rotations vs wind speeds, acceleration spectra, acceleration/displacement contours, and stress demand ratios. Finally conclusions on wind load and response monitoring on the three cable-supported bridges are drawn.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19810023576','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19810023576"><span>Effect of sweep and aspect ratio on the longitudinal aerodynamics of a spanloader wing in and out of ground effect. [wind tunnel tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kjelgaard, S. O.; Paulson, J. W., Jr.</p> <p>1981-01-01</p> <p>A wind tunnel investigation was conducted in the Langley 4 by 7 meter tunnel to determine the effects of leading edge sweep, aspect ratio, flap deflection, and elevon deflection on the longitudinal aerodynamic characteristics of a span distributed load advanced cargo aircraft (spanloader). Model configurations consisted of leading edge sweeps of 0, 15, 30 and 45 deg and aspect ratios of approximately 2, 4, 6, and 8. Data were obtained for angles of attack of -8 to 18 deg out of ground effect and at angles of attack of -2, 0, and 2 deg in ground effect at Mach number equal 0.14. Flap and elevon deflections ranged from -20 to 20 deg. The data are represented in tabulated form.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120013111','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120013111"><span>CME Interaction with Large-Scale Coronal Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gopalswarny, Nat</p> <p>2012-01-01</p> <p>This talk presents some key observations that highlight the importance of CME interaction with other large scale structures such as CMEs and coronal holes . Such interactions depend on the phase of the solar cycle: during maximum, CMEs are ejected more frequently, so CME-CME interaction becomes dominant. During the rise phase, the polar coronal holes are strong, so the interaction between polar coronal holes and CMEs is important, which also leads to a possible increase in the number of interplanetary CMEs observed as magnetic clouds. During the declining phase, there are more equatorial coronal holes, so CMEs originating near these coronal holes are easily deflected. CMEs can be deflected toward and away from the Sun-Earth line resulting in interesting geospace consequences. For example, the largest geomagnetic storm of solar cycle 23 was due to a CME that was deflected towards the Sun-earth line from E22. CME deflection away from the Sun-Earth line diminishes the chance of a CME producing a geomagnetic storm. CME interaction in the coronagraphic field of view was first identified using enhanced radio emission, which is an indication of acceleration of low energy (approx.10 keV) electrons in the interaction site. CME interaction, therefore, may also have implications for proton acceleration. For example, solar energetic particle events typically occur with a higher intensity, whenever multiple CMEs occur in quick succession from the same source region. CME deflection may also have implications to the arrival of energetic particles to earth because magnetic connectivity may be changed by the interaction. I illustrate the above points using examples from SOHO, STEREO, Wind, and ACE data .</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150000694','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150000694"><span>Static Aeroelastic Scaling and Analysis of a Sub-Scale Flexible Wing Wind Tunnel Model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ting, Eric; Lebofsky, Sonia; Nguyen, Nhan; Trinh, Khanh</p> <p>2014-01-01</p> <p>This paper presents an approach to the development of a scaled wind tunnel model for static aeroelastic similarity with a full-scale wing model. The full-scale aircraft model is based on the NASA Generic Transport Model (GTM) with flexible wing structures referred to as the Elastically Shaped Aircraft Concept (ESAC). The baseline stiffness of the ESAC wing represents a conventionally stiff wing model. Static aeroelastic scaling is conducted on the stiff wing configuration to develop the wind tunnel model, but additional tailoring is also conducted such that the wind tunnel model achieves a 10% wing tip deflection at the wind tunnel test condition. An aeroelastic scaling procedure and analysis is conducted, and a sub-scale flexible wind tunnel model based on the full-scale's undeformed jig-shape is developed. Optimization of the flexible wind tunnel model's undeflected twist along the span, or pre-twist or wash-out, is then conducted for the design test condition. The resulting wind tunnel model is an aeroelastic model designed for the wind tunnel test condition.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AIPC.1762b0002I','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AIPC.1762b0002I"><span>Dynamic analysis of the BMW tower in Munich</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Indacochea-Beltran, Joaquin; Elgindy, Pearl; Lee, Elaine; Vignesh, Thiviya; Ansourian, Peter; Tahmasebinia, Faham; Marroquín, Fernando Alonso</p> <p>2016-08-01</p> <p>In the 1970s, world famous Austrian architect Karl Schwanzer designed an avant-garde suspended skyscraper for the new BMW headquarters. The BMW Tower was envisioned to resemble a four-cylinder motor and become a symbol for the recent flourishing success of BMW. Throughout its four decades, the BMW Tower has become the main architectural feature of modern Munich and a pride for one of the World leading car manufacturers. The structural design of the BMW Tower represented a major challenge to Germany's finest engineers because the suspended 99.5m-high structure had to whitstand not only static loading but large wind dynamic loading while having deflections within appropriate serviceability limits. Strand7 has been used to determine the stresses and deflections the structure is subjected to in order to analyse its behavior under static and dynamic loadings. Ultimately, this analysis helps to understand the nature of suspended structures in relation to the Eurocode building standards. Finally, thermal resistance has also been analysed using Strand7 to simulate a fire scenario and analyse the behaviour of the cable structure, which is the most critical building component.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19790011873','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19790011873"><span>Optimization of multi-element airfoils for maximum lift</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Olsen, L. E.</p> <p>1979-01-01</p> <p>Two theoretical methods are presented for optimizing multi-element airfoils to obtain maximum lift. The analyses assume that the shapes of the various high lift elements are fixed. The objective of the design procedures is then to determine the optimum location and/or deflection of the leading and trailing edge devices. The first analysis determines the optimum horizontal and vertical location and the deflection of a leading edge slat. The structure of the flow field is calculated by iteratively coupling potential flow and boundary layer analysis. This design procedure does not require that flow separation effects be modeled. The second analysis determines the slat and flap deflection required to maximize the lift of a three element airfoil. This approach requires that the effects of flow separation from one or more of the airfoil elements be taken into account. The theoretical results are in good agreement with results of a wind tunnel test used to corroborate the predicted optimum slat and flap positions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1409001','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1409001"><span>Structural Mass Saving Potential of a 5-MW Direct-Drive Generator Designed for Additive Manufacturing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Sethuraman, Latha; Fingersh, Lee J; Dykes, Katherine L</p> <p></p> <p>As wind turbine blade diameters and tower height increase to capture more energy in the wind, higher structural loads results in more structural support material increasing the cost of scaling. Weight reductions in the generator transfer to overall cost savings of the system. Additive manufacturing facilitates a design-for-functionality approach, thereby removing traditional manufacturing constraints and labor costs. The most feasible additive manufacturing technology identified for large, direct-drive generators in this study is powder-binder jetting of a sand cast mold. A parametric finite element analysis optimization study is performed, optimizing for mass and deformation. Also, topology optimization is employed for eachmore » parameter-optimized design.The optimized U-beam spoked web design results in a 24 percent reduction in structural mass of the rotor and 60 percent reduction in radial deflection.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1999SPIE.3674..391P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1999SPIE.3674..391P"><span>Smart-actuated continuous moldline technology (CMT) mini wind tunnel test</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Pitt, Dale M.; Dunne, James P.; Kilian, Kevin J.</p> <p>1999-07-01</p> <p>The Smart Aircraft and Marine Propulsion System Demonstration (SAMPSON) Program will culminate in two separate demonstrations of the application of Smart Materials and Structures technology. One demonstration will be for an aircraft application and the other for marine vehicles. The aircraft portion of the program will examine the application of smart materials to aircraft engine inlets which will deform the inlet in-flight in order to regulate the airflow rate into the engine. Continuous Moldline Technology (CMT), a load-bearing reinforced elastomer, will enable the use of smart materials in this application. The capabilities of CMT to withstand high-pressure subsonic and supersonic flows were tested in a sub-scale mini wind- tunnel. The fixture, used as the wind-tunnel test section, was designed to withstand pressure up to 100 psi. The top and bottom walls were 1-inch thick aluminum and the side walls were 1-inch thick LEXAN. High-pressure flow was introduced from the Boeing St. Louis poly-sonic wind tunnel supply line. CMT walls, mounted conformal to the upper and lower surfaces, were deflected inward to obtain a converging-diverging nozzle. The CMT walls were instrumented for vibration and deflection response. Schlieren photography was used to establish shock wave motion. Static pressure taps, embedded within one of the LEXAN walls, monitored pressure variation in the mini-wind tunnel. High mass flow in the exit region. This test documented the response of CMT technology in the presence of high subsonic flow and provided data to be used in the design of the SAMPSON Smart Inlet.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1372685','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/1372685"><span>Monitoring of wind turbines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>White, Jonathan R.; Adams, Douglas E.; Paquette, Josh</p> <p>2017-07-25</p> <p>Method and apparatus for determining the deflection or curvature of a rotating blade, such as a wind turbine blade or a helicopter blade. Also, methods and apparatus for establishing an inertial reference system on a rotating blade.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_1");'>1</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li class="active"><span>3</span></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_3 --> <div id="page_4" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li class="active"><span>4</span></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="61"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880019758','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880019758"><span>Optical measurement of unducted fan blade deflections</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kurkov, Anatole P.</p> <p>1988-01-01</p> <p>A nonintrusive optical method for measuring unducted fan (or propeller) blade deflections is described and evaluated. The measurement does not depend on blade surface reflectivity. Deflection of a point at the leading edge and a point at the trailing edge in a plane nearly perpendicular to the pitch axis is obtained with a single light beam generated by a low-power, helium-neon laser. Quantitiative analyses are performed from taped signals on a digital computer. Averaging techniques are employed to reduce random errors. Measured static deflections from a series of high-speed wind tunnel tests of a counterrotating unducted fan model are compared with available, predicted deflections, which are also used to evaluate systematic errors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19900014391','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19900014391"><span>Miniaturization of flight deflection measurement system</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fodale, Robert (Inventor); Hampton, Herbert R. (Inventor)</p> <p>1990-01-01</p> <p>A flight deflection measurement system is disclosed including a hybrid microchip of a receiver/decoder. The hybrid microchip decoder is mounted piggy back on the miniaturized receiver and forms an integral unit therewith. The flight deflection measurement system employing the miniaturized receiver/decoder can be used in a wind tunnel. In particular, the miniaturized receiver/decoder can be employed in a spin measurement system due to its small size and can retain already established control surface actuation functions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19960021392&hterms=wind+monitor&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dwind%2Bmonitor','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19960021392&hterms=wind+monitor&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dwind%2Bmonitor"><span>SWICS/Ulysses and MASS/wind observations of solar wind sulfur charge states</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cohen, C. M. S.; Galvin, A. B.; Hamilton, D. C.; Gloeckler, G.; Geiss, J.; Bochsler, P.</p> <p>1995-01-01</p> <p>As Ulysses journeys from the southern to the northern solar pole, the newly launched Wind spacecraft is monitoring the solar wind near 1 AU, slightly upstream of the Earth. Different solar wind structures pass over both spacecraft as coronal holes and other features rotate in and out of view. Ulysses and Wind are presently on opposing sides of the sun allowing us to monitor these streams for extended periods of time. Composition measurements made by instruments on both spacecraft provide information concerning the evolution and properties of these structures. We have combined data from the Solar Wind Ion Composition Spectrometer (SWICS) on Ulysses and the high mass resolution spectrometer (MASS) on Wind to determine the charge state distribution of sulfur in the solar wind. Both instruments employ electrostatic deflection with time-of-flight measurement. The high mass resolution of the MASS instrument (M/Delta-M approximately 100) allows sulfur to be isolated easily while the stepping energy/charge selection provides charge state information. SWICS measurements allow the unique identification of heavy ions by their mass and mass/charge with resolutions of M/Delta-M approximately 3 and M/q/Delta(M/q) approximately 20. The two instruments complement each other nicely in that MASS has the greater mass resolution while SWICS has the better mass/charge resolution and better statistics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040058096','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040058096"><span>Assessing Videogrammetry for Static Aeroelastic Testing of a Wind-Tunnel Model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Spain, Charles V.; Heeg, Jennifer; Ivanco, Thomas G.; Barrows, Danny A.; Florance, James R.; Burner, Alpheus W.; DeMoss, Joshua; Lively, Peter S.</p> <p>2004-01-01</p> <p>The Videogrammetric Model Deformation (VMD) technique, developed at NASA Langley Research Center, was recently used to measure displacements and local surface angle changes on a static aeroelastic wind-tunnel model. The results were assessed for consistency, accuracy and usefulness. Vertical displacement measurements and surface angular deflections (derived from vertical displacements) taken at no-wind/no-load conditions were analyzed. For accuracy assessment, angular measurements were compared to those from a highly accurate accelerometer. Shewhart's Variables Control Charts were used in the assessment of consistency and uncertainty. Some bad data points were discovered, and it is shown that the measurement results at certain targets were more consistent than at other targets. Physical explanations for this lack of consistency have not been determined. However, overall the measurements were sufficiently accurate to be very useful in monitoring wind-tunnel model aeroelastic deformation and determining flexible stability and control derivatives. After a structural model component failed during a highly loaded condition, analysis of VMD data clearly indicated progressive structural deterioration as the wind-tunnel condition where failure occurred was approached. As a result, subsequent testing successfully incorporated near- real-time monitoring of VMD data in order to ensure structural integrity. The potential for higher levels of consistency and accuracy through the use of statistical quality control practices are discussed and recommended for future applications.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010EGUGA..12.1237M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010EGUGA..12.1237M"><span>On Possibility of Direct Asteroid Deflection by Electric Solar Wind Sail</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Merikallio, Sini; Janhunen, Pekka</p> <p>2010-05-01</p> <p>The Electric Solar Wind Sail (E-sail) is a new propulsion method for interplanetary travel which was invented in 2006 and is currently under development. The E-sail uses charged tethers to extract momentum from the solar wind particles to obtain propulsive thrust. According to current estimates, the E-sail is 2-3 orders of magnitude better than traditional propulsion methods (chemical rockets and ion engines) in terms of produced lifetime-integrated impulse per propulsion system mass. Here we analyze the problem of using the E-sail for directly deflecting an Earth-threatening asteroid. The problem then culminates into how to attach the E-sail device to the asteroid. We assess a number of alternative attachment strategies and arrive at a recommendation of using the gravity tractor method because of its workability for a wide variety of asteroid types. We also consider possible techniques to scale up the E-sail force beyond the baseline one Newton level to deal with more imminent or larger asteroid or cometary threats. As a baseline case we consider a 3 million ton asteroid which can be deflected with a baseline 1 N E-sail in 5-10 years. Once developed, the E-sail would appear to provide a safe and reasonably low-cost way of deflecting dangerous asteroids and other heavenly bodies in cases where the collision threat becomes known several years in advance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://images.nasa.gov/#/details-PIA04927.html','SCIGOVIMAGE-NASA'); return false;" href="https://images.nasa.gov/#/details-PIA04927.html"><span>Voyager Approaches Final Frontier Artist Concept</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://images.nasa.gov/">NASA Image and Video Library</a></p> <p></p> <p>2003-12-12</p> <p>An artist's concept illustrates the positions of the Voyager spacecraft in relation to structures formed around our Sun by the solar wind. Also illustrated is the termination shock, a violent region the spacecraft must pass through before reaching the outer limits of the solar system. At the termination shock, the supersonic solar wind abruptly slows from an average speed of 400 kilometers per second to less than 100 kilometer per second (900,000 to less than 225,000 miles per hour). Beyond the termination shock is the solar system's final frontier, the heliosheath, a vast region where the turbulent and hot solar wind is compressed as it presses outward against the interstellar wind that is beyond the heliopause. A bow shock likely forms as the interstellar wind approaches and is deflected around the heliosphere, forcing it into a teardrop-shaped structure with a long, comet-like tail. The exact location of the termination shock is unknown, and it originally was thought to be closer to the Sun than Voyager 1 currently is. As Voyager 1 cruised ever farther from the Sun, it confirmed that all the planets are inside an immense bubble blown by the solar wind and the termination shock was much more distant. http://photojournal.jpl.nasa.gov/catalog/PIA04927</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960012279','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960012279"><span>Differential Canard deflection for generation of yawing moment on the X-31 with and without the vertical tail. M.S. Thesis - George Washington Univ.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Whiting, Matthew Robert</p> <p>1996-01-01</p> <p>The feasibility of augmenting the available yaw control power on the X-31 through differential deflection of the canard surfaces was studied as well as the possibility of using differential canard control to stabilize the X-31 with its vertical tail removed. Wind-tunnel tests and the results of departure criteria and linear analysis showed the destabilizing effect of the reduction of the vertical tail on the X-31. Wind-tunnel testing also showed that differential canard deflection was capable of generating yawing moments of roughly the same magnitude as the thrust vectoring vanes currently in place on the X-31 in the post-stall regime. Analysis showed that the X-31 has sufficient aileron roll control power that with the addition of differential canard as a yaw controller, the wind-axis roll accelerations will remain limited by yaw control authority. It was demonstrated, however, that pitch authority may actually limit the maximum roll rate which can be sustained. A drop model flight test demonstrated that coordinated, wind axis rolls could be performed with roll rates as high as 50 deg/sec (full scale equivalent) at 50 deg angle of attack. Another drop model test was conducted to assess the effect of vertical tail reduction, and an analysis of using differential canard deflection to stabilize the tailless X-31 was performed. The results of six-degree-of-freedom, non-linear simulation tests were correlated with the drop model flights. Simulation studies then showed that the tailless X-31 could be controlled at angles of attack at or above 20 deg using differential canard as the only yaw controller.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770026257','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770026257"><span>Design and development of a structural mode control system</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p></p> <p>1977-01-01</p> <p>A program was conducted to compile and document some of the existing information about the conceptual design, development, and tests of the B-1 structural mode control system (SMCS) and its impact on ride quality. This report covers the following topics: (1) Rationale of selection of SMCS to meet ride quality criteria versus basic aircraft stiffening. (2) Key considerations in designing an SMCS, including vane geometry, rate and deflection requirements, power required, compensation network design, and fail-safe requirements. (3) Summary of key results of SMCS vane wind tunnel tests. (4) SMCS performance. (5) SMCS design details, including materials, bearings, and actuators. (6) Results of qualification testing of SMCS on the "Iron Bird" flight control simulator, and lab qualification testing of the actuators. (7) Impact of SMCS vanes on engine inlet characteristics from wind tunnel tests.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930013826','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930013826"><span>Structural analysis of high-rpm composite propfan blades for a cruise missile wind tunnel model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Carek, David A.</p> <p>1993-01-01</p> <p>Analyses were performed on a high-speed composite blade set for the Department of Defense Propfan Missile Interactions Project. The final design iteration, which resulted in the CM2D-2 blade design, is described in this report. Mode shapes, integral order excitation, and stress margins were examined. In addition, geometric corrections were performed to compensate for blade deflection under operating conditions with respect to the aerodynamic design shape.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19830056780&hterms=used+aircraft+oil&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dused%2Baircraft%2Boil','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19830056780&hterms=used+aircraft+oil&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dused%2Baircraft%2Boil"><span>Low-speed aerodynamic characteristics of a generic forward-swept-wing aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ross, J. C.; Matarazzo, A. D.</p> <p>1982-01-01</p> <p>Low-speed wind-tunnel tests were performed on a generic forward-swept-wing aircraft model in the 7- by 10-Foot Wind Tunnel (No. 2) at Ames Research Center. The effects of various configurational changes and control-surface deflections on the performance of the model were measured. Six-component force measurements were augmented by flow-visualization photographs, using both surface oil-flow and tufts. It was found that the tendency toward premature root separation on the forward-swept wing could be reduced by use of either canards or leading-edge wing strakes and that differential canard deflections can be used to produce a direct side-force control.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010ASTRA...6...41M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010ASTRA...6...41M"><span>Moving an asteroid with electric solar wind sail</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Merikallio, S.; Janhunen, P.</p> <p>2010-12-01</p> <p>The electric solar wind sail (E-Sail) is a new propulsion method for interplanetary travel which was invented in 2006 and is currently under development. The E-Sail uses charged tethers to extract momentum from the solar wind particles to obtain propulsive thrust. According to current estimates, the E-Sail is 2-3 orders of magnitude better than traditional propulsion methods (chemical rockets and ion engines) in terms of produced lifetime-integrated impulse per propulsion system mass. Here we analyze the problem of using the E-Sail for directly deflecting an Earth-threatening asteroid. The problem then culminates into how to attach the E-Sail device to the asteroid. We assess alternative attachment strategies, namely straightforward direct towing with a cable and the gravity tractor method which works for a wider variety of situations. We also consider possible techniques to scale up the E-Sail force beyond the baseline one Newton level to deal with more imminent or larger asteroid or cometary threats. As a baseline case we consider an asteroid of effective diameter of 140 m and mass of 3 million tons, which can be deflected with a baseline 1 N E-Sail within 10 years. With a 5 N E-Sail the deflection could be achieved in 5 years. Once developed, the E-Sail would appear to provide a safe and reasonably low-cost way of deflecting dangerous asteroids and other heavenly bodies in cases where the collision threat becomes known several years in advance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JPhCS.753b2009J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JPhCS.753b2009J"><span>An investigation of unsteady 3D effects on trailing edge flaps</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Jost, E.; Fischer, A.; Lutz, T.; Krämer, E.</p> <p>2016-09-01</p> <p>The present study investigates the impact of unsteady and viscous three-dimensional aerodynamic effects on a wind turbine blade with trailing edge flap by means of CFD. Harmonic oscillations are simulated on the DTU 10 MW rotor with a flap of 10% chord extent ranging from 70% to 80% blade radius. The deflection frequency is varied in the range between 1p and 6p. To quantify 3D effects, rotor simulations are compared to 2D airfoil computations. A significant influence of trailing and shed vortex structures has been found which leads to a reduction of the lift amplitude and hysteresis effects in the lift response with regard to the flap deflection. In the 3D rotor results greater amplitude reductions and less hystereses have been found compared to the 2D airfoil simulations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19820015319','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19820015319"><span>Application of a transonic potential flow code to the static aeroelastic analysis of three-dimensional wings</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Whitlow, W., Jr.; Bennett, R. M.</p> <p>1982-01-01</p> <p>Since the aerodynamic theory is nonlinear, the method requires the coupling of two iterative processes - an aerodynamic analysis and a structural analysis. A full potential analysis code, FLO22, is combined with a linear structural analysis to yield aerodynamic load distributions on and deflections of elastic wings. This method was used to analyze an aeroelastically-scaled wind tunnel model of a proposed executive-jet transport wing and an aeroelastic research wing. The results are compared with the corresponding rigid-wing analyses, and some effects of elasticity on the aerodynamic loading are noted.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018JSV...421..300S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018JSV...421..300S"><span>Vibration-based damage detection in wind turbine blades using Phase-based Motion Estimation and motion magnification</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sarrafi, Aral; Mao, Zhu; Niezrecki, Christopher; Poozesh, Peyman</p> <p>2018-05-01</p> <p>Vibration-based Structural Health Monitoring (SHM) techniques are among the most common approaches for structural damage identification. The presence of damage in structures may be identified by monitoring the changes in dynamic behavior subject to external loading, and is typically performed by using experimental modal analysis (EMA) or operational modal analysis (OMA). These tools for SHM normally require a limited number of physically attached transducers (e.g. accelerometers) in order to record the response of the structure for further analysis. Signal conditioners, wires, wireless receivers and a data acquisition system (DAQ) are also typical components of traditional sensing systems used in vibration-based SHM. However, instrumentation of lightweight structures with contact sensors such as accelerometers may induce mass-loading effects, and for large-scale structures, the instrumentation is labor intensive and time consuming. Achieving high spatial measurement resolution for a large-scale structure is not always feasible while working with traditional contact sensors, and there is also the potential for a lack of reliability associated with fixed contact sensors in outliving the life-span of the host structure. Among the state-of-the-art non-contact measurements, digital video cameras are able to rapidly collect high-density spatial information from structures remotely. In this paper, the subtle motions from recorded video (i.e. a sequence of images) are extracted by means of Phase-based Motion Estimation (PME) and the extracted information is used to conduct damage identification on a 2.3-m long Skystream® wind turbine blade (WTB). The PME and phased-based motion magnification approach estimates the structural motion from the captured sequence of images for both a baseline and damaged test cases on a wind turbine blade. Operational deflection shapes of the test articles are also quantified and compared for the baseline and damaged states. In addition, having proper lighting while working with high-speed cameras can be an issue, therefore image enhancement and contrast manipulation has also been performed to enhance the raw images. Ultimately, the extracted resonant frequencies and operational deflection shapes are used to detect the presence of damage, demonstrating the feasibility of implementing non-contact video measurements to perform realistic structural damage detection.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22524950-helical-magnetic-fields-ngc-iras-protostellar-outflows','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22524950-helical-magnetic-fields-ngc-iras-protostellar-outflows"><span>HELICAL MAGNETIC FIELDS IN THE NGC 1333 IRAS 4A PROTOSTELLAR OUTFLOWS</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Ching, Tao-Chung; Lai, Shih-Ping; Zhang, Qizhou</p> <p></p> <p>We present Submillimeter Array polarization observations of the CO J = 3–2 line toward NGC 1333 IRAS 4A. The CO Stokes I maps at an angular resolution of ∼1″ reveal two bipolar outflows from the binary sources of NGC 1333 IRAS 4A. The kinematic features of the CO emission can be modeled by wind-driven outflows at ∼20° inclined from the plane of the sky. Close to the protostars the CO polarization, at an angular resolution of ∼2.″3, has a position angle approximately parallel to the magnetic field direction inferred from the dust polarizations. The CO polarization direction appears to vary smoothly frommore » an hourglass field around the core to an arc-like morphology wrapping around the outflow, suggesting a helical structure of magnetic fields that inherits the poloidal fields at the launching point and consists of toroidal fields at a farther distance of outflow. The helical magnetic field is consistent with the theoretical expectations for launching and collimating outflows from a magnetized rotating disk. Considering that the CO polarized emission is mainly contributed from the low-velocity and low-resolution data, the helical magnetic field is likely a product of the wind–envelope interaction in the wind-driven outflows. The CO data reveal a PA of ∼30° deflection in the outflows. The variation in the CO polarization angle seems to correlate with the deflections. We speculate that the helical magnetic field contributes to ∼10° deflection of the outflows by means of Lorentz force.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015EGUGA..1711655B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015EGUGA..1711655B"><span>A wind-tunnel investigation of wind-turbine wakes in different yawed and loading conditions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bastankhah, Majid; Porté-Agel, Fernando</p> <p>2015-04-01</p> <p>Wind-turbine wakes have negative effects on wind-farm performance. They are associated with: (a) the velocity deficit, which reduces the generated power of downwind turbines; and (b) the turbulence level, which increases the fatigue loads on downwind turbines. Controlling the yaw angle of turbines can potentially improve the performance of wind farms by deflecting the wake away from downwind turbines. However, except for few studies, wakes of yawed turbines still suffer from the lack of systematic research. To fill this research gap, we performed wind-tunnel experiments in the recirculating boundary-layer wind tunnel at the WIRE Laboratory of EPFL to better understand the wakes of yawed turbines. High-resolution stereoscopic particle image-velocimetry (S-PIV) was used to measure three velocity components in a horizontal plane located downwind of a horizontal-axis, three-blade model turbine. A servo-controller was connected to the DC generator of the turbine, which allowed us to apply different loadings. The power and thrust coefficients of the turbine were also measured for each case. These power and thrust measurements together with the highly-resolved flow measurements enabled us to study different wake characteristics such as the energy entrainment from the outer flow into the wake, the wake deflection and the helicoidal tip vortices for yawed turbines.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770025136','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770025136"><span>Buffet characteristics of the F-8 supercritical wing airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Deangelis, V. M.; Monaghan, R. C.</p> <p>1977-01-01</p> <p>The buffet characteristics of the F-8 supercritical wing airplane were investigated. Wing structural response was used to determine the buffet characteristics of the wing and these characteristics are compared with wind tunnel model data and the wing flow characteristics at transonic speeds. The wingtip accelerometer was used to determine the buffet onset boundary and to measure the buffet intensity characteristics of the airplane. The effects of moderate trailing edge flap deflections on the buffet onset boundary are presented. The supercritical wing flow characteristics were determined from wind tunnel and flight static pressure measurements and from a dynamic pressure sensor mounted on the flight test airplane in the vicinity of the shock wave that formed on the upper surface of the wing at transonic speeds. The comparison of the airplane's structural response data to the supercritical flow characteristics includes the effects of a leading edge vortex generator.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081268','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081268"><span>Full-scale Wind-tunnel to Determine a Satisfactory Location for a Service Pitot-static Tube on a Low-wing Monoplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Parsons, John F</p> <p>1936-01-01</p> <p>Surveys of the air flow over the upper surface of four different airfoils were made in the full-scale wind tunnel to determine a satisfactory location for a fixed Pitot-static tube on a low-wing monoplane. The selection was based on small interference errors, less than 5 percent, and on a consideration of structural and ground handling problems. The most satisfactory location on the airfoils without flaps that were investigated was 10 percent of the chord aft and 25 percent of the chord above the trailing edge of a section approximately 40 percent of the semispan inboard of the wing tip. No satisfactory location was found near the wing when the flaps were deflected.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19900061749&hterms=background+wind&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D90%26Ntt%3Dbackground%2Bwind','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19900061749&hterms=background+wind&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D90%26Ntt%3Dbackground%2Bwind"><span>Plasma observations of the solar wind interaction with Mars</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vaisberg, O. L.; Luhmann, J. G.; Russell, C. T.</p> <p>1990-01-01</p> <p>Measurements with the plasma analyzers on the Mars-2, 3 and 5 spacecraft show that Mars deflects a large fraction of the incoming solar wind flow to form a strong bow shock. The bow shock is about 1.41 Rm from the center of the planet at the subsolar point and about 2.40 Rm at the terminator. These distances are similar to those for Venus at times of moderate solar activity. The inferred effective obstacle altitude is about 400-700 km. An ion cushion has been found which is similar in its properties to the Venus magnetic barrier. The formation of this cushion appears to cause the deflection of the solar wind. Inside the cushion but well above the ionosphere is found a region where the ions are at the background, the electrons are cool and the magnetic pressure dominates. This region may resemble a planetary magnetosphere.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018AcAau.147..107X','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018AcAau.147..107X"><span>Simulations of momentum transfer process between solar wind plasma and bias voltage tethers of electric sail thruster</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Xia, Guangqing; Han, Yajie; Chen, Liuwei; Wei, Yanming; Yu, Yang; Chen, Maolin</p> <p>2018-06-01</p> <p>The interaction between the solar wind plasma and the bias voltage of long tethers is the basic mechanism of the electric sail thruster. The momentum transfer process between the solar wind plasma and electric tethers was investigated using a 2D full particle PIC method. The coupled electric field distribution and deflected ion trajectory under different bias voltages were compared, and the influence of bias voltage on momentum transfer process was analyzed. The results show that the high potential of the bias voltage of long tethers will slow down, stagnate, reflect and deflect a large number of ions, so that ion cavities are formed in the vicinity of the tether, and the ions will transmit the axial momentum to the sail tethers to produce the thrust. Compared to the singe tether, double tethers show a better thrust performance.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_2");'>2</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li class="active"><span>4</span></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_4 --> <div id="page_5" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li class="active"><span>5</span></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="81"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19950053630&hterms=foreshock&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dforeshock','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19950053630&hterms=foreshock&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dforeshock"><span>A study of the solar wind deceleration in the Earth's foreshock region</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Zhang, T.-L.; Schwingenschuh, K.; Russell, C. T.</p> <p>1995-01-01</p> <p>Previous observations have shown that the solar wind is decelerated and deflected in the earth's upstream region populated by long-period waves. This deceleration is corelated with the 'diffuse' but not with the 'reflected' ion population. The speed of the solar wind may decrease tens of km/s in the foreshock region. The solar wind dynamic pressure exerted on the magnetopause may vary due to the fluctuation of the solar wind speed and density in the foreshock region. In this study, we examine this solar wind deceleration and determine how the solar wind deceleration varies in the foreshock region.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760009062','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760009062"><span>Results of an aerodynamic investigation of a space shuttle orbiter/747 carrier vehicle configuration to establish a free-stream data base for ALT separation investigations, utilizing a 0.0125-scale model (48-0/AX1318I-1) in the ARC 14-foot wind tunnel (CA23A)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gillins, R. L.</p> <p>1975-01-01</p> <p>Force and moment data are presented which were obtained for each vehicle separately at a Mach number of 0.6, and for the mated orbiter/747 configuration at Mach numbers of 0.3, 0.5, 0.6, and 0.7. Orbiter angles of attack from 0 degrees to +12 degrees and 747/Carrier angles of attack from -3 degrees to +7 degrees were investigated at angles of sideslip of 0 degrees and -5 degrees. Model variables include orbiter elevon and rudder deflections, orbiter tail cone-on and off, various orbiter/747 attach structure configurations, 747 stabilizer and rudder deflections, and 747 CAM modification components-on and off. Photographs of test configurations are included.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800009724','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800009724"><span>Wind-tunnel/flight correlation study of aerodynamic characteristics of a large flexible supersonic cruise airplane (XB-70-1). 3: A comparison between characteristics predicted from wind-tunnel measurements and those measured in flight</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Arnaiz, H. H.; Peterson, J. B., Jr.; Daugherty, J. C.</p> <p>1980-01-01</p> <p>A program was undertaken by NASA to evaluate the accuracy of a method for predicting the aerodynamic characteristics of large supersonic cruise airplanes. This program compared predicted and flight-measured lift, drag, angle of attack, and control surface deflection for the XB-70-1 airplane for 14 flight conditions with a Mach number range from 0.76 to 2.56. The predictions were derived from the wind-tunnel test data of a 0.03-scale model of the XB-70-1 airplane fabricated to represent the aeroelastically deformed shape at a 2.5 Mach number cruise condition. Corrections for shape variations at the other Mach numbers were included in the prediction. For most cases, differences between predicted and measured values were within the accuracy of the comparison. However, there were significant differences at transonic Mach numbers. At a Mach number of 1.06 differences were as large as 27 percent in the drag coefficients and 20 deg in the elevator deflections. A brief analysis indicated that a significant part of the difference between drag coefficients was due to the incorrect prediction of the control surface deflection required to trim the airplane.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20060009038','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20060009038"><span>Non-linear controls influence functions in an aircraft dynamics simulator</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Guerreiro, Nelson M.; Hubbard, James E., Jr.; Motter, Mark A.</p> <p>2006-01-01</p> <p>In the development and testing of novel structural and controls concepts, such as morphing aircraft wings, appropriate models are needed for proper system characterization. In most instances, available system models do not provide the required additional degrees of freedom for morphing structures but may be modified to some extent to achieve a compatible system. The objective of this study is to apply wind tunnel data collected for an Unmanned Air Vehicle (UAV), that implements trailing edge morphing, to create a non-linear dynamics simulator, using well defined rigid body equations of motion, where the aircraft stability derivatives change with control deflection. An analysis of this wind tunnel data, using data extraction algorithms, was performed to determine the reference aerodynamic force and moment coefficients for the aircraft. Further, non-linear influence functions were obtained for each of the aircraft s control surfaces, including the sixteen trailing edge flap segments. These non-linear controls influence functions are applied to the aircraft dynamics to produce deflection-dependent aircraft stability derivatives in a non-linear dynamics simulator. Time domain analysis of the aircraft motion, trajectory, and state histories can be performed using these nonlinear dynamics and may be visualized using a 3-dimensional aircraft model. Linear system models can be extracted to facilitate frequency domain analysis of the system and for control law development. The results of this study are useful in similar projects where trailing edge morphing is employed and will be instrumental in the University of Maryland s continuing study of active wing load control.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014PhDT.......173K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014PhDT.......173K"><span>Vibrational analysis of vertical axis wind turbine blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kapucu, Onur</p> <p></p> <p>The goal of this research is to derive a vibration model for a vertical axis wind turbine blade. This model accommodates the affects of varying relative flow angle caused by rotating the blade in the flow field, uses a simple aerodynamic model that assumes constant wind speed and constant rotation rate, and neglects the disturbance of wind due to upstream blade or post. The blade is modeled as elastic Euler-Bernoulli beam under transverse bending and twist deflections. Kinetic and potential energy equations for a rotating blade under deflections are obtained, expressed in terms of assumed modal coordinates and then plugged into Lagrangian equations where the non-conservative forces are the lift and drag forces and moments. An aeroelastic model for lift and drag forces, approximated with third degree polynomials, on the blade are obtained assuming an airfoil under variable angle of attack and airflow magnitudes. A simplified quasi-static airfoil theory is used, in which the lift and drag coefficients are not dependent on the history of the changing angle of attack. Linear terms on the resulting equations of motion will be used to conduct a numerical analysis and simulation, where numeric specifications are modified from the Sandia-17m Darrieus wind turbine by Sandia Laboratories.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1345113','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1345113"><span>Identification of tower-wake distortions using sonic anemometer and lidar measurements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>McCaffrey, Katherine; Quelet, Paul T.; Choukulkar, Aditya</p> <p></p> <p>The eXperimental Planetary boundary layer Instrumentation Assessment (XPIA) field campaign took place in March through May 2015 at the Boulder Atmospheric Observatory, utilizing its 300 m meteorological tower, instrumented with two sonic anemometers mounted on opposite sides of the tower at six heights. This allowed for at least one sonic anemometer at each level to be upstream of the tower at all times and for identification of the times when a sonic anemometer is in the wake of the tower frame. Other instrumentation, including profiling and scanning lidars aided in the identification of the tower wake. Here we compare pairsmore » of sonic anemometers at the same heights to identify the range of directions that are affected by the tower for each of the opposing booms. The mean velocity and turbulent kinetic energy are used to quantify the wake impact on these first- and second-order wind measurements, showing up to a 50% reduction in wind speed and an order of magnitude increase in turbulent kinetic energy. Comparisons of wind speeds from profiling and scanning lidars confirmed the extent of the tower wake, with the same reduction in wind speed observed in the tower wake, and a speed-up effect around the wake boundaries. Wind direction differences between pairs of sonic anemometers and between sonic anemometers and lidars can also be significant, as the flow is deflected by the tower structure. Comparisons of lengths of averaging intervals showed a decrease in wind speed deficit with longer averages, but the flow deflection remains constant over longer averages. Furthermore, asymmetry exists in the tower effects due to the geometry and placement of the booms on the triangular tower. An analysis of the percentage of observations in the wake that must be removed from 2 min mean wind speed and 20 min turbulent values showed that removing even small portions of the time interval due to wakes impacts these two quantities. Furthermorew, a vast majority of intervals have no observations in the tower wake, so removing the full 2 or 20 min intervals does not diminish the XPIA dataset.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1345113-identification-tower-wake-distortions-using-sonic-anemometer-lidar-measurements','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1345113-identification-tower-wake-distortions-using-sonic-anemometer-lidar-measurements"><span>Identification of tower-wake distortions using sonic anemometer and lidar measurements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>McCaffrey, Katherine; Quelet, Paul T.; Choukulkar, Aditya; ...</p> <p>2017-02-02</p> <p>The eXperimental Planetary boundary layer Instrumentation Assessment (XPIA) field campaign took place in March through May 2015 at the Boulder Atmospheric Observatory, utilizing its 300 m meteorological tower, instrumented with two sonic anemometers mounted on opposite sides of the tower at six heights. This allowed for at least one sonic anemometer at each level to be upstream of the tower at all times and for identification of the times when a sonic anemometer is in the wake of the tower frame. Other instrumentation, including profiling and scanning lidars aided in the identification of the tower wake. Here we compare pairsmore » of sonic anemometers at the same heights to identify the range of directions that are affected by the tower for each of the opposing booms. The mean velocity and turbulent kinetic energy are used to quantify the wake impact on these first- and second-order wind measurements, showing up to a 50% reduction in wind speed and an order of magnitude increase in turbulent kinetic energy. Comparisons of wind speeds from profiling and scanning lidars confirmed the extent of the tower wake, with the same reduction in wind speed observed in the tower wake, and a speed-up effect around the wake boundaries. Wind direction differences between pairs of sonic anemometers and between sonic anemometers and lidars can also be significant, as the flow is deflected by the tower structure. Comparisons of lengths of averaging intervals showed a decrease in wind speed deficit with longer averages, but the flow deflection remains constant over longer averages. Furthermore, asymmetry exists in the tower effects due to the geometry and placement of the booms on the triangular tower. An analysis of the percentage of observations in the wake that must be removed from 2 min mean wind speed and 20 min turbulent values showed that removing even small portions of the time interval due to wakes impacts these two quantities. Furthermorew, a vast majority of intervals have no observations in the tower wake, so removing the full 2 or 20 min intervals does not diminish the XPIA dataset.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DPPG10151M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DPPG10151M"><span>Heat Transfer Affected by Transverse Magnetic Field using 3D Modeling of Arc Plasma</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Maeda, Yoshifumi; Tanaka, Tatsuro; Yamamoto, Shinji; Iwao, Toru</p> <p>2016-10-01</p> <p>Gas shielded metal arc welding is used to join the various metal because this is the high quality joining technology. Thus, this welding is used for a welding of large buildings such as bridges and LNG tanks. However, the welding defect caused by the heat transfer decrement may occur with increasing the wind velocity. This is because that the convection loss increases because the arc deflects to leeward side with increasing the wind velocity. In order to prevent from the arc deflection, it is used that the transverse magnetic field is applied to the arc. However, the arc deflection occurs with increasing the transverse magnetic field excessively. The energy balance of the arc is changed with increasing the convection loss caused by the arc deflection, and the heat transfer to the anode decreases. Therefore, the analysis including the arc and anode is necessary to elucidate the heat transfer to the anode. In this paper, the heat transfer affected by the transverse magnetic field using 3D modeling of the arc plasma is elucidated. The heat transfer to the anode is calculated by using the EMTF(electromagnetic thermal fluid) simulation with increasing the transverse magnetic field. As a result, the heat transfer decreased with increasing the transverse magnetic field.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/87760','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/87760"><span>Orthogonally interdigitated shielded serpentine travelling wave cathode ray tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hagen, E.C.; Hudson, C.L.</p> <p>1995-07-25</p> <p>A new deflection structure which deflects a beam of charged particles, such as an electron beam, includes a serpentine set for transmitting a deflection field, and a shielding frame for housing the serpentine set. The serpentine set includes a vertical serpentine deflection element and a horizontal serpentine deflection element. These deflection elements are identical, and are interdigitatedly and orthogonally disposed relative to each other, for forming a central transmission passage, through which the electron beam passes, and is deflected by the deflection field, so as to minimize drift space signal distortion. The shielding frame includes a plurality of ground blocks, and forms an internal serpentine trough within these ground blocks, for housing the serpentine set. The deflection structure further includes a plurality of feedthrough connectors which are inserted through the shielding frame, and which are electrically connected to the serpentine set. 10 figs.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720011216','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720011216"><span>Effects of cruise engine location and power on interference</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bradley, D.</p> <p>1972-01-01</p> <p>Data are presented, in plotted form, of tests for determining the interference effects of space shuttle booster cruise engine location for power-on and power-off conditions. The tests were conducted in a 7 x 10 foot transonic wind tunnel; the model was a 0.015-scale space shuttle booster specially equipped for propulsion effects testing. Data were obtained over a Mach number range of 0.4 to 1.13 at angles of attack from -4 deg to 20 deg at zero degrees sideslip and at angles of sideslip from -6 deg to +6 deg at constant angles of attack of 0 deg, 6 deg, 15 deg, and in some cases 10 deg. Additional parameters investigated were: elevon deflection, canard deflection, aileron deflection, rudder deflection, canard position, and mass flow rate.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20030059030','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20030059030"><span>X-33 Computational Aeroheating/Aerodynamic Predictions and Comparisons With Experimental Data</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hollis, Brian R.; Thompson, Richard A.; Berry, Scott A.; Horvath, Thomas J.; Murphy, Kelly J.; Nowak, Robert J.; Alter, Stephen J.</p> <p>2003-01-01</p> <p>This report details a computational fluid dynamics study conducted in support of the phase II development of the X-33 vehicle. Aerodynamic and aeroheating predictions were generated for the X-33 vehicle at both flight and wind-tunnel test conditions using two finite-volume, Navier-Stokes solvers. Aerodynamic computations were performed at Mach 6 and Mach 10 wind-tunnel conditions for angles of attack from 10 to 50 with body-flap deflections of 0 to 20. Additional aerodynamic computations were performed over a parametric range of free-stream conditions at Mach numbers of 4 to 10 and angles of attack from 10 to 50. Laminar and turbulent wind-tunnel aeroheating computations were performed at Mach 6 for angles of attack of 20 to 40 with body-flap deflections of 0 to 20. Aeroheating computations were performed at four flight conditions with Mach numbers of 6.6 to 8.9 and angles of attack of 10 to 40. Surface heating and pressure distributions, surface streamlines, flow field information, and aerodynamic coefficients from these computations are presented, and comparisons are made with wind-tunnel data.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2003SPIE.5054...16A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2003SPIE.5054...16A"><span>Development of moving spars for active aeroelastic structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Amprikidis, Michael; Cooper, Jonathan E.</p> <p>2003-08-01</p> <p>This paper describes a research program investigating the development of "moving spars" to enable active aeroelastic control of aerospace structures. A number of different concepts have been considered as part of the EU funded Active Aeroelastic Aircraft Structures (3AS) project that enable the control of the bending and torsional stiffness of aircraft wings through changes in the internal aircraft structure. The aeroelastic behaviour, in particular static deflections, can be controlled as desired through changes in the position, orientation and stiffness of the spars. The concept described in this paper is based upon translational movement of the spars. This will result in changes in the torsional stiffness and shear centre position whilst leaving the bending stiffness unaffected. An analytical study of the aeroelastic behaviour demonstrates the benefits of using such an approach. An experimental investigation involving construction and bench testing of the concepts was undertaken to demonstrate its feasibility. Finally, a wind tunnel test of simple wing models constructed using these concepts was performed. The simulated and experimental results show that it is possible to control the wind twist in practice.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22518870-heliocentric-distance-where-deflections-rotations-solar-coronal-mass-ejections-occur','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22518870-heliocentric-distance-where-deflections-rotations-solar-coronal-mass-ejections-occur"><span>THE HELIOCENTRIC DISTANCE WHERE THE DEFLECTIONS AND ROTATIONS OF SOLAR CORONAL MASS EJECTIONS OCCUR</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Kay, C.; Opher, M., E-mail: ckay@bu.edu</p> <p>2015-10-01</p> <p>Understanding the trajectory of a coronal mass ejection (CME), including any deflection from a radial path, and the orientation of its magnetic field is essential for space weather predictions. Kay et al. developed a model, Forecasting a CME’s Altered Trajectory (ForeCAT), of CME deflections and rotation due to magnetic forces, not including the effects of reconnection. ForeCAT is able to reproduce the deflection of observed CMEs. The deflecting CMEs tend to show a rapid increase of their angular momentum close to the Sun, followed by little to no increase at farther distances. Here we quantify the distance at which themore » CME deflection is “determined,” which we define as the distance after which the background solar wind has negligible influence on the total deflection. We consider a wide range in CME masses and radial speeds and determine that the deflection and rotation of these CMEs can be well-described by assuming they propagate with constant angular momentum beyond 10 R{sub ⊙}. The assumption of constant angular momentum beyond 10 R{sub ⊙} yields underestimates of the total deflection at 1 AU of only 1%–5% and underestimates of the rotation of 10%. Since the deflection from magnetic forces is determined by 10 R{sub ⊙}, non-magnetic forces must be responsible for any observed interplanetary deflections or rotations where the CME has increasing angular momentum.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24064600','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24064600"><span>A new position measurement system using a motion-capture camera for wind tunnel tests.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Park, Hyo Seon; Kim, Ji Young; Kim, Jin Gi; Choi, Se Woon; Kim, Yousok</p> <p>2013-09-13</p> <p>Considering the characteristics of wind tunnel tests, a position measurement system that can minimize the effects on the flow of simulated wind must be established. In this study, a motion-capture camera was used to measure the displacement responses of structures in a wind tunnel test, and the applicability of the system was tested. A motion-capture system (MCS) could output 3D coordinates using two-dimensional image coordinates obtained from the camera. Furthermore, this remote sensing system had some flexibility regarding lab installation because of its ability to measure at relatively long distances from the target structures. In this study, we performed wind tunnel tests on a pylon specimen and compared the measured responses of the MCS with the displacements measured with a laser displacement sensor (LDS). The results of the comparison revealed that the time-history displacement measurements from the MCS slightly exceeded those of the LDS. In addition, we confirmed the measuring reliability of the MCS by identifying the dynamic properties (natural frequency, damping ratio, and mode shape) of the test specimen using system identification methods (frequency domain decomposition, FDD). By comparing the mode shape obtained using the aforementioned methods with that obtained using the LDS, we also confirmed that the MCS could construct a more accurate mode shape (bending-deflection mode shape) with the 3D measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3821341','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3821341"><span>A New Position Measurement System Using a Motion-Capture Camera for Wind Tunnel Tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Park, Hyo Seon; Kim, Ji Young; Kim, Jin Gi; Choi, Se Woon; Kim, Yousok</p> <p>2013-01-01</p> <p>Considering the characteristics of wind tunnel tests, a position measurement system that can minimize the effects on the flow of simulated wind must be established. In this study, a motion-capture camera was used to measure the displacement responses of structures in a wind tunnel test, and the applicability of the system was tested. A motion-capture system (MCS) could output 3D coordinates using two-dimensional image coordinates obtained from the camera. Furthermore, this remote sensing system had some flexibility regarding lab installation because of its ability to measure at relatively long distances from the target structures. In this study, we performed wind tunnel tests on a pylon specimen and compared the measured responses of the MCS with the displacements measured with a laser displacement sensor (LDS). The results of the comparison revealed that the time-history displacement measurements from the MCS slightly exceeded those of the LDS. In addition, we confirmed the measuring reliability of the MCS by identifying the dynamic properties (natural frequency, damping ratio, and mode shape) of the test specimen using system identification methods (frequency domain decomposition, FDD). By comparing the mode shape obtained using the aforementioned methods with that obtained using the LDS, we also confirmed that the MCS could construct a more accurate mode shape (bending-deflection mode shape) with the 3D measurements. PMID:24064600</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA502297','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA502297"><span>The Coast Artillery Journal. Volume 66, Number 5, May 1927</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1927-05-01</p> <p>We are losing our sense of propor- tion and computing to ounces from measurements accurate only to pounds. Pursuing this subject further, it is...assumed. 2. The wind effect is supposedly corrected for through the use of the wind computer . Actually the present wind computer does not fur- nish...unsuited for the application of the correction (the Model 1917 Data Computer ) by operators too busy with principal deflections to occupy themselves</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SPIE10171E..0ES','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SPIE10171E..0ES"><span>Mode extraction on wind turbine blades via phase-based video motion estimation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sarrafi, Aral; Poozesh, Peyman; Niezrecki, Christopher; Mao, Zhu</p> <p>2017-04-01</p> <p>In recent years, image processing techniques are being applied more often for structural dynamics identification, characterization, and structural health monitoring. Although as a non-contact and full-field measurement method, image processing still has a long way to go to outperform other conventional sensing instruments (i.e. accelerometers, strain gauges, laser vibrometers, etc.,). However, the technologies associated with image processing are developing rapidly and gaining more attention in a variety of engineering applications including structural dynamics identification and modal analysis. Among numerous motion estimation and image-processing methods, phase-based video motion estimation is considered as one of the most efficient methods regarding computation consumption and noise robustness. In this paper, phase-based video motion estimation is adopted for structural dynamics characterization on a 2.3-meter long Skystream wind turbine blade, and the modal parameters (natural frequencies, operating deflection shapes) are extracted. Phase-based video processing adopted in this paper provides reliable full-field 2-D motion information, which is beneficial for manufacturing certification and model updating at the design stage. The phase-based video motion estimation approach is demonstrated through processing data on a full-scale commercial structure (i.e. a wind turbine blade) with complex geometry and properties, and the results obtained have a good correlation with the modal parameters extracted from accelerometer measurements, especially for the first four bending modes, which have significant importance in blade characterization.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DFDE24005M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DFDE24005M"><span>Systematic flow manipulation by a deflector-turbine array</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mandre, Shreyas; Mangan, Niall M.</p> <p>2017-11-01</p> <p>Wind and hydrokinetic turbines are often installed in the wake of upstream turbines that limit the energy incident on the downstream ones. In two-dimensions, we describe how an array can deflect the wake away and redirect more energy to itself. Using inviscid fluid dynamics, we formulate the definitions of ``deflectors'' and ``turbines'' as elements that introduce bound and shed vorticity in the flow, respectively. To illustrate the flow manipulation, we consider a deflector-turbine array constrained to a line segment aligned with the freestream and acting as an internal boundary. We impose profiles of bound and shed vorticity on this segment that parameterize the flow deflection and the wake deficit respectively, and analyze the resulting flow using inviscid fluid dynamics. We find that the power extracted by the array is the product of two components: (i) the deflected kinetic energy incident on the array, and (ii) the array efficiency, or its ability to extract a fraction of the incident energy, both of which vary with deflection strength. The array efficiency decreases slightly with increasing deflection from about 57% at weak deflection to 39% at high deflection. This decrease is outweighed by an increase in the incident kinetic energy due to deflection. Funded by the Advanced Research Projects Agency - Energy.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/870003','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/870003"><span>Orthogonally interdigitated shielded serpentine travelling wave cathode ray tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hagen, Edward C.; Hudson, Charles L.</p> <p>1995-01-01</p> <p>A new deflection structure (12) which deflects a beam of charged particles, uch as an electron beam (15), includes a serpentine set (20) for transmitting a deflection field, and a shielding frame (25) for housing the serpentine set (20). The serpentine set (20) includes a vertical serpentine deflection element (22) and a horizontal serpentine deflection element (24). These deflection elements (22, 24) are identical, and are interdigitatedly and orthogonally disposed relative to each other, for forming a central transmission passage (75), through which the electron beam (15) passes, and is deflected by the deflection field, so as to minimize drift space signal distortion. The shielding frame (25) includes a plurality of ground blocks (26, 28, 30, 32), and forms an internal serpentine trough (77) within these ground blocks, for housing the serpentine set (20). The deflection structure (12) further includes a plurality of feedthrough connectors (35, 37, 35I, 37I), which are inserted through the shielding frame (25), and which are electrically connected to the serpentine set (20).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22490132-kinetic-structures-quasi-perpendicular-shocks-global-particle-cell-simulations','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22490132-kinetic-structures-quasi-perpendicular-shocks-global-particle-cell-simulations"><span>Kinetic structures of quasi-perpendicular shocks in global particle-in-cell simulations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Peng, Ivy Bo, E-mail: bopeng@kth.se; Markidis, Stefano; Laure, Erwin</p> <p>2015-09-15</p> <p>We carried out global Particle-in-Cell simulations of the interaction between the solar wind and a magnetosphere to study the kinetic collisionless physics in super-critical quasi-perpendicular shocks. After an initial simulation transient, a collisionless bow shock forms as a result of the interaction of the solar wind and a planet magnetic dipole. The shock ramp has a thickness of approximately one ion skin depth and is followed by a trailing wave train in the shock downstream. At the downstream edge of the bow shock, whistler waves propagate along the magnetic field lines and the presence of electron cyclotron waves has beenmore » identified. A small part of the solar wind ion population is specularly reflected by the shock while a larger part is deflected and heated by the shock. Solar wind ions and electrons are heated in the perpendicular directions. Ions are accelerated in the perpendicular direction in the trailing wave train region. This work is an initial effort to study the electron and ion kinetic effects developed near the bow shock in a realistic magnetic field configuration.« less</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_3");'>3</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li class="active"><span>5</span></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_5 --> <div id="page_6" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li class="active"><span>6</span></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="101"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19910004087','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19910004087"><span>Close-Range Photogrammetric Measurement of Static Deflections for an Aeroelastic Supercritical Wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Byrdsong, Thomas A.; Adams, Richard R.; Sandford, Maynard C.</p> <p>1990-01-01</p> <p>Close range photogrammetric measurements were made for the lower wing surface of a full span aspect ratio 10.3 aeroelastic supercritical research wing. The measurements were made during wind tunnel tests for quasi-steady pressure distributions on the wing. The tests were conducted in the NASA Langley Transonic Dynamics Tunnel at Mach numbers up to 0.90 and dynamic pressures up to 300 pounds per square foot. Deflection data were obtained for 57 locations on the wing lower surface using dual non-metric cameras. Representative data are presented as graphical overview to show variations and trends of spar deflection with test variables. Comparative data are presented for photogrammetric and cathetometric results of measurements for the wing tip deflections. A tabulation of the basic measurements is presented in a supplement to this report.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760019130','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760019130"><span>Wind-tunnel investigation of a Fowler flap and spoiler for an advanced general aviation wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Paulson, J. W., Jr.</p> <p>1976-01-01</p> <p>The wing was tested without fuselage or empennage and was fitted with approximately three-quarter span Fowler flaps and half span spoilers. The spoilers were hinged at the 70 percent chord point and vented when the flaps were deflected. Static longitudinal and lateral aerodynamic data were obtained over an angle of attack range of -8 deg to 22 deg for various flap deflections and positions, spoiler geometries, and vent lip geometries. Lateral characteristics indicate that the spoilers are generally adequate for lateral control. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and is influenced by vent lip geometry. In addition, the data show that some two-dimensional effects on spoiler effectiveness are reduced in the three-dimensional case. Results also indicate significant increase in lift coefficient as the Fowler flaps are deflected; when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19760011975&hterms=f-22&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Df-22','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19760011975&hterms=f-22&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Df-22"><span>The effect of lateral controls in producing motion of an airplane as computed from wind-tunnel data</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weick, F. E.; Jones, R. T.</p> <p>1976-01-01</p> <p>An analytical study of the lateral controllability of an airplane has been made in which both the static rolling and yawing moments supplied by the controls and the reactions due to the inherent stability of the airplane have been taken into account. A hypothetical average airplane, embodying the essential characteristics of both the wind tunnel models and the full size test airplanes, was assumed for the study. Computations made of forced rolling and yawing motions of an F-22 airplane caused by a sudden deflection of the ailerons were found to agree well with actual measurements of these motions. The conditions following instantaneous full deflections of the lateral control have been studied, and some attention has been devoted to the controlling of complete turn maneuvers.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960013916','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960013916"><span>Control effectiveness and tip-fin dihedral effects for the HL-20 lifting-body configuration at Mach numbers from 1.6 to 4.5</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cruz, Christopher I.; Ware, George M.</p> <p>1995-01-01</p> <p>Wind tunnel tests were made with a scale model of the HL-20 in the Langley Unitary Plan Wind Tunnel. Pitch control was investigated by deflecting the elevon surfaces on the outboard fins and body flaps on the fuselage. Yaw control tests were made with the all movable center fin deflected 5 deg. Almost full negative body flap deflection (-30 deg) was required to trim the HL-20 (moment reference center at 0.54-percent body length from nose) to positive values of life in the Mach number range from 1.6 to 2.5. Elevons were twice as effective as body flaps as a longitudinal trim device. The elevons were effective as a roll control, but because of tip-fin dihedral angle, produced about as much adverse yawing moment as rolling moment. The body flaps were less effective in producing rolling moment, but produced little adverse yawing moment. The yaw effectiveness of the all movable center fin was essentially constant over the angle-of-attack range at each Mach number. The value of yawing moment, however, was small. Center-fin deflection produced almost no rolling moments. The model was directionally unstable over most of the Mach number range with tip-fin dihedral angles less than the baseline value of 50 deg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016MS%26E..139a2038M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016MS%26E..139a2038M"><span>A simplified model predicting the weight of the load carrying beam in a wind turbine blade</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mikkelsen, Lars P.</p> <p>2016-07-01</p> <p>Based on a simplified beam model, the loads, stresses and deflections experienced by a wind turbine blade of a given length is estimated. Due to the simplicity of the model used, the model is well suited for work investigating scaling effects of wind turbine blades. Presently, the model is used to predict the weight of the load carrying beam when using glass fibre reinforced polymers, carbon fibre reinforced polymers or an aluminium alloy as the construction material. Thereby, it is found that the weight of a glass fibre wind turbine blade is increased from 0.5 to 33 tons when the blade length grows from 20 to 90 m. In addition, it can be seen that for a blade using glass fibre reinforced polymers, the design is controlled by the deflection and thereby the material stiffness in order to avoid the blade to hit the tower. On the other hand if using aluminium, the design will be controlled by the fatigue resistance in order to making the material survive the 100 to 500 million load cycles experience of the wind turbine blade throughout the lifetime. The aluminium blade is also found to be considerably heavier compared with the composite blades.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20060018311','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20060018311"><span>Control Surface Interaction Effects of the Active Aeroelastic Wing Wind Tunnel Model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Heeg, Jennifer</p> <p>2006-01-01</p> <p>This paper presents results from testing the Active Aeroelastic Wing wind tunnel model in NASA Langley s Transonic Dynamics Tunnel. The wind tunnel test provided an opportunity to study aeroelastic system behavior under combined control surface deflections, testing for control surface interaction effects. Control surface interactions were observed in both static control surface actuation testing and dynamic control surface oscillation testing. The primary method of evaluating interactions was examination of the goodness of the linear superposition assumptions. Responses produced by independently actuating single control surfaces were combined and compared with those produced by simultaneously actuating and oscillating multiple control surfaces. Adjustments to the data were required to isolate the control surface influences. Using dynamic data, the task increases, as both the amplitude and phase have to be considered in the data corrections. The goodness of static linear superposition was examined and analysis of variance was used to evaluate significant factors influencing that goodness. The dynamic data showed interaction effects in both the aerodynamic measurements and the structural measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19820024470','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19820024470"><span>Selected advanced aerodynamics and active controls technology concepts development on a derivative B-747</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p></p> <p>1980-01-01</p> <p>The feasibility of applying wing tip extensions, winglets, and active control wing load alleviation to the Boeing 747 is investigated. Winglet aerodynamic design methods and high speed wind tunnel test results of winglets and of symmetrically deflected ailerons are presented. Structural resizing analyses to determine weight and aeroelastic twist increments for all the concepts and flutter model test results for the wing with winglets are included. Control law development, system mechanization/reliability studies, and aileron balance tab trade studies for active wing load alleviation systems are discussed. Results are presented in the form of incremental effects on L/D, structural weight, block fuel savings, stability and control, airplane price, and airline operating economics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19760043770&hterms=austin+journal&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Daustin%2Bjournal','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19760043770&hterms=austin+journal&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Daustin%2Bjournal"><span>Convergence of an iterative procedure for large-scale static analysis of structural components</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Austin, F.; Ojalvo, I. U.</p> <p>1976-01-01</p> <p>The paper proves convergence of an iterative procedure for calculating the deflections of built-up component structures which can be represented as consisting of a dominant, relatively stiff primary structure and a less stiff secondary structure, which may be composed of one or more substructures that are not connected to one another but are all connected to the primary structure. The iteration consists in estimating the deformation of the primary structure in the absence of the secondary structure on the assumption that all mechanical loads are applied directly to the primary structure. The j-th iterate primary structure deflections at the interface are imposed on the secondary structure, and the boundary loads required to produce these deflections are computed. The cycle is completed by applying the interface reaction to the primary structure and computing its updated deflections. It is shown that the mathematical condition for convergence of this procedure is that the maximum eigenvalue of the equation relating primary-structure deflection to imposed secondary-structure deflection be less than unity, which is shown to correspond with the physical requirement that the secondary structure be more flexible at the interface boundary.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19810000323&hterms=armen&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Darmen','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19810000323&hterms=armen&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Darmen"><span>Plastic and Large-Deflection Analysis of Nonlinear Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Thomson, R. G.; Hayduk, R. J.; Robinson, M. P.; Durling, B. J.; Pifko, A.; Levine, H. S.; Armen, H. J.; Levy, A.; Ogilvie, P.</p> <p>1982-01-01</p> <p>Plastic and Large Deflection Analysis of Nonlinear Structures (PLANS) system is collection of five computer programs for finite-element static-plastic and large deflection analysis of variety of nonlinear structures. System considers bending and membrane stresses, general three-dimensional bodies, and laminated composites.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFMSM11B2306Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFMSM11B2306Z"><span>­­MMS Observations of a Hot Flow Anomaly in the Magnetosheath</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhang, H.; Le, G.; Sibeck, D. G.</p> <p>2017-12-01</p> <p>Hot flow anomalies (HFAs) are events observed near planetary bow shocks that are characterized by greatly heated solar wind plasmas and substantial flow deflection. HFAs are universal phenomena that have been observed near the bow shock of Earth, Venus, Mars, and Saturn. The dynamic pressure inside HFAs is lower than the ambient solar wind due to the density depletion and flow deflection. The passage of HFAs will therefore result in local negative pressure impulses, which lead to a local sunward expansion of the magnetopause. NASA's MMS mission produce unprecedented high resolution data, which enable the observations of HFA structures in great details. We report MMS observations of an HFA in the post-noon magnetosheath which lasted 25 minutes. Sunward and dawnward plasma flow was observed in the core of the HFA, which is in the opposite direction of the plasma flow in the ambient magnetosheath. The plasma density in the HFA was about one order of magnitude lower than that in the ambient magnetosheath. Two magnetopause crossings were observed inside the HFA. Boundary normal analysis shows the normal direction of the magnetopause was along the GSE Y direction, indicating a strongly deformed magnetopause. The first in, first out crossing sequence of the magnetopause by multiple spacecraft also indicates that the two magnetopause crossings were due to a bulged-out magnetopause rather than the back and forth motion of the magnetopause.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19990032035','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19990032035"><span>Simultaneous Optical Measurements of Axial and Tangential Steady-State Blade Deflections</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kurkov, Anatole P.; Dhadwal, Harbans S.</p> <p>1999-01-01</p> <p>Currently, the majority of fiber-optic blade instrumentation is being designed and manufactured by aircraft-engine companies for their own use. The most commonly employed probe for optical blade deflection measurements is the spot probe. One of its characteristics is that the incident spot on a blade is not fixed relative to the blade, but changes depending on the blade deformation associated with centrifugal and aerodynamic loading. While there are geometrically more complicated optical probe designs in use by different engine companies, this paper offers an alternate solution derived from a probe-mount design feature that allows one to change the probe axial position until the incident spot contacts either a leading or a trailing edge. By tracing the axial position of either blade edge one is essentially extending the deflection measurement to two dimensions, axial and tangential. The blade deflection measurements were obtained during a wind tunnel test of a fan prototype.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018E3SWC..3602010W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018E3SWC..3602010W"><span>Measurement methods of building structures deflections</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wróblewska, Magdalena</p> <p>2018-04-01</p> <p>Underground mining exploitation is leading to the occurrence of deformations manifested by, in particular, sloping terrain. The structures situated on the deforming subsoil are subject to uneven subsidence which is leading in consequence to their deflection. Before a building rectification process takes place by, e.g. uneven raising, the structure's deflection direction and value is determined so that the structure is restored to its vertical position as a result of the undertaken remedial measures. Deflection can be determined by applying classical as well as modern measurement techniques. The article presents examples of measurement methods used considering the measured elements of building structures' constructions and field measurements. Moreover, for a given example of a mining area, the existing deflections of buildings were compared with mining terrain sloping.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JPhCS.854a2041S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JPhCS.854a2041S"><span>Verification and Calibration of a Reduced Order Wind Farm Model by Wind Tunnel Experiments</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Schreiber, J.; Nanos, E. M.; Campagnolo, F.; Bottasso, C. L.</p> <p>2017-05-01</p> <p>In this paper an adaptation of the FLORIS approach is considered that models the wind flow and power production within a wind farm. In preparation to the use of this model for wind farm control, this paper considers the problem of its calibration and validation with the use of experimental observations. The model parameters are first identified based on measurements performed on an isolated scaled wind turbine operated in a boundary layer wind tunnel in various wind-misalignment conditions. Next, the wind farm model is verified with results of experimental tests conducted on three interacting scaled wind turbines. Although some differences in the estimated absolute power are observed, the model appears to be capable of identifying with good accuracy the wind turbine misalignment angles that, by deflecting the wake, lead to maximum power for the investigated layouts.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JPhCS.753d2002B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JPhCS.753d2002B"><span>Effect of linear and non-linear blade modelling techniques on simulated fatigue and extreme loads using Bladed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Beardsell, Alec; Collier, William; Han, Tao</p> <p>2016-09-01</p> <p>There is a trend in the wind industry towards ever larger and more flexible turbine blades. Blade tip deflections in modern blades now commonly exceed 10% of blade length. Historically, the dynamic response of wind turbine blades has been analysed using linear models of blade deflection which include the assumption of small deflections. For modern flexible blades, this assumption is becoming less valid. In order to continue to simulate dynamic turbine performance accurately, routine use of non-linear models of blade deflection may be required. This can be achieved by representing the blade as a connected series of individual flexible linear bodies - referred to in this paper as the multi-part approach. In this paper, Bladed is used to compare load predictions using single-part and multi-part blade models for several turbines. The study examines the impact on fatigue and extreme loads and blade deflection through reduced sets of load calculations based on IEC 61400-1 ed. 3. Damage equivalent load changes of up to 16% and extreme load changes of up to 29% are observed at some turbine load locations. It is found that there is no general pattern in the loading differences observed between single-part and multi-part blade models. Rather, changes in fatigue and extreme loads with a multi-part blade model depend on the characteristics of the individual turbine and blade. Key underlying causes of damage equivalent load change are identified as differences in edgewise- torsional coupling between the multi-part and single-part models, and increased edgewise rotor mode damping in the multi-part model. Similarly, a causal link is identified between torsional blade dynamics and changes in ultimate load results.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880008224','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880008224"><span>Development of circulation control technology for powered-lift STOL aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Englar, Robert J.</p> <p>1987-01-01</p> <p>The flow entraining capabilities of the Circulation Control Wing high lift system were employed to provide an even stronger STOL potential when synergistically combined with upper surface mounted engines. The resulting configurations generate very high supercirculation lift in addition to a vertical component of the pneumatically deflected engine thrust. A series of small scale wind tunnel tests and full scale static thrust deflection tests are discussed which provide a sufficient data base performance. These tests results show thrust deflections of greater than 90 deg produced pneumatically by nonmoving aerodynamic surfaces, and the ability to maintain constant high lift while varying the propulsive force from high thrust recovery required for short takeoff to high drag generation required for short low speed landings.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFMEP41B1839P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFMEP41B1839P"><span>Controls on wind abrasion patterns through a fractured bedrock landscape</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Perkins, J. P.; Finnegan, N. J.</p> <p>2017-12-01</p> <p>Wind abrasion is an important geomorphic process for understanding arid landscape evolution on Earth and interpreting the post-fluvial history of Mars. Both the presence and orientation of wind-abraded landforms provide potentially important constraints on paleo-climatic conditions; however, such interpretations can be complicated by lithologic and structural heterogeneity. To explore the influence of pre-existing structure on wind abrasion, we exploit a natural experiment along the 10.2 Ma Lower Rio San Pedro ignimbrite in northern Chile. Here, a 3.2 Ma andesite flow erupted from Cerro de las Cuevas and deposited atop the ignimbrite, supplying wind-transportable sediment and initiating a phase of downwind abrasion. Additionally, the lava flow provides a continually varying degree of upwind topographic shielding along the ignimbrite that is reflected in a range of surface morphologies. Where fully shielded the ignimbrite surface is partially blanketed by sediment. However, as relief decreases the surface morphology shifts from large polygonal structures that emerge due to the concentration of wind abrasion along pre-existing fracture sets, to polygons that are bisected by wind-parallel grooves that cross-cut fracture sets, to linear sets of yardangs. We reconstruct the ignimbrite surface using a high-resolution digital elevation model, and calculate erosion rates ranging from 0.002 to 0.45 mm/kyr that vary strongly with degree of topographic shielding (R2 = 0.97). We use measured abrasion rates together with nearby weather station data to estimate the nondimensional Rouse number and Inertial Parameter for a range of particle sizes. From these calculations, we hypothesize that the change from fracture-controlled to flow-controlled morphology reflects increases in the grain size and inertia of particles in the suspension cloud. Where the ignimbrite experiences persistent high winds, large particles may travel in suspension and are largely insensitive to topographic steering. Conversely, smaller particles, which comprise the bulk of wind-transported material in lower velocity settings, can be fully deflected along fracture paths. Wind-abraded landforms therefore likely reflect a competition between the material skeleton of the landscape and the strength of the flow that shapes it.<img src="/data/abstract/agu/fm17/1/3/Paper_265731_abstract_332948_0.jpg" class="documentimage" ></p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017E%26ES...95c2021T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017E%26ES...95c2021T"><span>Using Ground Radar Interferometry for Precise Determining of Deformation and Vertical Deflection of Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Talich, Milan</p> <p>2017-12-01</p> <p>The paper describes possibilities of the relatively new technics - ground based radar interferometry for precise determining of deformation of structures. Special focus on the vertical deflection of bridge structures and on the horizontal movements of high-rise buildings and structural objects is presented. The technology of ground based radar interferometry can be used in practice to the contactless determination of deformations of structures with accuracy up to 0.01 mm in real time. It is also possible in real time to capture oscillations of the object with a frequency up to 50 Hz. Deformations can be determined simultaneously in multiple places of the object, for example a bridge structure at points distributed on the bridge deck at intervals of one or more meters. This allows to obtain both overall and detailed information about the properties of the structure during the dynamic load and monitoring the impact of movements either individual vehicles or groups. In the case of high-rise buildings, it is possible to monitor the horizontal vibration of the whole object at its different height levels. It is possible to detect and determine the compound oscillations that occur in some types of buildings. Then prevent any damage or even disasters in these objects. In addition to the necessary theory basic principles of using radar interferometry for determining of deformation of structures are given. Practical examples of determining deformation of bridge structures, water towers reservoirs, factory chimneys and wind power plants are also given. The IBIS-S interferometric radar of the Italian IDS manufacturer was used for the measurements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19810006466','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19810006466"><span>Experimental aerodynamic characteristics of two V/STOL fighter/attack aircraft configurations at Mach numbers from 0.4 to 1.4</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Nelms, W. P.; Durston, D. A.; Lummus, J. R.</p> <p>1980-01-01</p> <p>A wind tunnel test was conducted to measure the aerodynamic characteristics of two horizontal attitude takeoff and landing V/STOL fighter/attack aircraft concepts. In one concept, a jet diffuser ejector was used for the vertical lift system; the other used a remote augmentation lift system (RALS). Wind tunnel tests to investigate the aerodynamic uncertainties and to establish a data base for these types of concepts were conducted over a Mach number range from 0.2 to 2.0. The present report covers tests, conducted in the 11 foot transonic wind tunnel, for Mach numbers from 0.4 to 1.4. Detailed effects of varying the angle of attack (up to 27 deg), angle of sideslip (-4 deg to +8 deg), Mach number, Reynolds number, and configuration buildup were investigated. In addition, the effects of wing trailing edge flap deflections, canard incidence, and vertical tail deflections were explored. Variable canard longitudinal location and different shapes of the inboard nacelle body strakes were also investigated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.gpo.gov/fdsys/pkg/FR-2010-05-21/pdf/2010-12161.pdf','FEDREG'); return false;" href="https://www.gpo.gov/fdsys/pkg/FR-2010-05-21/pdf/2010-12161.pdf"><span>75 FR 28663 - Government-Owned Inventions, Available for Licensing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.gpo.gov/fdsys/browse/collection.action?collectionCode=FR">Federal Register 2010, 2011, 2012, 2013, 2014</a></p> <p></p> <p>2010-05-21</p> <p>...- Destruct Capability. NASA Case No. GSC-15464-1: Optical Wave-Front Recovery for Active and Adaptive Imaging Control. NASA Case No. GSC-15732-1: Wind and Temperature Spectrometer with Crossed Small-Deflection Energy...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19830015439','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19830015439"><span>Structural qualification testing and operational loading on a fiberglass rotor blade for the Mod-OA wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Sullivan, T. L.</p> <p>1983-01-01</p> <p>Fatigue tests were performed on full- and half-scale root end sections, first to qualify the root retention design, and second to induce failure. Test methodology and results are presented. Two operational blades were proof tested to design limit load to ascertain buckling resistance. Measurements of natural frequency, damping ratio, and deflection under load made on the operational blades are documented. The tests showed that all structural design requirements were met or exceeded. Blade loads measured during 3000 hr of field operation were close to those expected. The measured loads validated the loads used in the fatigue tests and gave high confidence in the ability of the blades to achieve design life.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_4");'>4</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li class="active"><span>6</span></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_6 --> <div id="page_7" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li class="active"><span>7</span></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="121"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160005995','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160005995"><span>Shear Stress Sensing with Elastic Microfence Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cisotto, Alexxandra; Palmieri, Frank L.; Saini, Aditya; Lin, Yi; Thurman, Christopher S; Kim, Jinwook; Kim, Taeyang; Connell, John W.; Zhu, Yong; Gopalarathnam, Ashok; <a style="text-decoration: none; " href="javascript:void(0); " onClick="displayelement('author_20160005995'); toggleEditAbsImage('author_20160005995_show'); toggleEditAbsImage('author_20160005995_hide'); "> <img style="display:inline; width:12px; height:12px; " src="images/arrow-up.gif" width="12" height="12" border="0" alt="hide" id="author_20160005995_show"> <img style="width:12px; height:12px; display:none; " src="images/arrow-down.gif" width="12" height="12" border="0" alt="hide" id="author_20160005995_hide"></p> <p>2015-01-01</p> <p>In this work, elastic microfences were generated for the purpose of measuring shear forces acting on a wind tunnel model. The microfences were fabricated in a two part process involving laser ablation patterning to generate a template in a polymer film followed by soft lithography with a two-part silicone. Incorporation of a fluorescent dye was demonstrated as a method to enhance contrast between the sensing elements and the substrate. Sensing elements consisted of multiple microfences prepared at different orientations to enable determination of both shear force and directionality. Microfence arrays were integrated into an optical microscope with sub-micrometer resolution. Initial experiments were conducted on a flat plate wind tunnel model. Both image stabilization algorithms and digital image correlation were utilized to determine the amount of fence deflection as a result of airflow. Initial free jet experiments indicated that the microfences could be readily displaced and this displacement was recorded through the microscope.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016memm.conf..181K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016memm.conf..181K"><span>Development of SMA Actuated Morphing Airfoil for Wind Turbine Load Alleviation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Karakalas, A.; Machairas, T.; Solomou, A.; Riziotis, V.; Saravanos, D.</p> <p></p> <p>Wind turbine rotor upscaling has entered a range of rotor diameters where the blade structure cannot sustain the increased aerodynamic loads without novel load alleviation concepts. Research on load alleviation using morphing blade sections is presented. Antagonistic shape memory alloy (SMA) actuators are implemented to deflect the section trailing edge (TE) to target shapes and target time-series relating TE movement with changes in lift coefficient. Challenges encountered by the complex thermomechanical response of morphing section and the enhancement of SMA transient response to achieve frequencies meaningful for aerodynamic load alleviation are addressed. Using a recently developed finite element for SMA actuators [1], actuator configurations are considered for fast cooling and heating cycles. Numerical results quantify the attained ranges of TE angle movement, the moving time period and the developed stresses. Estimations of the attained variations of lift coefficient vs. time are also presented to assess the performance of the morphing section.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFMNG51A0099K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFMNG51A0099K"><span>Nonlinear behaviors of FRP-wrapped tall trees subjected to high wind loads</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kang, J.; Yi, Z. Z.; Choi, S. G.</p> <p>2017-12-01</p> <p>This study investigated the mechanical stability of historical tall trees wrapped with fiber-reinforced polymer (FRP) laminates using finite element (FE) analysis. High wind loads are considered as external loading conditions as they are one of the major threats on the structural stability of tall old trees. There have been several traditional practices to enhance the stability of tall trees exposed to high windstorms such as tree supporters and anchorages. They, however, have been sometimes causing negative effects with their misuses as the application guidelines for those methods were not adequately studied or documented. Furthermore, the oldest known trees in the country should be protected from the damage of external surface as well as ruin of the landscape. The objective of this study was to evaluate the structural effects of FRP wraps applied to tall trees subjected to high wind loads. The anisotropic material properties of wood and FRP laminates were considered in the analysis in addition to geometrically nonlinear behaviors. This study revealed that FRP wrapping for tall trees could effectively reduce the deflections and maximum stresses of trees, which results in the enhanced stability of tall trees. The optimum geometry and thicknesses of FRP wraps proposed in this study would provide fundemental guidelines for designing and constructing the application of innovative FRP wraps on tall trees, which are structurally unstable or should be preserved nationally and historically.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DFD.H2003C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DFD.H2003C"><span>Wake flow control using a dynamically controlled wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Castillo, Ricardo; Wang, Yeqin; Pol, Suhas; Swift, Andy; Hussain, Fazle; Westergaard, Carsten; Texas Tech University Team</p> <p>2016-11-01</p> <p>A wind tunnel based "Hyper Accelerated Wind Farm Kinematic-Control Simulator" (HAWKS) is being built at Texas Tech University to emulate controlled wind turbine flow physics. The HAWKS model turbine has pitch, yaw and speed control which is operated in real model time, similar to that of an equivalent full scale turbine. Also, similar to that of a full scale wind turbine, the controls are developed in a Matlab Simulink environment. The current diagnostic system consists of power, rotor position, rotor speed measurements and PIV wake characterization with four cameras. The setup allows up to 7D downstream of the rotor to be mapped. The purpose of HAWKS is to simulate control strategies at turnaround times much faster than CFD and full scale testing. The fundamental building blocks of the simulator have been tested, and demonstrate wake steering for both static and dynamic turbine actuation. Parameters which have been studied are yaw, rotor speed and combinations hereof. The measured wake deflections for static yaw cases are in agreement with previously reported research implying general applicability of the HAWKS platform for the purpose of manipulating the wake. In this presentation the general results will be introduced followed by an analysis of the wake turbulence and coherent structures when comparing static and dynamic flow cases. The outcome of such studies could ultimately support effective wind farm wake flow control strategies. Texas Emerging Technology Fund (ETF).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150006853','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150006853"><span>Performance Enhancement of a Full-Scale Vertical Tail Model Equipped with Active Flow Control</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Whalen, Edward A.; Lacy, Douglas; Lin, John C.; Andino, Marlyn Y.; Washburn, Anthony E.; Graff, Emilio; Wygnanski, Israel J.</p> <p>2015-01-01</p> <p>This paper describes wind tunnel test results from a joint NASA/Boeing research effort to advance active flow control (AFC) technology to enhance aerodynamic efficiency. A full-scale Boeing 757 vertical tail model equipped with sweeping jet actuators was tested at the National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Foot Wind Tunnel (40x80) at NASA Ames Research Center. The model was tested at a nominal airspeed of 100 knots and across rudder deflections and sideslip angles that covered the vertical tail flight envelope. A successful demonstration of AFC-enhanced vertical tail technology was achieved. A 31- actuator configuration significantly increased side force (by greater than 20%) at a maximum rudder deflection of 30deg. The successful demonstration of this application has cleared the way for a flight demonstration on the Boeing 757 ecoDemonstrator in 2015.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760018246','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760018246"><span>Results of an experimental investigation to determine separation characteristics for the Orbiter/747 using a 0.0125-scale model (48-0 AX1318I-1 747) in the Ames Research Center 14-foot wind tunnel (CA23B)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Esparza, V.</p> <p>1976-01-01</p> <p>Aerodynamic separation data obtained from a wind tunnel test of an 0.0125-scale SSV Orbiter model of a VC70-000002 Configuration and a 0.0125-scale 747 model was presented. Separation data was obtained at a Mach number of 0.6 and three incidence angles of 4, 6, and 8 degrees. The orbiter angle of attack was varied from 0 to 14 degrees. Longitudinal, lateral and normal separation increments were obtained for fixed 747 angles of attack of 0, 2, and 4 degrees while varying the orbiter angle of attack. Control surface settings on the 747 carrier included rudder deflections of 0 and 10 degrees and horizontal stabilizer deflections of -1 and +5 degrees.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19820023425','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19820023425"><span>Axisymmetric and non-axisymmetric exhaust jet induced effects on a V/STOL vehicle design. Part 2: Analysis of results</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Schnell, W. C.</p> <p>1982-01-01</p> <p>A wind tunnel investigation, employing a 1/8 scale model in an 11 foot transonic wind tunnel (Mach 0.4-1.4), was conducted to determine the jet effects of several exhaust nozzles on the aeropropulsive performance of a V/STOL fighter design. The force and pressure data show that significant differences in aeropropulsion performance can be expected by varying the exhaust nozzle type, jet area and deflection angle on an underwing nacelle installation. At unvectored conditions, the single expansion ramp nozzles show large performance gains relative to a circular nozzle installation. Additionally, a further drag reduction is realized when the nonaxisymmetric nozzle is vectored through a 10 degree deflection angle. The combined payoff of the vectored nonaxisymmetric nozzle over the baseline circular nozzle installation is equivalent to 25 percent of zero lift drag.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016APS..DFD.H6007H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016APS..DFD.H6007H"><span>Stability of low aspect ratio inverted flags and rods in a uniform flow</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Huertas-Cerdeira, Cecilia; Sader, John E.; Gharib, Morteza</p> <p>2016-11-01</p> <p>Cantilevered elastic plates and rods in an inverted configuration, where the leading edge is free to move and the trailing edge is clamped, undergo complex dynamics when subjected to a uniform flow. The stability of low aspect ratio inverted plates and rods is theoretically examined, showing that it is markedly different from that of their large aspect ratio counterpart. In the limit of zero aspect ratio, the undeflected equilibrium position is found to be stable for all wind speeds. A saddle-node bifurcation emerges at finite wind speed, giving rise to a strongly deflected stable and a weakly deflected unstable equilibria. This theory is compared to experimental measurements, where good agreement is found. This research was supported by a Grant of the Gordon and Betty Moore Foundation, the Australian Research Council Grants scheme and a "la Caixa" Fellowship Grant for Post-Graduate Studies of "la Caixa" Banking Foundation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930092810','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930092810"><span>Wind Tunnel Investigation of the Effects of Slot Shape and Flap Location on the Characteristics of a Low-Drag Airfoil Equipped with a 0.25-Chord Slotted Flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weisman, Yale; Holtzclaw, Ralph W.</p> <p>1944-01-01</p> <p>Tests were conducted at dynamic pressure of 50 lb per square foot with lift drag and pitch moment measurements throughout useful angle of attack range for constant flap deflection and position of a low-drag airfoil. Two slots were investigated and practical flap paths were selected for each Slot shape had a negligible effect on the maximum lift coefficient flap deflected, the rounded-entry slot had lower profile drag.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1256420','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1256420"><span>Improving Bending Moment Measurements on Wind Turbine Blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Post, Nathan L.</p> <p></p> <p>Full-scale fatigue testing of wind turbine blades is conducted using resonance test techniques where the blade plus additional masses is excited at its first resonance frequency to achieve the target loading amplitude. Because there is not a direct relationship between the force applied by an actuator and the bending moment, the blade is instrumented with strain gauges that are calibrated under static loading conditions to determine the sensitivity or relationship between strain and applied moment. Then, during dynamic loading the applied moment is calculated using the strain response of the structure. A similar procedure is also used in the fieldmore » to measure in-service loads on turbine blades. Because wind turbine blades are complex twisted structures and the deflections are large, there is often significant cross-talk coupling in the sensitivity of strain gauges placed on the structure. Recent work has shown that a sensitivity matrix with nonzero cross terms must be employed to find constant results when a blade is subjected to both flap and lead-lag loading. However, even under controlled laboratory conditions, potential for errors of 3 percent or more in the measured moment exist when using the typical cross-talk matrix approach due to neglecting the influence of large deformations and torsion. This is particularly critical when considering a biaxial load as would be applied on the turbine or during a biaxial fatigue test. This presentation describes these results demonstrating errors made when performing current loads measurement practices on wind turbine blades in the lab and evaluating potential improvements using enhanced cross-talk matrix approaches and calibration procedures.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750015487','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750015487"><span>Effect of canard position and wing leading-edge flap deflection on wing buffet at transonic speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gloss, B. B.; Henderson, W. P.; Huffman, J. K.</p> <p>1974-01-01</p> <p>A generalized wind-tunnel model, with canard and wing planform typical of highly maneuverable aircraft, was tested. The addition of a canard above the wing chord plane, for the configuration with leading-edge flaps undeflected, produced substantially higher total configuration lift coefficients before buffet onset than the configuration with the canard off and leading-edge flaps undeflected. The wing buffet intensity was substantially lower for the canard-wing configuration than the wing-alone configuration. The low-canard configuration generally displayed the poorest buffet characteristics. Deflecting the wing leading-edge flaps substantially improved the wing buffet characteristics for canard-off configurations. The addition of the high canard did not appear to substantially improve the wing buffet characteristics of the wing with leading-edge flaps deflected.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760009049','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760009049"><span>Landing pressure loads of the 140A/B space shuttle orbiter (model 43-0) determined in the Rockwell International low speed wind tunnel (OA69), volume 1. [wind tunnel tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Soard, T. L.</p> <p>1975-01-01</p> <p>Wind tunnel tests of a 0.0405 scale model of the -1404A/B configuration of the Space Shuttle Vehicle Orbiter are presented. Pressure loads data were obtained from the orbiter in the landing configuration in the presence of the ground for structural strength analysis. This was accomplished by locating as many as 30 static pressure bugs at various locations on external model surfaces as each configuration was tested. A complete pressure loads survey was generated for each configuration by combining data from all bug locations, and these loads are described for the fuselage, wing, vertical tail, and landing gear doors. Aerodynamic force data was measured by a six component internal strain gage balance. This data was recorded to correct model angles of attack and sideslip for sting and balance deflections and to determine the aerodynamic effects of landing gear extension. All testing was conducted at a Mach number of 0.165 and a Reynolds number of 1.2 million per foot. Photographs of test configurations are shown.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720003284','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720003284"><span>Space shuttle: Stability and control effectiveness of the MDAC parametric delta canard booster at Mach 0.38. Volume 1: Canard parametric variations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bradley, D.; Buchholz, R. E.</p> <p>1971-01-01</p> <p>A 0.015 scale model of a modified version of the MDAC space shuttle booster was tested in the Naval Ship Research and Development Center 7 x 10 foot transonic wind tunnel, to obtain force, static stability, and control effectiveness data. Data were obtained for a cruise Mach Number of 0.38, altitude of 10,000 ft, and Reynolds Number per foot of approximately 2 x one million. The model was tested through an angle of attack range of -4 deg to 15 deg at zero degree angle of sideslip, and at an angle of sideslip range of -6 deg to 6 deg at fixed angles of attack of 0 deg, 6 deg, and 15 deg. Other test variables were elevon deflections, canard deflections, aileron deflections, rudder deflections, wing dihedral angle, canard incidence angle, wing incidence angle, canard position, wing position, wing and canard control flap size and dorsal fin size.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081377','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081377"><span>Full-scale Wind-tunnel and Flight Tests of a Fairchild 22 Airplane Equipped with External-airfoil Flaps</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Reed, Warren D; Clay, William C</p> <p>1937-01-01</p> <p>Wind-tunnel and flight tests have been made of a Fairchild 22 airplane equipped with a wing having external-airfoil flaps that also perform the function of ailerons. Lift, drag, and pitching-moment coefficients of the airplane with several flap settings, and the rolling- and yawing-moment coefficients with the flaps deflected as ailerons were measured in the full-scale tunnel with the horizontal tail surfaces and propeller removed. The effect of the flaps on the low speed and on the take-off and landing characteristics, the effectiveness of flaps when used as ailerons, and the forces required to operate them as ailerons were determined in flight. The wind-tunnel tests showed that the flaps increased the maximum lift coefficient of the airplane from 1.51 with the flap in the minimum drag position to 2.12 with the flap in the minimum drag position to 2.12 with the flap deflected 30 degrees. In the flight tests the minimum speed decreased from 46.8 miles per hour with the flaps up to 41.3 miles per hour with the flaps deflected. The required take-off run to attain a height of 50 feet was reduced from 820 to 750 feet and the landing run from a height of 50 feet was reduced from 930 to 480 feet. The flaps for this installation gave lateral control that was not entirely satisfactory. Their rolling action was good but the adverse yaw resulting from their use was greater than is considerable, and the stick forces required to operate them increased too rapidly with speed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017SSRv..212.1159M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017SSRv..212.1159M"><span>The Physical Processes of CME/ICME Evolution</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Manchester, Ward; Kilpua, Emilia K. J.; Liu, Ying D.; Lugaz, Noé; Riley, Pete; Török, Tibor; Vršnak, Bojan</p> <p>2017-11-01</p> <p>As observed in Thomson-scattered white light, coronal mass ejections (CMEs) are manifest as large-scale expulsions of plasma magnetically driven from the corona in the most energetic eruptions from the Sun. It remains a tantalizing mystery as to how these erupting magnetic fields evolve to form the complex structures we observe in the solar wind at Earth. Here, we strive to provide a fresh perspective on the post-eruption and interplanetary evolution of CMEs, focusing on the physical processes that define the many complex interactions of the ejected plasma with its surroundings as it departs the corona and propagates through the heliosphere. We summarize the ways CMEs and their interplanetary CMEs (ICMEs) are rotated, reconfigured, deformed, deflected, decelerated and disguised during their journey through the solar wind. This study then leads to consideration of how structures originating in coronal eruptions can be connected to their far removed interplanetary counterparts. Given that ICMEs are the drivers of most geomagnetic storms (and the sole driver of extreme storms), this work provides a guide to the processes that must be considered in making space weather forecasts from remote observations of the corona.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MSSP...86...98P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MSSP...86...98P"><span>Large-area photogrammetry based testing of wind turbine blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Poozesh, Peyman; Baqersad, Javad; Niezrecki, Christopher; Avitabile, Peter; Harvey, Eric; Yarala, Rahul</p> <p>2017-03-01</p> <p>An optically based sensing system that can measure the displacement and strain over essentially the entire area of a utility-scale blade leads to a measurement system that can significantly reduce the time and cost associated with traditional instrumentation. This paper evaluates the performance of conventional three dimensional digital image correlation (3D DIC) and three dimensional point tracking (3DPT) approaches over the surface of wind turbine blades and proposes a multi-camera measurement system using dynamic spatial data stitching. The potential advantages for the proposed approach include: (1) full-field measurement distributed over a very large area, (2) the elimination of time-consuming wiring and expensive sensors, and (3) the need for large-channel data acquisition systems. There are several challenges associated with extending the capability of a standard 3D DIC system to measure entire surface of utility scale blades to extract distributed strain, deflection, and modal parameters. This paper only tries to address some of the difficulties including: (1) assessing the accuracy of the 3D DIC system to measure full-field distributed strain and displacement over the large area, (2) understanding the geometrical constraints associated with a wind turbine testing facility (e.g. lighting, working distance, and speckle pattern size), (3) evaluating the performance of the dynamic stitching method to combine two different fields of view by extracting modal parameters from aligned point clouds, and (4) determining the feasibility of employing an output-only system identification to estimate modal parameters of a utility scale wind turbine blade from optically measured data. Within the current work, the results of an optical measurement (one stereo-vision system) performed on a large area over a 50-m utility-scale blade subjected to quasi-static and cyclic loading are presented. The blade certification and testing is typically performed using International Electro-Technical Commission standard (IEC 61400-23). For static tests, the blade is pulled in either flap-wise or edge-wise directions to measure deflection or distributed strain at a few limited locations of a large-sized blade. Additionally, the paper explores the error associated with using a multi-camera system (two stereo-vision systems) in measuring 3D displacement and extracting structural dynamic parameters on a mock set up emulating a utility-scale wind turbine blade. The results obtained in this paper reveal that the multi-camera measurement system has the potential to identify the dynamic characteristics of a very large structure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20000044871&hterms=data+base&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Ddata%2Bbase','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20000044871&hterms=data+base&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Ddata%2Bbase"><span>HSCT Ref-H Transonic Flap Data Base: Wind-Tunnel Test and Comparison with Theory</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vijgen, Paul M.</p> <p>1999-01-01</p> <p>In cooperation with personnel from the Boeing ANP Laboratory and NASA Langley, a performance test was conducted using the Reference-H 1.675% model ("NASA Modular Model") without nacelles at the NASA Langley 16-Ft Transonic Tunnel. The main objective of the test was to determine the drag reduction achievable with leading-edge and trailing-edge flaps deflected along the outboard wing span at transonic Mach numbers (M = 0.9 to 1.2) for purpose of preliminary design and for comparison with computational predictions. The obtained drag data with flap deflections for Mach numbers of 1.07 to 1.20 are unique for the Reference H wing. Four leading-edge and two trailing-edge flap deflection angles were tested at a mean-wing chord-Reynolds number of about 5.7 million. An outboard-wing leading-edge flap deflection of 81 provides a 4.5 percent drag reduction at M = 1.2 A = 0.2), and much larger values at lower Mach numbers with larger flap deflections. The present results for the baseline (no flaps deflected) compare reasonably well with previous Boeing and NASA Ref-H tunnel tests, including high-Reynolds number NTF results. Viscous CFD simulations using the OVERFLOW thin-layer N.S. method properly predict the observed trend in drag reduction at M = 1.2 as function of leading-edge flap deflection. Modified linear theory properly predicts the flap effects on drag at subsonic conditions (Aero2S code), and properly predicts the absolute drag for the 40 and 80 leading-edge deflection at M = 1.2 (A389 code).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20090022099','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20090022099"><span>Aerodynamic Characteristics of a 0.5-Scale Model of the Fairchild XSAM-N-2 Lark Missile at High Subsonic Speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Martin, Andrew; Hunter, Harlo A.</p> <p>1949-01-01</p> <p>An investigation was conducted to determine the longitudinal- and lateral-stability characteristics of a 0.5-scale moue1 of the Fairchild Lark missile, The model was tested with 0 deg and with 22.5 deg of roll. Three horizontal wings having NACA 16-009, 16-209, and 64A-209 sections were tested. Pressures were measured on both pointed and blunt noses. The wind-tunnel-test data indicate that rolling the missile 22.5 deg. had no serious effect on the static longitudinal stability. The desired maneuvering acceleration could not be attained with any of the horizontal wings tested, even with the horizontal wing flaps deflected 50 deg. The flaps on the 64A-209 wing (with small trailing-edge angles and flat sides) were effective at all flap deflections, while the flaps on the 16-series wings (with large trailing-edge angles) lost effectiveness at small flap deflections. The data showed that rolling moment existed when the vertical wing flaps were deflected with the model at other than zero angle of attack. A similar rolling moment probably would be found . with the horizontal wing flaps deflected and the model yawed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1982STIN...8232850G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1982STIN...8232850G"><span>Design, analysis and test verification of advanced encapsulation systems, phase 2 program results</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Garcia, A.; Minning, C.; Breen, R. T.; Coakley, J. F.; Duncan, L. B.; Gllaspy, D. M.; Kiewert, R. H.; McKinney, F. G.; Taylor, W. E.; Vaughn, L. E.</p> <p>1982-06-01</p> <p>Optical, electrical isolation, thermal structural, structural deflection, and thermal tests are reported. The utility of the optical, series capacitance, and structural deflection models was verified.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19820024974','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19820024974"><span>Design, analysis and test verification of advanced encapsulation systems, phase 2 program results</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Garcia, A.; Minning, C.; Breen, R. T.; Coakley, J. F.; Duncan, L. B.; Gllaspy, D. M.; Kiewert, R. H.; Mckinney, F. G.; Taylor, W. E.; Vaughn, L. E.</p> <p>1982-01-01</p> <p>Optical, electrical isolation, thermal structural, structural deflection, and thermal tests are reported. The utility of the optical, series capacitance, and structural deflection models was verified.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_5");'>5</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li class="active"><span>7</span></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_7 --> <div id="page_8" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li class="active"><span>8</span></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="141"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880014423','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880014423"><span>Control law parameterization for an aeroelastic wind-tunnel model equipped with an active roll control system and comparison with experiment</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Perry, Boyd, III; Dunn, H. J.; Sandford, Maynard C.</p> <p>1988-01-01</p> <p>Nominal roll control laws were designed, implemented, and tested on an aeroelastically-scaled free-to-roll wind-tunnel model of an advanced fighter configuration. The tests were performed in the NASA Langley Transonic Dynamics Tunnel. A parametric study of the nominal roll control system was conducted. This parametric study determined possible control system gain variations which yielded identical closed-loop stability (roll mode pole location) and identical roll response but different maximum control-surface deflections. Comparison of analytical predictions with wind-tunnel results was generally very good.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19870038021&hterms=skin+sensors&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dskin%2Bsensors','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19870038021&hterms=skin+sensors&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3Dskin%2Bsensors"><span>Direct measurement of skin friction with a new instrument</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vakili, A. D.; Wu, J. M.</p> <p>1986-01-01</p> <p>The design and performance of a small belt-type skin-friction gage to measure wall shear-stress coefficients in wind-tunnel testing are described, summarizing the report of Vakili and Wu (1982). The sensor employs a flexible belt of variable surface characteristics; this belt, wrapped tightly around two cylinders mounted on frictionless flexures, is equipped with strain gages to estimate the deflection of the belt by the flow. An alternative approach uses IR illumination, optical fibers, and a photosensitive transistor, permitting direct measurement of the belt deflection. Drawings, diagrams, and graphs of sample data are provided.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19980227077','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19980227077"><span>Large-Scale Wind-Tunnel Tests of an Airplane Model with an Unswept, Tilt Wing of Aspect Ratio 5.5, and with Four Propellers and Blowing Flaps</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weiberg, James A.; Holzhauser, Curt A.</p> <p>1961-01-01</p> <p>Tests were made of a large-scale tilt-wing deflected-slipstream VTOL airplane with blowing-type BLC trailing-edge flaps. The model was tested with flap deflections of 0 deg. without BLC, 50 deg. with and without BLC, and 80 deg. with BLC for wing-tilt angles of 0, 30, and 50 deg. Included are results of tests of the model equipped with a leading-edge flap and the results of tests of the model in the presence of a ground plane.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720022358','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720022358"><span>Wind-tunnel investigation at low speeds of a model of the Kestrel (XV-6A) vectored-trust V/STOL airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Margason, R. J.; Vogler, R. D.; Winston, M. M.</p> <p>1972-01-01</p> <p>Longitudinal and lateral stability data were obtained with the model out of and in ground effect over a moving ground plane for a range of model angles of attack and sideslip at various thrust coefficients. These data were taken primarily at thrust coefficients which simulate transition speeds on the airplane between hover and 200 knots. Some data, however, represent the effect of thrust deflection at speeds up to 350 knots. Also presented are the effects of control-surface deflections and interference between the jets and free stream.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050160482','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050160482"><span>Deflection-Based Aircraft Structural Loads Estimation with Comparison to Flight</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Lizotte, Andrew M.; Lokos, William A.</p> <p>2005-01-01</p> <p>Traditional techniques in structural load measurement entail the correlation of a known load with strain-gage output from the individual components of a structure or machine. The use of strain gages has proved successful and is considered the standard approach for load measurement. However, remotely measuring aerodynamic loads using deflection measurement systems to determine aeroelastic deformation as a substitute to strain gages may yield lower testing costs while improving aircraft performance through reduced instrumentation weight. With a reliable strain and structural deformation measurement system this technique was examined. The objective of this study was to explore the utility of a deflection-based load estimation, using the active aeroelastic wing F/A-18 aircraft. Calibration data from ground tests performed on the aircraft were used to derive left wing-root and wing-fold bending-moment and torque load equations based on strain gages, however, for this study, point deflections were used to derive deflection-based load equations. Comparisons between the strain-gage and deflection-based methods are presented. Flight data from the phase-1 active aeroelastic wing flight program were used to validate the deflection-based load estimation method. Flight validation revealed a strong bending-moment correlation and slightly weaker torque correlation. Development of current techniques, and future studies are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050172129','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050172129"><span>Deflection-Based Structural Loads Estimation From the Active Aeroelastic Wing F/A-18 Aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Lizotte, Andrew M.; Lokos, William A.</p> <p>2005-01-01</p> <p>Traditional techniques in structural load measurement entail the correlation of a known load with strain-gage output from the individual components of a structure or machine. The use of strain gages has proved successful and is considered the standard approach for load measurement. However, remotely measuring aerodynamic loads using deflection measurement systems to determine aeroelastic deformation as a substitute to strain gages may yield lower testing costs while improving aircraft performance through reduced instrumentation weight. This technique was examined using a reliable strain and structural deformation measurement system. The objective of this study was to explore the utility of a deflection-based load estimation, using the active aeroelastic wing F/A-18 aircraft. Calibration data from ground tests performed on the aircraft were used to derive left wing-root and wing-fold bending-moment and torque load equations based on strain gages, however, for this study, point deflections were used to derive deflection-based load equations. Comparisons between the strain-gage and deflection-based methods are presented. Flight data from the phase-1 active aeroelastic wing flight program were used to validate the deflection-based load estimation method. Flight validation revealed a strong bending-moment correlation and slightly weaker torque correlation. Development of current techniques, and future studies are discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018WRR....54..779C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018WRR....54..779C"><span>A Computational Fluid-Dynamics Assessment of the Improved Performance of Aerodynamic Rain Gauges</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Colli, Matteo; Pollock, Michael; Stagnaro, Mattia; Lanza, Luca G.; Dutton, Mark; O'Connell, Enda</p> <p>2018-02-01</p> <p>The airflow surrounding any catching-type rain gauge when impacted by wind is deformed by the presence of the gauge body, resulting in the acceleration of wind above the orifice of the gauge, which deflects raindrops and snowflakes away from the collector (the wind-induced undercatch). The method of mounting a gauge with the collector at or below the level of the ground, or the use of windshields to mitigate this effect, is often not practicable. The physical shape of a gauge has a significant impact on its collection efficiency. In this study, we show that appropriate "aerodynamic" shapes are able to reduce the deformation of the airflow, which can reduce undercatch. We have employed computational fluid-dynamic simulations to evaluate the time-averaged airflow realized around "aerodynamic" rain gauge shapes when impacted by wind. Terms of comparison are provided by the results obtained for two standard "conventional" rain gauge shapes. The simulations have been run for different wind speeds and are based on a time-averaged Reynolds-Averaged Navier-Stokes model. The shape of the aerodynamic gauges is shown to have a positive impact on the time-averaged airflow patterns observed around the orifice compared to the conventional shapes. Furthermore, the turbulent air velocity fields for the aerodynamic shapes present "recirculating" structures, which may improve the particle-catching capabilities of the gauge collector.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/875076','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/875076"><span>Integrated optical interrogation of micro-structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Evans, III, Boyd M.; Datskos, Panagiotis G.; Rajic, Slobodan</p> <p>2003-01-01</p> <p>The invention is an integrated optical sensing element for detecting and measuring changes in position or deflection. A deflectable member, such as a microcantilever, is configured to receive a light beam. A waveguide, such as an optical waveguide or an optical fiber, is positioned to redirect light towards the deflectable member. The waveguide can be incorporated into the deflectable member or disposed adjacent to the deflectable member. Means for measuring the extent of position change or deflection of the deflectable member by receiving the light beam from the deflectable member, such as a photodetector or interferometer, receives the reflected light beam from the deflectable member. Changes in the light beam are correlated to the changes in position or deflection of the deflectable member. A plurality of deflectable members can be arranged in a matrix or an array to provide one or two-dimensional imaging or sensing capabilities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930093777','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930093777"><span>Full-scale-wind-tunnel Tests of a 35 Degree Sweptback Wing Airplane with High-velocity Blowing over the Training-edge Flaps</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kelley, Mark W; Tolhurst, William H JR</p> <p>1955-01-01</p> <p>A wind-tunnel investigation was made to determine the effects of ejecting high-velocity air near the leading edge of plain trailing-edge flaps on a 35 degree sweptback wing. The tests were made with flap deflections from 45 degrees to 85 degrees and with pressure ratios across the flap nozzles from sub-critical up to 2.9. A limited study of the effects of nozzle location and configuration on the efficiency of the flap was made. Measurements of the lift, drag, and pitching moment were made for Reynolds numbers from 5.8 to 10.1x10(6). Measurements were also made of the weight rate of flow, pressure, and temperature of the air supplied to the flap nozzles.The results show that blowing on the deflected flap produced large flap lift increments. The amount of air required to prevent flow separation on the flap was significantly less than that estimated from published two-dimensional data. When the amount of air ejected over the flap was just sufficient to prevent flow separation, the lift increment obtained agreed well with linear inviscid fluid theory up to flap deflections of 60 degrees. The flap lift increment at 85 degrees flap deflection was about 80 percent of that predicted theoretically.With larger amounts of air blown over the flap, these lift increments could be significantly increased. It was found that the performance of the flap was relatively insensitive to the location of the flap nozzle, to spacers in the nozzle, and to flow disturbances such as those caused by leading-edge slats or discontinuities on the wing or flap surfaces. Analysis of the results indicated that installation of this system on an F-86 airplane is feasible.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19730019173','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19730019173"><span>Effects of flaps on buffet characteristics and wind-rock onset of an F-8C airplane at subsonic and transonic speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Monaghan, R. C.; Friend, E. L.</p> <p>1973-01-01</p> <p>Wind-up-turn maneuvers were performed to establish the values of airplane normal force coefficient for buffet onset, wing-rock onset, and buffet loads with various combinations of leading- and trailing-edge flap deflections. Data were gathered at both subsonic and transonic speeds covering a range from Mach 0.64 to Mach 0.92. Buffet onset and buffet loads were obtained from wingtip acceleration and wing-root bending-moment data, and wing-rock onset was obtained from airplane roll rate data. Buffet onset, wing-rock onset, and buffet loads were similarly affected by the various combinations of leading- and training-edge flaps. Subsonically, the 12 deg leading-edge-flap and trailing-edge-flap combination was most effective in delaying buffet onset, wing-rock onset, and equivalent values of buffet loads to a higher value of airplane normal force coefficient. This was the maximum flap deflection investigated. Transonically, however, the optimum leading-edge flap position was generally less than 12 deg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160013374','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160013374"><span>Plasma Deflection Test Setup for E-Sail Propulsion Concept</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Andersen, Allen; Vaughn, Jason; Schneider, Todd; Wright, Ken</p> <p>2016-01-01</p> <p>The Electronic Sail or E-Sail is a novel propulsion concept based on momentum exchange between fast solar wind protons and the plasma sheath of long positively charged conductors comprising the E-Sail. The effective sail area increases with decreasing plasma density allowing an E-Sail craft to continue to accelerate at predicted ranges well beyond the capabilities of existing electronic or chemical propulsion spacecraft. While negatively charged conductors in plasmas have been extensively studied and flown, the interaction between plasma and a positively charged conductor is not well studied. We present a plasma deflection test method using a differential ion flux probe (DIFP). The DIFP measures the angle and energy of incident ions. The plasma sheath around a charged body can measured by comparing the angular distribution of ions with and without a positively charged test body. These test results will be used to evaluate numerical calculations of expected thrust per unit length of conductor in the solar wind plasma. This work was supported by a NASA Space Technology Research Fellowship.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930088380','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930088380"><span>A wind-tunnel investigation at high subsonic speeds of the lateral control characteristics of various plain spoiler configurations on a 3-percent-thick 60 degree delta wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wiley, Harleth G</p> <p>1954-01-01</p> <p>Results are presented of wind-tunnel investigations at Mach numbers of 0.60 to 0.94 and angles of attack of -2 degrees to about 24 degrees to determine the lateral control characteristics of spoilers with various wing chord-wise and spanwise locations and spoiler spans and deflections on thin 60 degree delta wing of NACA 65a003 airfoil section parallel to free stream.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740021172','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740021172"><span>Continued investigations in the NAAL low speed wind tunnel into the effects of the air breathing propulsion system on orbiter subsonic stability and control characteristics (OA62A)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mennell, R.</p> <p>1974-01-01</p> <p>Experimental aerodynamic investigations were conducted on a stingmounted 0.0405-scale representation (model 43-0) of the 140A/B Space Shuttle Orbiter in a Low Speed Wind Tunnel. The NASA designation for this test was 0A62A. The primary test objective was to continue studies, initiated on tests 0A16 and 0A71A and 0A71C, in optimizing the air breathing propulsion system (ABPS) and investigating the aerodynamic effects of various nacelle number/location configurations on the orbiter stability and control characteristics. Orbiter stability and control characteristics, both with and without ABPS, were investigated at elevon deflections of 0, + or -5, + or -19, + or -5, and -20 deg; aileron deflections of 0 and 10 deg (about 0 deg elevon); and rudder deflections of 0, -7.5, and -15 deg. Aerodynamic force and moment data was measured in the body axis system by a 2.5-inch task type internal balance. The model was sting supported through the base region with a nominal angle of attack range of -4 to 30 deg. Yaw polars were recorded over the beta range of -10 to 10 deg at fixed angles of attack of 0, 5, 10, and 15 deg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780013110','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780013110"><span>Low-speed aerodynamic characteristics from wind-tunnel tests of a large-scale advanced arrow-wing supersonic-cruise transport concept</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Smith, P. M.</p> <p>1978-01-01</p> <p>Tests have been conducted to extend the existing low speed aerodynamic data base of advanced supersonic-cruise arrow wing configurations. Principle configuration variables included wing leading-edge flap deflection, wing trailing-edge flap deflection, horizontal tail effectiveness, and fuselage forebody strakes. A limited investigation was also conducted to determine the low speed aerodynamic effects due to slotted training-edge flaps. Results of this investigation demonstrate that deflecting the wing leading-edge flaps downward to suppress the wing apex vortices provides improved static longitudinal stability; however, it also results in significantly reduced static directional stability. The use of a selected fuselage forebody strakes is found to be effective in increasing the level of positive static directional stability. Drooping the fuselage nose, which is required for low-speed pilot vision, significantly improves the later-directional trim characteristics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016DPS....4820607N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016DPS....4820607N"><span>Small is different: RPC observations of a small scale comet interacting with the solar wind</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Nilsson, Hans; Burch, James L.; Carr, Christopher M.; Eriksson, Anders I.; Glassmeier, Karl-Heinz; Henri, Pierre; Rosetta Plasma Consortium Team</p> <p>2016-10-01</p> <p>Rosetta followed comet 67P from low activity at more than 3 AU heliocentric distance to peak activity at perihelion and then out again. We study the evolution of the dynamic plasma environment using data from the Rosetta Plasma Consortium (RPC). Observations of cometary plasma began in August 2014, at a distance of 100 km from the comet nucleus and at 3.6 AU from the Sun. As the comet approached the Sun, outgassing from the comet increased, as did the density of the cometary plasma. Measurements showed a highly heterogeneous cold ion environment, permeated by the solar wind. The solar wind was deflected due to the mass loading from newly added cometary plasma, with no discernible slowing down. The magnetic field magnitude increased significantly above the background level, and strong low frequency waves were observed in the magnetic field, a.k.a. the "singing comet". Electron temperatures were high, leading to a frequently strongly negative spacecraft potential. In mid to late April 2015 the solar wind started to disappear from the observation region. This was associated with a solar wind deflection reaching nearly 180°, indicating that mass loading became efficient enough to form a solar wind-free region. Accelerated water ions, moving mainly in the anti-sunward direction, kept being observed also after the solar wind disappearance. Plasma boundaries began to form and a collisionopause was tentatively identified in the ion and electron data. At the time around perihelion, a diamagnetic cavity was also observed, at a surprisingly large distance from the comet. In late 2016 the solar wind re-appeared at the location of Rosetta, allowing for studies of asymmetry of the comet ion environment with respect to perihelion. A nightside excursion allowed us to get a glimpse of the electrodynamics of the innermost part of the plasma tail. Most of these phenomena are dependent on the small-scale physics of comet 67P, since for most of the Rosetta mission the solar wind - comet atmosphere interaction region is smaller than the pickup ion gyroradius in the undisturbed solar wind.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20080039335&hterms=four&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D60%26Ntt%3Dfour','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20080039335&hterms=four&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D60%26Ntt%3Dfour"><span>Four Point Measurements of the Foreshock</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Sibeck, D. G.; Omidi, N.; Angelopoulos, V.</p> <p>2008-01-01</p> <p>Hybrid code numerical simulations accurately predict the properties of the Earth's foreshock, a region populated by solar wind particles heated and reflected by their interaction with the bow shock. The thermal pressures associated with the reflected population suffice to substantially modify the oncoming solar wind, substantially reducing densities, velocities, and magnetic field strengths, but enhance temperatures. Enhanced thermal pressures cause the foreshock to expand at the expense of the ambient solar wind, creating a boundary that extends approx.10 RE upstream which is marked by enhanced densities and magnetic field strengths, and flows deflected away from the foreshock. We present a case study of Cluster plasma and magnetic field observations of this boundary.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.nrel.gov/wind/grc-research.html','SCIGOVWS'); return false;" href="https://www.nrel.gov/wind/grc-research.html"><span>Gearbox Reliability Collaborative Research | Wind | NREL</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.science.gov/aboutsearch.html">Science.gov Websites</a></p> <p></p> <p></p> <p>inception, the Gearbox Reliability Collaborative (GRC) has collected an extraordinary amount of <em>experimental</em> torque, steady state and dynamic <em>non</em>-torque loads, internal loads and deflections, and condition important data and conclusions such as the importance of <em>non</em>-torque loads, dynamic torque events, planetary</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800016262','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800016262"><span>Proposed method for determining the thickness of glass in solar collector panels</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Moore, D. M.</p> <p>1980-01-01</p> <p>An analytical method was developed for determining the minimum thickness for simply supported, rectangular glass plates subjected to uniform normal pressure environmental loads such as wind, earthquake, snow, and deadweight. The method consists of comparing an analytical prediction of the stress in the glass panel to a glass breakage stress determined from fracture mechanics considerations. Based on extensive analysis using the nonlinear finite element structural analysis program ARGUS, design curves for the structural analysis of simply supported rectangular plates were developed. These curves yield the center deflection, center stress and corner stress as a function of a dimensionless parameter describing the load intensity. A method of estimating the glass breakage stress as a function of a specified failure rate, degree of glass temper, design life, load duration time, and panel size is also presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/27475596','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/27475596"><span>A novel imaging technique for measuring kinematics of light-weight flexible structures.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zakaria, Mohamed Y; Eliethy, Ahmed S; Canfield, Robert A; Hajj, Muhammad R</p> <p>2016-07-01</p> <p>A new imaging algorithm is proposed to capture the kinematics of flexible, thin, light structures including frequencies and motion amplitudes for real time analysis. The studied case is a thin flexible beam that is preset at different angles of attack in a wind tunnel. As the angle of attack is increased beyond a critical value, the beam was observed to undergo a static deflection that is ensued by limit cycle oscillations. Imaging analysis of the beam vibrations shows that the motion consists of a superposition of the bending and torsion modes. The proposed algorithm was able to capture the oscillation amplitudes as well as the frequencies of both bending and torsion modes. The analysis results are validated through comparison with measurements from a piezoelectric sensor that is attached to the beam at its root.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22597840-novel-imaging-technique-measuring-kinematics-light-weight-flexible-structures','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22597840-novel-imaging-technique-measuring-kinematics-light-weight-flexible-structures"><span>A novel imaging technique for measuring kinematics of light-weight flexible structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Zakaria, Mohamed Y., E-mail: zakaria@vt.edu; Eliethy, Ahmed S.; Canfield, Robert A.</p> <p>2016-07-15</p> <p>A new imaging algorithm is proposed to capture the kinematics of flexible, thin, light structures including frequencies and motion amplitudes for real time analysis. The studied case is a thin flexible beam that is preset at different angles of attack in a wind tunnel. As the angle of attack is increased beyond a critical value, the beam was observed to undergo a static deflection that is ensued by limit cycle oscillations. Imaging analysis of the beam vibrations shows that the motion consists of a superposition of the bending and torsion modes. The proposed algorithm was able to capture the oscillationmore » amplitudes as well as the frequencies of both bending and torsion modes. The analysis results are validated through comparison with measurements from a piezoelectric sensor that is attached to the beam at its root.« less</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_6");'>6</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li class="active"><span>8</span></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_8 --> <div id="page_9" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li class="active"><span>9</span></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="161"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/868597','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/868597"><span>Shielded helix traveling wave cathode ray tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Norris, Neil J.; Hudson, Charles L.</p> <p>1992-01-01</p> <p>Various embodiments of a helical coil deflection structure of a CRT are described and illustrated which provide shielding between adjacent turns of the coil on either three or four sides of each turn in the coil. Threaded members formed with either male or female threads and having the same pitch as the deflection coil are utilized for shielding the deflection coil with each turn of the helical coil placed between adjacent threads which act to shield each coil turn from adjacent turns and to confine the field generated by the coil to prevent or inhibit cross-coupling between adjacent turns of the coil to thereby prevent generation of fast fields which might otherwise deflect the beam out of time synchronization with the electron beam pulse.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19850016898','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19850016898"><span>Investigation of the Vortex Tab. M.S. Thesis</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hoffler, K. D.</p> <p>1985-01-01</p> <p>An investigation was made into the drag reduction capability of vortex tabs on delta wing vortex flaps. The vortex tab is an up-deflected leading edge portion of the vortex flap. Tab deflection augments vortex suction on the flap, thus improving its thrust, but the tab itself is drag producing. Whether a net improvement in the drag reduction can be obtained with vortex tabs, in comparison with plane vortex flaps of the same total area, was the objective of this investigation. Wind tunnel tests were conducted on two models, and analytical studies were performed on one of them using a free vortex sheet theory.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19900027052&hterms=Fran&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3DFran','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19900027052&hterms=Fran&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3DFran"><span>Pluto's interaction with the solar wind</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bagenal, Fran; Mcnutt, Ralph L., Jr.</p> <p>1989-01-01</p> <p>If Pluto's atmospheric escape rate is significantly greater than 1.5 x 10 to the 27th molecules/s then the interaction with the tenuous solar wind at 30 A.U. will be like that of a comet. There will be extensive ion pick-up upstream and the size of the interaction region will vary directly with variations in the solar wind flux. If the escape flux is much less, then one expects that the solar wind will be deflected around Pluto's ionosphere in a Venus-like interaction. In either case, the weak interplanetary magnetic field at 30 A.U. results in very large gyroradii for the picked-up ions and a thick bow shock, necessitating a kinetic treatment of the interaction. Strong variations in the size of the interaction region are expected on time scales of days due to changes in the solar wind.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150000844','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150000844"><span>Wing Shape Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-Gi</p> <p>2015-01-01</p> <p>A new two step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to extrapolate the deflection and slope of the entire structure through the use of System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular wing. It is then applied to test data from a cantilevered swept wing model.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160010112','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160010112"><span>Rotary Balance Wind Tunnel Testing for the FASER Flight Research Aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Denham, Casey; Owens, D. Bruce</p> <p>2016-01-01</p> <p>Flight dynamics research was conducted to collect and analyze rotary balance wind tunnel test data in order to improve the aerodynamic simulation and modeling of a low-cost small unmanned aircraft called FASER (Free-flying Aircraft for Sub-scale Experimental Research). The impetus for using FASER was to provide risk and cost reduction for flight testing of more expensive aircraft and assist in the improvement of wind tunnel and flight test techniques, and control laws. The FASER research aircraft has the benefit of allowing wind tunnel and flight tests to be conducted on the same model, improving correlation between wind tunnel, flight, and simulation data. Prior wind tunnel tests include a static force and moment test, including power effects, and a roll and yaw damping forced oscillation test. Rotary balance testing allows for the calculation of aircraft rotary derivatives and the prediction of steady-state spins. The rotary balance wind tunnel test was conducted in the NASA Langley Research Center (LaRC) 20-Foot Vertical Spin Tunnel (VST). Rotary balance testing includes runs for a set of given angular rotation rates at a range of angles of attack and sideslip angles in order to fully characterize the aircraft rotary dynamics. Tests were performed at angles of attack from 0 to 50 degrees, sideslip angles of -5 to 10 degrees, and non-dimensional spin rates from -0.5 to 0.5. The effects of pro-spin elevator and rudder deflection and pro- and anti-spin elevator, rudder, and aileron deflection were examined. The data are presented to illustrate the functional dependence of the forces and moments on angle of attack, sideslip angle, and angular rate for the rotary contributions to the forces and moments. Further investigation is necessary to fully characterize the control effectors. The data were also used with a steady state spin prediction tool that did not predict an equilibrium spin mode.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2007JMiMi..17.2093K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2007JMiMi..17.2093K"><span>Stress release structures for actuator beams with a stress gradient</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Klaasse, G.; Puers, R.; Tilmans, H. A. C.</p> <p>2007-10-01</p> <p>Stress release structures are introduced in fixed-fixed beams or membranes for releasing average stress. The influence of a stress gradient on the initial deformation of a fixed-fixed beam with stress release structures is studied in this paper. The objective is to obtain actuator beams that are insensitive to both the average stress and the stress gradient. The target application for the actuator beam in this study is a surface micromachined variable capacitor with a fixed electrode at the center of the beam. An analytical one-dimensional model is derived which predicts the initial deflection of a fixed-fixed beam with one stress release structure at any location and with two stress release structures, placed symmetrically with respect to the center of the beam at any location. The initial center deflection of the beam with one stress release structure was found from the analytical modeling to be zero for a specific set of parameters, but a negative deflection is always present for this specific configuration, leading to beams that touch the substrate at undesired positions, which implies non-functional devices. The configuration with the two symmetrically placed stress release structures can have zero initial center deflection, according to the analytical model, when the stress release structures are placed at a distance of a quarter of the beam length from the anchor points. Finite-element simulations are performed for both configurations and validate the theory. Deviations from the assumed model result in small initial center deflections, but can be compensated for by a little shift of the stress release structures. Experiments are performed for less ideal configurations with two stress release structures where they are shaped as round meanders. These structures do not fully release the stress and the center deflection therefore depends on the average stress to some extent, as demonstrated by finite element simulations. However, the location can be chosen such that there is an initial center deflection that is close to zero. These experiments are, therefore, in qualitative agreement with the analytical model.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20100019606','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20100019606"><span>Crossed, Small-Deflection Energy Analyzer for Wind/Temperature Spectrometer</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Herrero, Federico A.; Finne, Theodore T.</p> <p>2010-01-01</p> <p>Determination of neutral winds and ion drifts in low-Earth-orbit missions requires measurements of the angular and energy distributions of the flux of neutrals and ions entering the satellite from the ram direction. The magnitude and direction of the neutral-wind (or ion-drift) determine the location of the maximum in the angular distribution of the flux. Knowledge of the angle of maximum flux with respect to satellite coordinates (pointing) is essential to determine the wind (or ion-drift) vector. The crossed Small-Deflection Energy Analyzer (SDEA) spectrometer (see Figure 1) occupies minimal volume and consumes minimal power. Designed for upper atmosphere/ionosphere investigations at Earth altitudes above 100 km, the spectrometer operates by detecting the angular and energy distributions of neutral atoms/molecules and ions in two mutually perpendicular planes. In this configuration, the two detection planes actually cross at the spectrometer center. It is possible to merge two SDEAs so they share a common optical axis and alternate measurements between two perpendicular planes, and reduce the number of ion sources from two to one. This minimizes the volume and footprint significantly and reduces the ion source power by a factor of two. The area of the entrance aperture affects the number of ions detected/second and also determines the energy resolution. Thermionic emitters require heater power of about 100 mW to produce 1 mA of electron beam current. Typically, electron energy is about 100 eV and requires a 100-V supply for electron acceleration to supply an additional 100 mW of power. Thus, ion source power is at most 200 mW. If two ion sources were to be used, the ion source power would be, at most, 400 mW. Detector power, deflection voltage power, and microcontroller and other functions require less than 150 mW. A WTS (wind/ temperature spectrometer) with two separate optical axes would consume about 650 mW, while the crossed SDEA described here consumes about 350 mW. The entrance aperture has a diameter of 0.004 in. (0.10 mm) to provide the required energy resolution between 0.05 and 0.15. This design (see Figure 2) provides a WTS occupying a volume less than 40 cm(sup 3), on a footprint of diameter about 1.5 in. (38 mm). The Crossed SDEA offers many advantages in the measurements of neutral wind and ion drifts in the Earth's thermosphere. As such, it will be useful in future commercial satellites dedicated to monitoring the ionosphere with a view to improving the integrity and predictability of GPS operations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170012439','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170012439"><span>Findings from NASA's 2015-2017 Electric Sail Investigations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wiegmann, Bruce. M.</p> <p>2017-01-01</p> <p>Electric Sail (E-Sail) propulsion systems will enable scientific spacecraft to obtain velocities of up to 10 astronomical units per year without expending any on-board propellant. The E-Sail propulsion is created from the interaction of a spacecraft's positively charged multi-kilometer-length conductor/s with protons that are present in the naturally occurring hypersonic solar wind. The protons are deflected via natural electrostatic repulsion forces from the Debye sheath that is formed around a charged wire in space, and this deflection of protons creates thrust or propulsion in the opposite direction. It is envisioned that this E-Sail propulsion system can provide propulsion throughout the solar system and to the heliosphere and beyond. Consistent with the concept of a "sail," no propellant is needed as electrostatic repulsion interactions between the naturally occurring solar wind protons and a positively charged wire creates the propulsion. The basic principle on which the Electric Sail operates is the exchange of momentum between an "electric sail" and solar wind, which continually flows radially away from the sun at speeds ranging from 300 to 700 kilometers per second. The "sail" consists of an array of long, charged wires which extend radially outward 10 to 30 kilometers from a slowly rotating spacecraft. Momentum is transferred from the solar wind to the array through the deflection of the positively charged solar wind protons by a high voltage potential applied to the wires. The thrust generated by an E-Sail is proportional to the area of the sail, which is given by the product of the total length of the wires and the effective wire diameter. The wire is approximately 0.1 millimeters in diameter. However, the effective diameter is determined by the distance the applied electric potential penetrates into space around the wire (on the order of 10 meters at 1 astronomical unit). As a result, the effective area over which protons are repelled is proportional to the size of the region of electric potential, or the plasma sheath region, surround the wires of the array. A large sheath is, therefore, beneficial to the generation of thrust. However, this benefit must be balanced with the additional fact that electron collection is proportional to sheath size. Electrons collected by the wire array must be injected back into the solar wind in order to maintain the potential on the wires - which requires power. The primary power requirement for E-Sail operation is, therefore, also proportional to sheath size.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/35921','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/35921"><span>Pavement Structural Evaluation at the Network Level: Final Report</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-09-01</p> <p>As State transportation departments consider structural adequacy as part of their routine pavement management system (PMS) activities by incorporating deflection testing, it is important to advance their practices from measuring deflection using fall...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/7205097','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/7205097"><span>Shielded helix traveling wave cathode ray tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Norris, N.J.; Hudson, C.L.</p> <p>1992-12-15</p> <p>Various embodiments of a helical coil deflection structure of a CRT are described and illustrated which provide shielding between adjacent turns of the coil on either three or four sides of each turn in the coil. Threaded members formed with either male or female threads and having the same pitch as the deflection coil are utilized for shielding the deflection coil with each turn of the helical coil placed between adjacent threads which act to shield each coil turn from adjacent turns and to confine the field generated by the coil to prevent or inhibit cross-coupling between adjacent turns of the coil to thereby prevent generation of fast fields which might otherwise deflect the beam out of time synchronization with the electron beam pulse. 13 figs.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20030005486','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20030005486"><span>Wind Tunnel Measurements of Shuttle Orbiter Global Heating with Comparisons to Flight</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Berry, Scott A.; Merski, N. Ronald; Blanchard, Robert C.</p> <p>2002-01-01</p> <p>An aerothermodynamic database of global heating images was acquired of the Shuttle Orbiter in the NASA Langley Research Center 20-Inch Mach 6 Air Tunnel. These results were obtained for comparison to the global infrared images of the Orbiter in flight from the infrared sensing aeroheating flight experiment (ISAFE). The most recent ISAFE results from STS-103, consisted of port side images, at hypersonic conditions, of the surface features that result from the strake vortex scrubbing along the side of the vehicle. The wind tunnel results were obtained with the phosphor thermography system, which also provides global information and thus is ideally suited for comparison to the global flight results. The aerothermodynamic database includes both windward and port side heating images of the Orbiter for a range of angles of attack (20 to 40 deg), freestream unit Reynolds number (1 x 10(exp 6))/ft to 8 x 10(exp 6)/ft, body flap deflections (0, 5, and 10 deg), speed brake deflections (0 and 45 deg), as well as with boundary layer trips for forced transition to turbulence heating results. Sample global wind tunnel heat transfer images were extrapolated to flight conditions for comparison to Orbiter flight data. A windward laminar case for an angle of attack of 40 deg was extrapolated to Mach 11.6 flight conditions for comparison to STS-2 flight thermocouple results. A portside wind tunnel image for an angle of attack of 25 deg was extrapolated for Mach 5 flight conditions for comparison to STS-103 global surface temperatures. The comparisons showed excellent qualitative agreement, however the extrapolated wind tunnel results over-predicted the flight surface temperatures on the order of 5% on the windward surface and slightly higher on the portside.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19930034748&hterms=magnetic+shield&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dmagnetic%2Bshield','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19930034748&hterms=magnetic+shield&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D20%26Ntt%3Dmagnetic%2Bshield"><span>Lunar magnetic fields - Implications for utilization and resource extraction</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hood, Lon L.</p> <p>1992-01-01</p> <p>Numerical simulations are used to show that solar wind ion deflection by strong lunar magnetic anomalies can produce local increases, as well as decreases, in the implantation rate of solar wind hydrogen. Model simulations suggest that the ability of magnetic anomalies to shield the surface from incident ions increases with the angle of incidence and therefore for most particle sources, with selenographic latitude. The possibility that relatively strong anomalies can provide significant protection of materials and men against major solar flare particle events is found to be unlikely.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760006095','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760006095"><span>Wind tunnel test of the 0.019 scale space shuttle integrated vehicle (model 14-OTS) in the CALSPAN 8-foot transonic wind tunnel (IA36), volume 2</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hardin, R. B.; Burrows, R. R.</p> <p>1975-01-01</p> <p>A test is presented which was performed to determine the effect of cold jet gas plumes generated from main propulsion system and solid rocket motor nozzles on: (1) six-component force and moment data, (2) wing static pressures, (3) wing hinge moment, (4) elevon hinge moment, (5) rudder hinge moment, and (6) orbiter MPS nozzle pressure loads. The effects of rudder deflection, nozzle gimbal angle, and plume size were also obtained.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19730010285','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19730010285"><span>A summary of wind tunnel research on tilt rotors from hover to cruise flight</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Poisson-Quinton, PH.; Cook, W. L.</p> <p>1972-01-01</p> <p>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.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1982fvlv.rept..109C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1982fvlv.rept..109C"><span>Transonic applications of the Wake Imaging System</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Crowder, J. P.</p> <p>1982-09-01</p> <p>The extension of a rapid flow field survey method (wake imaging system) originally developed for low speed wind tunnel operation, to transonic wind tunnel applications is discussed. The advantage of the system, beside the simplicity and low cost of the data acquisition system, is that the probe position data are recorded as an optical image of the actual sensor and thus are unaffected by the inevitable deflections of the probe support. This permits traversing systems which are deliberately flexible and have unusual motions. Two transverse drive systems are described and several typical data images are given.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19870015862','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19870015862"><span>Subsonic wind-tunnel measurements of a slender wing-body configuration employing a vortex flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Frink, Neal T.</p> <p>1987-01-01</p> <p>A wind tunnel study at Mach 0.4 was conducted for a slender wing-body configuration with a leading edge vortex flap of curved planform that is deflectable about a 74 degree swept hinge line. The basic data consist of a unique combination of longitudinal aerodynamic, surface pressure, and vortex flap hinge-moment measurements on a common model. The longitudinal aerodynamic, pressure and hinge-moment data are presented without analysis in tabular format. Plots of the tabulated pressure data are also given.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000021583','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000021583"><span>Subsonic Investigation of Leading-Edge Flaps Designed for Vortex- and Attached-Flow on a High-Speed Civil Transport Configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Campbell, Bryan A.; Kemmerly, Guy T.; Kjerstad, Kevin J.; Lessard, Victor R.</p> <p>1999-01-01</p> <p>A wind tunnel investigation of two separate leading-edge flaps, designed for vortex and attached-flow, respectively, were conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.12 to 0.27, with corresponding chord Reynolds numbers of 2.50 x 10 (sup 6) to 5.50 x 10 (sup 6). Variations of the leading-edge flap deflection angle were tested with outboard leading-edge flaps deflected 0 deg. and 26.4 deg. Trailing-edge flaps were deflected 0 deg., 10 deg., 12.9 deg., and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein. The data associated with each deflected leading-edge flap indicate L/D improvements over the undeflected configuration. These improvements may be instrumental in providing the necessary lift augmentation required by an actual HSCT during the climb-out and landing phases of the flight envelope. However, further tests will have to be done to assess their full potential.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20080033674','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20080033674"><span>Active Flow Control at Low Reynolds Numbers on a NACA 0015 Airfoil</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Melton, LaTunia Pack; Hannon, Judith; Yao, Chung-Sheng; Harris, Jerome</p> <p>2008-01-01</p> <p>Results from a low Reynolds number wind tunnel experiment on a NACA 0015 airfoil with a 30% chord trailing edge flap tested at deflection angles of 0, 20, and 40 are presented and discussed. Zero net mass flux periodic excitation was applied at the ap shoulder to control flow separation for flap deflections larger than 0. The primary objective of the experiment was to compare force and moment data obtained from integrating surface pressures to data obtained from a 5-component strain-gage balance in preparation for additional three-dimensional testing of the model. To achieve this objective, active flow control is applied at an angle of attack of 6 where published results indicate that oscillatory momentum coefficients exceeding 1% are required to delay separation. Periodic excitation with an oscillatory momentum coefficient of 1.5% and a reduced frequency of 0.71 caused a significant delay of separation on the airfoil with a flap deflection of 20. Higher momentum coefficients at the same reduced frequency were required to achieve a similar level of flow attachment on the airfoil with a flap deflection of 40. There was a favorable comparison between the balance and integrated pressure force and moment results.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19990090019','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19990090019"><span>Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bolonkin, Alexander; Gilyard, Glenn B.</p> <p>1999-01-01</p> <p>Analytical benefits of variable-camber capability on subsonic transport aircraft are explored. Using aerodynamic performance models, including drag as a function of deflection angle for control surfaces of interest, optimal performance benefits of variable camber are calculated. Results demonstrate that if all wing trailing-edge surfaces are available for optimization, drag can be significantly reduced at most points within the flight envelope. The optimization approach developed and illustrated for flight uses variable camber for optimization of aerodynamic efficiency (maximizing the lift-to-drag ratio). Most transport aircraft have significant latent capability in this area. Wing camber control that can affect performance optimization for transport aircraft includes symmetric use of ailerons and flaps. In this paper, drag characteristics for aileron and flap deflections are computed based on analytical and wind-tunnel data. All calculations based on predictions for the subject aircraft and the optimal surface deflection are obtained by simple interpolation for given conditions. An algorithm is also presented for computation of optimal surface deflection for given conditions. Benefits of variable camber for a transport configuration using a simple trailing-edge control surface system can approach more than 10 percent, especially for nonstandard flight conditions. In the cruise regime, the benefit is 1-3 percent.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000021552','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000021552"><span>Experimental and Numerical Optimization of a High-Lift System to Improve Low-Speed Performance, Stability, and Control of an Arrow-Wing Supersonic Transport</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hahne, David E.; Glaab, Louis J.</p> <p>1999-01-01</p> <p>An investigation was performed to evaluate leading-and trailing-edge flap deflections for optimal aerodynamic performance of a High-Speed Civil Transport concept during takeoff and approach-to-landing conditions. The configuration used for this study was designed by the Douglas Aircraft Company during the 1970's. A 0.1-scale model of this configuration was tested in the Langley 30- by 60-Foot Tunnel with both the original leading-edge flap system and a new leading-edge flap system, which was designed with modem computational flow analysis and optimization tools. Leading-and trailing-edge flap deflections were generated for the original and modified leading-edge flap systems with the computational flow analysis and optimization tools. Although wind tunnel data indicated improvements in aerodynamic performance for the analytically derived flap deflections for both leading-edge flap systems, perturbations of the analytically derived leading-edge flap deflections yielded significant additional improvements in aerodynamic performance. In addition to the aerodynamic performance optimization testing, stability and control data were also obtained. An evaluation of the crosswind landing capability of the aircraft configuration revealed that insufficient lateral control existed as a result of high levels of lateral stability. Deflection of the leading-and trailing-edge flaps improved the crosswind landing capability of the vehicle considerably; however, additional improvements are required.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_7");'>7</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li class="active"><span>9</span></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_9 --> <div id="page_10" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li class="active"><span>10</span></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="181"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160007058','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160007058"><span>Re-Thinking the Use of the OML Model in Electric-Sail Development</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Stone, Nobie H.</p> <p>2016-01-01</p> <p>The Orbit Motion Limited (OML) model commonly forms the basis for calculations made to determine the effect of the long, biased wires of an Electric Sail on solar wind protons and electrons (which determines the thrust generated and the required operating power). A new analysis of the results of previously conducted ground-based experimental studies of spacecraft-space plasma interactions indicate that the expected thrust created by deflected solar wind protons and the current of collected solar wind electrons could be considerably higher than the OML model would suggest. Herein the experimental analysis will be summarized and the assumptions and approximations required to derive the OML equation-and the limitations they impose-will be considered.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930009206','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930009206"><span>Wind-tunnel free-flight investigation of a supersonic persistence fighter</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hahne, David E.; Wendel, Thomas R.; Boland, Joseph R.</p> <p>1993-01-01</p> <p>Wind-tunnel free-flight tests have been conducted in the Langley 30- by 60-Foot Wind Tunnel to examine the high-angle-of-attack stability and control characteristics and control law design of a supersonic persistence fighter (SSPF) at 1 g flight conditions. In addition to conventional control surfaces, the SSPF incorporated deflectable wingtips (tiperons) and pitch and yaw thrust vectoring. A direct eigenstructure assignment technique was used to design control laws to provide good flying characteristics well into the poststall angle-of-attack region. Free-flight tests indicated that it was possible to blend effectively conventional and unconventional control surfaces to achieve good flying characteristics well into the poststall angle-of-attack region.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/18046399','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/18046399"><span>Little or no solar wind enters Venus' atmosphere at solar minimum.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zhang, T L; Delva, M; Baumjohann, W; Auster, H-U; Carr, C; Russell, C T; Barabash, S; Balikhin, M; Kudela, K; Berghofer, G; Biernat, H K; Lammer, H; Lichtenegger, H; Magnes, W; Nakamura, R; Schwingenschuh, K; Volwerk, M; Vörös, Z; Zambelli, W; Fornacon, K-H; Glassmeier, K-H; Richter, I; Balogh, A; Schwarzl, H; Pope, S A; Shi, J K; Wang, C; Motschmann, U; Lebreton, J-P</p> <p>2007-11-29</p> <p>Venus has no significant internal magnetic field, which allows the solar wind to interact directly with its atmosphere. A field is induced in this interaction, which partially shields the atmosphere, but we have no knowledge of how effective that shield is at solar minimum. (Our current knowledge of the solar wind interaction with Venus is derived from measurements at solar maximum.) The bow shock is close to the planet, meaning that it is possible that some solar wind could be absorbed by the atmosphere and contribute to the evolution of the atmosphere. Here we report magnetic field measurements from the Venus Express spacecraft in the plasma environment surrounding Venus. The bow shock under low solar activity conditions seems to be in the position that would be expected from a complete deflection by a magnetized ionosphere. Therefore little solar wind enters the Venus ionosphere even at solar minimum.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/6615185','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/6615185"><span>Shielded serpentine traveling wave tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hudson, C.L.; Spector, J.</p> <p>1994-12-27</p> <p>A shielded serpentine slow wave deflection structure is disclosed having a serpentine signal conductor within a channel groove. The channel groove is formed by a serpentine channel in a trough plate and a ground plane. The serpentine signal conductor is supported at its ends by coaxial feed through connectors. A beam interaction trough intersects the channel groove to form a plurality of beam interaction regions wherein an electron beam may be deflected relative to the serpentine signal conductor. 4 figures.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750009082','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750009082"><span>Investigation of scrubbing and impingement noise</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fink, M. R.</p> <p>1975-01-01</p> <p>Tests were conducted in an acoustic wind tunnel to determine surface pressure spectra and far field noise caused by turbulence impinging on an airfoil and turbulence convected past a sharp trailing edge. Measured effects of flow velocity and turbulence intensity were compared with predictions from several theories. Also, tests were conducted in an anechoic chamber to determine surface pressure spectra and far field noise caused by a deflected airfoil scrubbed by a subsonic jet. This installation simulated both an under-the-wing and an upper-surface-blowing externally blown flap, depending on the deflection angle. Surface and far field spectra, and cross correlation coherence and delay time, were utilized to infer the major noise-producing mechanisms.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2006SPIE.6173..113Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2006SPIE.6173..113Y"><span>Design of elevator control surface actuated by LIPCA for small unmanned air vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yoon, K. J.; Setiawan, Hery; Goo, N. S.</p> <p>2006-03-01</p> <p>There have been persistent interests in high performance actuators suitable for the actuation of control surfaces of small aircraft and helicopter blades and for active vibration control of aerospace and submarine structures that need high specific force and displacement. What is really needed for active actuation is a large-displacement actuator with a compact source, i.e., much higher strain. A lot of effort has been made to develop compact actuators with large displacement at a high force. One of the representative actuator is LIPCA actuator that was introduced by Yoon et al. The LIPCA design offers the advantages to be applied as actuator for the small aerial vehicle comparing with any other actuators. The weight is one of the main concerns for aerospace field, and since LIPCA has lighter weight than any other piezo-actuator thus it is suitable as actuator for small aircraft control surface. In this paper, a conceptual design of LIPCA-actuated control surface is introduced. A finite element model was constructed and analyzed to predict the deflection angle of the control surface. The hinge moment that produced by the aerodynamic forces was calculated to determine the optimum position of the hinge point, which could produce the deflection as high as possible with reasonable hinge moment. To verify the prediction, a prototype of SUAV (small unmanned air vehicle) control surface was manufactured and tested both in static condition and in the wind tunnel. The prediction and test results showed a good agreement on the control surface deflection angle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA228450','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA228450"><span>A Flight Dynamic Model of Aircraft Spinning</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1990-06-01</p> <p>r Zaw rate about body axes S Aircraft wing area V Flight path velocity 3 a Angle of attack Sideslip angle 6, Aileron deflection, positive when right...Tests, May/June 1983 PartI. Unpublished data report. 6. MARTIN, C.A. and SECOMB, D.A. ; RAAF BPTA Phase II Wind Tun - nel Tests: Rotary Balance Tests</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770023139','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770023139"><span>Effects of canard location on the aerodynamic characteristics of a blunt-nosed missile at Mach numbers of 1.5 and 2.0. [in the Ames 6x6 wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kassner, D. L.; Wettlaufer, B.</p> <p>1977-01-01</p> <p>A blunt-nosed missile model with nose-mounted canards and cruciform tail surfaces was tested in the Ames 6 by 6-Foot Wind Tunnel to determine the contributions of the component aerodynamic surfaces to the static aerodynamic characteristics at Mach numbers of 1.5 and 2.0 and Reynolds number of 1 million based on body diameter. Data were obtained at angles of attack ranging from -3 deg to 12 deg and canard-deflection angles from -3 deg to 15 deg for various stages of model build-up (i.e., with and without canard and/or tail surfaces). Results were obtained with the canards at two different nose locations. For the canard and tail arrangements investigated, the model was trimmable at angles of attack up to about 4 deg or 5 deg with canard deflections of 9 deg. For this blunt-nosed model, there was little effect of canard location on trim angle of attack. The tail arrangements studied provided ample pitch stability.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760005932','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760005932"><span>Vector thrust induced lift effects for several ejector exhaust locations on a V/STOL wind tunnel model at forward speed</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Sharon, A. D.</p> <p>1975-01-01</p> <p>The results and analysis of aerodynamic force data obtained from a small scale model of a V/STOL research vehicle in a low speed wind tunnel are presented. The analysis of the data includes the evaluation of aerodynamic-propulsive lift performance when operating twin ejector nozzles with thrust deflected. Three different types of thrust deflector systems were examined: 90 deg downward deflected nozzle, 90 deg slotted nozzle with boundary layer control, and an externally blown flap configuration. Several nozzle locations were tested, including over and underwing positions. The interference lift of the nacelle and model due to jet exhaust thrust is compared and results show that 90 deg turned nozzles located over the wing (near the trailing edge) produce the largest interference lift increment for an untrimmed aircraft, and that the slotted nozzle located under the wing near the trailing edge (in conjunction with a BLC flap) gives a comparable interference lift in the trimmed condition. The externally blown flap nozzle produced the least interference lift and significantly less total lift due to jet thrust effects.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/870473','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/870473"><span>Advanced wind turbine with lift cancelling aileron for shutdown</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Coleman, Clint; Juengst, Theresa M.; Zuteck, Michael D.</p> <p>1996-06-18</p> <p>An advanced aileron configuration for wind turbine rotors featuring an independent, lift generating aileron connected to the rotor blade. The aileron has an airfoil profile which is inverted relative to the airfoil profile of the main section of the rotor blade. The inverted airfoil profile of the aileron allows the aileron to be used for strong positive control of the rotation of the rotor while deflected to angles within a control range of angles. The aileron functions as a separate, lift generating body when deflected to angles within a shutdown range of angles, generating lift with a component acting in the direction opposite the direction of rotation of the rotor. Thus, the aileron can be used to shut down rotation of the rotor. The profile of the aileron further allows the center of rotation to be located within the envelope of the aileron, at or near the centers of pressure and mass of the aileron. The location of the center of rotation optimizes aerodynamically and gyroscopically induced hinge moments and provides a fail safe configuration.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/870472','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/870472"><span>Advanced wind turbine with lift-destroying aileron for shutdown</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Coleman, Clint; Juengst, Theresa M.; Zuteck, Michael D.</p> <p>1996-06-18</p> <p>An advanced aileron configuration for wind turbine rotors featuring an aileron with a bottom surface that slopes upwardly at an angle toward the nose region of the aileron. The aileron rotates about a center of rotation which is located within the envelope of the aileron, but does not protrude substantially into the air flowing past the aileron while the aileron is deflected to angles within a control range of angles. This allows for strong positive control of the rotation of the rotor. When the aileron is rotated to angles within a shutdown range of deflection angles, lift-destroying, turbulence-producing cross-flow of air through a flow gap, and turbulence created by the aileron, create sufficient drag to stop rotation of the rotor assembly. The profile of the aileron further allows the center of rotation to be located within the envelope of the aileron, at or near the centers of pressure and mass of the aileron. The location of the center of rotation optimizes aerodynamically and gyroscopically induced hinge moments and provides a fail safe configuration.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760018234','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760018234"><span>Results of an aerodynamic investigation of a space shuttle orbiter/747 carrier flight test configuration to determine separation characteristics utilizing 0.0125-scale models (48-0/AX1318I-1) in the LTV 4 x 4 foot high speed wind tunnel (CA26), volume 1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gillins, R. L.</p> <p>1976-01-01</p> <p>Results of tests conducted on a 0.0125-scale model of the Space Shuttle Orbiter and a 0.0125-scale model of the 747 CAM configuration in a 4 x 4-foot High Speed Wind Tunnel were presented. Force and moment data were obtained for each vehicle separately at a Mach number of 0.6 and for each vehicle in proximity to the other at Mach numbers of 0.3, 0.5, 0.6 and 0.7. The proximity effects of each vehicle on the other at separation distances (from the mated configuration) ranging from 1.5 feet to 75 feet were presented; 747 Carrier angles of attack from 0 deg to 6 deg and angles of sideslip of 0 deg and -5 deg were tested. Model variables included orbiter elevon, aileron and body flap deflections, orbiter tailcone on and off, and 747 stabilizer and rudder deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://pubs.er.usgs.gov/publication/70010017','USGSPUBS'); return false;" href="https://pubs.er.usgs.gov/publication/70010017"><span>Quaternary deposits in southwestern Afghanistan</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://pubs.er.usgs.gov/pubs/index.jsp?view=adv">USGS Publications Warehouse</a></p> <p>Smith, G.I.</p> <p>1974-01-01</p> <p>Geologic evidence in the closed Seistan Basin of southwestern Afghanistan and adjacent parts of Iran and Pakistan indicates that a lake as much as 65,000 sq km in size occupied this closed depression during Pleistocene time. The deposits consist mostly of lacustrine silt and clay and have a maximum observed thickness of about 250 m. A layer of alluvial gravels overlies the sequence. The deposits are probably early or middle Pleistocene in age; they are old enough to have sustained nearly 300 m of erosion over large areas but are not faulted or detectably folded in the central part of the basin although they are upwarped along the west edge of the basin. Sand dunes cover extensive areas of the basin. Dune orientation shows that the strong surface winds enter the basin blowing toward the south-southeast and then are deflected to the east, apparently as a response to mountains bordering the basin on its south side. The Gawdezereh, a large deflation depression, may be a result of an augmented excavation ability of winds that oc urs where turbulence is created along a zone of deflection. ?? 1974.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740007606','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740007606"><span>Acoustic characteristics of a large-scale wind tunnel model of an upper-surface blown flap transport having two engines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Falarski, M. D.; Aoyagi, K.; Koenig, D. G.</p> <p>1973-01-01</p> <p>The upper-surface blown (USB) flap as a powered-lift concept has evolved because of the potential acoustic shielding provided when turbofan engines are installed on a wing upper surface. The results from a wind tunnel investigation of a large-scale USB model powered by two JT15D-1 turbofan engines are-presented. The effects of coanda flap extent and deflection, forward speed, and exhaust nozzle configuration were investigated. To determine the wing shielding the acoustics of a single engine nacelle removed from the model were also measured. Effective shielding occurred in the aft underwing quadrant. In the forward quadrant the shielding of the high frequency noise was counteracted by an increase in the lower frequency wing-exhaust interaction noise. The fuselage provided shielding of the opposite engine noise such that the difference between single and double engine operation was 1.5 PNdB under the wing. The effects of coanda flap deflection and extent, angle of attack, and forward speed were small. Forward speed reduced the perceived noise level (PNL) by reducing the wing-exhaust interaction noise.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050081825','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050081825"><span>Operating Deflection Shapes for the Space Shuttle Partial Stack Rollout</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Buehrle, Ralph D.; Kappus, Kathy</p> <p>2005-01-01</p> <p>In November of 2003 a rollout test was performed to gain a better understanding of the dynamic environment for the Space Shuttle during transportation from the Vehicle Assembly Building to the launch pad. This was part of a study evaluating the methodology for including the rollout dynamic loads in the Space Shuttle fatigue life predictions. The rollout test was conducted with a partial stack consisting of the Crawler Transporter, Mobile Launch Platform, and the Solid Rocket Boosters with an interconnecting crossbeam. Instrumentation included over 100 accelerometers. Data was recorded for steady state speeds, start-ups and stops, and ambient wind excitations with the vehicle at idle. This paper will describe the operating deflection shape analysis performed using the measured acceleration response data. The response data for the steady state speed runs were dominated by harmonics of the forcing frequencies, which were proportional to the vehicle speed. Assuming a broadband excitation for the wind, analyses of the data sets with the vehicle at idle were used to estimate the natural frequencies and corresponding mode shapes. Comparisons of the measured modal properties with numerical predictions are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19890015751','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19890015751"><span>Spanwise lift distributions and wake velocity surveys of a semi-span wing with a discontinuous twist</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kumagai, Hiroyuki</p> <p>1989-01-01</p> <p>A wind tunnel test was conducted in the NASA-Ames 7 x 10 ft wind tunnel to investigate the lift distribution on a semispan wing with a discontinuous change in spanwise twist. The semispan wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free tip rotor blade when its free tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a 3-D laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six-component internal strain gage balance was also used to measure total forces and moments on the tip. The 3-D lift was computed from the 2-D lift distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, 3-D panel code, VSAERO.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22308704-near-far-field-measurements-phase-ramped-frequency-selective-surfaces-infrared-wavelengths','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22308704-near-far-field-measurements-phase-ramped-frequency-selective-surfaces-infrared-wavelengths"><span></span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Tucker, Eric; Boreman, Glenn, E-mail: gboreman@uncc.edu; D'Archangel, Jeffrey</p> <p></p> <p>Near- and far-field measurements of phase-ramped loop and patch structures are presented and compared to simulations. The far-field deflection measurements show that the phase-ramped structures can deflect a beam away from specular reflection, consistent with simulations. Scattering scanning near-field optical microscopy of the elements comprising the phase ramped structures reveals part of the underlying near-field phase contribution that dictates the far-field deflection, which correlates with the far-field phase behavior that was expected. These measurements provide insight into the resonances, coupling, and spatial phase variation among phase-ramped frequency selective surface (FSS) elements, which are important for the performance of FSS reflectarrays.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1250615-experimental-measurements-rf-breakdowns-deflecting-gradients-mm-wave-metallic-accelerating-structures','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1250615-experimental-measurements-rf-breakdowns-deflecting-gradients-mm-wave-metallic-accelerating-structures"><span>Experimental measurements of rf breakdowns and deflecting gradients in mm-wave metallic accelerating structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Dal Forno, Massimo; Dolgashev, Valery; Bowden, Gordon; ...</p> <p>2016-05-03</p> <p>We present an experimental study of a high-gradient metallic accelerating structure at sub-THz frequencies, where we investigated the physics of rf breakdowns. Wakefields in the structure were excited by an ultrarelativistic electron beam. We present the first quantitative measurements of gradients and metal vacuum rf breakdowns in sub-THz accelerating cavities. When the beam travels off axis, a deflecting field is induced in addition to the longitudinal field. We measured the deflecting forces by observing the displacement and changes in the shape of the electron bunch. This behavior can be exploited for subfemtosecond beam diagnostics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770018139','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770018139"><span>Force and pressure tests of the GA(W)-1 airfoil with a 20% aileron and pressure tests with a 30% Fowler flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wentz, W. H., Jr.; Seetharam, H. C.; Fiscko, K. A.</p> <p>1977-01-01</p> <p>Wind tunnel force and pressure tests were conducted for the GA(W)-1 airfoil equipped with a 20% aileron, and pressure tests were conducted with a 30% Fowler flap. All tests were conducted at a Reynolds number of 2.2 and a Mach number of 0.13. The aileron provides control effectiveness similar to ailerons applied to more conventional airfoils. Effects of aileron gaps from 0% to 2% chord were evaluated, as well as hinge moment characteristics. The aft camber of the GA(W)-1 section results in a substantial up-aileron moment, but the hinge moments associated with aileron deflection are similar to other configurations. Fowler flap pressure distributions indicate that unseparated flow is achieved for flap settings up to 40 deg., over a limited angle of attack range. Theoretical pressure distributions compare favorably with experiments for low flap deflections, but show substantial errors at large deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1015317','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/1015317"><span>Particle beam and crabbing and deflecting structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Delayen, Jean [Yorktown, VA</p> <p>2011-02-08</p> <p>A new type of structure for the deflection and crabbing of particle bunches in particle accelerators comprising a number of parallel transverse electromagnetic (TEM)-resonant) lines operating in opposite phase from each other. Such a structure is significantly more compact than conventional crabbing cavities operating the transverse magnetic TM mode, thus allowing low frequency designs.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_8");'>8</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li class="active"><span>10</span></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_10 --> <div id="page_11" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li class="active"><span>11</span></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="201"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014AGUFM.A11G3080T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014AGUFM.A11G3080T"><span>Examples of the Influence of Turbine Wakes on Downwind Power Output, Surface Wind Speed, Turbulence and Flow Convergence in Large Wind Farms</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Takle, E. S.; Rajewski, D. A.; Lundquist, J. K.; Doorenbos, R. K.</p> <p>2014-12-01</p> <p>We have analyzed turbine power and concurrent wind speed, direction and turbulence data from surface 10-m flux towers in a large wind farm for experiments during four summer periods as part of the Crop Wind Energy Experiment (CWEX). We use these data to analyze surface differences for a near-wake (within 2.5 D of the turbine line), far wake (17 D downwind of the turbine line), and double wake (impacted by two lines of turbines about 34 D downwind of the first turbine line) locations. Composites are categorized by10 degree directional intervals and three ambient stability categories as defined by Rajewski et al. (2013): neutral (|z/L|<0.05), stable (z/L>0.05) and unstable (z/L<-0.05), where z is the height of the measurement and L is the Monin-Obhukov length. The dominant influence of the turbines is under stably stratified conditions (i. e., mostly at night). A 25% to 40% increase in mean wind speed occurs when turbine wakes are moving over the downwind station at a distance of 2.8 D and 5.4 D (D = fan diameter). For the double wake condition (flux station leeward of two lines of turbines) we find a daytime (unstable conditions) speed reduction of 20% for southerly wind, but for nighttime (stable conditions) the surface speeds are enhancedby 40-60% for SSW-SW winds. The speedup is reduced as wind directions shift to the west. We interpret these speed variations as due to the rotation of the wake and interaction (or not) with higher speed air above the rotor layer in highly sheared nocturnal low-level jet conditions. From a cluster of flux stations and three profiling lidars deployed within and around a cluster of turbines in 2013 (CWEX-13) we found evidence of mesoscale influences. In particular, surface convergence (wind direction deflection of 10-20 degrees) was observed during periods of low nighttime winds (hub-height winds of 4-6 m/s) with power reduction of 50-75%. This is consistent with a similar range of deflection observed from a line of turbines in CWEX-11, In the mid to late afternoon hours when hub-height wind speeds are between 5-10 m/s convergence periods have been observed, with power enhancements of 20-40% at several locations around the farm.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160003104','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160003104"><span>Nano-ADEPT Aeroloads Wind Tunnel Test</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Smith, Brandon; Yount, Bryan; Kruger, Carl; Brivkalns, Chad; Makino, Alberto; Cassell, Alan; Zarchi, Kerry; McDaniel, Ryan; Ross, James; Wercinski, Paul; <a style="text-decoration: none; " href="javascript:void(0); " onClick="displayelement('author_20160003104'); toggleEditAbsImage('author_20160003104_show'); toggleEditAbsImage('author_20160003104_hide'); "> <img style="display:inline; width:12px; height:12px; " src="images/arrow-up.gif" width="12" height="12" border="0" alt="hide" id="author_20160003104_show"> <img style="width:12px; height:12px; display:none; " src="images/arrow-down.gif" width="12" height="12" border="0" alt="hide" id="author_20160003104_hide"></p> <p>2016-01-01</p> <p>A wind tunnel test of the Adaptable Deployable Entry and Placement Technology (ADEPT) was conducted in April 2015 at the US Army's 7 by10 Foot Wind Tunnel located at NASA Ames Research Center. Key geometric features of the fabric test article were a 0.7 meter deployed base diameter, a 70 degree half-angle forebody cone angle, eight ribs, and a nose-to-base radius ratio of 0.7. The primary objective of this wind tunnel test was to obtain static deflected shape and pressure distributions while varying pretension at dynamic pressures and angles of attack relevant to entry conditions at Earth, Mars, and Venus. Other objectives included obtaining aerodynamic force and moment data and determining the presence and magnitude of any dynamic aeroelastic behavior (buzz/flutter) in the fabric trailing edge. All instrumentation systems worked as planned and a rich data set was obtained. This paper describes the test articles, instrumentation systems, data products, and test results. Four notable conclusions are drawn. First, test data support adopting a pre-tension lower bound of 10 foot pounds per inch for Nano-ADEPT mission applications in order to minimize the impact of static deflection. Second, test results indicate that the fabric conditioning process needs to be reevaluated. Third, no flutter/buzz of the fabric was observed for any test condition and should also not occur at hypersonic speeds. Fourth, translating one of the gores caused ADEPT to generate lift without the need for a center of gravity offset. At hypersonic speeds, the lift generated by actuating ADEPT gores could be used for vehicle control.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19930064317&hterms=Missiles&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3DMissiles','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19930064317&hterms=Missiles&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3DMissiles"><span>Base drag prediction on missile configurations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Moore, F. G.; Hymer, T.; Wilcox, F.</p> <p>1993-01-01</p> <p>New wind tunnel data have been taken, and a new empirical model has been developed for predicting base drag on missile configurations. The new wind tunnel data were taken at NASA-Langley in the Unitary Wind Tunnel at Mach numbers from 2.0 to 4.5, angles of attack to 16 deg, fin control deflections up to 20 deg, fin thickness/chord of 0.05 to 0.15, and fin locations from 'flush with the base' to two chord-lengths upstream of the base. The empirical model uses these data along with previous wind tunnel data, estimating base drag as a function of all these variables as well as boat-tail and power-on/power-off effects. The new model yields improved accuracy, compared to wind tunnel data. The new model also is more robust due to inclusion of additional variables. On the other hand, additional wind tunnel data are needed to validate or modify the current empirical model in areas where data are not available.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018ExFl...59...25B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018ExFl...59...25B"><span>Inverse measurement of wall pressure field in flexible-wall wind tunnels using global wall deformation data</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Brown, Kenneth; Brown, Julian; Patil, Mayuresh; Devenport, William</p> <p>2018-02-01</p> <p>The Kevlar-wall anechoic wind tunnel offers great value to the aeroacoustics research community, affording the capability to make simultaneous aeroacoustic and aerodynamic measurements. While the aeroacoustic potential of the Kevlar-wall test section is already being leveraged, the aerodynamic capability of these test sections is still to be fully realized. The flexibility of the Kevlar walls suggests the possibility that the internal test section flow may be characterized by precisely measuring small deflections of the flexible walls. Treating the Kevlar fabric walls as tensioned membranes with known pre-tension and material properties, an inverse stress problem arises where the pressure distribution over the wall is sought as a function of the measured wall deflection. Experimental wall deformations produced by the wind loading of an airfoil model are measured using digital image correlation and subsequently projected onto polynomial basis functions which have been formulated to mitigate the impact of measurement noise based on a finite-element study. Inserting analytic derivatives of the basis functions into the equilibrium relations for a membrane, full-field pressure distributions across the Kevlar walls are computed. These inversely calculated pressures, after being validated against an independent measurement technique, can then be integrated along the length of the test section to give the sectional lift of the airfoil. Notably, these first-time results are achieved with a non-contact technique and in an anechoic environment.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..231a2092Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..231a2092Z"><span>Study on the causes and methods of influencing concrete deflection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zhou, Ying; Zhou, Xiang; Tang, Jinyu</p> <p>2017-09-01</p> <p>Under the long-term effect of static load on reinforced concrete beam, the stiffness decreases and the deformation increases with time. Therefore, the calculation of deflection is more complicated. According to the domestic and foreign research results by experiment the flexural deflection of reinforced concrete, creep, age, the thickness of the protective layer, the relative slip, the combination of steel yielding factors of reinforced concrete deflection are summarized, analyzed the advantages and disadvantages of the traditional direct measurement of deflection, that by increasing the beam height, increasing the moment of inertia, ncrease prestressed reinforcement ratio, arching, reduce the load, and other measures to reduce the deflection of prestressed construction, improve the reliability of structure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012MSSP...28..195Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012MSSP...28..195Y"><span>Experimental validation of a damage detection approach on a full-scale highway sign support truss</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yan, Guirong; Dyke, Shirley J.; Irfanoglu, Ayhan</p> <p>2012-04-01</p> <p>Highway sign support structures enhance traffic safety by allowing messages to be delivered to motorists related to directions and warning of hazards ahead, and facilitating the monitoring of traffic speed and flow. These structures are exposed to adverse environmental conditions while in service. Strong wind and vibration accelerate their deterioration. Typical damage to this type of structure includes local fatigue fractures and partial loosening of bolted connections. The occurrence of these types of damage can lead to a failure in large portions of the structure, jeopardizing the safety of passing traffic. Therefore, it is important to have effective damage detection approaches to ensure the integrity of these structures. In this study, an extension of the Angle-between-String-and-Horizon (ASH) flexibility-based approach [32] is applied to locate damage in sign support truss structures at bay level. Ambient excitations (e.g. wind) can be considered as a significant source of vibration in these structures. Considering that ambient excitation is immeasurable, a pseudo ASH flexibility matrix constructed from output-only derived operational deflection shapes is proposed. A damage detection method based on the use of pseudo flexibility matrices is proposed to address several of the challenges posed in real-world applications. Tests are conducted on a 17.5-m long full-scale sign support truss structure to validate the effectiveness of the proposed method. Damage cases associated with loosened bolts and weld failures are considered. These cases are realistic for this type of structure. The results successfully demonstrate the efficacy of the proposed method to locate the two common forms of damage on sign support truss structures instrumented with a few accelerometers.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2000PhDT........42E','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2000PhDT........42E"><span>In-flight tracking of helicopter rotor blades with tabs using shape memory alloy actuators</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Epps, Jeanette Jo</p> <p></p> <p>The objective of this research is to develop a methodology to track helicopter rotor blades in-flight with tabs using shape memory alloy actuators. Tracking is required to reduce vibratory loads that are generated due to dissimilarity of blades. The research was conducted in two phases. The first phase involved a study on the thermo-mechanical behavior of shape memory alloys and the development of an analytical model to describe the behavior of the tab actuator (SMA-SMA actuator). The second phase of the research involved applying the knowledge of the SMA behavior to develop, construct and test a tab actuator to deflect a trailing-edge tab. In the first phase, four constitutive models for SMA were investigated and validated with test data. The models investigated were the Tanaka, Liang and Rogers, Brinson, and Boyd and Lagoudas models. These models were used to predict the quasi-static stress-strain-temperature behavior. All models showed acceptable correlation with test data. Then a constrained recovery model was developed for the case where the SMA wire is plastically deformed, clamped at both ends, and then heat activated. The Brinson model over-predicted the recovery stress-temperature behavior. The refined model developed in this dissertation showed acceptable correlation with test data. In the second phase of the research, a NACA 0012 blade section with a tab actuator embedded was constructed. The actuator was tested on bench-top as well as in an open-jet wind tunnel to determine the actuator performance under different flight conditions. This task also included building and testing a locking mechanism and a position feedback controller. It was shown that a 2-wire actuator, with all wires plastically elongated to 4.21% initially, is able to deflect the tab of a blade section sufficiently at a forward velocity of 120 ft/sec for angles of attack up to 15°. The tab deflected up 9.35° and deflected down 31°. A 5-wire actuator with all wires plastically deformed 2.43% initially was also tested in the open-jet wind tunnel. The tab deflected up 14° and down 11.5° at a forward velocity of 120 ft/sec and an angle of attack of 15°. The position feedback controller demonstrated its ability to track to a desired tab position in about 10 seconds. The locking mechanism showed its ability to lock the tab in position for the tab deflecting up during bench-top tests. (Abstract shortened by UMI.)</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750016744','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750016744"><span>Results of investigations of an 0.010-scale 140A/B configuration (model 72-OTS) of the Rockwell International space shuttle orbiter in the NASA/Langley Research Center unitary plan wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Petrozzi, M. T.; Milam, M. D.</p> <p>1975-01-01</p> <p>Experimental aerodynamic investigations were conducted in the NASA/Langley unitary plan wind tunnel on a sting mounted 0.010-scale outer mold line model of the 140A/B configuration of the Rockwell International Space Shuttle Vehicle. The primary test objectives were to obtain: (1) six component force and moment data for the mated vehicle at subsonic and transonic conditions, (2) effects of configuration build-up, (3) effects of protuberances, ET/orbiter fairings and attach structures, and (4) elevon deflection effects on wing bending moment. Six component aerodynamic force and moment data and base and balance cavity pressures were recorded over Mach numbers of 1.6, 2.0, 2.5, 2.86, 3.9, and 4.63 at a nominal Reynolds number of 20 to the 6th power per foot. Selected configurations were tested at angles of attack and sideslip from -10 deg to +10 deg. For all configurations involving the orbiter, wing bending, and torsion coefficients were measured on the right wing.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1423107-predicting-large-deflections-multiplate-fuel-elements-using-monolithic-fsi-approach','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1423107-predicting-large-deflections-multiplate-fuel-elements-using-monolithic-fsi-approach"><span>Predicting Large Deflections of Multiplate Fuel Elements Using a Monolithic FSI Approach</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Curtis, Franklin G.; Freels, James D.; Ekici, Kivanc</p> <p>2017-10-26</p> <p>As part of the Global Threat Reduction Initiative, the Oak Ridge National Laboratory is evaluating conversion of fuel for the High Flux Isotope Reactor (HFIR) from high-enriched uranium to low-enriched uranium. Currently, multiphysics simulations that model fluid-structure interaction phenomena are being performed to ensure the safety of the reactor with the new fuel type. A monolithic solver that fully couples fluid and structural dynamics is used to model deflections in the new design. A classical experiment is chosen to validate the capabilities of the current solver and the method. Here, a single-plate simulation with various boundary conditions as well asmore » a five-plate simulation are presented. Finally, use of the monolithic solver provides stable solutions for the large deflections and the tight coupling of the fluid and structure and the maximum deflections are captured accurately.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20080014169','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20080014169"><span>Testing of Flexible Ballutes in Hypersonic Wind Tunnels for Planetary Aerocapture</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Buck, Gregory M.</p> <p>2007-01-01</p> <p>Studies were conducted for the In-Space Propulsion (ISP) Ultralightweight Ballute Technology Development Program to increase the technical readiness level of inflatable decelerator systems for planetary aerocapture. The present experimental study was conducted to develop the capability for testing lightweight, flexible materials in hypersonic facilities. The primary objectives were to evaluate advanced polymer film materials in a high-temperature, high-speed flow environment and provide experimental data for comparisons with fluid-structure interaction modeling tools. Experimental testing was conducted in the Langley Aerothermodynamics Laboratory 20-Inch Hypersonic CF4 and 31-Inch Mach 10 Air blowdown wind tunnels. Quantitative flexure measurements were made for 60 degree half angle afterbody-attached ballutes, in which polyimide films (1-mil and 3- mil thick) were clamped between a 1/2-inch diameter disk and a base ring (4-inch and 6-inch diameters). Deflection measurements were made using a parallel light silhouette of the film surface through an existing schlieren optical system. The purpose of this paper is to discuss these results as well as free-flying testing techniques being developed for both an afterbody-attached and trailing toroidal ballute configuration to determine dynamic fluid-structural stability. Methods for measuring polymer film temperature were also explored using both temperature sensitive paints (for up to 370 C) and laser-etched thin-film gages.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20060005185','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20060005185"><span>Testing of Flexible Ballutes in Hypersonic Wind Tunnels for Planetary Aerocapture</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Buck, Gregory M.</p> <p>2006-01-01</p> <p>Studies were conducted for the In-Space Propulsion (ISP) Ultralightweight Ballute Technology Development Program to increase the technical readiness level of inflatable decelerator systems for planetary aerocapture. The present experimental study was conducted to develop the capability for testing lightweight, flexible materials in hypersonic facilities. The primary objectives were to evaluate advanced polymer film materials in a high-temperature, high-speed flow environment and provide experimental data for comparisons with fluid-structure interaction modeling tools. Experimental testing was conducted in the Langley Aerothermodynamics Laboratory 20-Inch Hypersonic CF4 and 31-Inch Mach 10 Air blowdown wind tunnels. Quantitative flexure measurements were made for 60 degree half angle afterbody-attached ballutes, in which polyimide films (1-mil and 3-mil thick) were clamped between a 1/2-inch diameter disk and a base ring (4-inch and 6-inch diameters). Deflection measurements were made using a parallel light silhouette of the film surface through an existing schlieren optical system. The purpose of this paper is to discuss these results as well as free-flying testing techniques being developed for both an afterbody-attached and trailing toroidal ballute configuration to determine dynamic fluid-structural stability. Methods for measuring polymer film temperature were also explored using both temperature sensitive paints (for up to 370 C) and laser-etched thin-film gages.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1026516','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/1026516"><span>Laser-driven deflection arrangements and methods involving charged particle beams</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Plettner, Tomas [San Ramon, CA; Byer, Robert L [Stanford, CA</p> <p>2011-08-09</p> <p>Systems, methods, devices and apparatus are implemented for producing controllable charged particle beams. In one implementation, an apparatus provides a deflection force to a charged particle beam. A source produces an electromagnetic wave. A structure, that is substantially transparent to the electromagnetic wave, includes a physical structure having a repeating pattern with a period L and a tilted angle .alpha., relative to a direction of travel of the charged particle beam, the pattern affects the force of the electromagnetic wave upon the charged particle beam. A direction device introduces the electromagnetic wave to the structure to provide a phase-synchronous deflection force to the charged particle beam.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19940024600','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19940024600"><span>Structural/aerodynamic Blade Analyzer (SAB) User's Guide, Version 1.0</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Morel, M. R.</p> <p>1994-01-01</p> <p>The structural/aerodynamic blade (SAB) analyzer provides an automated tool for the static-deflection analysis of turbomachinery blades with aerodynamic and rotational loads. A structural code calculates a deflected blade shape using aerodynamic loads input. An aerodynamic solver computes aerodynamic loads using deflected blade shape input. The two programs are iterated automatically until deflections converge. Currently, SAB version 1.0 is interfaced with MSC/NASTRAN to perform the structural analysis and PROP3D to perform the aerodynamic analysis. This document serves as a guide for the operation of the SAB system with specific emphasis on its use at NASA Lewis Research Center (LeRC). This guide consists of six chapters: an introduction which gives a summary of SAB; SAB's methodology, component files, links, and interfaces; input/output file structure; setup and execution of the SAB files on the Cray computers; hints and tips to advise the user; and an example problem demonstrating the SAB process. In addition, four appendices are presented to define the different computer programs used within the SAB analyzer and describe the required input decks.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2008SPIE.6932E..1XS','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2008SPIE.6932E..1XS"><span>Monitoring the bending and twist of morphing structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Smoker, J.; Baz, A.</p> <p>2008-03-01</p> <p>This paper presents the development of the theoretical basis for the design of sensor networks for determining the 2-dimensioal shape of morphing structures by monitoring simultaneously the bending and twist deflections. The proposed development is based on the non-linear theory of finite elements to extract the transverse linear and angular deflections of a plate-like structure. The sensors outputs are wirelessly transmitted to the command unit to simultaneously compute maps of the linear and angular deflections and maps of the strain distribution of the entire structure. The deflection and shape information are required to ascertain that the structure is properly deployed and that its surfaces are operating wrinkle-free. The strain map ensures that the structure is not loaded excessively to adversely affect its service life. The developed theoretical model is validated experimentally using a prototype of a variable cambered span morphing structure provided with a network of distributed sensors. The structure/sensor network system is tested under various static conditions to determine the response characteristics of the proposed sensor network as compared to other conventional sensor systems. The presented theoretical and experimental techniques can have a great impact on the safe deployment and effective operation of a wide variety of morphing and inflatable structures such as morphing aircraft, solar sails, inflatable wings, and large antennas.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760018245','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760018245"><span>Results of an experimental investigation to determine separation characteristics for the Orbiter/747 using a 0.0125-scale model (48-0 AX1318I-1 747) in the Ames Research center 14-foot wind tunnel (CA23B), volume 1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Esparza, V.</p> <p>1976-01-01</p> <p>Separation data were obtained at a Mach number of 0.6 and three incidence angles of 4 deg, 6 deg, and 9 deg. The orbiter angle of attack was varied from 0 to 14 degrees. Longitudinal, lateral and normal separation increments were obtained for fixed 747 angles of attack of 0 deg, 2 deg, and 4 deg while varying orbiter angle of attack. Control surface settings on the 747 carrier included rudder deflections of 0 deg and 10 deg and horizontal stabilizer deflections of -1 deg and +5 deg. Photographs of tested configurations are shown.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/869683','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/869683"><span>Shielded serpentine traveling wave tube deflection structure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hudson, Charles L.; Spector, Jerome</p> <p>1994-01-01</p> <p>A shielded serpentine slow wave deflection structure (10) having a serpene signal conductor (12) within a channel groove (46). The channel groove (46) is formed by a serpentine channel (20) in a trough plate (18) and a ground plane (14). The serpentine signal conductor (12) is supported at its ends by coaxial feed through connectors 28. A beam interaction trough (22) intersects the channel groove (46) to form a plurality of beam interaction regions (56) wherein an electron beam (54) may be deflected relative to the serpentine signal conductor (12).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20010055691','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20010055691"><span>Forebody Aerodynamics of the F-18 High Alpha Research Vehicle with Actuated Forebody Strakes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fisher, David F.; Murri, Daniel G.</p> <p>2001-01-01</p> <p>Extensive pressure measurements and off-surface flow visualization were obtained on the forebody and strakes of the NASA F-18 High Alpha Research Vehicle (HARV) equipped with actuated forebody strakes. Forebody yawing moments were obtained by integrating the circumferential pressures on the forebody and strakes. Results show that large yawing moments can be generated with forebody strakes. At a 50 deg-angle-of-attack, deflecting one strake at a time resulted in a forebody yawing moment control reversal for small strake deflection angles. However, deflecting the strakes differentially about a 20 deg symmetric strake deployment eliminated the control reversal and produced a near linear variation of forebody yawing moment with differential strake deflection. At an angle of attack of 50 deg and for 0 deg and 20 deg symmetric strake deployments, a larger forebody yawing moment was generated by the forward fuselage (between the radome and the apex of the leading-edge extensions) than on the radome where the actuated forebody strakes were located. Cutouts on the flight vehicle strakes that were not on the wind tunnel models are believed to be responsible for deficits in the suction peaks on the flight radome pressure distributions and differences in the forebody yawing moments.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19970001799','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19970001799"><span>Effect of Actuated Forebody Strakes on the Forebody Aerodynamics of the NASA F-18 HARV</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fisher, David F.; Murri, Daniel G.; Lanser, Wendy R.</p> <p>1996-01-01</p> <p>Extensive pressure measurements and off-surface flow visualization were obtained on the forebody and strakes of the NASA F-18 High Alpha Research Vehicle (HARV) equipped with actuated forebody strakes. Forebody yawing moments were obtained by integrating the circumferential pressures on the forebody and strakes. Results show that large yawing moments can be generated with forebody strakes. At angles of attack greater than 40 deg., deflecting one strake at a time resulted in a forebody yawing moment control reversal for small strake deflection angles. At alpha = 40 deg. and 50 deg., deflecting the strakes differentially about a 20 deg. symmetric strake deployment eliminated the control reversal and produced a near linear variation of forebody yawing moment with differential strake deflection. At alpha = 50 deg. and for 0 deg. and 20 deg. symmetric strake deployments, a larger forebody yawing moment was generated by the forward fuselage (between the radome and the apex of the leading-edge extensions), than on the radome where the actuated forebody strakes were located. Cutouts on the flight vehicle strakes that were not on the wind tunnel models are believed to be responsible for deficits in the suction peaks on the flight radome pressure distributions and differences in the forebody yawing moments.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22518805-magnetized-jets-driven-sun-structure-heliosphere-revisited','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22518805-magnetized-jets-driven-sun-structure-heliosphere-revisited"><span></span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Opher, M.; Drake, J. F.; Zieger, B.</p> <p></p> <p>The classic accepted view of the heliosphere is a quiescent, comet-like shape aligned in the direction of the Sun’s travel through the interstellar medium (ISM) extending for thousands of astronomical units (AUs). Here, we show, based on magnetohydrodynamic (MHD) simulations, that the tension (hoop) force of the twisted magnetic field of the Sun confines the solar wind plasma beyond the termination shock and drives jets to the north and south very much like astrophysical jets. These jets are deflected into the tail region by the motion of the Sun through the ISM similar to bent galactic jets moving through themore » intergalactic medium. The interstellar wind blows the two jets into the tail but is not strong enough to force the lobes into a single comet-like tail, as happens to some astrophysical jets. Instead, the interstellar wind flows around the heliosphere and into the equatorial region between the two jets. As in some astrophysical jets that are kink unstable, we show here that the heliospheric jets are turbulent (due to large-scale MHD instabilities and reconnection) and strongly mix the solar wind with the ISM beyond 400 AU. The resulting turbulence has important implications for particle acceleration in the heliosphere. The two-lobe structure is consistent with the energetic neutral atom (ENA) images of the heliotail from IBEX where two lobes are visible in the north and south and the suggestion from the Cassini ENAs that the heliosphere is “tailless.”.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19840034931&hterms=planetary+motion&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D90%26Ntt%3Dplanetary%2Bmotion','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19840034931&hterms=planetary+motion&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D90%26Ntt%3Dplanetary%2Bmotion"><span>The response of stationary planetary waves to tropospheric forcing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Alpert, J. C.; Geller, M. A.; Avery, S. K.</p> <p>1983-01-01</p> <p>The lower boundary forcing of airflow over topography, and the internal forcing that results from the geographical distribution of diabatic heating, are studied in light of a steady state, linear, quasi-geostrophic model of stationary waves on a sphere. The lower boundary vertical motions forced by airflow over topography depend on whether the horizontal deflection of airflow around topographic features is taken into account, the level of the wind profile at which flow over topography is assumed to take place, and the topographic data set that was used in the forcing formulation. The lower boundary forcing is taken to be given by the observed stationary planetary wave in lower boundary geopotential height, and the internal forcing is computed using the planetary wave propagation equation on the observed wave structure.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_9");'>9</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li class="active"><span>11</span></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_11 --> <div id="page_12" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li class="active"><span>12</span></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="221"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28550803','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28550803"><span>Discourse in Action: Parents' use of medical and social models to resist disability stigma.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Manago, Bianca; Davis, Jenny L; Goar, Carla</p> <p>2017-07-01</p> <p>For parents of children with disabilities, stigmatization is part of everyday life. To resist the negative social and emotional consequences of stigma, parents both challenge and deflect social devaluations. Challenges work to upend the stigmatizing structure, while deflections maintain the interaction order. We examine how parents of children with disabilities deploy deflections and challenges, and how their stigma resistance strategies combine with available models of disability discourse. Disability discourse falls into two broad categories: medical and social. The medical model emphasizes diagnostic labels and treats impairment as an individual deficit, while the social model centralizes unaccommodating social structures. The social model's activist underpinnings make it a logical frame for parents to use as they challenge disability stigma. In turn, the medical model's focus on individual "improvement" seems to most closely align with stigma deflections. However, the relationship between stigma resistance strategies and models of disability is an empirical question not yet addressed in the literature. In this study, we examine 117 instances of stigmatization from 40 interviews with 43 parents, and document how parents respond. We find that challenges and deflections do not map cleanly onto the social or medical models. Rather, parents invoke medical and social meanings in ways that serve diverse ends, sometimes centralizing a medical label to challenge stigma, and sometimes recognizing disabling social structures, but deflecting stigma nonetheless. Copyright © 2017 Elsevier Ltd. All rights reserved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20140011551','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20140011551"><span>Static Aeroelastic Analysis with an Inviscid Cartesian Method</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Rodriguez, David L.; Aftosmis, Michael J.; Nemec, Marian; Smith, Stephen C.</p> <p>2014-01-01</p> <p>An embedded-boundary, Cartesian-mesh flow solver is coupled with a three degree-of-freedom structural model to perform static, aeroelastic analysis of complex aircraft geometries. The approach solves a nonlinear, aerostructural system of equations using a loosely-coupled strategy. An open-source, 3-D discrete-geometry engine is utilized to deform a triangulated surface geometry according to the shape predicted by the structural model under the computed aerodynamic loads. The deformation scheme is capable of modeling large deflections and is applicable to the design of modern, very-flexible transport wings. The coupling interface is modular so that aerodynamic or structural analysis methods can be easily swapped or enhanced. After verifying the structural model with comparisons to Euler beam theory, two applications of the analysis method are presented as validation. The first is a relatively stiff, transport wing model which was a subject of a recent workshop on aeroelasticity. The second is a very flexible model recently tested in a low speed wind tunnel. Both cases show that the aeroelastic analysis method produces results in excellent agreement with experimental data.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MNRAS.tmp.1010H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MNRAS.tmp.1010H"><span>Short, large amplitude speed enhancements in the near-Sun fast solar wind</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Horbury, T. S.; Matteini, L.; Stansby, D.</p> <p>2018-04-01</p> <p>We report the presence of intermittent, short discrete enhancements in plasma speed in the near-Sun high speed solar wind. Lasting tens of seconds to minutes in spacecraft measurements at 0.3 AU, speeds inside these enhancements can reach 1000 km/s, corresponding to a kinetic energy up to twice that of the bulk high speed solar wind. These events, which occur around 5% of the time, are Alfvénic in nature with large magnetic field deflections and are the same temperature as the surrounding plasma, in contrast to the bulk fast wind which has a well-established positive speed-temperature correlation. The origin of these speed enhancements is unclear but they may be signatures of discrete jets associated with transient events in the chromosphere or corona. Such large short velocity changes represent a measurement and analysis challenge for the upcoming Parker Solar Probe and Solar Orbiter missions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AGUFMSM34A..01H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AGUFMSM34A..01H"><span>Kinetic Interactions Between the Solar Wind and Lunar Magnetic Fields</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Halekas, J. S.; Poppe, A. R.; Fatemi, S.; Turner, D. L.; Holmstrom, M.</p> <p>2016-12-01</p> <p>Despite their relatively weak strength, small scale, and incoherence, lunar magnetic anomalies can affect the incoming solar wind flow. The plasma interaction with lunar magnetic fields drives significant compressions of the solar wind plasma and magnetic field, deflections of the incoming flow, and a host of plasma waves ranging from the ULF to the electrostatic range. Recent work suggests that the large-scale features of the solar wind-magnetic anomaly interactions may be driven by ion-ion instabilities excited by reflected ions, raising the possibility that they are analogous to ion foreshock phenomena. Indeed, despite their small scale, many of the phenomena observed near lunar magnetic anomalies appear to have analogues in the foreshock regions of terrestrial planets. We discuss the charged particle distributions, fields, and waves observed near lunar magnetic anomalies, and place them in a context with the foreshocks of the Earth, Mars, and other solar system objects.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760013037','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760013037"><span>RSRA sixth scale wind tunnel test. Tabulated balance data, volume 2</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ruddell, A.; Flemming, R.</p> <p>1974-01-01</p> <p>Summaries are presented of all the force and moment data acquired during the RSRA Sixth Scale Wind Tunnel Test. These data include and supplement the data presented in curve form in previous reports. Each summary includes the model configuration, wing and empennage incidences and deflections, and recorded balance data. The first group of data in each summary presents the force and moment data in full scale parametric form, the dynamic pressure and velocity in the test section, and the powered nacelle fan speed. The second and third groups of data are the balance data in nondimensional coefficient form. The wind axis coefficient data corresponds to the parametric data divided by the wing area for forces and divided by the product of the wing area and wing span or mean aerodynamic chord for moments. The stability axis data resolves the wind axis data with respect to the angle of yaw.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150022342','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150022342"><span>Electric Sail Propulsion for Exploring Nearby Interstellar Space</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Johnson, Les; Wiegmann, Bruce; Bangham, Mike</p> <p>2015-01-01</p> <p>An Electric Sail is a revolutionary propellant-less propulsion system that is ideal for deep space missions to the outer planets, the Heliopause, and beyond. It is revolutionary in that it uses momentum exchange with the hypersonic solar wind to propel a spacecraft within the heliosphere. The momentum exchange is affected by the deflection of charged solar wind particles by an array of electrically biased wires that extend outward up to 30 km from a slowly rotating spacecraft. A high-voltage, positive bias on the wires, which are oriented normal to the solar wind flow, deflects the streaming protons, resulting in a reaction force on the wires that is also directed radially away from the sun. Over a period of months, this small force can accelerate the spacecraft to enormous speeds-on the order of 100-150 km/s (approximately 20 to 30 AU/yr). Unlike solar sails, Electric Sails do not rely on a fixed area to produce thrust. In fact, as they move away from the Sun and solar wind pressure decreases, the area for solar proton momentum transfer becomes larger, increasing system efficiency. As a result, thrust decreases at ˜1/r**(7/6) instead of the ˜1/r**2 rate typical for solar sails. The net effect is that an increased radial range of operation, together with increased thrust, both contribute to higher velocities and shorter total trip times to distant destinations. The MSFC Advanced Concepts Office (ACO) was awarded a Phase II NASA Innovative Advanced Concepts (NIAC) study to mature the technology for possible future demonstration and implementation. Preliminary results indicate that the physics of the system is viable and that a spacecraft propelled by an Electric Sail could reach the Heliopause in less than 15 years - and could be developed within a decade.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19890011592','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19890011592"><span>Investigation of a free-tip rotor configuration for research on spanwise life distributions and wake velocity surveys of a semi-span wing with a discontinuous twist</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fortin, Paul; Kumagai, Hiroyuki</p> <p>1989-01-01</p> <p>A wind tunnel test was conducted in the NASA Ames 7 x 10 Foot Wind Tunnel to investigate the lift distribution on a semi-span wing with a discontinuous change in spanwise twist. The semi-span wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free-tip rotor blade when its free-tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a three dimensional laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six component internal strain gage balance was also used to measure total forces and moments on the tip. The three dimensional lift was computed from the two dimensional life distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, three dimensional panel code, VSAERO.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760024183','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760024183"><span>Transonic high Reynolds number stability and control characteristics of a 0.015-scale remotely controlled elevon model (44-0) of the space shuttle orbiter tested in calspan 8-foot TWT (LA70)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Parrell, H.; Gamble, J. D.</p> <p>1977-01-01</p> <p>Transonic Wind Tunnel tests were run on a .015 scale model of the space shuttle orbiter vehicle in the 8-foot transonic wind tunnel. Purpose of the test program was to obtain basic shuttle aerodynamic data through a full range of elevon and aileron deflections, verification of data obtained at other facilities, and effects of Reynolds number. Tests were performed at Mach numbers from .35 to 1.20 and Reynolds numbers from 3,500,000 to 8,200,000 per foot. The high Reynolds number conditions (nominal 8,000,000/foot) were obtained using the ejector augmentation system. Angle of attack was varied from -2 to +20 degrees at sideslip angles of -2, 0, and +2 degrees. Sideslip was varied from -6 to +8 degrees at constant angles of attack from 0 to +20 degrees. Aileron settings were varied from -5 to +10 degrees at elevon deflections of -10, 0, and +10 degrees. Fixed aileron settings of 0 and 2 degrees in combination with various fixed elevon settings between -20 and +5 degrees were also run at varying angles of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014JPhCS.524a2064W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014JPhCS.524a2064W"><span>Wind turbine rotor blade monitoring using digital image correlation: a comparison to aeroelastic simulations of a multi-megawatt wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Winstroth, J.; Schoen, L.; Ernst, B.; Seume, J. R.</p> <p>2014-06-01</p> <p>Optical full-field measurement methods such as Digital Image Correlation (DIC) provide a new opportunity for measuring deformations and vibrations with high spatial and temporal resolution. However, application to full-scale wind turbines is not trivial. Elaborate preparation of the experiment is vital and sophisticated post processing of the DIC results essential. In the present study, a rotor blade of a 3.2 MW wind turbine is equipped with a random black-and-white dot pattern at four different radial positions. Two cameras are located in front of the wind turbine and the response of the rotor blade is monitored using DIC for different turbine operations. In addition, a Light Detection and Ranging (LiDAR) system is used in order to measure the wind conditions. Wind fields are created based on the LiDAR measurements and used to perform aeroelastic simulations of the wind turbine by means of advanced multibody codes. The results from the optical DIC system appear plausible when checked against common and expected results. In addition, the comparison of relative out-ofplane blade deflections shows good agreement between DIC results and aeroelastic simulations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://eric.ed.gov/?q=table+AND+manners&pg=3&id=EJ1004590','ERIC'); return false;" href="https://eric.ed.gov/?q=table+AND+manners&pg=3&id=EJ1004590"><span>Teach Deflection Concepts with Hacksaw Blades and Rubber Bands</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.eric.ed.gov/ERICWebPortal/search/extended.jsp?_pageLabel=advanced">ERIC Educational Resources Information Center</a></p> <p>Roman, Harry T.</p> <p>2013-01-01</p> <p>Technology and engineering educators can use a simple hacksaw blade to help students learn about deflection, as that which occurs in a beam. Here the beam is fixed at one end and allowed to deflect in a manner that is easy to see and measure--the hacksaw blade represents a cantilever, an overhanging structure. This simple and very inexpensive…</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018JIEIA.tmp...41B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018JIEIA.tmp...41B"><span>Simplified Model to Predict Deflection and Natural Frequency of Steel Pole Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Balagopal, R.; Prasad Rao, N.; Rokade, R. P.</p> <p>2018-04-01</p> <p>Steel pole structures are suitable alternate to transmission line towers, due to difficulty encountered in finding land for the new right of way for installation of new lattice towers. The steel poles have tapered cross section and they are generally used for communication, power transmission and lighting purposes. Determination of deflection of steel pole is important to decide its functionality requirement. The excessive deflection of pole may affect the signal attenuation and short circuiting problems in communication/transmission poles. In this paper, a simplified method is proposed to determine both primary and secondary deflection based on dummy unit load/moment method. The predicted deflection from proposed method is validated with full scale experimental investigation conducted on 8 m and 30 m high lighting mast, 132 and 400 kV transmission pole and found to be in close agreement with each other. Determination of natural frequency is an important criterion to examine its dynamic sensitivity. A simplified semi-empirical method using the static deflection from the proposed method is formulated to determine its natural frequency. The natural frequency predicted from proposed method is validated with FE analysis results. Further the predicted results are validated with experimental results available in literature.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19870018209','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19870018209"><span>Low speed wind tunnel test of a propulsive wing/canard concept in the STOL configuration. Volume 2: Test data</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Stewart, V. R.</p> <p>1987-01-01</p> <p>A propulsive wind/canard model was tested at STOL operating conditions in the NASA Langley Research Center 4 x 7 meter wind tunnel. Longitudinal and lateral/directional aerodynamic characteristics were measured for various flap deflections, angles of attack and sideslip, and blowing coefficients. Testing was conducted for several model heights to determine ground proximity effects on the aerodynamic characteristics. Flow field surveys of local flow angles and velocities were performed behind both the canard and the wing. This is volume 2 of a 2 volume report. All of the test data in three appendices are presented. Appendix A presented tabulated six component force and moment data, Appendix B presents tabulated wing pressure coefficients, and Appendix C presents the flow field data.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800022845','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800022845"><span>Phase 2 and 3 wind tunnel tests of the J-97 powered, external augmentor V/STOL model. [at Ames 40 by 80 wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Garland, D. B.; Harris, J. L.</p> <p>1980-01-01</p> <p>Static and forward speed tests were made in a 40 multiplied by 80 foot wind tunnel of a large-scale, ejector-powered V/STOL aircraft model. Modifications were made to the model following earlier tests primarily to improve longitudinal acceleration capability during transition from hovering to wingborne flight. A rearward deflection of the fuselage augmentor thrust vector was shown to be beneficial in this regard. Other augmentor modifications were tested, notably the removal of both endplates, which improved acceleration performance at the higher transition speeds. The model tests again demonstrated minimal interference of the fuselage augmentor on aerodynamic lift. A flapped canard surface also showed negligible influence on the performance of the wing and of the fuselage augmentor.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20030106132','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20030106132"><span>Simulation of Mini-Magnetospheric Plasma Propulsion (M2P2) Interacting with an External Plasma Wind</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Winglee, R. M.; Euripides, P.; Ziemba, T.; Slough, J.; Giersch, L.</p> <p>2003-01-01</p> <p>Substantial progress has been made over the last year in the development of the laboratory Mini-Magnetospheric Plasma Propulsion (M2P2) prototype. The laboratory testing has shown that that the plasma can be produced at high neutral gas efficiency, at high temperatures (a few tens of eV) with excellent confinement up to the point where chamber wall interactions dominate the physics. This paper investigates the performance of the prototype as it is opposed by an external plasma acting as a surrogate for the solar wind. The experiments were performed in 5ft diameter by 6ft long vacuum chamber at the University of Washington. The solar wind source comprised of a 33 kWe arc jet attached to a 200 kWe inductively generated plasma source. The dual plasma sources allow the interaction to be studied for different power levels, shot duration and production method. It is shown that plasma from the solar wind source (SWS) is able to penetrate the field of the M2P2 magnetic when no plasma is present. With operation of the M2P2 plasma source at only 1.5 kWe, the penetration of the SWS even at the highest power of operation at 200 kWe is stopped. This deflection is shown to be greatly enhanced over that produced by the magnet alone. In addition it is shown that with the presence of the SWS, M2P2 is able to produce enhanced magnetized plasma production out to at least 10 magnet radii where the field strength is only marginally greater than the terrestrial field. The results are consistent with the initial predictions that kWe M2P2 systems would be able to deflect several hundred kWe plasma winds to produce enhanced propulsion for a spacecraft.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AIPC.1762b0001K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AIPC.1762b0001K"><span>Transient dynamic analysis of the Bao'An Stadium</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Knight, David; Whitefield, Rowan; Nhieu, Eric; Tahmasebinia, Faham; Ansourian, Peter; Alonso-Marroquin, Fernando</p> <p>2016-08-01</p> <p>Bao'An Stadium is a unique structure that utilises 54m span cantilevers with tensioned members to support the roof. This report involves a simplified finite element model of Bao'An stadium using Strand7 to analyse the effects of deflections, buckling and earthquake loading. Modelling the cantilevers of the original structure with a double curvature was problematic due to unrealistic deflections and no total mass participation using the Spectral Response Solver. To rectify this, a simplified symmetrical stadium was created and the cable free length attribute was used to induce tension in the inner ring and bottom chord members to create upwards deflection. Further, in place of the Spectral Response Solver, the Transient Linear Dynamic Solver was inputted with an El-Centro earthquake. The stadium's response to a 0.20g earthquake and self-weight indicated the deflections satisfied AS1170.0, the loading in the columns was below the critical buckling load, and all structural members satisfied AS4100.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20050177215&hterms=blade+tip+timing+clearance&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3Dblade%2Btip%2Btiming%2Bclearance','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20050177215&hterms=blade+tip+timing+clearance&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D30%26Ntt%3Dblade%2Btip%2Btiming%2Bclearance"><span>Integrated Fiber-Optic Light Probe: Measurement of Static Deflections in Rotating Turbomachinery</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kurkov, Anatole P.</p> <p>1998-01-01</p> <p>At the NASA Lewis Research Center, in cooperation with Integrated Fiber Optic Systems, Inc., an integrated fiber-optic light probe system was designed, fabricated, and tested for monitoring blade tip deflections, vibrations, and to some extent, changes in the blade tip clearances of a turbomachinery fan or a compressor rotor. The system comprises a set of integrated fiber-optic light probes that are positioned to detect the passing blade tip at the leading and trailing edges. In this configuration, measurements of both nonsynchronous blade vibrations and steady-state blade deflections can be made from the timing information provided by each light probe-consisting of an integrated fiber-optic transmitting channel and numerical aperture receiving fibers, all mounted in the same cylindrical housing. With integrated fiber-optic technology, a spatial resolution of 50 mm is possible while the outer diameter is kept below 2.5 mm. To evaluate these probes, we took measurements in a single-stage compressor facility and an advanced fan rig in Lewis' 9- by 15-Foot Low-Speed Wind Tunnel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1996RScI...67..546D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1996RScI...67..546D"><span>Integrated fiber optic light probe: Measurement of static deflections in rotating turbomachinery</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Dhadwal, Harbans S.; Mehmud, Ali; Khan, Romel; Kurkov, Anatole</p> <p>1996-02-01</p> <p>This paper describes the design, fabrication, and testing of an integrated fiber optic light probe system for monitoring blade tip deflections, vibrational modes, and changes in blade tip clearances in the compressor stage of rotating turbomachinery. The system comprises a set of integrated fiber optic light probes which are positioned to detect the passing blade tip at the leading and the trailing edges. In this configuration measurements of both blade vibrations and steady-state blade deflection can be obtained from the timing information provided by each light probe, which comprises an integrated fiber optic transmitting channel and a number of high numerical aperture receiving fibers, all mounted in the same cylindrical housing. A spatial resolution of 50 μm is possible with the integrated fiber optic technology, while keeping the outer diameter below 2.5 mm. Additionally, one fiber sensor provides a capability of monitoring changes in the blade tip clearance of the order of 10 μm. Measurements from a single stage compressor facility and an engine-fan rig in a 9 ft×15 ft subsonic wind tunnel are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhRvF...3c3801T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhRvF...3c3801T"><span>Wakes behind surface-mounted obstacles: Impact of aspect ratio, incident angle, and surface roughness</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Tobin, Nicolas; Chamorro, Leonardo P.</p> <p>2018-03-01</p> <p>The so-called wake-moment coefficient C˜h and lateral wake deflection of three-dimensional windbreaks are explored in the near and far wake. Wind-tunnel experiments were performed to study the functional dependence of C˜h with windbreak aspect ratio, incidence angle, and the ratio of the windbreak height and surface roughness (h /z0 ). Supported with the data, we also propose basic models for the wake deflection of the windbreak in the near and far fields. The near-wake model is based on momentum conservation considering the drag on the windbreak, whereas the far-wake counterpart is based on existing models for wakes behind surface-mounted obstacles. Results show that C˜h does not change with windbreak aspect ratios of 10 or greater; however, it may be lower for an aspect ratio of 5. C˜h is found to change roughly with the cosine of the incidence angle, and to depend strongly on h /z0 . The data broadly support the proposed wake-deflection models, though better predictions could be made with improved knowledge of the windbreak drag coefficient.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720019152','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720019152"><span>Space shuttle: Static aerodynamic characteristics and control effectiveness of the GAC H-33 orbiter at Mach numbers from 0.6 to 4.96</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Krepski, R.; Quan, M.; Francario, A.; Blackwell, K. L.</p> <p>1972-01-01</p> <p>A .003366 scale model of the Grumman H-33 orbiter was tested in the MSFC 14 inch Trisonic Wind Tunnel. Six-component aerodynamic force and moment data was recorded over a Mach number range of 0.6 to 4.96. Both pitch runs and yaw runs at various constant angles of attack were completed. The basic model configuration was investigated. The effects of a component build-up and of various control deflections were obtained. The elevons were deflected symmetrically and asymmetrically to determine elevator and aileron effectiveness. The rudder was tested both flared and unflared and the effects of deflections were determined in the flared case. The model was tested in pitch in two intervals. The first interval was from 0 to 20 deg. Then an adaptor was set to give the sting an offset angle and 20 to 40 deg angle of attack was obtained. Characteristics in sideslip were determined by varying sideslip angle from -4 deg to 10 deg with angle of attack set at 0 deg, 10 deg, 15 deg, and 30 deg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780007054','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780007054"><span>Improvement of maneuver aerodynamics by spanwise blowing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Erickson, G. E.; Campbell, J. F.</p> <p>1977-01-01</p> <p>Spanwise blowing was used to test a generalized wind-tunnel model to investigate component concepts in order to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on performance, stability, and control at high angles of attack and subsonic speeds. Test data were obtained in the Langley high speed 7 by 10 foot tunnel at free stream Mach numbers up to 0.50 for a range of model angles of attack, jet momentum coefficients, and leading and trailing edge flap deflection angles. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_10");'>10</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li class="active"><span>12</span></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_12 --> <div id="page_13" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li class="active"><span>13</span></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="241"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..197a2044R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..197a2044R"><span>Design and Analysis of Wind Turbine Blade Hub using Aluminium Alloy AA 6061-T6</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ravikumar, S.; Jaswanthvenkatram, V.; Sai kumar, Y. J. N. V.; Sohaib, S. Md.</p> <p>2017-05-01</p> <p>This work presents the design and analysis of horizontal axis wind turbine blade hub using different material. The hub is very crucial part of the wind turbine, which experience the loads from the blades and the loads were transmitted to the main shaft. At present wind turbine is more expensive and weights more than a million pounds, with the nacelle, rotor hub and blades accounting for most of the weight. In this work Spheroidal graphite cast iron GGG 40.3 is replaced by aluminium alloy 6061-T6 to enhance the casting properties and also to improve the strength-weight ratio. This transition of material leads to reduction in weight of the wind turbine. All the loads caused by wind and extreme loads on the blades are transferred to the hub. Considering the IEC 61400-1 standard for defining extreme loads on the hub the stress and deflection were calculated on the hub by using Finite element Analysis. Result obtained from ANSYS is compared and discussed with the existing design.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150000839','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150000839"><span>Wing Shape Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-Gi</p> <p>2015-01-01</p> <p>A new two-step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least-squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to interpolate and extrapolate the deflection and slope of the entire structure through the use of the System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular plate wing. The theory is then applied to test data from a cantilevered swept-plate wing model. Computed results are compared with finite element results, results using another strain-based method, and photogrammetry data. For the computational model under an aeroelastic load, maximum deflection errors in the fore and aft, lateral, and vertical directions are -3.2 percent, 0.28 percent, and 0.09 percent, respectively; and maximum slope errors in roll and pitch directions are 0.28 percent and -3.2 percent, respectively. For the experimental model, deflection results at the tip are shown to be accurate to within 3.8 percent of the photogrammetry data and are accurate to within 2.2 percent in most cases. In general, excellent matching between target and computed values are accomplished in this study. Future refinement of this theory will allow it to monitor the deflection and health of an entire aircraft in real time, allowing for aerodynamic load computation, active flexible motion control, and active induced drag reduction..</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150000838','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150000838"><span>Wing Shape Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-gi</p> <p>2015-01-01</p> <p>A new two-step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least-squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to interpolate and extrapolate the deflection and slope of the entire structure through the use of the System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular plate wing. The theory is then applied to test data from a cantilevered swept-plate wing model. Computed results are compared with finite element results, results using another strainbased method, and photogrammetry data. For the computational model under an aeroelastic load, maximum deflection errors in the fore and aft, lateral, and vertical directions are -3.2%, 0.28%, and 0.09%, respectively; and maximum slope errors in roll and pitch directions are 0.28% and -3.2%, respectively. For the experimental model, deflection results at the tip are shown to be accurate to within 3.8% of the photogrammetry data and are accurate to within 2.2% in most cases. In general, excellent matching between target and computed values are accomplished in this study. Future refinement of this theory will allow it to monitor the deflection and health of an entire aircraft in real time, allowing for aerodynamic load computation, active flexible motion control, and active induced drag reduction.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930080910','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930080910"><span>Downwash of airplane winds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Munk, Max; Cario, Gunther</p> <p>1923-01-01</p> <p>The data for the calculation of the air forces acting on the elevators, obtained from previous model experiments are not immediately applicable in practice, as the angle at which the control surfaces meet the air stream is, in general, still unknown. The air stream, when it reaches the elevator has already been deflected by the wings and although the velocity imparted to the air current by the wings is of negligible amount compared with the speed of flight, the air behind the wings has been deflected downwards, so that the elevators work in an airstream which is inclined in a downward direction. The angle at which the air stream meets the elevator surface is, therefore, different from, and, with the usual arrangement of elevators, less than the angle made by the elevator surfaces with the line of flight.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780023100','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780023100"><span>Control-surface hinge-moment calculations for a high-aspect-ratio supercritical wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Perry, B., III</p> <p>1978-01-01</p> <p>The hinge moments, at selected flight conditions, resulting from deflecting two trailing edge control surfaces (one inboard and one midspan) on a high aspect ratio, swept, fuel conservative wing with a supercritical airfoil are estimated. Hinge moment results obtained from procedures which employ a recently developed transonic analysis are given. In this procedure a three dimensional inviscid transonic aerodynamics computer program is combined with a two dimensional turbulent boundary layer program in order to obtain an interacted solution. These results indicate that trends of the estimated hinge moment as a function of deflection angle are similar to those from experimental hinge moment measurements made on wind tunnel models with swept supercritical wings tested at similar values of free stream Mach number and angle of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19760049010&hterms=piper&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Dpiper','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19760049010&hterms=piper&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Dpiper"><span>Preliminary flight-test results of an advanced technology light twin-engine airplane /ATLIT/</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Holmes, B. J.; Kohlman, D. L.; Crane, H. L.</p> <p>1976-01-01</p> <p>The present status and flight-test results are presented for the ATLIT airplane. The ATLIT is a Piper PA-34 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll-control spoilers, and full-span Fowler flaps. Flight-test results on stall and spoiler roll characteristics show good agreement with wind-tunnel data. Maximum power-off lift coefficients are greater than 3.0 with flaps deflected 37 deg. With flaps down, spoiler deflections can produce roll helix angles in excess of 0.11 rad. Flight testing is planned to document climb and cruise performance, and supercritical propeller performance and noise characteristics. The airplane is scheduled for testing in the NASA-Langley Research Center Full-Scale Tunnel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/6144273-control-surface-hinge-moment-calculations-high-aspect-ratio-supercritical-wing','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/6144273-control-surface-hinge-moment-calculations-high-aspect-ratio-supercritical-wing"><span>Control-surface hinge-moment calculations for a high-aspect-ratio supercritical wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Perry, B.I.</p> <p>1978-09-01</p> <p>The hinge moments, at selected flight conditions, resulting from deflecting two trailing edge control surfaces (one inboard and one midspan) on a high aspect ratio, swept, fuel conservative wing with a supercritical airfoil are estimated. Hinge moment results obtained from procedures which employ a recently developed transonic analysis are given. In this procedure a three dimensional inviscid transonic aerodynamics computer program is combined with a two dimensional turbulent boundary layer program in order to obtain an interacted solution. These results indicate that trends of the estimated hinge moment as a function of deflection angle are similar to those from experimentalmore » hinge moment measurements made on wind tunnel models with swept supercritical wings tested at similar values of free stream Mach number and angle of attack.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000023177','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000023177"><span>Subsonic Investigation of a Leading-Edge Boundary Layer Control Suction System on a High-Speed Civil Transport Configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Campbell, Bryan A.; Applin, Zachary T.; Kemmerly, Guy T.; Coe, Paul L., Jr.; Owens, D. Bruce; Gile, Brenda E.; Parikh, Pradip G.; Smith, Don</p> <p>1999-01-01</p> <p>A wind tunnel investigation of a leading edge boundary layer control system was conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.08 to 0.27, with corresponding chord Reynolds numbers of 1.79 x 10(exp 6) to 5.76 x 10(exp 6). Variations in the amount of suction, as well as the size and location of the suction area, were tested with outboard leading edge flaps deflected 0 and 30 deg and trailing-edge flaps deflected 0 and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750002080','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750002080"><span>Effect of ELEVON gap configurations on the longitudinal stability and control effectiveness of the 43-0 space shuttle orbiter (OA118)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hughes, T.; Mennell, R.</p> <p>1974-01-01</p> <p>Experimental aerodynamic investigations were conducted on a stingmounted 0.0405-scale representation of the 140A/B space shuttle orbiter in a 7.75 by 11-Foot low speed wind tunnel from April 24 to April 26, 1974. Differential inboard/outboard elevon panel deflections with the 6-inch gap were investigated to determine outboard panel aileron effectiveness. The elevons were deflected from +20 degrees to -40 degrees in various combinations. Aerodynamic force and moment data for the orbiter were measured in the body axis system by an internally mounted, six-component strain gage balance. The model was sting mounted with the center of rotation located at F.S. 60.172. The angle of attack range was from -10 degrees to +24 degrees.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720003283','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720003283"><span>Space shuttle: Static aerodynamic characteristics characteristics and control effectiveness for McDonnell-Douglas orbiter configuration for Mach number range of 0.4 to 5.0</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ellis, R. R.</p> <p>1971-01-01</p> <p>An experimental aerodynamic wind tunnel investigation was conducted employing a 0.00325 scale model of the McDonnell-Douglas space shuttle orbiter configuration. This investigation was conducted in the NASA/Marshall Space Flight Center 14- by 14- inch trisonic wind tunnel. The investigation was to determine the aerodynamic characteristics of the orbiter over the Mach number range of 0.4 to 5.0, an angle of attack variation from -4 degrees to 50 degrees, and -6 degrees to 9 degrees angle of sideslip. Control surface effectiveness was investigated for elevator, aileron, and rudder deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19810017540','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19810017540"><span>Phase 2 and 3 wind tunnel tests of the J-97 powered, external augmentor V/STOL model. [conducted in Ames 40- by 80-foot wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Garland, D. B.</p> <p>1980-01-01</p> <p>Modifications were made to the model to improve longitudinal acceleration capability during transition from hovering to wing borne flight. A rearward deflection of the fuselage augmentor thrust vector is shown to be beneficial in this regard. Other agmentor modifications were tested, notably the removal of both endplates, which improved acceleration performance at the higher transition speeds. The model tests again demonstrated minimal interference of the fuselage augmentor on aerodynamic lift. A flapped canard surface also shows negligible influence on the performance of the wing and of the fuselage augmentor.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20140011407','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20140011407"><span>Low-Speed Dynamic Wind Tunnel Test Analysis of a Generic 53 Degree Swept UCAV Configuration With Controls</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vicroy, Dan D.; Huber, Kerstin C.; Rohlf, Detlef; Loser, Thomas</p> <p>2014-01-01</p> <p>Several static and dynamic forced-motion wind tunnel tests have been conducted on a generic unmanned combat air vehicle (UCAV) configuration with a 53deg swept leading edge. These tests are part of an international research effort to assess and advance the state-of-art of computational fluid dynamics (CFD) methods to predict the static and dynamic stability and control characteristics for this type of configuration. This paper describes the dynamic forced motion data collected from two different models of this UCAV configuration as well as analysis of the control surface deflections on the dynamic forces and moments.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120011828','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120011828"><span>Instrumentation for the Characterization of Inflatable Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Swanson, Gregory T.; Cassell, Alan M.; Johnson, R. Keith</p> <p>2012-01-01</p> <p>Current entry, descent, and landing technologies are not practical for heavy payloads due to mass and volume constraints dictated by limitations imposed by launch vehicle fairings. Therefore, new technologies are now being explored to provide a mass- and volume-efficient solution for heavy payload capabilities, including Inflatable Aerodynamic Decelerators (IAD) [1]. Consideration of IADs for space applications has prompted the development of instrumentation systems for integration with flexible structures to characterize system response to flight-like environment testing. This development opportunity faces many challenges specific to inflatable structures in extreme environments, including but not limited to physical flexibility, packaging, temperature, structural integration and data acquisition [2]. In the spring of 2012, two large scale Hypersonic Inflatable Aerodynamic Decelerators (HIAD) will be tested in the National Full-Scale Aerodynamics Complex s 40 by 80 wind tunnel at NASA Ames Research Center. The test series will characterize the performance of a 3.0 m and 6.0 m HIAD at various angles of attack and levels of inflation during flight-like loading. To analyze the performance of these inflatable test articles as they undergo aerodynamic loading, many instrumentation systems have been researched and developed. These systems will utilize new experimental sensing systems developed by the HIAD ground test campaign instrumentation team, in addition to traditional wind tunnel sensing techniques in an effort to improve test article characterization and model validation. During the 2012 test series the instrumentation systems will target inflatable aeroshell static and dynamic deformation, structural strap loading, surface pressure distribution, localized skin deflection, and torus inflation pressure. This paper will offer an overview of inflatable structure instrumentation, and provide detail into the design and implementation of the sensors systems that will be utilized during the 2012 HIAD ground test campaign.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016cosp...41E.963K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016cosp...41E.963K"><span>Solar Wind Plasma Flows and Space Weather Aspects Recent Solar Cycle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kaushik, Sonia; Kaushik, Subhash Chandra</p> <p>2016-07-01</p> <p>Solar transients are responsible for initiating short - term and long - term variations in earth's magnetosphere. These variations are termed as geomagnetic disturbances, and driven by the interaction of solar wind features with the geo-magnetosphere. The strength of this modulation process depends upon the magnitude and orientation of the Interplanetary Magnetic Field and solar wind parameters. These interplanetary transients are large scale structures containing plasma and magnetic field expelled from the transient active regions of solar atmosphere. As they come to interplanetary medium the interplanetary magnetic field drape around them. This field line draping was thought as possible cause of the characteristic eastward deflection and giving rise to geomagnetic activities as well as a prime factor in producing the modulation effects in the near Earth environment. The Solar cycle 23 has exhibited the unique extended minima and peculiar effects in the geomagnetosphere. Selecting such transients, occurred during this interval, an attempt has been made to determine quantitative relationships of these transients with solar/ interplanetary and Geophysical Parameters. In this work we used hourly values of IMF data obtained from the NSSD Center. The analysis mainly based on looking into the effects of these transients on earth's magnetic field. The high-resolution data IMF Bz and solar wind data obtained from WDC-A, through its omniweb, available during the selected period. Dst and Ap obtained from WDC-Kyoto are taken as indicator of geomagnetic activities. It is found that Dst index, solar wind velocity, proton temperature and the Bz component of magnetic field have higher values and increase just before the occurrence of these events. Larger and varying magnetic field mainly responsible for producing the short-term changes in geomagnetic intensity are observed during these events associated with coronal holes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016AeoRe..21..139C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016AeoRe..21..139C"><span>Disturbance of the inclined inserting-type sand fence to wind-sand flow fields and its sand control characteristics</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Cheng, Jian-jun; Lei, Jia-qiang; Li, Sheng-yu; Wang, Hai-feng</p> <p>2016-06-01</p> <p>The inclined inserting-type sand fence is a novel sand retaining wall adopted along the Lanxin High-Speed Railway II in Xinjiang for controlling and blocking sand movement. To verify the effectiveness of the new fence structure for sand prevention, a wind tunnel test was used for flow field test simulation of the sand fence. The results indicate that the inclined inserting-type sand fence was able to deflect the flow of the sand and was able to easily form an upward slant acceleration zone on the leeward side of the sand fence. As shown by the percentage change in sand collection rates on the windward side and the leeward side of the sand fence, the sand flux per unit area at 4 m height in the slant upward direction increased on the leeward side of the inclined inserting-type sand fence. By comparing the flow fields, this site is an acceleration zone, which also reaffirms the correspondence of wind-sand flow fields with the spatial distribution characteristic of the wind-carried sand motion. The field sand collection data indicates that under the effects of the inclined inserting-type sand fence, the sandy air currents passing in front and behind the sand fence not only changed in quality, but the grain composition and particle size also significantly changed, suggesting that the inclined inserting-type sand fence has a sorting and filtering effect on the sandy air currents that passed through. The fence retained coarse particulates on the windward side and fine particulates within the shade of the wind on the leeward side.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MsT..........2P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MsT..........2P"><span>Ship Air Wake Detection Using a Small Fixed Wing Unmanned Aerial Vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Phelps, David M.</p> <p></p> <p>A ship's air wake is dynamically detected using an airborne inertial measurement unit (IMU) and global positioning system (GPS) attached to a fixed wing unmanned aerial system. A fixed wing unmanned aerial system (UAS) was flown through the air wake created by an underway 108 ft (32.9m) long research vessel in pre designated flight paths. The instrumented aircraft was used to validate computational fluid dynamic (CFD) simulations of naval ship air wakes. Computer models of the research ship and the fixed wing UAS were generated and gridded using NASA's TetrUSS software. Simulations were run using Kestrel, a Department of Defense CFD software to validate the physical experimental data collection method. Air wake simulations were run at various relative wind angles and speeds. The fixed wing UAS was subjected to extensive wind tunnel testing to generate a table of aerodynamic coefficients as a function of control surface deflections, angle of attack and sideslip. The wind tunnel experimental data was compared against similarly structured CFD experiments to validate the grid and model of fixed wing UAS. Finally, a CFD simulation of the fixed wing UAV flying through the generated wake was completed. Forces on the instrumented aircraft were calculated from the data collected by the IMU. Comparison of experimental and simulation data showed that the fixed wing UAS could detect interactions with the ship air wake.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://link.springer.com/article/10.1007%2Fs10236-014-0781-y','USGSPUBS'); return false;" href="http://link.springer.com/article/10.1007%2Fs10236-014-0781-y"><span>Inner-shelf circulation and sediment dynamics on a series of shoreface connected ridges offshore of Fire Island, NY</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://pubs.er.usgs.gov/pubs/index.jsp?view=adv">USGS Publications Warehouse</a></p> <p>Warner, John C.; List, Jeffrey H.; Schwab, William C.; Voulgaris, George; Armstrong, Brandy N.; Marshall, N</p> <p>2014-01-01</p> <p>Locations along the inner-continental shelf offshore of Fire Island, NY, are characterized by a series of shoreface connected ridges (SFCRs). These sand ridges have approximate dimensions of 10 km in length, 3 km spacing, up to ~8 m ridge to trough relief, and are oriented obliquely at approximately 30 degrees clockwise from the coastline. Stability analysis from previous studies explains how sand ridges such as these could be formed and maintained by storm-driven flows directed alongshore with a key maintenance mechanism of offshore deflected flows over ridge crests and onshore in the troughs. We examine these processes both with a limited set of idealized numerical simulations and analysis of observational data. Model results confirm that along-shore flows over the SFCRs exhibit offshore veering of currents over the ridge crests and onshore-directed flows in the troughs, and demonstrate the opposite circulation pattern for a reverse wind. To further investigate these maintenance processes, oceanographic instruments were deployed at seven sites on the SFCRs offshore of Fire Island to measure water levels, ocean currents, waves, suspended-sediment concentrations, and bottom stresses from January to April 2012. Data analysis reveals that during storms with winds from the northeast the processes of offshore deflection of currents over ridge crests and onshore in the troughs were observed, and during storm events with winds from the southwest a reverse flow pattern over the ridges occurred. Computations of suspended-sediment fluxes identify periods that are consistent with SFCR maintenance mechanisms. Alongshore winds from the northeast drove fluxes offshore on the ridge crest and onshore in the trough that would tend to promote ridge maintenance. However, alongshore winds from the southwest drove opposite circulations. The wind fields are related to different storm types that occur in the region (low pressure systems, cold fronts, and warm fronts). From the limited data set we identify that low pressure systems drive sediment fluxes that tend to promote stability and maintain the SFCRs, while cold front type storms appear to drive circulations that are in the opposite sense and may not be a supporting mechanism for ridge maintenance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081241','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081241"><span>Wind tunnel research comparing lateral control devices, particularly at high angles of attack X : various control devices on a wing with a fixed auxiliary airfoil</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weick, Fred E; Noyes, Richard W</p> <p>1933-01-01</p> <p>Results are given of a series of systemic tests comparing lateral control devices with particular reference to their effectiveness at high angles of attack. These tests were made with two sizes of ordinary ailerons and different sizes of spoilers on a Clark Y wing model having a narrow auxiliary airfoil fixed ahead and above the leading edge, the chords of the main and auxiliary airfoils being parallel. In addition, the auxiliary airfoil itself was given angular deflection. The purpose was to provide rolling moments for lateral control. The tests were made in a 7 by 10 foot wind tunnel. They included both force and rotation tests to show the effect of the devices on the lift and drag characteristics of the wing and on the lateral stability characteristics, as well as lateral control. They showed that none of the aileron arrangements tried would give rolling control of an assumed satisfactory value at all angles of attack up to the stall. However, they would give satisfactory values, but at the expense of abnormally high deflections and very heavy hinge moments. The most effective combination of ailerons and spoilers gave satisfactory values of rolling moment at angles of attack below the stall, and the values did not fall off as rapidly above the stall as with ailerons alone. With an arrangement of this type having the proper relative proportions and linkage, it should be possible to obtain reasonably satisfactory yawing moments and control forces. Deflecting one-half of the auxiliary airfoil downward for the purpose of control gave strong favorable yawing moments at all angles of attack, but gave very small rolling moments at the low angles of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26119757','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26119757"><span>Wind tunnel study of ammonia transfer from a manure pit fitted with a dairy cattle slatted floor.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>De Paepe, Merlijn; Pieters, Jan G; Mendes, Luciano B; Van Weyenberg, Stephanie; Merci, Bart; Demeyer, Peter</p> <p>2016-01-01</p> <p>In dairy cattle systems, most of the feces and urine go to the pit. At the manure pit level, mass transfer of NH3 ([Formula: see text]) has many factors, but practical difficulties hamper a controlled field evaluation. In this study, we propose a methodology for the determination of an alternative, more practical, pit transfer coefficient of NH3 (PTC), and compare it with [Formula: see text] determined from other scientific studies. The aims of this research study were: (1) to develop a wind tunnel set-up which mimics air flow patterns between the slats and above a clean section of a slatted floor section, featuring an aqueous NH3-emitting solution; and (2) to assess how air velocity, turbulence intensity, NH3 concentration ([NH3]) and PTC are influenced by inlet airflow ventilation rate (VR) forced deflection of the air above the slats into the manure pit through varying the deflection angle (DA) of a deflection panel and varying pit headspace height (HH). Main conclusions were: (1) the calculated PTC values presented a good fit to the power function of the air speed near the slats (u) (p < .001) while the average PTC (0.0039 m s(-1)) was comparable to [Formula: see text] values obtained from other studies, by remaining within the range of average values of 0.0015-0.0043 m s(-1); (2) VR and DA significantly impacted [NH3] profiles and PTC (p < .001) and (3) changing slurry pit from 0.10 to 0.90 m HH did not significantly impact [NH3] or PTC (p = .756 and p = .854, respectively).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018AIPC.1930b0004A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018AIPC.1930b0004A"><span>Preliminary development of a wing in ground effect vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Abidin, Razali; Ahamat, Mohamad Asmidzam; Ahmad, Tarmizi; Saad, Mohd Rasdan; Hafizi, Ezzat</p> <p>2018-02-01</p> <p>Wing in ground vehicle is one of the mode of transportation that allows high speed movement over water by travelling few meters above the water level. Through this manouver strategy, a cushion of compressed air exists between the wing in ground vehicle wings and water. This significantly increase the lift force, thus reducing the necessity in having a long wing span. Our project deals with the development of wing in ground vehicle with the capability of transporting four people. The total weight of this wing in ground vehicle was estimated at 5.4 kN to enable the prediction on required wing area, minimum takeoff velocity, drag force and engine power requirement. The required takeoff velocity is decreases as the lift coefficient increases, and our current mathematical model shows the takeoff velocity at 50 m/s avoid the significant increase in lift coefficient for the wing area of 5 m2. At the velocity of 50 m/s, the drag force created by this wing in ground vehicle is well below 1 kN, which required a 100-120 kW of engine power if the propeller has the efficiency of 0.7. Assessment on the stresses and deflection of the hull structural indicate the capability of plywood to withstand the expected load. However, excessive deflection was expected in the rear section which requires a minor structural modification. In the near future, we expect that the wind tunnel tests of this wing in ground vehicle model would enable more definite prediction on the important parameters related to its performance.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_11");'>11</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li class="active"><span>13</span></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_13 --> <div id="page_14" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li class="active"><span>14</span></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="261"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018JTAM...48a..37J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018JTAM...48a..37J"><span>Cantilever Beam Natural Frequencies in Centrifugal Inertia Field</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Jivkov, V. S.; Zahariev, E. V.</p> <p>2018-03-01</p> <p>In the advanced mechanical science the well known fact is that the gravity influences on the natural frequencies and modes even for the vertical structures and pillars. But, the condition that should be fulfilled in order for the gravity to be taken into account is connected with the ration between the gravity value and the geometrical cross section inertia. The gravity is related to the earth acceleration but for moving structures there exist many other acceleration exaggerated forces and such are forces caused by the centrifugal accelerations. Large rotating structures, as wind power generators, chopper wings, large antennas and radars, unfolding space structures and many others are such examples. It is expected, that acceleration based forces influence on the structure modal and frequency properties, which is a subject of the present investigations. In the paper, rotating beams are subject to investigations and modal and frequency analysis is carried out. Analytical dependences for the natural resonances are derived and their dependences on the angular velocity and centrifugal accelerations are derived. Several examples of large rotating beams with different orientations of the rotating shaft are presented. Numerical experiments are conducted. Time histories of the beam tip deflections, that depict the beam oscillations are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DFDD17009A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DFDD17009A"><span>Operation and Equivalent Loads of Wind Turbines in Large Wind Farms</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Andersen, Soren Juhl; Sorensen, Jens Norkaer; Mikkelsen, Robert Flemming</p> <p>2017-11-01</p> <p>Wind farms continue to grow in size and as the technology matures, the design of wind farms move towards including dynamic effects besides merely annual power production estimates. The unsteady operation of wind turbines in large wind farms has been modelled with EllipSys3D(Michelsen, 1992, and Sørensen, 1995) for a number of different scenarios using a fully coupled large eddy simulations(LES) and aero-elastic framework. The turbines are represented in the flow fields using the actuator line method(Sørensen and Shen, 2002), where the aerodynamic forces and deflections are derived from an aero-elastic code, Flex5(Øye, 1996). The simulations constitute a database of full turbine operation in terms of both production and loads for various wind speeds, turbulence intensities, and turbine spacings. The operating conditions are examined in terms of averaged power production and thrust force, as well as 10min equivalent flapwise bending, yaw, and tilt moment loads. The analyses focus on how the performance and loads change throughout a given farm as well as comparing how various input parameters affect the operation and loads of the wind turbines during different scenarios. COMWIND(Grant 2104-09- 067216/DSF), Nordic Consortium on Optimization and Control of Wind Farms, Eurotech Greentech Wind project, Winds2Loads, and CCA LES. Ressources Granted on SNIC and JESS. The Vestas NM80 turbine has been used.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1329232','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1329232"><span></span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Madrak, R.; Wildman, D.</p> <p></p> <p>The key elements have been constructed for a fast chopper system capable of removing single 2.5 MeV proton bunches spaced at 325 MHz. The average chopping rate is ~ 1 MHz. The components include a pulse delaying microstrip structure for deflecting the beam, high voltage (1.2 kV) fast (ns rise time) pulsers, and an associated wideband combiner. Various designs for the deflecting structures have been studied. Measurements of the microstrip structures' coverage factors and pulse shapes are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750015409','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750015409"><span>Velocity and rolling-moment measurements in the wake of a swept-wing model in the 40 by 80 foot wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Rossow, V. J.; Corsiglia, V. R.; Schwind, R. G.; Frick, J. K. D.; Lemmer, O. J.</p> <p>1975-01-01</p> <p>Measurements were made in the wake of a swept wing model to study the structure of lift generated vortex wakes shed by conventional span loadings and by several span loadings designed to reduce wake velocities. Variations in the span loading on the swept wing generator were obtained by deflecting seven flap segments on each side by amounts determined by vortex lattice theory to approximate the desired span loadings. The resulting wakes were probed with a three component, hot wire probe to measure velocity, and with a wing to measure the rolling moment that would be induced on a following aircraft. The experimental techniques are described herein, and the measured velocity and rolling moments are presented, along with some comparisons with the applicable theories.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930092822','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930092822"><span>Wind-Tunnel Investigation of an NACA 23021 Airfoil with a 0.32-Airfoil-Chord Double Slotted Flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fischel, Jack; Riebe, John M</p> <p>1944-01-01</p> <p>An investigation was made in the LMAL 7- by 10-foot wind tunnel of a NACA 23021 airfoil with a double slotted flap having a chord 32 percent of the airfoil chord (0.32c) to determine the aerodynamic section characteristics with the flaps deflected at various positions. The effects of moving the fore flap and rear flap as a unit and of deflecting or removing the lower lip of the slot were also determined. Three positions were selected for the fore flap and at each position the maximum lift of the airfoil was obtained with the rear flap at the maximum deflection used at that fore-flap position. The section lift of the airfoil increased as the fore flap was extended and maximum lift was obtained with the fore flap deflected 30 deg in the most extended position. This arrangement provided a maximum section lift coefficient of 3.31, which was higher than the value obtained with either a 0.2566c or a 0.40c single-slotted-flap arrangement and 0.25 less than the value obtained with a 0.4c double-slotted-flap arrangement on the same airfoil. The values of the profile-drag coefficient obtained with the 0.32c double slotted flap were larger than those for the 0.2566c or 0.40c single slotted flaps for section lift coefficients between 1.0 and approximately 2.7. At all values of the section lift coefficient above 1.0, the 0.40c double slotted flap had a lower profile drag than the 0.32c double slotted flap. At various values of the maximum section lift coefficient produced by various flap defections, the 0.32c double slotted flap gave negative section pitching-moment coefficients that were higher than those of other slotted flaps on the same airfoil. The 0.32c double slotted flap gave approximately the same maximum section lift coefficient as, but higher profile-drag coefficients over the entire lift range than, a similar arrangement of a 0.30c double slotted flap on an NACA 23012 airfoil.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160000697','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160000697"><span>Acceleration and Velocity Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-Gi; Truax, Roger</p> <p>2016-01-01</p> <p>A simple approach for computing acceleration and velocity of a structure from the strain is proposed in this study. First, deflection and slope of the structure are computed from the strain using a two-step theory. Frequencies of the structure are computed from the time histories of strain using a parameter estimation technique together with an Autoregressive Moving Average model. From deflection, slope, and frequencies of the structure, acceleration and velocity of the structure can be obtained using the proposed approach. shape sensing, fiber optic strain sensor, system equivalent reduction and expansion process.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26436235','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26436235"><span>Assessment of Bilateral Thoracic Loading on the Near-Side Occupant Due to Occupant-to-Occupant Interaction in Vehicle Crash Tests.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Sunnevång, Cecilia; Pipkorn, Bengt; Boström, Ola</p> <p>2015-01-01</p> <p>This study aims, by means of the WorldSID 50th percentile male, to evaluate thoracic loading and injury risk to the near-side occupant due to occupant-to-occupant interaction in combination with loading from an intruding structure. Nine vehicle crash tests were performed with a 50th percentile WorldSID male dummy in the near-side (adjacent to the intruding structure) seat and a THOR or ES2 dummy in the far-side (opposite the intruding structure) seat. The near-side seated WorldSID was equipped with 6 + 6 IR-Traccs (LH and RH) in the thorax/abdomen enabling measurement of bilateral deflection. To differentiate deflection caused by the intrusion, and the deflection caused by the neighboring occupant, time history curves were analyzed. The crash tests were performed with different modern vehicles, equipped with thorax side airbags and inflatable curtains, ranging from a compact car to a large sedan, and in different loading conditions such as car-to-car, barrier, and pole tests. Lateral delta V based on vehicle tunnel acceleration and maximum residual intrusion at occupant position were used as a measurement of crash severity to compare injury measurements. In the 9 vehicle crash tests, thoracic loading, induced by the intruding structure as well as from the far-side occupant, varied due to the size and structural performance of the car as well as the severity of the crash. Peak deflection on the thoracic outboard side occurred during the first 50 ms of the event. Between 70 to 150 ms loading induced by the neighboring occupant occurred and resulted in an inboard-side peak deflection and viscous criterion. In the tests where the target vehicle lateral delta V was below 30 km/h and intrusion less than 200 mm, deflections were low on both the outboard (20-40 mm) and inboard side (10-15 mm). At higher crash severities, delta V 35 km/h and above as well as intrusions larger than 350 mm, the inboard deflections (caused by interaction to the far-side occupant) were of the same magnitude or even higher (30-70 mm) than the outboard deflections (30-50 mm). A WorldSID 50th percentile male equipped with bilateral IR-Traccs can detect loading to the thorax from a neighboring occupant making injury risk assessment feasible for this type of loading. At crash severities resulting in a delta V above 35 km/h and intrusions larger than 350 mm, both the inboard deflection and VC resulted in high risks of Abbreviated Injury Scale (AIS) 3+ injury, especially for a senior occupant.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170001992','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170001992"><span>Curved Displacement Transfer Functions for Geometric Nonlinear Large Deformation Structure Shape Predictions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ko, William L.; Fleischer, Van Tran; Lung, Shun-Fat</p> <p>2017-01-01</p> <p>For shape predictions of structures under large geometrically nonlinear deformations, Curved Displacement Transfer Functions were formulated based on a curved displacement, traced by a material point from the undeformed position to deformed position. The embedded beam (depth-wise cross section of a structure along a surface strain-sensing line) was discretized into multiple small domains, with domain junctures matching the strain-sensing stations. Thus, the surface strain distribution could be described with a piecewise linear or a piecewise nonlinear function. The discretization approach enabled piecewise integrations of the embedded-beam curvature equations to yield the Curved Displacement Transfer Functions, expressed in terms of embedded beam geometrical parameters and surface strains. By entering the surface strain data into the Displacement Transfer Functions, deflections along each embedded beam can be calculated at multiple points for mapping the overall structural deformed shapes. Finite-element linear and nonlinear analyses of a tapered cantilever tubular beam were performed to generate linear and nonlinear surface strains and the associated deflections to be used for validation. The shape prediction accuracies were then determined by comparing the theoretical deflections with the finiteelement- generated deflections. The results show that the newly developed Curved Displacement Transfer Functions are very accurate for shape predictions of structures under large geometrically nonlinear deformations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018IJASS.tmp...12K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018IJASS.tmp...12K"><span>Practical Applications of a Building Method to Construct Aerodynamic Database of Guided Missile Using Wind Tunnel Test Data</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kim, Duk-hyun; Lee, Hyoung-Jin</p> <p>2018-04-01</p> <p>A study of efficient aerodynamic database modeling method was conducted. A creation of database using periodicity and symmetry characteristic of missile aerodynamic coefficient was investigated to minimize the number of wind tunnel test cases. In addition, studies of how to generate the aerodynamic database when the periodicity changes due to installation of protuberance and how to conduct a zero calibration were carried out. Depending on missile configurations, the required number of test cases changes and there exist tests that can be omitted. A database of aerodynamic on deflection angle of control surface can be constituted using phase shift. A validity of modeling method was demonstrated by confirming that the result which the aerodynamic coefficient calculated by using the modeling method was in agreement with wind tunnel test results.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20090020614','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20090020614"><span>Deflection-Compensating Beam for use inside a Cylinder</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Goodman, Dwight; Myers, Neill; Herren, Kenneth</p> <p>2008-01-01</p> <p>A design concept for a beam for a specific application permits variations and options for satisfying competing requirements to minimize certain deflections under load and to minimize the weight of the beam. In the specific application, the beam is required to serve as a motion-controlled structure for supporting a mirror for optical testing in the lower third portion of a horizontal, cylindrical vacuum chamber. The cylindrical shape of the chamber is fortuitous in that it can be (and is) utilized as an essential element of the deflection-minimizing design concept. The beam is, more precisely, a table-like structure comprising a nominally flat, horizontal portion with vertical legs at its ends. The weights of the beam and whatever components it supports are reacted by the contact forces between the lower ends of the legs and the inner cylindrical chamber wall. Whereas the bending moments arising from the weights contribute to a beam deflection that is concave with its lowest point at midlength, the bending moments generated by the contact forces acting on the legs contribute to a beam deflection that is convex with its highest point at midlength. In addition, the bending of the legs in response to the weights causes the lower ends of the legs to slide downward on the cylindrical wall. By taking the standard beam-deflection equations, combining them with the geometric relationships among the legs and the horizontal portion of the beam, and treating the sliding as a component of deflection, it is possible to write an equation for the net vertical deflection as a function of the load and of position along the beam. A summary of major conclusions drawn from the equation characterization is included.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013FrME....8..268W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013FrME....8..268W"><span>Structural design of morphing trailing edge actuated by SMA</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wang, Qi; Xu, Zhiwei; Zhu, Qian</p> <p>2013-09-01</p> <p>In this paper, the morphing trailing edge is designed to achieve the up and down deflection under the aerodynamic load. After a detailed and accurate computational analysis to determine the SMA specifications and layout programs, a solid model is created in CATIA and the structures of the morphing wing trailing edge are produced by CNC machining. A set of DSP measurement and control system is designed to accomplish the controlling experiment of the morphing wing trailing edge. At last, via the force analysis, the trailing edge is fabricated with four sections of aluminum alloy, and the arrangement scheme of SMA wires is determined. Experiment of precise control integral has been performed to survey the control effect. The experiment consists of deflection angle tests of the third joint and the integral structure. Primarily, the ultimate deflection angle is tested in these two experiments. Therefore, the controlling experiment of different angles could be performed within this range. The results show that the deflection error is less than 4%and response time is less than 6.7 s, the precise controlling of the morphing trailing edge is preliminary realized.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26615430','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26615430"><span>Estimating needle tip deflection in biological tissue from a single transverse ultrasound image: application to brachytherapy.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Rossa, Carlos; Sloboda, Ron; Usmani, Nawaid; Tavakoli, Mahdi</p> <p>2016-07-01</p> <p>This paper proposes a method to predict the deflection of a flexible needle inserted into soft tissue based on the observation of deflection at a single point along the needle shaft. We model the needle-tissue as a discretized structure composed of several virtual, weightless, rigid links connected by virtual helical springs whose stiffness coefficient is found using a pattern search algorithm that only requires the force applied at the needle tip during insertion and the needle deflection measured at an arbitrary insertion depth. Needle tip deflections can then be predicted for different insertion depths. Verification of the proposed method in synthetic and biological tissue shows a deflection estimation error of [Formula: see text]2 mm for images acquired at 35 % or more of the maximum insertion depth, and decreases to 1 mm for images acquired closer to the final insertion depth. We also demonstrate the utility of the model for prostate brachytherapy, where in vivo needle deflection measurements obtained during early stages of insertion are used to predict the needle deflection further along the insertion process. The method can predict needle deflection based on the observation of deflection at a single point. The ultrasound probe can be maintained at the same position during insertion of the needle, which avoids complications of tissue deformation caused by the motion of the ultrasound probe.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009AGUFMEP21A0561C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009AGUFMEP21A0561C"><span>Influence of Complex Terrain on Wind Fields in the Mojave Desert, Southwestern US</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Clow, G. D.; Reynolds, R. L.; Urban, F. E.; Bogle, R.; Vogel, J. M.</p> <p>2009-12-01</p> <p>The complex terrain of southern California has important effects on the winds in this dust-producing region. We use the Weather Research and Forecasting Model (WRF) to investigate the influences of rugged topography on the wind field in the Mojave Desert at a variety of scales. For this study, the WRF model was used in a retrospective mode over the time period 2000-to-present, with horizontal resolutions as fine as 1-km in specific areas of interest (i.e., known dust-source areas). At a regional scale, the juxtaposition of California's Central Valley with the Sierra Nevada Mountain Range often generates a band of strong winds extending eastward from the southern end of the Sierra Nevada and Tehachapi Mountains across the Mojave Desert and into Arizona. At finer scales, WRF-derived winds within this band reveal terrain deflection, focusing, channeling, and rapid direction change over short distances. These effects are important for assessing the capacity of wind to produce dust at potential dust-source areas during specific events, and for determining dust-transport pathways. Comparison of the WRF results during strong wind events with data from meteorological stations having dust emission instruments (saltation sensors and/or wind-triggered time-lapse cameras) help elucidate landscape conditions that influence dust emission and patterns of dust transport.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018ECSS..206..101S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018ECSS..206..101S"><span>Coastal upwelling by wind-driven forcing in Jervis Bay, New South Wales: A numerical study for 2011</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sun, Youn-Jong; Jalón-Rojas, Isabel; Wang, Xiao Hua; Jiang, Donghui</p> <p>2018-06-01</p> <p>The Princeton Ocean Model (POM) was used to investigate an upwelling event in Jervis Bay, New South Wales (SE Australia), with varying wind directions and strengths. The POM was adopted with a downscaling approach for the regional ocean model one-way nested to a global ocean model. The upwelling event was detected from the observed wind data and satellite sea surface temperature images. The validated model reproduced the upwelling event showing the input of bottom cold water driven by wind to the bay, its subsequent deflection to the south, and its outcropping to the surface along the west and south coasts. Nevertheless, the behavior of the bottom water that intruded into the bay varied with different wind directions and strengths. Upwelling-favorable wind directions for flushing efficiency within the bay were ranked in the following order: N (0°; northerly) > NNE (30°; northeasterly) > NW (315°; northwesterly) > NE (45°; northeasterly) > ENE (60°; northeasterly). Increasing wind strengths also enhance cold water penetration and water exchange. It was determined that wind-driven downwelling within the bay, which occurred with NNE, NE and ENE winds, played a key role in blocking the intrusion of the cold water upwelled through the bay entrance. A northerly wind stress higher than 0.3 N m-2 was required for the cold water to reach the northern innermost bay.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015APS..DFDL12011A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015APS..DFDL12011A"><span>Outer layer effects in wind-farm boundary layers: Coriolis forces and boundary layer height</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Allaerts, Dries; Meyers, Johan</p> <p>2015-11-01</p> <p>In LES studies of wind-farm boundary layers, scale separation between the inner and outer region of the atmospheric boundary layer (ABL) is frequently assumed, i.e., wind turbines are presumed to fall within the inner layer and are not affected by outer layer effects. However, modern wind turbine and wind farm design tends towards larger rotor diameters and farm sizes, which means that outer layer effects will become more important. In a prior study, it was already shown for fully-developed wind farms that the ABL height influences the power performance. In this study, we use the in-house LES code SP-Wind to investigate the importance of outer layer effects on wind-farm boundary layers. In a suite of LES cases, the ABL height is varied by imposing a capping inversion with varying inversion strengths. Results indicate the growth of an internal boundary layer (IBL), which is limited in cases with low inversion layers. We further find that flow deceleration combined with Coriolis effects causes a change in wind direction throughout the farm. This effect increases with decreasing boundary layer height, and can result in considerable turbine wake deflection near the end of the farm. The authors are supported by the ERC (ActiveWindFarms, grant no: 306471). Computations were performed on VSC infrastructiure (Flemish Supercomputer Center), funded by the Hercules Foundation and the Flemish Government-department EWI.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1985BoLMe..33..397T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1985BoLMe..33..397T"><span>Patterns of weak, near-surface winds at Melbourne, Australia</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Tapp, R. G.</p> <p>1985-12-01</p> <p>Up to 30 months of near-surface anemograph records have been examined from 13 locations in and near Melbourne, Australia, to determine the wind patterns which existed during prolonged periods of light winds (at least 3 hours at 2 m s-1 or less). A coherent katabatic wind system was found to develop in at least part of the monitored region on approximately 30% of nights. The flow broadly followed the slope of the basin surrounding the city, with a strong flow down the main river valley, and was partly reinforced by a land breeze in bayside areas. Other valleys also acted as channels for these winds. The general tendency of these katabatic winds was to converge towards the central business district and the northern part of Port Phillip Bay adjacent to the city centre. Where winds from different directions interacted, one of the winds dominated or successive replacement occurred causing the wind direction to vary considerably during a period. There were indications that in the presence of low-level stability with a synoptic gradient wind between east and north, the gradient flow may be deflected around the major topographic barrier to the northeast of the city. The existence of such a situation would have major implications in terms of air quality due to the possibility of pollutants being recirculated in conditions when vertical diffusion was very limited.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800019302','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800019302"><span>Feasibility study of aileron and spoiler control systems for large horizontal axis wind turbines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wentz, W. H., Jr.; Snyder, M. H.; Calhoun, J. T.</p> <p>1980-01-01</p> <p>The feasibility of using aileron or spoiler controls as alternates to pitch control for large horizontal axis wind turbines was studied. The NASA Mod-0 100 kw machine was used as the basis for the study. Specific performance studies were conducted for 20% chord ailerons over the outboard 30% span, and for 10% chord spoilers over the same portion of the span. Both control systems utilized control deflections up to 60 deg. Results of the study show that either ailerons or spoilers can provide the control necessary to limit turbine power in high wind conditions. The aileron system, as designed, provides overspeed protection at hurricane wind speeds, low wind speed starting torque of 778 N-m (574 ft. lb) at 3.6 m/sec, and a 1.3 to 1.5% increase in annual energy compared to a fixed pitch rotor. The aileron control system preliminary design study includes aileron loads analysis and the design of a failsafe flyweight actuator for overspeed protection in the event of a hydraulic system failure.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25674475','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25674475"><span>Effects of pressure angle and tip relief on the life of speed increasing gearbox: a case study.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Shanmugasundaram, Sankar; Kumaresan, Manivarma; Muthusamy, Nataraj</p> <p>2014-01-01</p> <p>This paper examines failure of helical gear in speed increasing gearbox used in the wind turbine generator (WTG). In addition, an attempt has been made to get suitable gear micro-geometry such as pressure angle and tip relief to minimize the gear failure in the wind turbines. As the gear trains in the wind turbine gearbox is prearranged with higher speed ratio and the gearboxes experience shock load due to atmospheric turbulence, gust wind speed, non-synchronization of pitching, frequent grid drops and failure of braking, the gear failure occurs either in the intermediate or high speed stage pinion. KISS soft gear calculation software was used to determine the gear specifications and analysis is carried out in ANSYS software version.11.0 for the existing and the proposed gear to evaluate the performance of bending stress tooth deflection and stiffness. The main objective of this research study is to propose suitable gear micro-geometry that is tip relief and pressure angle blend for increasing tooth strength of the helical gear used in the wind turbine for trouble free operation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1159341','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1159341"><span>Active Wake Redirection Control to Improve Energy Yield (Poster)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Churchfield, M. J.; Fleming, P.; DeGeorge, E.</p> <p></p> <p>Wake effects can dramatically reduce the efficiency of waked turbines relative to the unwaked turbines. Wakes can be deflected, or 'redirected,' by applying yaw misalignment to the turbines. Yaw misalignment causes part of the rotor thrust vector to be pointed in the cross-stream direction, deflecting the flow and the wake. Yaw misalignment reduces power production, but the global increase in wind plant power due to decreased wake effect creates a net increase in power production. It is also a fairly simple control idea to implement at existing or new wind plants. We performed high-fidelity computational fluid dynamics simulations of themore » wake flow of the proposed Fishermen's Atlantic City Windfarm (FACW) that predict that under certain waking conditions, wake redirection can increase plant efficiency by 10%. This means that by applying wake redirection control, for a given watersheet area, a wind plant can either produce more power, or the same amount of power can be produced with a smaller watersheet area. With the power increase may come increased loads, though, due to the yaw misalignment. If misalignment is applied properly, or if layered with individual blade pitch control, though, the load increase can be mitigated. In this talk we will discuss the concept of wake redirection through yaw misalignment and present our CFD results of the FACW project. We will also discuss the implications of wake redirection control on annual energy production, and finally we will discuss plans to implement wake redirection control at FACW when it is operational.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19840002596','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19840002596"><span>Examination, evaluation and repair of laminated wood blades after service on the Mod-OA wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Faddoul, J. R.</p> <p>1983-01-01</p> <p>Laminated wood blades were designed, fabricated, and installed on a 200-KW wind turbine (Mod-OA). The machine uses a two-blade rotor with a diameter of 38.1 m (125 ft). Each blade weights less than 1361 kg (3000 lb). After operating in the field, two blade sets were returned for inspection. One set had been in Hawaii for 17 months (7844 hr of operation) and the other had been at Block Island, Rhode Island, for 26 months (22 months operating - 7564 hr). The Hawaii set was returned because of one of the studs that holds the blade to the hub had failed. This was found to be caused by a combination of improper installation and inadequate corrosion protection. No other problems were found. The broken stud (along with four others that were badly corroded) was replaced and the blades are now in storage. The Block Island set of blades was returned at the completion of the test program, but one blade was found to have developed a crack in the leading edge along the entire span. This crack was found to be the result of a manufacturing process problem but was not structurally critical. When a load-deflection test was conducted on the cracked blade, the response was identical to that measured before installation. In general, the laminate quality of both blade sets was excellent. No significant internal delamination or structural defects were found in any blade. The stud bonding process requires close tolerance control and adequate corrosion protection, but studs can be removed and replaced without major problems. Moisture content stabilization does not appear to be a problem, and laminated wood blades are satisfactory for long-term operation on Mod-OA wind turbines.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_12");'>12</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li class="active"><span>14</span></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_14 --> <div id="page_15" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li class="active"><span>15</span></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="281"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018NIMPA.889...22K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018NIMPA.889...22K"><span>Design and development of a chopping and deflecting system for the high current injector at IUAC</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kedia, Sanjay Kumar; Mehta, R.</p> <p>2018-05-01</p> <p>The Low Energy Beam Transport (LEBT) section of the High Current Injector (HCI) incorporates a Chopping cum Deflecting System (CDS). The CDS comprises of a deflecting system and a pair of slits that will remove dark current and produce time bunched beam of 60 ns at different repetition rates of 4, 2, 1, 0.5, 0.25 and 0.125 MHz. The distinguishing feature of the design is the use of a multi-plate deflecting structure with low capacitance to optimize the electric field, which in turn results in higher efficiency in terms of achievable ion current. To maximize the effective electric field and its uniformity, the gap between the deflecting plates has been varied and a semi-circular contour has been incorporated on the deflecting plates. Due to this the electric field variation is less than ±0.5% within the plate length. The length of deflecting plates was chosen to maximize the transmission efficiency. Since the velocity of the charged particles in the LEBT section is constant, therefore the separation between two successive sets of deflecting plates has been kept constant to match the ions transient time within the gap which is nearly 32 ns. A square pulse has been chosen, instead of a sinusoidal one, to increase the transmission efficiency and to decrease the tailing effect. The loaded capacitance of the structure was kept <10 pF to achieve fast rise/fall time of the applied voltage signal. A Python code has been developed to verify the various design parameters. The simulation also shows that one can get an efficient deflection of undesired particles resulting in >90% transmission efficiency with in the bunch length. Various simulation codes like Solid Works, TRACE 3D, CST MWS and homebrew Python codes were used to validate the design.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760010978','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760010978"><span>SENS-5D trajectory and wind-sensitivity calculations for unguided rockets</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Singh, R. P.; Huang, L. C. P.; Cook, R. A.</p> <p>1975-01-01</p> <p>A computational procedure is described which numerically integrates the equations of motion of an unguided rocket. Three translational and two angular (roll discarded) degrees of freedom are integrated through the final burnout; and then, through impact, only three translational motions are considered. Input to the routine is: initial time, altitude and velocity, vehicle characteristics, and other defined options. Input format has a wide range of flexibility for special calculations. Output is geared mainly to the wind-weighting procedure, and includes summary of trajectory at burnout, apogee and impact, summary of spent-stage trajectories, detailed position and vehicle data, unit-wind effects for head, tail and cross winds, coriolis deflections, range derivative, and the sensitivity curves (the so called F(Z) and DF(Z) curves). The numerical integration procedure is a fourth-order, modified Adams-Bashforth Predictor-Corrector method. This method is supplemented by a fourth-order Runge-Kutta method to start the integration at t=0 and whenever error criteria demand a change in step size.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2009AGUFMSA23B1485R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2009AGUFMSA23B1485R"><span>Substorm-related thermospheric density and wind disturbances</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ritter, P.; Luhr, H.; Doornbos, E. N.</p> <p>2009-12-01</p> <p>The input of energy and momentum from the magnetosphere is most efficiently coupled into the high latitude ionosphere-thermosphere. The phenomenon we are focusing on here is the magnetospheric substorm. This paper presents substorm related observations of the thermosphere derived from the CHAMP satellite. With its sensitive accelerometer the satellite can measure the air density and zonal winds. Based on a large number of substorm events the average high and low latitude thermosphere response to substorm onsets was deduced. During magnetic substorms the thermospheric density is enhanced first at high latitudes. Then the disturbance travels at sonic speed to lower latitudes, and 3-4 hours later the bulge reaches the equator on the night side. Under the influence of the Coriolis force the traveling atmospheric disturbance (TAD) is deflected westward. In accordance with present-day atmospheric models the disturbance zonal wind velocities during substorms are close to zero near the equator before midnight and attain moderate westward velocities after midnight. In general, the wind system is only weakly perturbed by substorms.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19940031484','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19940031484"><span>F/A-18 forebody vortex control. Volume 1: Static tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kramer, Brian R.; Suarez, Carlos J.; Malcolm, Gerald N.; Ayers, Bert F.</p> <p>1994-01-01</p> <p>A wind tunnel test was conducted on a six percent model of the F/A-18 at the NASA Ames 7 X 10-Foot Low Speed Wind Tunnel. The primary objective of the test was to evaluate several forebody vortex control configurations at high angles of attack in order to determine the most effective method of obtaining well behaved yawing moments, in preparation for the rotary balance test. Both mechanical and pneumatic systems were tested. Single and dual rotating nose tip strakes and a vertical nose strake were tested at different sizes and deflections. A series of jet blowing configurations were located at various fuselage stations, azimuth angles, and pointing angles ranging from straight aft to 60 deg canted inboard. Slot blowing was investigated for several slot lengths and fuselage stations. The effect of blowing rate was tested for both of these pneumatic systems. The most effective configurations were then further tested with a variation of both sideslip angle and Reynolds number over a range of angles of attack from 0 to 60 deg. It was found that a very robust system can be developed that provides yawing moments at angles of attack up to 60 deg that significantly exceeds that available from 30 deg of rudder deflection (F/A-18 maximum) at 0 deg angle of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081395','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081395"><span>Flight and Wind-tunnel Tests of an XBM-1 Dive Bomber</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Donely, Philip; Pearson, Henry A</p> <p>1938-01-01</p> <p>Results are given of pressure-distribution measurements made in flight over the right wing cellule and the right half of the horizontal tail surfaces of a dive-bombing biplane. Simultaneous measurements were also taken of the air speed, control-surface positions, control forces, and normal accelerations during various abrupt maneuvers in vertical plane. These maneuvers consisted of push-downs and pull-ups from level flight, dives and dive pull-ups from inverted flight. Besides the pressure measurements, flight tests were made to obtain (1) wing-fabric deflections during dives and (2) variation of the minimum drag coefficient with Reynolds Number. Supplementary tests were also done in the full-scale wind tunnel to obtain the characteristics of the airplane under various propeller conditions and with various tail settings. The results indicate that: (1) by increasing the fabric deflection between pressure ribs, the span load distribution was considerably modified near the center and the wing moment relations were changed; and (2) the minimum drag was less for the idling propeller than for the propeller locked in a vertical position. The value of C(sub D sub min) was equal to K(Reynolds Number)(exp -0.03) for a range from 2,800,000 to 13,100,000.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013SPIE.8690E..09K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013SPIE.8690E..09K"><span>Piezoelectric wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kishore, Ravi Anant; Priya, Shashank</p> <p>2013-03-01</p> <p>In past few years, there has been significant focus towards developing small scale renewable energy based power sources for powering wireless sensor nodes in remote locations such as highways and bridges to conduct continuous health monitoring. These prior efforts have led to the development of micro-scale solar modules, hydrogen fuel cells and various vibration based energy harvesters. However, the cost effectiveness, reliability, and practicality of these solutions remain a concern. Harvesting the wind energy using micro-to-small scale wind turbines can be an excellent solution in variety of outdoor scenarios provided they can operate at few miles per hour of wind speed. The conventional electromagnetic generator used in the wind mills always has some cogging torque which restricts their operation above certain cut-in wind speed. This study aims to develop a novel piezoelectric wind turbine that utilizes bimorph actuators for electro-mechanical energy conversion. This device utilizes a Savonius rotor that is connected to a disk having magnets at the periphery. The piezoelectric actuators arranged circumferentially around the disk also have magnets at the tip which interacts with the magnetic field of the rotating disk and produces cyclical deflection. The wind tunnel experiments were conducted between 2-12 mph of wind speeds to characterize and optimize the power output of the wind turbine. Further, testing was conducted in the open environment to quantify the response to random wind gusts. An attempt was made towards integration of the piezoelectric wind turbine with the wireless sensor node.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017AGUFMEP53F..01G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017AGUFMEP53F..01G"><span>Connecting meteorology to surface transport in aeolian landscapes: Peering into the boundary layer with Doppler lidar</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gunn, A.; Jerolmack, D. J.; Edmonds, D. A.; Ewing, R. C.; Wanker, M.; David, S. R.</p> <p>2017-12-01</p> <p>Aolian sand dunes grow to 100s or 1000s of meters in wavelength by sand saltation, which also produces dust plumes that feed cloud formation and may spread around the world. The relations among sediment transport, landscape dynamics and wind are typically observed at the limiting ends of the relevant range: highly resolved and localized ground observations of turbulence and relevant fluxes; or regional and synoptic-scale meteorology and satellite imagery. Between the geostrophic winds aloft and shearing stress on the Earth's surface is the boundary layer, whose stability and structure determines how momentum is transferred and ultimately entrains sediment. Although the literature on atmospheric boundary layer flows is mature, this understanding is rarely applied to aeolian landscape dynamics. Moreover, there are few vertically and time-resolved datasets of atmospheric boundary layer flows in desert sand seas, where buoyancy effects are most pronounced. Here we employ a ground-based upward-looking doppler lidar to examine atmospheric boundary layer flow at the upwind margin of the White Sands (New Mexico) dune field, providing continuous 3D wind velocity data from the surface to 300-m aloft over 70 days of the characteristically windy spring season. Data show highly resolved daily cyles of convective instabilty due to daytime heating and stable stratification due to nightime cooling which act to enhance or depress, respectively, the surface wind stresses for a given free-stream velocity. Our data implicate convective instability in driving strong saltation and dust emission, because enhanced mixing flattens the vertical velocity profile (raising surface wind speed) while upward advection helps to deliver dust to the high atmosphere. We also find evidence for Ekman spiralling, with a magnitude that depends on atmospheric stability. This spiralling gives rise to a deflection in the direction between geostrophic and surface winds, that is significant for the orientation of dunes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740020185','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740020185"><span>Magnetic field observations near Mercury: Preliminary results from Mariner 10</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ness, N. F.; Behannon, K. W.; Lepping, R. P.; Whang, Y. C.; Schatten, K. H.</p> <p>1974-01-01</p> <p>Results are presented from a preliminary analysis of data obtained near Mercury by the NASA/GSFC Magnetic Field Experiment on Mariner 10. A very well developed, detached bow shock wave, which developed as the super-Alfvenic solar wind interacted with the planet Mercury was observed. A magnetosphere-like region, with maximum field strength of 98 gamma at closest approach (704 km altitude) was also observed, and was contained within boundaries similar to the terrestrial magnetopause. The obstacle deflecting the solar wind flow was global in size, but the origin of the enhanced magnetic field was not established. The most plausible explanation, considering the complete body of data, favored the conclusion that Mercury has an intrinsic magnetic field.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/863051','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/863051"><span>Wind turbine with automatic pitch and yaw control</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Cheney, Jr., Marvin Chapin; Spierings, Petrus A. M.</p> <p>1978-01-01</p> <p>A wind turbine having a flexible central beam member supporting aerodynamic blades at opposite ends thereof and fabricated of uni-directional high tensile strength material bonded together into beam form so that the beam is lightweight, and has high tensile strength to carry the blade centrifugal loads, low shear modulus to permit torsional twisting thereof for turbine speed control purposes, and adequate bending stiffness to permit out-of-plane deflection thereof for turbine yard control purposes. A selectively off-set weighted pendulum member is pivotally connected to the turbine and connected to the beam or blade so as to cause torsional twisting thereof in response to centrifugal loading of the pendulum member for turbine speed control purposes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19950007823','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19950007823"><span>Free-to-roll tests of X-31 and F-18 subscale models with correlation to flight test results</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Williams, David L., II; Nelson, Robert C.; Fisher, David F.</p> <p>1994-01-01</p> <p>This presentation will concentrate on a series of low-speed wind tunnel tests conducted on a 2.5 percent subscale F-18 model and a 2 percent subscale X-31 model. The model's control surfaces were unaugmented; and for the most part, were deflected at a constant angle throughout the tests. The tests consisted mostly of free-to-roll experiments conducted with the use of an air-bearing, surface pressure measurements, off-surface flow visualization, and force-balance tests. Where possible the results of the subscale tests have been compared to flight test data, or to other wind tunnel data taken at higher Reynolds numbers.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770014103','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770014103"><span>Wind-tunnel results of the aerodynamic characteristics of a 1/8-scale model of a twin engine short-haul transport. [in Langley V/STOL tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Paulson, J. W., Jr.</p> <p>1977-01-01</p> <p>A wind tunnel test was conducted in the Langley V/STOL tunnel to define the aerodynamic characteristics of a 1/8-scale twin-engine short haul transport. The model was tested in both the cruise and approach configurations with various control surfaces deflected. Data were obtained out of ground effect for the cruise configuration and both in and out of ground effect for the approach configuration. These data are intended to be a reference point to begin the analysis of the flight characteristics of the NASA terminal configured vehicle (TCV) and are presented without analysis.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160000696','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160000696"><span>Acceleration and Velocity Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-Gi; Truax, Roger</p> <p>2015-01-01</p> <p>A simple approach for computing acceleration and velocity of a structure from the strain is proposed in this study. First, deflection and slope of the structure are computed from the strain using a two-step theory. Frequencies of the structure are computed from the time histories of strain using a parameter estimation technique together with an autoregressive moving average model. From deflection, slope, and frequencies of the structure, acceleration and velocity of the structure can be obtained using the proposed approach. Simple harmonic motion is assumed for the acceleration computations, and the central difference equation with a linear autoregressive model is used for the computations of velocity. A cantilevered rectangular wing model is used to validate the simple approach. Quality of the computed deflection, acceleration, and velocity values are independent of the number of fibers. The central difference equation with a linear autoregressive model proposed in this study follows the target response with reasonable accuracy. Therefore, the handicap of the backward difference equation, phase shift, is successfully overcome.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014AGUFM.A43B3268M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014AGUFM.A43B3268M"><span>Canopy wake measurements using multiple scanning wind LiDARs</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Markfort, C. D.; Carbajo Fuertes, F.; Iungo, V.; Stefan, H. G.; Porte-Agel, F.</p> <p>2014-12-01</p> <p>Canopy wakes have been shown, in controlled wind tunnel experiments, to significantly affect the fluxes of momentum, heat and other scalars at the land and water surface over distances of ˜O(1 km), see Markfort et al. (EFM, 2013). However, there are currently no measurements of the velocity field downwind of a full-scale forest canopy. Point-based anemometer measurements of wake turbulence provide limited insight into the extent and details of the wake structure, whereas scanning Doppler wind LiDARs can provide information on how the wake evolves in space and varies over time. For the first time, we present measurements of the velocity field in the wake of a tall patch of forest canopy. The patch consists of two uniform rows of 40-meter tall deciduous, plane trees, which border either side of the Allée de Dorigny, near the EPFL campus. The canopy is approximately 250 m long, and it is approximately 40 m wide, along the direction of the wind. A challenge faced while making field measurements is that the wind rarely intersects a canopy normal to the edge. The resulting wake flow may be deflected relative to the mean inflow. Using multiple LiDARs, we measure the evolution of the wake due to an oblique wind blowing over the canopy. One LiDAR is positioned directly downwind of the canopy to measure the flow along the mean wind direction and the other is positioned near the canopy to evaluate the transversal component of the wind and how it varies with downwind distance from the canopy. Preliminary results show that the open trunk space near the base of the canopy results in a surface jet that can be detected just downwind of the canopy and farther downwind dissipates as it mixes with the wake flow above. A time-varying recirculation zone can be detected by the periodic reversal of the velocity near the surface, downwind of the canopy. The implications of canopy wakes for measurement and modeling of surface fluxes will be discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014EGUGA..16.9401M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014EGUGA..16.9401M"><span>Canopy wake measurements using multiple scanning wind LiDARs</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Markfort, Corey D.; Carbajo Fuertes, Fernando; Valerio Iungo, Giacomo; Stefan, Heinz; Porté-Agel, Fernando</p> <p>2014-05-01</p> <p>Canopy wakes have been shown, in controlled wind tunnel experiments, to significantly affect the fluxes of momentum, heat and other scalars at the land and water surface over distances of ~O(1 km), see Markfort et al. (EFM, 2013). However, there are currently no measurements of the velocity field downwind of a full-scale forest canopy. Point-based anemometer measurements of wake turbulence provide limited insight into the extent and details of the wake structure, whereas scanning Doppler wind LiDARs can provide information on how the wake evolves in space and varies over time. For the first time, we present measurements of the velocity field in the wake of a tall patch of forest canopy. The patch consists of two uniform rows of 35-meter tall deciduous, plane trees, which border either side of the Allée de Dorigny, near the EPFL campus. The canopy is approximately 250 m long, and it is 35 m wide, along the direction of the wind. A challenge faced while making field measurements is that the wind rarely intersects a canopy normal to the edge. The resulting wake flow may be deflected relative to the mean inflow. Using multiple LiDARs, we measure the evolution of the wake due to an oblique wind blowing over the canopy. One LiDAR is positioned directly downwind of the canopy to measure the flow along the mean wind direction and the other is positioned near the canopy to evaluate the transversal component of the wind and how it varies with downwind distance from the canopy. Preliminary results show that the open trunk space near the base of the canopy results in a surface jet that can be detected just downwind of the canopy and farther downwind dissipates as it mixes with the wake flow above. A time-varying recirculation zone can be detected by the periodic reversal of the velocity vector near the surface, downwind of the canopy. The implications of canopy wakes for measurement and modeling of surface fluxes will be discussed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19930068383&hterms=Missiles&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3DMissiles','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19930068383&hterms=Missiles&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D40%26Ntt%3DMissiles"><span>Aeroservoelastic DAP missile fin development. [directionally attached piezoelectric actuator</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Barrett, Ron</p> <p>1993-01-01</p> <p>The development of an active aeroservoelastic missile fin using directionally attached piezoelectric (DAP) actuator elements is detailed. Several different types of actuator elements are examined, including piezoelectric polymers, piezoelectric fiber composites, and conventionally attached piezoelectric (CAP) and DAP elements. These actuator elements are bonded to the substrate of a torque plate. The root of the torque plate is attached to a fuselage hard point or folding pivot. The tip of the plate is bonded to an aerodynamic shell which undergoes a pitch change as the plate twists. The design procedures used on the plate are discussed. A comparison of the various actuator element shows that DAP elements provide the highest deflections with the highest torsional stiffness. A torque plate was constructed from 0.2032 mm thick DAP elements bonded to a 0.127 mm thick AISI 1010 steel substrate. The torque plate produced static twist deflections in excess of +/- 3 deg. An aerodynamic shell with a modified NACA 0012 profile was added to the torque plate. This fin was tested in a wind tunnel at speeds up to 50 ms/sec. The static deflection of the fin was predicted to within 6 percent of the experimental data.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19900009964','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19900009964"><span>Application of attachment modes in the control of large space structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Craig, Roy R., Jr.</p> <p>1989-01-01</p> <p>Various ways are examined to obtain reduced order mathematical models of structures for use in dynamic response analyses and in controller design studies. Attachment modes are deflection shapes of a structure subjected to specified unit load distributions. Attachment modes are frequently employed to supplement free-interface normal modes to improve the modeling of components (structures) employed in component mode synthesis analyses. Deflection shapes of structures subjected to generalized loads of some specified distribution and of unit magnitude can also be considered to be attachment modes. Several papers which were written under this contract are summarized herein.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19860022387','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19860022387"><span>Advanced optical measuring systems for measuring the properties of fluids and structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Decker, A. J.</p> <p>1986-01-01</p> <p>Four advanced optical models are reviewed for the measurement of visualization of flow and structural properties. Double-exposure, diffuse-illumination, holographic interferometry can be used for three-dimensional flow visualization. When this method is combined with optical heterodyning, precise measurements of structural displacements or fluid density are possible. Time-average holography is well known as a method for displaying vibrational mode shapes, but it also can be used for flow visualization and flow measurements. Deflectometry is used to measure or visualize the deflection of light rays from collimation. Said deflection occurs because of refraction in a fluid or because of reflection from a tilted surface. The moire technique for deflectometry, when combined with optical heterodyning, permits very precise measurements of these quantities. The rainbow schlieren method of deflectometry allows varying deflection angles to be encoded with colors for visualization.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015AGUFMSM31D2539Z','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015AGUFMSM31D2539Z"><span>Solar Wind Prediction at Pluto During the New Horizons Flyby: Results From a Two-Dimensional Multi-fluid MHD Model of the Outer Heliosphere</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Zieger, B.; Toth, G.; Opher, M.; Gombosi, T. I.</p> <p>2015-12-01</p> <p>We adapted the outer heliosphere (OH) component of the Space Weather Modeling Framework, which is a 3-D global multi-fluid MHD model of the outer heliosphere with one ion fluid and four neutral populations, for time-dependent 2-D multi-fluid MHD simulations of solar wind propagation from a heliocentric distance of 1 AU up to 50 AU. We used this model to predict the solar wind plasma parameters as well as the interplanetary magnetic field components at Pluto and along the New Horizons trajectory during the whole calendar year of 2015 including the closest approach on July 14. The simulation is run in the solar equatorial plane in the heliographic inertial frame (HGI). The inner boundary conditions along a circle of 1 AU radius are set by near-Earth solar wind observations (hourly OMNI data), assuming that the global solar wind distribution does not change much during a Carrington rotation (27.2753 days). Our 2-D multi-fluid MHD code evolves one ion fluid and two neutral fluids, which are the primary interstellar neutral atoms and the interstellar neutral atoms deflected in the outer heliosheath between the slow bow shock and the heliopause. Spherical expansion effects are properly taken into account for the ions and the solar magnetic field. The inflow parameters of the two neutral fluids (density, temperature, and velocity components) are set at the negative X (HGI) boundary at 50 AU distance, which are taken from previous 3-D global multi-fluid MHD simulations of the heliospheric interface in a much larger simulation box (1500x1500x1500 AU). The inflow velocity vectors of the two neutral fluids define the so-called hydrogen deflection plane. The solar wind ions and the interstellar neutrals interact through charge exchange source terms included in the multi-fluid MHD equations, so the two neutral populations are evolved self-consistently. We validate our model with the available plasma data from New Horizons as well as with Voyager 2 plasma and magnetic field observations within the heliocentric distance of 50 AU. Our new time-dependent 2-D multi-fluid MHD model is generally applicable for solar wind predictions at any outer planet (Jupiter, Saturn, Uranus, Neptune) or spacecraft in the outer heliosphere where charge exchange between solar wind ions and interstellar neutrals play an important role.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015APS..SHK.M1002H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015APS..SHK.M1002H"><span>Experimental investigation on the dynamic response of clamped corrugated sandwich plates subjected to underwater impulsive loadings</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Huang, Wei; Zhang, Wei; Li, Dacheng; Hypervelocity Impact Research Center Team</p> <p>2015-06-01</p> <p>Corrugated sandwich plates are widely used in marine industry because such plates have high strength-to-weight ratios and blast resistance. The laboratory-scaled fluid-structure interaction experiments are performed to demonstrate the shock resistance of solid monolithic plates and corrugated sandwich plates by quantifying the permanent transverse deflection at mid-span of the plates as a function of impulsive loadings per areal mass. Sandwich structures with 6mm-thick and 10mm-thick 3003 aluminum corrugated core and 5A06 face sheets are compared with the 5A06 solid monolithic plates in this paper. The dynamic deformation of plates are captured with the the 3D digital speckle correlation method (DIC). The results affirm that sandwich structures show a 30% reduction in the maximum plate deflection compare with a monolithic plate of identical mass per unit area, and the peak value of deflection effectively reduced by increasing the thickness core. The failure modes of sandwich plates consists of core crushing, imprinting, stretch tearing of face sheets, bending and permanent deformation of entire structure with the increasing impulsive loads, and the failure mechanisms are analyzed with the postmortem panels and dynamic deflection history captured by cameras. National Natural Science Foundation of China (NO.: 11372088).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19980228240','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19980228240"><span>Wind-Tunnel Measurements of Effect of Dive-Recovery Flaps at Transonic Speeds on Models of a Seaplane and a Transport</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Heath, Atwood R., Jr.; Ward, Robert J.</p> <p>1959-01-01</p> <p>The effects of wing-lower-surface dive-recovery flaps on the aero- dynamic characteristics of a transonic seaplane model and a transonic transport model having 40 deg swept wings have been investigated in the Langley 16-foot transonic tunnel. The seaplane model had a wing with an aspect ratio of 5.26, a taper ratio of 0.333, and NACA 63A series airfoil sections streamwise. The transport model had a wing with an aspect ratio of 8, a taper ratio of 0.3, and NACA 65A series airfoil sections perpendicular to the quarter-chord line. The effects of flap deflection, flap longitudinal location, and flap sweep were generally investigated for both horizontal-tail-on and horizontal-tail-off configurations. Model force and moment measurements were made for model angles of attack from -5 deg to 14 deg in the Mach number range from 0.70 to 1.075 at Reynolds numbers of 2.95 x 10(exp 6) to 4.35 x 10(exp 6). With proper longitudinal location, wing-lower-surface dive-recovery flaps produced lift and pitching-moment increments that increased with flap deflection. For the transport model a flap located aft on the wing proved to be more effective than one located more forward., both flaps having the same span and approximately the same deflection. For the seaplane model a high horizontal tail provided added effectiveness for the deflected-flap configuration.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_13");'>13</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li class="active"><span>15</span></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_15 --> <div id="page_16" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li class="active"><span>16</span></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="301"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015APS..DFDD16009M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015APS..DFDD16009M"><span>Parametric Study of Synthetic-Jet-Based Flow Control on a Vertical Tail Model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Monastero, Marianne; Lindstrom, Annika; Beyar, Michael; Amitay, Michael</p> <p>2015-11-01</p> <p>Separation control over the rudder of the vertical tail of a commercial airplane using synthetic-jet-based flow control can lead to a reduction in tail size, with an associated decrease in drag and increase in fuel savings. A parametric, experimental study was undertaken using an array of finite span synthetic jets to investigate the sensitivity of the enhanced vertical tail side force to jet parameters, such as jet spanwise spacing and jet momentum coefficient. A generic wind tunnel model was designed and fabricated to fundamentally study the effects of the jet parameters at varying rudder deflection and model sideslip angles. Wind tunnel results obtained from pressure measurements and tuft flow visualization in the Rensselaer Polytechnic Subsonic Wind Tunnel show a decrease in separation severity and increase in model performance in comparison to the baseline, non-actuated case. The sensitivity to various parameters will be presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/17791372','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/17791372"><span>Magnetic Field Observations near Venus: Preliminary Results from Mariner 10.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ness, N F; Behannon, K W; Lepping, R P; Whang, Y C; Schatten, K H</p> <p>1974-03-29</p> <p>The NASA-GSFC magnetic field experiment on Mariner 10 is the first flight of a dual magnetometer system conceived to permit accurate measurements of weak magnetic fields in space in the presence of a significant and variable spacecraft magnetic field. Results from a preliminary analysis of a limted data set are summarized in this report, which is restricted primarily to Venus encounter. A detached bow shock wave that develops as the super Alfvénic solar wind interacts with the Venusian atmosphere has been observed. However, the unique coincidence of trajectory position and interplanetary field orientation at the time of bow shock crossing led to a very disturbed shock profile with considerably enhanced upstream magnetic fluctuations. At present it is not possible to ascertain the nature and characteristics of the obstacle responsible for deflecting the solar wind flow. Far downstream disturbances associated with the solar wind wake have been observed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/9727969','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/9727969"><span>Lunar surface magnetic fields and their interaction with the solar wind: results from lunar prospector</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Lin; Mitchell; Curtis; Anderson; Carlson; McFadden; Acuna; Hood; Binder</p> <p>1998-09-04</p> <p>The magnetometer and electron reflectometer experiment on the Lunar Prospector spacecraft has obtained maps of lunar crustal magnetic fields and observed the interaction between the solar wind and regions of strong crustal magnetic fields at high selenographic latitude (30 degreesS to 80 degreesS) and low ( approximately 100 kilometers) altitude. Electron reflection maps of the regions antipodal to the Imbrium and Serenitatis impact basins, extending to 80 degreesS latitude, show that crustal magnetic fields fill most of the antipodal zones of those basins. This finding provides further evidence for the hypothesis that basin-forming impacts result in magnetization of the lunar crust at their antipodes. The crustal magnetic fields of the Imbrium antipode region are strong enough to deflect the solar wind and form a miniature (100 to several hundred kilometers across) magnetosphere, magnetosheath, and bow shock system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19790024996','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19790024996"><span>Wind-tunnel investigation of a large-scale VTOL aircraft model with wing root and wing thrust augmentors. [Ames 40 by 80 foot wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Aoyagi, K.; Aiken, T. N.</p> <p>1979-01-01</p> <p>Tests were conducted in the Ames 40 by 80 foot wind tunnel to determine the aerodynamic characteristics of a large-scale V/STOL aircraft model with thrust augmentors. The model had a double-delta wing of aspect ratio 1.65 with augmentors located in the wing root and the wing trailing edge. The supply air for the augmentor primary nozzles was provided by the YJ-97 turbojet engine. The airflow was apportioned approximately 74 percent to the wing root augmentor and 24 percent to wing augmentor. Results were obtained at several trailing-edge flap deflections with the nozzle jet-momentum coefficients ranging from 0 to 7.9. Three-component longitudinal data are presented with the agumentor operating with and without the horizontal tail. A limited amount of six component data are also presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/32809','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/32809"><span>Assessment of continuous deflection measurement devices in Louisiana - rolling wheel deflectometer : final report 581.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2017-09-01</p> <p>The use of the Rolling Wheel Deflectometer (RWD), which measures deflections at highway speeds, offers the potential to characterize the structural capacity of pavements without delays and in a cost-effective way. The objective of this study was twof...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017JGRA..12210990Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017JGRA..12210990Y"><span>Global Structure and Sodium Ion Dynamics in Mercury's Magnetosphere With the Offset Dipole</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yagi, M.; Seki, K.; Matsumoto, Y.; Delcourt, D. C.; Leblanc, F.</p> <p>2017-11-01</p> <p>We conducted global magnetohydrodynamics (MHD) simulation of Mercury's magnetosphere with the dipole offset, which was revealed by MESSENGER (Mercury Surface, Space Environment, Geochemistry, and Ranging) observations, in order to investigate its global structure under northward interplanetary magnetic field conditions. Sodium ion dynamics originating from the Mercury's exosphere is also investigated based on statistical trajectory tracing in the electric and magnetic fields obtained from the MHD simulations. The results reveal a north-south asymmetry characterized by open field lines around the southern polar region and northward deflection of the plasma sheet in the far tail. The asymmetry of magnetic field structure near the planet drastically affects trajectories of sodium ion and thus their pressure distributions and precipitation pattern onto the planet. Weaker magnetic field strength in the southern hemisphere than in the north increases ion loss by precipitation onto the planetary surface in the southern hemisphere. The "sodium ring," which is formed by high-energy sodium ions drifting around the planet, is also found in the vicinity of the planet. The sodium ring is almost circular under nominal solar wind conditions. The ring becomes partial under high solar wind density, because dayside magnetosphere is so compressed that there is no space for the sodium ions to drift around. In both cases, the sodium ring is formed by sodium ions that are picked up, accelerated in the magnetosheath just outside the magnetopause, and reentered into the magnetosphere due to combined effects of finite Larmor radius and convection electric field in the dawnside magnetosphere.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1050987','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1050987"><span>Novel Low Cost, High Reliability Wind Turbine Drivetrain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Chobot, Anthony; Das, Debarshi; Mayer, Tyler</p> <p>2012-09-13</p> <p>Clipper Windpower, in collaboration with United Technologies Research Center, the National Renewable Energy Laboratory, and Hamilton Sundstrand Corporation, developed a low-cost, deflection-compliant, reliable, and serviceable chain drive speed increaser. This chain and sprocket drivetrain design offers significant breakthroughs in the areas of cost and serviceability and addresses the key challenges of current geared and direct-drive systems. The use of gearboxes has proven to be challenging; the large torques and bending loads associated with use in large multi-MW wind applications have generally limited demonstrated lifetime to 8-10 years [1]. The large cost of gearbox replacement and the required use of large,more » expensive cranes can result in gearbox replacement costs on the order of $1M, representing a significant impact to overall cost of energy (COE). Direct-drive machines eliminate the gearbox, thereby targeting increased reliability and reduced life-cycle cost. However, the slow rotational speeds require very large and costly generators, which also typically have an undesirable dependence on expensive rare-earth magnet materials and large structural penalties for precise air gap control. The cost of rare-earth materials has increased 20X in the last 8 years representing a key risk to ever realizing the promised cost of energy reductions from direct-drive generators. A common challenge to both geared and direct drive architectures is a limited ability to manage input shaft deflections. The proposed Clipper drivetrain is deflection-compliant, insulating later drivetrain stages and generators from off-axis loads. The system is modular, allowing for all key parts to be removed and replaced without the use of a high capacity crane. Finally, the technology modularity allows for scalability and many possible drivetrain topologies. These benefits enable reductions in drivetrain capital cost by 10.0%, levelized replacement and O&M costs by 26.7%, and overall cost of energy by 10.2%. This design was achieved by: (1) performing an extensive optimization study that deter-mined the preliminary cost for all practical chain drive topologies to ensure the most competitive configuration; (2) conducting detailed analysis of chain dynamics, contact stresses, and wear and efficiency characteristics over the chain's life to ensure accurate physics-based predictions of chain performance; and (3) developing a final product design, including reliability analysis, chain replacement procedures, and bearing and sprocket analysis. Definition of this final product configuration was used to develop refined cost of energy estimates. Finally, key system risks for the chain drive were defined and a comprehensive risk reduction plan was created for execution in Phase 2.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1993PhDT.........8H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1993PhDT.........8H"><span>One and two fluid numerical investigations of solar wind gas releases</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Harold, James Benedict</p> <p>1993-01-01</p> <p>The dynamics of gas releases into high Mach number flowing plasmas are investigated. Emphasis is placed on systems of intermediate magnetization for which the scale size of the release lies between the ion and electron Larmor radii. The study is motivated by the December 1984 AMPTE (Active Magnetospheric Particle Tracer Explorer) solar wind barium release in which, contrary to the predictions of MHD theory, the barium cloud shifted transverse to the solar wind (in the uwind x B0 direction) before eventually turning downstream. Particular emphasis is given to identifying mechanisms responsible for this lateral motion. A modified MHD cold fluid approach that takes advantage of the supersonic nature of the problem forms the basis of this work. Two specific models are developed which incorporate large effective ion Larmor radius effects. The first is for a single ion species, the second for two ion species. Two physical effects are identified which are not present in the conventional MHD system: the Hall effect, based on a Hall magnetic drift wave, and a hybrid electrostatic ion cyclotron mode. Linear analysis shows that the effect of the Hall term is to propagate the upwind magnetic field compression azimuthally to the downwind side of the cloud, leading to a quasi-steady state field compression on the -uwind x BO side of the cloud. The cyclotron mode can lead to a similar compression through deflection of the solar wind ions into the uwind x BO direction. In each case the resulting compression leads to a transverse acceleration of the cloud. The relative importance of these two mechanisms is shown to depend on deltac / rc, the ratio of the collisionless skin depth to the cloud size. Nonlinear, two-dimensional simulations are performed for each model. These simulations produce the expected field compressions and the resultant lateral acceleration, in general qualitative agreement with the AMPTE experiment. The dependence of these mechanisms on the ratio deltac / rc is demonstrated. While no simulations are performed that precisely duplicate the parameters of the AMPTE release, the results suggest that the Hall effect, and possibly deflection of the solar wind by the cyclotron mode, constitute plausible mechanisms for the AMPTE shift.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/1158990-three-dimensional-numerical-analysis-blade-response-vertical-axis-tidal-current-turbine-under-operational-condition','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/1158990-three-dimensional-numerical-analysis-blade-response-vertical-axis-tidal-current-turbine-under-operational-condition"><span>Three-dimensional Numerical Analysis on Blade Response of Vertical Axis Tidal Current Turbine Under Operational Condition</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Li, Ye; Karri, Naveen K.; Wang, Qi</p> <p></p> <p>Tidal power as a large-scale renewable source of energy has been receiving significant attention recently because of its advantages over the wind and other renewal energy sources. The technology used to harvest energy from tidal current is called a tidal current turbine. Though some of the principles of wind turbine design are applicable to tidal current turbines, the design of latter ones need additional considerations like cavitation damage, corrosion etc. for the long-term reliability of such turbines. Depending up on the orientation of axis, tidal current turbines can be classified as vertical axis turbines or horizontal axis turbines. Existing studiesmore » on the vertical axis tidal current turbine focus more on the hydrodynamic aspects of the turbine rather than the structural aspects. This paper summarizes our recent efforts to study the integrated hydrodynamic and structural aspects of the vertical axis tidal current turbines. After reviewing existing methods in modeling tidal current turbines, we developed a hybrid approach that combines discrete vortex method -finite element method that can simulate the integrated hydrodynamic and structural response of a vertical axis turbine. This hybrid method was initially employed to analyze a typical three-blade vertical axis turbine. The power coefficient was used to evaluate the hydrodynamic performance, and critical deflection was considered to evaluate the structural reliability. A sensitivity analysis was also conducted with various turbine height-to-radius ratios. The results indicate that both the power output and failure probability increase with the turbine height, suggesting a necessity for optimal design. An attempt to optimize a 3-blade vertical axis turbine design with hybrid method yielded a ratio of turbine height to radius (H/R) about 3.0 for reliable maximum power output.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017PhRvE..95e2502H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017PhRvE..95e2502H"><span>Compressive response and helix formation of a semiflexible polymer confined in a nanochannel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hayase, Yumino; Sakaue, Takahiro; Nakanishi, Hiizu</p> <p>2017-05-01</p> <p>Configurations of a single semiflexible polymer is studied when it is pushed into a nanochannel in the case where the polymer persistence length lp is much longer than the channel diameter D :lp/D ≫1 . Using numerical simulations, we show that the polymer undergoes a sequence of recurring structural transitions upon longitudinal compression: random deflection along the channel, a helix going around the channel wall, double-fold random deflection, double-fold helix, etc. We find that the helix transition can be understood as buckling of deflection segments, and the initial helix formation takes place at very small compression with no appreciable weak compression regime of the random deflection polymer.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19950024291','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19950024291"><span>Transonic aerodynamic characteristics of a proposed wing-body reusable launch vehicle concept</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Springer, A. M.</p> <p>1995-01-01</p> <p>A proposed wing-body reusable launch vehicle was tested in the NASA Marshall Space Flight Center's 14 x 14-inch trisonic wind tunnel during the winter of 1994. This test resulted in the vehicle's subsonic and transonic, Mach 0.3 to 1.96, longitudinal and lateral aerodynamic characteristics. The effects of control surface deflections on the basic vehicle's aerodynamics, including a body flap, elevons, ailerons, and tip fins, are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA347829','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA347829"><span>Space Plasma Studies by In-Situ and Remote Measurements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1998-06-09</p> <p>Martian topography and "geology". We also report on their role in the deflection of the solar wind and the development of the detached Martian bow...regions onboard POLAR spacecraft (Chen et al., 1997) supports the model inferences. INNER MAGNETOSPHERE CURRENTS AND ITS ROLE IN MAGNETOSPHERE DYNAMICS...taspd.npi.msu.su . The role of inner magnetosphere currents in the magnetosphere dynamics is analyzed. It is suggested that when plasma bulk velocity is</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19850026848','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19850026848"><span>Presentation of the acoustic and aerodynamic results of the Aladin 2 concept qualification testing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Collard, M.; Doyotte, C.; Sagner, M.</p> <p>1985-01-01</p> <p>Wind tunnel tests were conducted of a scale model of the Aladin 2 aircraft. The propulsion system configuration is described and the air flow caused by jet ejection is analyzed. Three dimensional flow studies in the vicinity of the engine installation were made. Diagrams of the leading and trailing edge flaps are provided. Graphs are developed to show the aerodynamic performance under conditions of various airspeed and flap deflection.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19870020523','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19870020523"><span>Performance and power regulation characteristics of two aileron-controlled rotors and a pitchable tip-controlled rotor on the Mod-O turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Corrigan, Robert D.; Ensworth, Clinton B. F., III; Miller, Dean R.</p> <p>1987-01-01</p> <p>Tests were conducted on the DOE/NASA mod-0 horizontal axis wind turbine to compare and evaluate the performance and the power regulation characteristics of two aileron-controlled rotors and a pitchable tip-controlled rotor. The two aileron-controlled rotor configurations used 20 and 38 percent chord ailerons, while the tip-controlled rotor had a pitchable blade tip. The ability of the control surfaces to regulate power was determined by measuring the change in power caused by an incremental change in the deflection angle of the control surface. The data shows that the change in power per degree of deflection angle for the tip-controlled rotor was four times the corresponding value for the 2- percent chord ailerons. The root mean square power deviation about a power setpoint was highest for the 20 percent chord aileron, and lowest for the 38 percent chord aileron.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20000012975&hterms=dixit&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Ddixit','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20000012975&hterms=dixit&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Ddixit"><span>Rectangular Relief Diffraction Gratings for Coherent Lidar Beam Deflection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cole, H. J.; Dixit, S. N.; Shore, B. W.; Chambers, D. M.; Britten, J. A.; Kavaya, M. J.</p> <p>1999-01-01</p> <p>LIDAR systems require a light transmitting system for sending a laser light pulse into space and a receiving system for collecting the retro-scattered light, separating it from the outgoing beam and analyzing the received signal for calculating wind velocities. Currently, a shuttle manifested coherent LIDAR experiment called SPARCLE (SPAce Readiness Coherent Lidar Experiment) includes a silicon wedge (or prism) in its design in order to deflect the outgoing beam 30 degrees relative to the incident direction. The intent of this paper is to present two optical design approaches that may enable the replacement of the optical wedge component (in future, larger aperture, post-SPARCLE missions) with a surface relief transmission diffraction grating. Such a grating could be etched into a lightweight, flat, fused quartz substrate. The potential advantages of a diffractive beam deflector include reduced weight, reduced power requirements for the driving scanning motor, reduced optical sensitivity to thermal gradients, and increased dynamic stability.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19870014181','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19870014181"><span>Flight investigation of the effects of an outboard wing-leading-edge modification on stall/spin characteristics of a low-wing, single-engine, T-tail light airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Stough, H. Paul, III; Dicarlo, Daniel J.; Patton, James M., Jr.</p> <p>1987-01-01</p> <p>Flight tests were performed to investigate the change in stall/spin characteristics due to the addition of an outboard wing-leading-edge modification to a four-place, low-wing, single-engine, T-tail, general aviation research airplane. Stalls and attempted spins were performed for various weights, center of gravity positions, power settings, flap deflections, and landing-gear positions. Both stall behavior and wind resistance were improved compared with the baseline airplane. The latter would readily spin for all combinations of power settings, flap deflections, and aileron inputs, but the modified airplane did not spin at idle power or with flaps extended. With maximum power and flaps retracted, the modified airplane did enter spins with abused loadings or for certain combinations of maneuver and control input. The modified airplane tended to spin at a higher angle of attack than the baseline airplane.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19800024667','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19800024667"><span>Airframe Noise Reduction Studies and Clean-Airframe Noise Investigation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fink, M. R.; Bailey, D. A.</p> <p>1980-01-01</p> <p>Acoustic wind tunnel tests were conducted of a wing model with modified leading edge slat and trailing edge flap. The modifications were intended to reduce the surface pressure response to convected turbulence and thereby reduce the airframe noise without changing the lift at constant incidence. Tests were conducted at 70.7 and 100 m/sec airspeeds, with Reynolds numbers 1.5 x 10 to the 6th power and 2.1 x 10 to the 6th power. Considerable reduction of noise radiation from the side edges of a 40 deflection single slotted flap was achieved by modification to the side edge regions or the leading edge region of the flap panel. Total far field noise was reduced 2 to 3 dB over several octaves of frequency. When these panels were installed as the aft panel of a 40 deg deflection double slotted flap, 2 dB noise reduction was achieved.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013SPIE.8692E..2QS','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013SPIE.8692E..2QS"><span>Fiber optic system for deflection and damage detection in morphing wing structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Scheerer, M.; Djinovic, Z.; Schüller, M.</p> <p>2013-04-01</p> <p>Within the EC Clean Sky - Smart Fixed Wing Aircraft initiative concepts for actuating morphing wing structures are under development. In order for developing a complete integrated system including the actuation, the structure to be actuated and the closed loop control unit a hybrid deflection and damage monitoring system is required. The aim of the project "FOS3D" is to develop and validate a fiber optic sensing system based on low-coherence interferometry for simultaneous deflection and damage monitoring. The proposed system uses several distributed and multiplexed fiber optic Michelson interferometers to monitor the strain distribution over the actuated part. In addition the same sensor principle will be used to acquire and locate the acoustic emission signals originated from the onset and growth of defects like impact damages, cracks and delamination's. Within this paper the authors present the concept, analyses and first experimental results of the mentioned system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/6291115','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/6291115"><span>Cavity resonance absorption in ultra-high bandwidth CRT deflection structure by a resistive load</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Dunham, M.E.; Hudson, C.L.</p> <p>1993-05-11</p> <p>An improved ultra-high bandwidth helical coil deflection structure for a cathode ray tube is described comprising a first metal member having a bore therein, the metal walls of which form a first ground plane; a second metal member coaxially mounted in the bore of the first metal member and forming a second ground plane; a helical deflection coil coaxially mounted within the bore between the two ground planes; and a resistive load disposed in one end of the bore and electrically connected to the first and second ground planes, the resistive load having an impedance substantially equal to the characteristic impedance of the coaxial line formed by the two coaxial ground planes to inhibit cavity resonance in the structure within the ultra-high bandwidth of operation. Preferably, the resistive load comprises a carbon film on a surface of an end plug in one end of the bore.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/868783','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/868783"><span>Cavity resonance absorption in ultra-high bandwidth CRT deflection structure by a resistive load</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Dunham, Mark E.; Hudson, Charles L.</p> <p>1993-01-01</p> <p>An improved ultra-high bandwidth helical coil deflection structure for a hode ray tube is described comprising a first metal member having a bore therein, the metal walls of which form a first ground plane; a second metal member coaxially mounted in the bore of the first metal member and forming a second ground plane; a helical deflection coil coaxially mounted within the bore between the two ground planes; and a resistive load disposed in one end of the bore and electrically connected to the first and second ground planes, the resistive load having an impedance substantially equal to the characteristic impedance of the coaxial line formed by the two coaxial ground planes to inhibit cavity resonance in the structure within the ultra-high bandwidth of operation. Preferably, the resistive load comprises a carbon film on a surface of an end plug in one end of the bore.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_14");'>14</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li class="active"><span>16</span></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_16 --> <div id="page_17" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li class="active"><span>17</span></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="321"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018E%26ES..108b2064Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018E%26ES..108b2064Y"><span>Observing Bridge Dynamic Deflection in Green Time by Information Technology</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yu, Chengxin; Zhang, Guojian; Zhao, Yongqian; Chen, Mingzhi</p> <p>2018-01-01</p> <p>As traditional surveying methods are limited to observe bridge dynamic deflection; information technology is adopted to observe bridge dynamic deflection in Green time. Information technology used in this study means that we use digital cameras to photograph the bridge in red time as a zero image. Then, a series of successive images are photographed in green time. Deformation point targets are identified and located by Hough transform. With reference to the control points, the deformation values of these deformation points are obtained by differencing the successive images with a zero image, respectively. Results show that the average measurement accuracies of C0 are 0.46 pixels, 0.51 pixels and 0.74 pixels in X, Z and comprehensive direction. The average measurement accuracies of C1 are 0.43 pixels, 0.43 pixels and 0.67 pixels in X, Z and comprehensive direction in these tests. The maximal bridge deflection is 44.16mm, which is less than 75mm (Bridge deflection tolerance value). Information technology in this paper can monitor bridge dynamic deflection and depict deflection trend curves of the bridge in real time. It can provide data support for the site decisions to the bridge structure safety.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018PhRvD..97f4030J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018PhRvD..97f4030J"><span>Effect of the cosmological constant on the deflection angle by a rotating cosmic string</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Jusufi, Kimet; Övgün, Ali</p> <p>2018-03-01</p> <p>We report the effect of the cosmological constant and the internal energy density of a cosmic string on the deflection angle of light in the spacetime of a rotating cosmic string with internal structure. We first revisit the deflection angle by a rotating cosmic string and then provide a generalization using the geodesic equations and the Gauss-Bonnet theorem. We show there is an agreement between the two methods when employing higher-order terms of the linear mass density of the cosmic string. By modifying the integration domain for the global conical topology, we resolve the inconsistency between these two methods previously reported in the literature. We show that the deflection angle is not affected by the rotation of the cosmic string; however, the cosmological constant Λ strongly affects the deflection angle, which generalizes the well-known result.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018SMaS...27a5017T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018SMaS...27a5017T"><span>Measurement of morphing wing deflection by a cross-coherence fiber optic interferometric technique</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Tomić, Miloš C.; Djinović, Zoran V.; Scheerer, Michael; Petricevic, Slobodan J.</p> <p>2018-01-01</p> <p>A fiber-optic interferometric technique aimed at measuring the deflection of aircrafts’ morphing wings is presented. The wing deflection induces a strain in the sensing fiber optic coils that are firmly fixed onto the wing. A change of the phase angle of the light propagating through the fiber is measured by an ‘all-in-fiber’ Michelson interferometer based on a 3 × 3 fiber-optic coupler. Two light sources of different coherence lengths and wavelengths are simultaneously used to ensure a wide measurement range and high accuracy. A new technique for determination of the zero deflection point using the cross-correlation of the two interferograms is proposed. The experiments performed on a specimen made of a carbon-fiber-reinforced plastic honeycomb structure demonstrated a relative uncertainty <1% and a precision of about 0.06° in the measuring range ±5° of the morphing wing deflection.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/913119','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/913119"><span>Detection of electromagnetic radiation using micromechanical multiple quantum wells structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Datskos, Panagiotis G [Knoxville, TN; Rajic, Slobodan [Knoxville, TN; Datskou, Irene [Knoxville, TN</p> <p>2007-07-17</p> <p>An apparatus and method for detecting electromagnetic radiation employs a deflectable micromechanical apparatus incorporating multiple quantum wells structures. When photons strike the quantum-well structure, physical stresses are created within the sensor, similar to a "bimetallic effect." The stresses cause the sensor to bend. The extent of deflection of the sensor can be measured through any of a variety of conventional means to provide a measurement of the photons striking the sensor. A large number of such sensors can be arranged in a two-dimensional array to provide imaging capability.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20080004706','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20080004706"><span>Charge control switch responsive to cell casing deflection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Fischell, Robert E. (Inventor)</p> <p>1981-01-01</p> <p>A switch structure, adapted for sensing the state-of-charge of a rechargeable cell, includes a contact element which detects cell casing deflection that occurs as a result of an increase in gaseous pressure within the cell when the cell is returned to its fully charged state during a recharging operation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/25068','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/25068"><span>Simplified Techniques for Evaluation and Interpretation of Pavement Deflections for Network-level Analysis : Guide for Assessment of Pavement Structure Performance for PMS Applications</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2012-06-01</p> <p>The objective of this study was to develop an approach for incorporating techniques to interpret and evaluate deflection : data for network-level pavement management system (PMS) applications. The first part of this research focused on : identifying ...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930091690','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930091690"><span>Pressure distribution over an NACA 23012 airfoil with an NACA 23012 external-airfoil flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wenzinger, Carl J</p> <p>1938-01-01</p> <p>Report presents the results of pressure-distribution tests of an NACA 23012 airfoil with an NACA 23012 external airfoil flap made in the 7 by 10-foot wind tunnel. The pressures were measured on the upper and lower surfaces at one chord section on both the main airfoil and on the flap for several different flap deflections and at several angles of attack. A test installation was used in which the airfoil was mounted horizontally in the wind tunnel between vertical end planes so that two-dimensional flow was approximated. The data are presented in the form of pressure-distribution diagrams and as graphs of calculated coefficients for the airfoil-and-flap combination and for the flap alone.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19870002362','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19870002362"><span>Vortex Flap Technology: a Stability and Control Assessment</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Carey, K. M.; Erickson, G. E.</p> <p>1984-01-01</p> <p>A comprehensive low-speed wind tunnel investigation was performed of leading edge vortex flaps applied to representative aircraft configurations. A determination was made of the effects of analytically- and empirically-designed vortex flaps on the static longitudinal and lateral-directional aerodynamics, stability, and control characteristics of fighter wings having leading-edge sweep angles of 45 to 76.5 degrees. The sensitivity to several configuration modifications was assessed, which included the effects of flap planform, leading- and trailing-edge flap deflection angles, wing location on the fuselage, forebody strakes, canards, and centerline and outboard vertical tails. Six-component forces and moments, wing surface static pressure distributions, and surface flow patterns were obtained using the Northrop 21- by 30-inch low-speed wind tunnel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081218','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081218"><span>Wind-tunnel Tests of the Fowler Variable-area Wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weick, Fred E; Platt, Robert C</p> <p>1932-01-01</p> <p>The lift, drag, and center of pressure characteristics of a model of the Fowler variable-area wing were measured in the NACA 7 by 10 foot wind tunnel. The Fowler wing consists of a combination of a main wing and an extension surface, also of airfoil section. The extension surface can be entirely retracted within the lower rear portion of the main wing or it can be moved to the rear and downward. The tests were made with the nose of the extension airfoil in various positions near the trailing edge of the main wing and with the surface at various angular deflections. The highest lift coefficient obtained was C(sub L) = 3.17 as compared with 1.27 for the main wing alone.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1241976','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1241976"><span>Load Deflection of Dow Corning SE 1700 Face Centered Tetragonal Direct Ink Write Materials: Effect of Thickness and Filament Spacing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Small, Ward; Pearson, Mark A.; Metz, Tom R.</p> <p></p> <p>Dow Corning SE 1700 (reinforced polydimethylsiloxane) porous structures were made by direct ink writing (DIW) in a face centered tetragonal (FCT) configuration. The filament diameter was 250 μm. Structures consisting of 4, 8, or 12 layers were fabricated with center-to-center filament spacing (“road width” (RW)) of 475, 500, 525, 550, or 575 μm. Three compressive load-unload cycles to 2000 kPa were performed on four separate areas of each sample; three samples of each thickness and filament spacing were tested. At a given strain during the third loading phase, stress varied inversely with porosity. At 10% strain, the stress was nearlymore » independent of the number of layers (i.e., thickness). At higher strains (20- 40%), the stress was highest for the 4-layer structure; the 8- and 12-layer structures were nearly equivalent suggesting that the load deflection is independent of number of layers above 8 layers. Intra-and inter-sample variability of the load deflection response was higher for thinner and less porous structures.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20000120451','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20000120451"><span>DHC-6 Twin Otter Tailplane Airfoil Section Testing in the Ohio State University 7x10 Wind Tunnel. Volume 1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hiltner, Dale; McKee, Michael; LaNoe, Karine; Gregorek, Gerald; Ratvasky, Thomas (Technical Monitor)</p> <p>2000-01-01</p> <p>Ice contaminated tailplane stall (ICTS) has been found to be responsible for 16 accidents with 139 fatalities over the last three decades, and is suspected to have played a role in other accidents and incidents. The need for fundamental research in this area has been recognized at three international conferences sponsored by the FAA since 1991. In order to conduct such research, a joint NASA/FAA Tailplane Icing Program was formed in 1994: the Ohio State University has played an important role in this effort. The program employs icing tunnel testing, dry wind tunnel testing, flight testing, and analysis using a six-degrees-of-freedom computer code tailored to this problem. A central goal is to quantify the effect of tailplane icing on aircraft stability and control to aid in the analysis of flight test procedures to identify aircraft susceptibility to ICTS. This report contains the results ot testing of a full scale 2D model of a tailplane section of NASA's Icing Research Aircraft, with and without ice shapes, in an Ohio State University 7 x 10 Low Speed wind tunnel in 1994. The results have been integrated into a comprehensive database of aerodynamic coefficients and stability and control derivatives that will permit detailed analysis of flight test results with the analytical computer program. The testing encompassed a full range of angles of attack and elevator deflections, as well as two velocities to evaluate Reynolds number effects. Lift, drag, pitching moment, and hinge moment coefficients were obtained. In addition. instrumentation for use during flight testing was verified to be effective, all components showing acceptable fidelity. Comparison of clean and iced airfoil results show the ice shapes causing a significant decrease in the magnitude of CLmax (from -1.3 to -0.64) and associated stall angle (from -18.6 deg to -8.2 deg). Furthermore, the ice shapes caused an increase in hinge moment coefficient of approximately 0.02, the change being markedly abrupt for one of the ice shapes. A noticeable effect of elevator deflection is that magnitude of the stall angle is decreased for negative (upward) elevator deflections. All these result are consistent with observed tailplane phenomena. and constitute an effective set of data for comprehensive analysis of ICTS</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19970012949','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19970012949"><span>Lattice Truss Structural Response Using Energy Methods</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kenner, Winfred Scottson</p> <p>1996-01-01</p> <p>A deterministic methodology is presented for developing closed-form deflection equations for two-dimensional and three-dimensional lattice structures. Four types of lattice structures are studied: beams, plates, shells and soft lattices. Castigliano's second theorem, which entails the total strain energy of a structure, is utilized to generate highly accurate results. Derived deflection equations provide new insight into the bending and shear behavior of the four types of lattices, in contrast to classic solutions of similar structures. Lattice derivations utilizing kinetic energy are also presented, and used to examine the free vibration response of simple lattice structures. Derivations utilizing finite element theory for unique lattice behavior are also presented and validated using the finite element analysis code EAL.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1997PhDT........88O','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1997PhDT........88O"><span>The effect of cracking on the deflection basin of flexible pavements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Omar, Hadi Mohamed</p> <p></p> <p>Because of the rapid development of hardware and software during the past decade, it is now possible to use an analytical-empirical (or mechanistic) method of structural pavement evaluation on a routine basis. One reason for using this approach is the increased need for pavement maintenance and rehabilitation. To make the right choice from many potentially feasible maintenance and rehabilitation measures, the engineer must base his decision on a rational evaluation of the mechanical properties of the materials in the existing pavement structure. One of the parameters in terms of pavement response are the deflections; these are of interest to this particular study. The Falling Weight Deflectometer (FWD) has been developed specifically for the purpose of obtaining deflection measurements in order to determine the in-situ elastic moduli. The profile of the deflection at the surface of the pavement is known as the deflection basin, because it resembles a bowl-shaped depression. The magnitude of the deflections and the basin shape are functions of the number of layers making up the pavement cross section, their thicknesses, and their moduli values. A variety of multi-layered linear elastic pavement models are available for use at this present time. A general-purpose finite-element program called ANSYS developed by Swanson Analysis System is very powerful and is capable of solving a layered system such as the pavement. A finite element model was developed to study the effect of the crack on the predicted deflection bowls. A general-purpose finite-element program was used in this study due to its ability to solve this problem and because of the availability of the program. A hypothetical crack problem was assumed and modeled in different ways. The crack depth, crack width, and distance of the crack from the loading point were among the many parameters that were investigated. Considering the shape of the deflection basin, it is very important to study the effect of the crack on this bowl, when and where the cracks can be ignored, and when they would not play a significant effect. This study also addresses the importance of the field data and how the observed deflection basins compare with the predicted ones especially in aged pavements. This study has concluded that the location of a crack from the loading point is very significant to the deflection basin.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1999JFS....13....3C','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1999JFS....13....3C"><span>Comparison of Theory and Experiment on Aeroacoustic Loads and Deflections</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Campos, L. M. B. C.; Bourgine, A.; Bonomi, B.</p> <p>1999-01-01</p> <p>The correlation of acoustic pressure loads induced by a turbulent wake on a nearby structural panel is considered: this problem is relevant to the acoustic fatigue of aircraft, rocket and satellite structures. Both the correlation of acoustic pressure loads and the panel deflections, were measured in an 8-m diameter transonic wind tunnel. Using the measured correlation of acoustic pressures, as an input to a finite-element aeroelastic code, the panel response was reproduced. The latter was also satisfactorily reproduced, using again the aeroelastic code, with input given by a theoretical formula for the correlation of acoustic pressures; the derivation of this formula, and the semi-empirical parameters which appear in it, are included in this paper. The comparison of acoustic responses in aeroacoustic wind tunnels (AWT) and progressive wave tubes (PWT) shows that much work needs to be done to bridge that gap; this is important since the PWT is the standard test means, whereas the AWT is more representative of real flight conditions but also more demanding in resources. Since this may be the first instance of successful modelling of acoustic fatigue, it may be appropriate to list briefly the essential ``positive'' features and associated physical phenomena: (i) a standard aeroelastic structural code can predict acoustic fatigue, provided that the correlation of pressure loads be adequately specified; (ii) the correlation of pressure loads is determined by the interference of acoustic waves, which depends on the exact evaluation of multiple scattering integrals, involving the statistics of random phase shifts; (iii) for the relatively low frequencies (one to a few hundred Hz) of aeroacoustic fatigue, the main cause of random phase effects is scattering by irregular wakes, which are thin on wavelength scale, and appear as partially reflecting rough interfaces. It may also be appropriate to mention some of the ``negative'' features, to which may be attached illusory importance; (iv) deterministic flow features, even conspicuous or of large scale, such as convection, are not relevant to aeroacoustic fatigue, because they do not produce random phase shifts; (v) local turbulence, of scale much smaller than the wavelength of sound, cannot produce significant random phase shifts, and is also of little consequence to aeroacoustic fatigue; (vi) the precise location of sound sources can become of little consequence, after multiple scattering gives rise to a diffuse sound field; and (vii) there is not much ground for distinction between unsteady flow and sound waves, since at transonic speeds they are both associated with pressures fluctuating in time and space.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1176060','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/1176060"><span>Piezoelectric axial flow microvalve</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Gemmen, Randall; Thornton, Jimmy; Vipperman, Jeffrey S.; Clark, William W.</p> <p>2007-01-09</p> <p>This invention is directed to a fuel cell operable with a quantity of fuel and a quantity of an oxidizer to produce electrical power, the fuel cell including a fuel cell body including a labyrinth system structured to permit the fuel and the oxidizer to flow therethrough; at least a first catalyst in fluid communication with the labyrinth; and at least a first microvalve operably disposed within at least a portion of the labyrinth. The microvalve utilizes a deflectable member operable upon the application of a voltage from a voltage source. The microvalve includes an elongated flow channel formed therein and extending substantially longitudinally between the first and second ends to permit substantially longitudinal flow of the fluid therethrough and between the first and second ends; and the deflectable member disposed on the valve body, the deflectable member including at least a first piezoelectric portion that is piezoelectrically operable to deflect the deflectable member between an open position and a closed position upon the application of a voltage, the deflectable member in the closed position being operable to resist the flow of the fluid through the flow channel.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014APS..DFDR36007H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014APS..DFDR36007H"><span>A Multi-Phase Based Fluid-Structure-Microfluidic interaction sensor for Aerodynamic Shear Stress</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hughes, Christopher; Dutta, Diganta; Bashirzadeh, Yashar; Ahmed, Kareem; Qian, Shizhi</p> <p>2014-11-01</p> <p>A novel innovative microfluidic shear stress sensor is developed for measuring shear stress through multi-phase fluid-structure-microfluidic interaction. The device is composed of a microfluidic cavity filled with an electrolyte liquid. Inside the cavity, two electrodes make electrochemical velocimetry measurements of the induced convection. The cavity is sealed with a flexible superhydrophobic membrane. The membrane will dynamically stretch and flex as a result of direct shear cross-flow interaction with the seal structure, forming instability wave modes and inducing fluid motion within the microfluidic cavity. The shear stress on the membrane is measured by sensing the induced convection generated by membrane deflections. The advantages of the sensor over current MEMS based shear stress sensor technology are: a simplified design with no moving parts, optimum relationship between size and sensitivity, no gaps such as those created by micromachining sensors in MEMS processes. We present the findings of a feasibility study of the proposed sensor including wind-tunnel tests, microPIV measurements, electrochemical velocimetry, and simulation data results. The study investigates the sensor in the supersonic and subsonic flow regimes. Supported by a NASA SBIR phase 1 contract.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010MeScT..21j5206K','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010MeScT..21j5206K"><span>Direct mechanical torque sensor for model wind turbines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Kang, Hyung Suk; Meneveau, Charles</p> <p>2010-10-01</p> <p>A torque sensor is developed to measure the mechanical power extracted by model wind turbines. The torque is measured by mounting the model generator (a small dc motor) through ball bearings to the hub and by preventing its rotation by the deflection of a strain-gauge-instrumented plate. By multiplying the measured torque and rotor angular velocity, a direct measurement of the fluid mechanical power extracted from the flow is obtained. Such a measurement is more advantageous compared to measuring the electrical power generated by the model generator (dc motor), since the electrical power is largely affected by internal frictional, electric and magnetic losses. Calibration experiments are performed, and during testing, the torque sensor is mounted on a model wind turbine in a 3 rows × 3 columns array of wind turbines in a wind tunnel experiment. The resulting electrical and mechanical powers are quantified and compared over a range of applied loads, for three different incoming wind velocities. Also, the power coefficients are obtained as a function of the tip speed ratio. Significant differences between the electrical and mechanical powers are observed, which highlights the importance of using the direct mechanical power measurement for fluid dynamically meaningful results. A direct calibration with the measured current is also explored. The new torque sensor is expected to contribute to more accurate model wind tunnel tests which should provide added flexibility in model studies of the power that can be harvested from wind turbines and wind-turbine farms.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012MsT.........16R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012MsT.........16R"><span>Precast concrete sandwich panels subjected to impact loading</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Runge, Matthew W.</p> <p></p> <p>Precast concrete sandwich panels are a relatively new product in the construction industry. The design of these panels incorporates properties that allow for great resilience against temperature fluctuation as well as the very rapid and precise construction of facilities. The concrete sandwich panels investigated in this study represent the second generation of an ongoing research and development project. This second generation of panels have been engineered to construct midsized commercial buildings up to three stories in height as well as residential dwellings. The panels consist of a double-tee structural wythe, a foam core and a fascia wythe, joined by shear connectors. Structures constructed from these panels may be subjected to extreme loading including the effects of seismic and blast loading in addition to wind. The aim of this work was to investigate the behaviour of this particular sandwich panel when subjected to structural impact events. The experimental program consisted of fourteen concrete sandwich panels, five of which were considered full-sized specimens (2700 mm X 1200mm X 270 mm) and nine half-sized specimens (2700mm X 600mm X 270 mm) The panels were subjected to impact loads from a pendulum impact hammer where the total energy applied to the panels was varied by changing the mass of the hammer. The applied loads, displacements, accelerations, and strains at the mid-span of the panel as well as the reaction point forces were monitored during the impact. The behaviour of the panels was determined primarily from the experimental results. The applied loads at low energy levels that caused little to no residual deflection as well as the applied loads at high energy levels that represent catastrophic events and thus caused immediate failure were determined from an impact on the structural and the fascia wythes. Applied loads at intermediate energy levels representing extreme events were also used to determine whether or not the panels could withstand multiple impacts. It was shown that panels impacted on the fascia wythe are capable of withstanding multiple impacts of energy levels in excess of 16 000 J while panels that were impacted on the structural wythe are capable of resisting a single impact delivering an energy level of 10 000 J or multiple impacts from an energy level of 5 000 J. A Single Degree of Freedom (SDOF) model was developed to predict the maximum deflection of the panels and it provided a good approximation of the deflection observed during the experimental program. A high degree of composite action between the two wythes was determined to exist from the results of high speed video imaging and through SDOF modelling.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750025157','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750025157"><span>Prediction and verification of creep behavior in metallic materials and components for the space shuttle thermal protection system. Volume 3, phase 3: Full size heat shield data correlation and design criteria. [reentry</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cramer, B. A.; Davis, J. W.</p> <p>1975-01-01</p> <p>Analysis methods for predicting cyclic creep deflection in stiffened metal panel structures, were applied to full size panels. Results were compared with measured deflections from cyclic tests of thin gage L605, Rene' 41, and TDNiCr full size corrugation stiffened panels. A design criteria was then formulated for metallic thermal protection panels subjected to creep. A computer program was developed to calculate creep deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA163568','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA163568"><span>Summer 1983 Leeway Drift Experiment.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1985-08-01</p> <p>used as the basis for the SAR Manual’s recommendation ( Scobie and Thompson, 1979). The RFD raft was deflected to the right or left of the wind...a leeway study for undrogued, canopied life rafts ( Scobie and Thompson, 1979). The current was measured by a buoy equipped with a 10-foot (3 m...recommendation for the canopied rafts with deep-draft ballast systems is based on data using a buoy with a 10-foot (3-m) square window-shade drogue ( Scobie</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_15");'>15</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li class="active"><span>17</span></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_17 --> <div id="page_18" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li class="active"><span>18</span></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="341"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19810009505','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19810009505"><span>Multicyclic Controllable Twist Rotor Data Analysis</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wei, F. S.; Weisbrich, A. L.</p> <p>1979-01-01</p> <p>Rsults provide functional relationship between rotor performance, blade vibratory loads and dual control settings and indicate that multicyclic control produced significant reductions in blade flatwise bending moments and blade root actuator control loads. Higher harmonic terms of servo flap deflection were found to be most pronounced in flatwise bending moment, transmission vertical vibration and pitch link vibratory load equations. The existing test hardware represents a satisfactory configuration for demonstrating MCTR technology and defining a data base for additional wind tunnel testing.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017ChOE...31..567M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017ChOE...31..567M"><span>Concept design and coupled dynamic response analysis on 6-MW spar-type floating offshore wind turbine</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Meng, Long; Zhou, Tao; He, Yan-ping; Zhao, Yong-sheng; Liu, Ya-dong</p> <p>2017-10-01</p> <p>Tower, Spar platform and mooring system are designed in the project based on a given 6-MW wind turbine. Under wind-induced only, wave-induced only and combined wind and wave induced loads, dynamic response is analyzed for a 6-MW Spar-type floating offshore wind turbine (FOWT) under operating conditions and parked conditions respectively. Comparison with a platform-fixed system (land-based system) of a 6-MW wind turbine is carried out as well. Results demonstrate that the maximal out-of-plane deflection of the blade of a Spar-type system is 3.1% larger than that of a land-based system; the maximum response value of the nacelle acceleration is 215% larger for all the designed load cases being considered; the ultimate tower base fore-aft bending moment of the Spar-type system is 92% larger than that of the land-based system in all of the Design Load Cases (DLCs) being considered; the fluctuations of the mooring tension is mainly wave-induced, and the safety factor of the mooring tension is adequate for the 6-MW FOWT. The results can provide relevant modifications to the initial design for the Spar-type system, the detailed design and model basin test of the 6-MW Spar-type system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960027883','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960027883"><span>Wind tunnel test results of a 1/8-scale fan-in-wing model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wilson, John C.; Gentry, Garl L.; Gorton, Susan A.</p> <p>1996-01-01</p> <p>A 1/8-scale model of a fan-in-wing concept considered for development by Grumman Aerospace Corporation for the U.S. Army was tested in the Langley 14- by 22-Foot Subsonic Tunnel. Hover testing, which included height above a pressure-instrumented ground plane, angle of pitch, and angle of roll for a range of fan thrust, was conducted in a model preparation area near the tunnel. The air loads and surface pressures on the model were measured for several configurations in the model preparation area and in the tunnel. The major hover configuration change was varying the angles of the vanes attached to the exit of the fans for producing propulsive force. As the model height above the ground was decreased, there was a significant variation of thrust-removed normal force with constant fan speed. The greatest variation was generally for the height-to-fan exit diameter ratio of less than 2.5; the variation was reduced by deflecting fan exit flow outboard with the vanes. In the tunnel angles of pitch and sideslip, height above the tunnel floor, and wind speed were varied for a range of fan thrust and different vane angle configurations. Other configuration features such as flap deflections and tail incidence were evaluated as well. Though the V-tail empennage provided an increase in static longitudinal stability, the total model configuration remained unstable.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930080949','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930080949"><span>Tests on a model of the D.F.W. airplane T-29 of the "Deutsche Flugzeug derke" (German airplane works)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Molthan, Wilhelm</p> <p>1924-01-01</p> <p>Experiments similar to those carried out with the A.E.G (Allgemeine Elektrizitats-Gesellschaft) were made in the small wind tunnel of the Gottingen laboratory on a model of the D.F.W. airplane T-29. Three series of tests were carried out on the model with a velocity head (or dynamic pressure) of 5 kg/sq m (1.02 lb/sq ft), during which one of the movable surfaces was deflected at various angles, while both the others were retained in their central positions. Of special interest among the results of the tests is the different run of the elevating moments. The curves for the A.E.G. model, rising to the right, denote stability with the elevator locked, while the slight inclination to the left with the D.F.W model denotes a slight instability. For the maximum C(sub L) values, the stability of A.E.G. model continues to increase and the instability of the D.F.W. model is converted into stability. The rolling moments shown when the angular deflection of the ailerons is 0 degrees are due, in both series of tests, to the unequal distribution of the air velocity over the cross section of the wind tunnel, rather than to a lack of symmetry in the model.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20140000466','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20140000466"><span>Enhancements to the FAST-MAC Circulation Control Model and Recent High-Reynolds Number Testing in the National Transonic Facility</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Milholen, William E., II; Jones, Gregory S.; Chan, David T.; Goodliff, Scott L.; Anders, Scott G.; Melton, Latunia P.; Carter, Melissa B.; Allan, Brian G.; Capone, Francis J.</p> <p>2013-01-01</p> <p>A second wind tunnel test of the FAST-MAC circulation control model was recently completed in the National Transonic Facility at the NASA Langley Research Center. The model was equipped with four onboard flow control valves allowing independent control of the circulation control plenums, which were directed over a 15% chord simple-hinged flap. The model was configured for low-speed high-lift testing with flap deflections of 30 and 60 degrees, along with the transonic cruise configuration with zero degree flap deflection. Testing was again conducted over a wide range of Mach numbers up to 0.88, and Reynolds numbers up to 30 million based on the mean chord. The first wind tunnel test had poor transonic force and moment data repeatability at mild cryogenic conditions due to inadequate thermal conditioning of the balance. The second test demonstrated that an improvement to the balance heating system significantly improved the transonic data repeatability, but also indicated further improvements are still needed. The low-speed highlift performance of the model was improved by testing various blowing slot heights, and the circulation control was again demonstrated to be effective in re-attaching the flow over the wing at off-design transonic conditions. A new tailored spanwise blowing technique was also demonstrated to be effective at transonic conditions with the benefit of reduced mass flow requirements.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1998AAS...19311106T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1998AAS...19311106T"><span>Colliding Winds in Massive Binaries</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Thaller, M. L.</p> <p>1998-12-01</p> <p>In close binary systems of massive stars, the individual stellar winds will collide and form a bow shock between the stars, which may have significant impact on the mass-loss and evolution of the system. The existence of such a shock can be established through orbital-phase related variations in the UV resonance lines and optical emission lines. High density regions near the shock will produce Hα and Helium I emission which can be used to map the mass-flow structure of the system. The shock front between the stars may influence the balance of mass-loss versus mass-transfer in massive binary evolution, as matter lost to one star due to Roche lobe overflow may hit the shock and be deflected before it can accrete onto the surface of the other star. I have completed a high-resolution spectroscopic survey of 37 massive binaries, and compared the incidence and strength of emission to an independent survey of single massive stars. Binary stars show a statistically significant overabundance of optical emission, especially when one of the binary stars is in either a giant or supergiant phase of evolution. Seven systems in my survey exhibited clear signs of orbital phase related emission, and for three of the stars (HD 149404, HD 152248, and HD 163181), I present qualitative models of the mass-flow dynamics of the systems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..270a2023R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..270a2023R"><span>Finite element analysis of high aspect ratio wind tunnel wing model: A parametric study</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Rosly, N. A.; Harmin, M. Y.</p> <p>2017-12-01</p> <p>Procedure for designing the wind tunnel model of a high aspect ratio (HAR) wing containing geometric nonlinearities is described in this paper. The design process begins with identification of basic features of the HAR wing as well as its design constraints. This enables the design space to be narrowed down and consequently, brings ease of convergence towards the design solution. Parametric studies in terms of the spar thickness, the span length and the store diameter are performed using finite element analysis for both undeformed and deformed cases, which respectively demonstrate the linear and nonlinear conditions. Two main criteria are accounted for in the selection of the wing design: the static deflections due to gravitational loading should be within the allowable margin of the size of the wind tunnel test section and the flutter speed of the wing should be much below the maximum speed of the wind tunnel. The findings show that the wing experiences a stiffness hardening effect under the nonlinear static solution and the presence of the store enables significant reduction in linear flutter speed.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2010AnGeo..28.1207R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2010AnGeo..28.1207R"><span>Substorm-related thermospheric density and wind disturbances derived from CHAMP observations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ritter, P.; Lühr, H.; Doornbos, E.</p> <p>2010-06-01</p> <p>The input of energy and momentum from the magnetosphere is most efficiently coupled into the high latitude ionosphere-thermosphere. The phenomenon we are focusing on here is the magnetospheric substorm. This paper presents substorm related observations of the thermosphere derived from the CHAMP satellite. With its sensitive accelerometer the satellite can measure the air density and zonal winds. Based on a large number of substorm events the average high and low latitude thermospheric response to substorm onsets was deduced. During magnetic substorms the thermospheric density is enhanced first at high latitudes. Then the disturbance travels at an average speed of 650 m/s to lower latitudes, and 3-4 h later the bulge reaches the equator on the night side. Under the influence of the Coriolis force the travelling atmospheric disturbance (TAD) is deflected westward. In accordance with present-day atmospheric models the disturbance zonal wind velocities during substorms are close to zero near the equator before midnight and attain moderate westward velocities after midnight. In general, the wind system is only weakly perturbed (Δvy<20 m/s) by substorms.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920015962','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920015962"><span>Structural characterization of a first-generation articulated-truss joint for space crane application</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Sutter, Thomas R.; Wu, K. Chauncey; Riutort, Kevin T.; Laufer, Joseph B.; Phelps, James E.</p> <p>1992-01-01</p> <p>A first-generation space crane articulated-truss joint was statically and dynamically characterized in a configuration that approximated an operational environment. The articulated-truss joint was integrated into a test-bed for structural characterization. Static characterization was performed by applying known loads and measuring the corresponding deflections to obtain load-deflection curves. Dynamic characterization was performed using modal testing to experimentally determine the first six mode shapes, frequencies, and modal damping values. Static and dynamic characteristics were also determined for a reference truss that served as a characterization baseline. Load-deflection curves and experimental frequency response functions are presented for the reference truss and the articulated-truss joint mounted in the test-bed. The static and dynamic experimental results are compared with analytical predictions obtained from finite element analyses. Load-deflection response is also presented for one of the linear actuators used in the articulated-truss joint. Finally, an assessment is presented for the predictability of the truss hardware used in the reference truss and articulated-truss joint based upon hardware stiffness properties that were previously obtained during the Precision Segmented Reflector (PSR) Technology Development Program.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040085766','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040085766"><span>Contributions of the NASA Langley Research Center to the DARPA/AFRL/NASA/ Northrop Grumman Smart Wing Program</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Florance, Jennifer P.; Burner, Alpheus W.; Fleming, Gary A.; Martin, Christopher A.</p> <p>2003-01-01</p> <p>An overview of the contributions of the NASA Langley Research Center (LaRC) to the DARPA/AFRL/NASA/ Northrop Grumman Corporation (NGC) Smart Wing program is presented. The overall objective of the Smart Wing program was to develop smart** technologies and demonstrate near-flight-scale actuation systems to improve the aerodynamic performance of military aircraft. NASA LaRC s roles were to provide technical guidance, wind-tunnel testing time and support, and Computational Fluid Dynamics (CFD) analyses. The program was divided into two phases, with each phase having two wind-tunnel entries in the Langley Transonic Dynamics Tunnel (TDT). This paper focuses on the fourth and final wind-tunnel test: Phase 2, Test 2. During this test, a model based on the NGC Unmanned Combat Air Vehicle (UCAV) concept was tested at Mach numbers up to 0.8 and dynamic pressures up to 150 psf to determine the aerodynamic performance benefits that could be achieved using hingeless, smoothly-contoured control surfaces actuated with smart materials technologies. The UCAV-based model was a 30% geometric scale, full-span, sting-mounted model with the smart control surfaces on the starboard wing and conventional, hinged control surfaces on the port wing. Two LaRC-developed instrumentation systems were used during the test to externally measure the shapes of the smart control surface and quantify the effects of aerodynamic loading on the deflections: Videogrammetric Model Deformation (VMD) and Projection Moire Interferometry (PMI). VMD is an optical technique that uses single-camera photogrammetric tracking of discrete targets to determine deflections at specific points. PMI provides spatially continuous measurements of model deformation by computationally analyzing images of a grid projected onto the model surface. Both the VMD and PMI measurements served well to validate the use of on-board (internal) rotary potentiometers to measure the smart control surface deflection angles. Prior to the final entry, NASA LaRC also performed three-dimensional unstructured Navier Stokes CFD analyses in an attempt to predict the potential aerodynamic impact of the smart control surface on overall model forces and moments. Eight different control surface shapes were selected for study at Mach = 0.6, Reynolds number = 3.25 x 10(exp 6), and + 2 deg., 3 deg., 8 deg., and 10 deg.model angles-of-attack. For the baseline, undeflected control surface geometry, the CFD predictions and wind-tunnel results matched well. The agreement was not as good for the more complex aero-loaded control surface shapes, though, because of the inability to accurately predict those shapes. Despite these results, the NASA CFD study served as an important step in studying advanced control effectors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740011436','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740011436"><span>ELAS: A general-purpose computer program for the equilibrium problems of linear structures. Volume 2: Documentation of the program. [subroutines and flow charts</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Utku, S.</p> <p>1969-01-01</p> <p>A general purpose digital computer program for the in-core solution of linear equilibrium problems of structural mechanics is documented. The program requires minimum input for the description of the problem. The solution is obtained by means of the displacement method and the finite element technique. Almost any geometry and structure may be handled because of the availability of linear, triangular, quadrilateral, tetrahedral, hexahedral, conical, triangular torus, and quadrilateral torus elements. The assumption of piecewise linear deflection distribution insures monotonic convergence of the deflections from the stiffer side with decreasing mesh size. The stresses are provided by the best-fit strain tensors in the least squares at the mesh points where the deflections are given. The selection of local coordinate systems whenever necessary is automatic. The core memory is used by means of dynamic memory allocation, an optional mesh-point relabelling scheme and imposition of the boundary conditions during the assembly time.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750019351','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750019351"><span>Prediction and verification of creep behavior in metallic materials and components for the space shuttle thermal protection system. Volume 2: Phase 2 subsize panel cyclic creep predictions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Cramer, B. A.; Davis, J. W.</p> <p>1975-01-01</p> <p>A method for predicting permanent cyclic creep deflections in stiffened panel structures was developed. The resulting computer program may be applied to either the time-hardening or strain-hardening theories of creep accumulation. Iterative techniques were used to determine structural rotations, creep strains, and stresses as a function of time. Deflections were determined by numerical integration of structural rotations along the panel length. The analytical approach was developed for analyzing thin-gage entry vehicle metallic-thermal-protection system panels subjected to cyclic bending loads at high temperatures, but may be applied to any panel subjected to bending loads. Predicted panel creep deflections were compared with results from cyclic tests of subsize corrugation and rib-stiffened panels. Empirical equations were developed for each material based on correlation with tensile cyclic creep data and both the subsize panels and tensile specimens were fabricated from the same sheet material. For Vol. 1, see N75-21431.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018APLP....3a1302D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018APLP....3a1302D"><span>High-performance axicon lenses based on high-contrast, multilayer gratings</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Doshay, Sage; Sell, David; Yang, Jianji; Yang, Rui; Fan, Jonathan A.</p> <p>2018-01-01</p> <p>Axicon lenses are versatile optical elements that can convert Gaussian beams to Bessel-like beams. In this letter, we demonstrate that axicons operating with high efficiencies and at large angles can be produced using high-contrast, multilayer gratings made from silicon. Efficient beam deflection of incident monochromatic light is enabled by higher-order optical modes in the silicon structure. Compared to diffractive devices made from low-contrast materials such as silicon dioxide, our multilayer devices have a relatively low spatial profile, reducing shadowing effects and enabling high efficiencies at large deflection angles. In addition, the feature sizes of these structures are relatively large, making the fabrication of near-infrared devices accessible with conventional optical lithography. Experimental lenses with deflection angles as large as 40° display field profiles that agree well with theory. Our concept can be used to design optical elements that produce higher-order Bessel-like beams, and the combination of high-contrast materials with multilayer architectures will more generally enable new classes of diffractive photonic structures.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19720015265','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19720015265"><span>Finite element analysis of large transient elastic-plastic deformations of simple structures, with application to the engine rotor fragment containment/deflection problem</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wu, R. W.; Witmer, E. A.</p> <p>1972-01-01</p> <p>Assumed-displacement versions of the finite-element method are developed to predict large-deformation elastic-plastic transient deformations of structures. Both the conventional and a new improved finite-element variational formulation are derived. These formulations are then developed in detail for straight-beam and curved-beam elements undergoing (1) Bernoulli-Euler-Kirchhoff or (2) Timoshenko deformation behavior, in one plane. For each of these categories, several types of assumed-displacement finite elements are developed, and transient response predictions are compared with available exact solutions for small-deflection, linear-elastic transient responses. The present finite-element predictions for large-deflection elastic-plastic transient responses are evaluated via several beam and ring examples for which experimental measurements of transient strains and large transient deformations and independent finite-difference predictions are available.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/968304','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/968304"><span>Method for ultrafast optical deflection enabling optical recording via serrated or graded light illumination</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Heebner, John E [Livermore, CA</p> <p>2009-09-08</p> <p>In one general embodiment, a method for deflecting an optical signal input into a waveguide is provided. In operation, an optical input signal is propagated through a waveguide. Additionally, an optical control signal is applied to a mask positioned relative to the waveguide such that the application of the optical control signal to the mask is used to influence the optical input signal propagating in the waveguide. Furthermore, the deflected optical input signal output from the waveguide is detected in parallel on an array of detectors. In another general embodiment, a beam deflecting structure is provided for deflecting an optical signal input into a waveguide, the structure comprising at least one wave guiding layer for guiding an optical input signal and at least one masking layer including a pattern configured to influence characteristics of a material of the guiding layer when an optical control signal is passed through the masking layer in a direction of the guiding layer. In another general embodiment, a system is provided including a waveguide, an attenuating mask positioned on the waveguide, and an optical control source positioned to propagate pulsed laser light towards the attenuating mask and the waveguide such that a pattern of the attenuating mask is applied to the waveguide and material properties of at least a portion of the waveguide are influenced.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA280385','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA280385"><span>Proceedings of the 1993 Particle Accelerator Conference Held in Washington, DC on May 17-20, 1993. Volume 4</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1994-05-18</p> <p>operating current till the lim- ited meaning of 20 A. Besides the random winding brought IV. THE TESTS to the nonuniformity of the turns distribution on...that we had failed to recognise problems with nonuniform However, the same considerations that limited the effective saturation in the bulk of the...decreasing L.Clearly, the poles must be profiled longitudinally to con- The net (horizontal) angular deflection experienced by a trol nonuniform</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930093673','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930093673"><span>Wind-Tunnel Tests of the 1/9-Scale Model of the Curtiss XP-62 Airplane with Various Vertical Tail Arrangements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wallace, Arthur R.; Recant, I.G.</p> <p>1943-01-01</p> <p>The effect of various vertical tail arrangements upon the stability and control characteristics of an XP-62 fighter model was investigated. Rudder-free yaw characteristics with take-off power and flaps deflected were satisfactory after dorsal fin modifications. Directional stability was obtained with all modified vertical tails. Satisfactory rudder effectiveness resulted partly because the dual-rotation propellers produced no asymmetric yawing moments. Pedal forces in sideslips were undesirably large but may be easily reduced.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19790027191&hterms=structural+thermal+optical&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Dstructural%2Bthermal%2Boptical','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19790027191&hterms=structural+thermal+optical&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Dstructural%2Bthermal%2Boptical"><span>An ultra stable optical bench for the magnetic survey satellite</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wingate, C. A., Jr.; Coughlin, T. B.; Sullivan, R. M.</p> <p>1978-01-01</p> <p>The Magsat optical bench has been designed and built to hold the alignment of five optical elements to deflections of 1-2 arcsec during orbital operation. The bench has been designed to withstand alignment changes during the launch and prestabilization phases of the mission. Severe weight constraints, in conjunction with the thermal and structural requirements, led to the choice of graphite-fiber-reinforced epoxy egg crate core and face sheets for the bench construction. Active temperature control was necessary to meet thermal deflection objectives, and novel kinematic mountings were required to prevent spacecraft bending from deflecting the bench.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20090026347','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20090026347"><span>Investigation of the Effect of Tip Tanks on the Wing Loading of a Republic F-84 Airplane in the Ames 40- by 80-foot Wind Tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hunton, Lynn W.; Dew, Joseph K.; Salisbury, Ralph D.</p> <p>1949-01-01</p> <p>Wind-tunnel tests at low Mach number of a Republic F-84C airplane were conducted to determine by pressure-distribution measurements the air loads on wing-tip tanks and the change in wing load distribution due to the presence of tip tanks. Measurements of the aeroelastic twist of the wing were also obtained. Results are presented in the form of loading coefficient, center-of- pressure location, pitching-moment coefficient, aerodynamic-center location, and aeroelastic twist. The investigation revealed that the redistributions in loading brought about by either the tip tanks or elastic deformation of the wing were relatively small when compared with the chnnges in loading normally associated with the deflection of an aileron.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19980203040','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19980203040"><span>Atmospheric Probe Model: Construction and Wind Tunnel Tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Vogel, Jerald M.</p> <p>1998-01-01</p> <p>The material contained in this document represents a summary of the results of a low speed wind tunnel test program to determine the performance of an atmospheric probe at low speed. The probe configuration tested consists of a 2/3 scale model constructed from a combination of hard maple wood and aluminum stock. The model design includes approximately 130 surface static pressure taps. Additional hardware incorporated in the baseline model provides a mechanism for simulating external and internal trailing edge split flaps for probe flow control. Test matrix parameters include probe side slip angle, external/internal split flap deflection angle, and trip strip applications. Test output database includes surface pressure distributions on both inner and outer annular wings and probe center line velocity distributions from forward probe to aft probe locations.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_16");'>16</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li class="active"><span>18</span></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_18 --> <div id="page_19" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li class="active"><span>19</span></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="361"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780024107','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780024107"><span>Aerodynamic characteristics of a fixed arrow-wing supersonic cruise aircraft at Mach numbers of 2.30, 2.70, and 2.95. [Langley Unitary Plan wind tunnel tests</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Morris, O. A.; Fuller, D. E.; Watson, C. B.</p> <p>1978-01-01</p> <p>Tests were conducted in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30. 2.70, and 2.95 to determine the performance, static stability, and control characteristics of a model of a fixed-wing supersonic cruise aircraft with a design Mach Number of 2.70 (SCAT 15-F-9898). The configuration had a 74 deg swept warped wing with a reflexed trailing edge and four engine nacelles mounted below the reflexed portion of the wing. A number of variations in the basic configuration were investigated; they included the effect of wing leading edge radius, the effect of various model components, and the effect of model control deflections.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880016057','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880016057"><span>A low speed wind tunnel investigation of Reynolds number effects on a 60-deg swept wing configuration with leading and trailing edge flaps</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Rao, Dhanvada M.; Hoffler, Keith D.</p> <p>1988-01-01</p> <p>A low-speed wind tunnel test was performed to investigate Reynolds number effects on the aerodynamic characteristics of a supersonic cruise wing concept model with a 60-deg swept wing incorporating leading-edge and trailing-edge flap deflections. The Reynolds number ranged from 0.3 to 1.6 x 10 to the 6th, and corresponding Mach numbers from .05 to 0.3. The objective was to define a threshold Reynolds number above which the flap aerodynamics basically remained unchanged, and also to generate a data base useful for validating theoretical predictions for the Reynolds number effects on flap performance. This report documents the test procedures used and the basic data acquired in the investigation.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19940023409','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19940023409"><span>Experimental apparatus for optimization of flap position for a three-element airfoil model</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Landman, Drew</p> <p>1993-01-01</p> <p>It is proposed to design and build a wind tunnel model comprising a Douglas Aircraft Company three-element high-lift airfoil with internal actuators to move the flap vertically and horizontally under computer control. The model will be used to find the optimum flap location for a fixed angle of attack, slat position and flap deflection angle. The model will span the full tunnel width and lift will be measured by integration of pressure readings taken from midspan taps. It is proposed to conduct experiments in the NASA Langley EFPB 2' x 3' low speed wind tunnel. This report serves as a project overview and a review of work completed to date through funding by the 1993 NASA/ASEE Summer Faculty Fellowship Program.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120014283','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120014283"><span>Dynamic Wind-Tunnel Testing of a Sub-Scale Iced S-3B Viking</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Lee, Sam; Barnhart, Billy; Ratvasky, Thomas P.</p> <p>2012-01-01</p> <p>The effect of ice accretion on a 1/12-scale complete aircraft model of S-3B Viking was studied in a rotary-balance wind tunnel. Two types of ice accretions were considered: ice protection system failure shape and runback shapes that form downstream of the thermal ice protection system. The results showed that the ice shapes altered the stall characteristics of the aircraft. The ice shapes also reduced the control surface effectiveness, but mostly near the stall angle of attack. There were some discrepancies with the data with the flaps deflected that were attributed to the low Reynolds number of the test. Rotational and forced-oscillation studies showed that the effects of ice were mostly in the longitudinal forces, and the effects on the lateral forces were relatively minor.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19880059402&hterms=quasi+particle&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Dquasi%2Bparticle','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19880059402&hterms=quasi+particle&qs=N%3D0%26Ntk%3DAll%26Ntx%3Dmode%2Bmatchall%26Ntt%3Dquasi%2Bparticle"><span>Downstream energetic proton and alpha particles during quasi-parallel interplanetary shock events</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Tan, L. C.; Mason, G. M.; Gloeckler, G.; Ipavich, F. M.</p> <p>1988-01-01</p> <p>This paper considers the energetic particle populations in the downstream region of three quasi-parallel interplanetary shock events, which was explored using the ISEE 3 Ultra Low Energy Charge Analyzer sensor, which unambiguously identifies protons and alpha particles using the electrostatic deflection versus residual energy technique. The downstream particles were found to exhibit anisotropies due largely to convection in the solar wind. The spectral indices of the proton and the alpha-particle distribution functions were found to be remarkably constant during the downstream period, being generally insensitive to changes in particle flux levels, magnetic field direction, and solar wind densities. In two of the three events, the proton and the alpha spectra were the same throughout the entire downstream period, supporting the prediction of diffusive shock acceleration theory.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19940012100','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19940012100"><span>Wind tunnel investigations of forebody strakes for yaw control on F/A-18 model at subsonic and transonic speeds</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Erickson, Gary E.; Murri, Daniel G.</p> <p>1993-01-01</p> <p>Wind tunnel investigations have been conducted of forebody strakes for yaw control on 0.06-scale models of the F/A-18 aircraft at free-stream Mach numbers of 0.20 to 0.90. The testing was conducted in the 7- by 10-Foot Transonic Tunnel at the David Taylor Research Center and the Langley 7- by 10-Foot High-Speed Tunnel. The principal objectives of the testing were to determine the effects of the Mach number and the strake plan form on the strake yaw control effectiveness and the corresponding strake vortex induced flow field. The wind tunnel model configurations simulated an actuated conformal strake deployed for maximum yaw control at high angles of attack. The test data included six-component forces and moments on the complete model, surface static pressure distributions on the forebody and wing leading-edge extensions, and on-surface and off-surface flow visualizations. The results from these studies show that the strake produces large yaw control increments at high angles of attack that exceed the effect of conventional rudders at low angles of attack. The strake yaw control increments diminish with increasing Mach number but continue to exceed the effect of rudder deflection at angles of attack greater than 30 degrees. The character of the strake vortex induced flow field is similar at subsonic and transonic speeds. Cropping the strake planform to account for geometric and structural constraints on the F-18 aircraft has a small effect on the yaw control increments at subsonic speeds and no effect at transonic speeds.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016Sci...351.9045B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016Sci...351.9045B"><span>Pluto' interaction with its space environment: Solar wind, energetic particles, and dust</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bagenal, F.; Horányi, M.; McComas, D. J.; McNutt, R. L.; Elliott, H. A.; Hill, M. E.; Brown, L. E.; Delamere, P. A.; Kollmann, P.; Krimigis, S. M.; Kusterer, M.; Lisse, C. M.; Mitchell, D. G.; Piquette, M.; Poppe, A. R.; Strobel, D. F.; Szalay, J. R.; Valek, P.; Vandegriff, J.; Weidner, S.; Zirnstein, E. J.; Stern, S. A.; Ennico, K.; Olkin, C. B.; Weaver, H. A.; Young, L. A.; Gladstone, G. R.; Grundy, W. M.; McKinnon, W. B.; Moore, J. M.; Spencer, J. R.; Andert, T.; Andrews, J.; Banks, M.; Bauer, B.; Bauman, J.; Barnouin, O. S.; Bedini, P.; Beisser, K.; Beyer, R. A.; Bhaskaran, S.; Binzel, R. P.; Birath, E.; Bird, M.; Bogan, D. J.; Bowman, A.; Bray, V. J.; Brozovic, M.; Bryan, C.; Buckley, M. R.; Buie, M. W.; Buratti, B. J.; Bushman, S. S.; Calloway, A.; Carcich, B.; Cheng, A. F.; Conard, S.; Conrad, C. A.; Cook, J. C.; Cruikshank, D. P.; Custodio, O. S.; Dalle Ore, C. M.; Deboy, C.; Dischner, Z. J. B.; Dumont, P.; Earle, A. M.; Ercol, J.; Ernst, C. M.; Finley, T.; Flanigan, S. H.; Fountain, G.; Freeze, M. J.; Greathouse, T.; Green, J. L.; Guo, Y.; Hahn, M.; Hamilton, D. P.; Hamilton, S. A.; Hanley, J.; Harch, A.; Hart, H. M.; Hersman, C. B.; Hill, A.; Hinson, D. P.; Holdridge, M. E.; Howard, A. D.; Howett, C. J. A.; Jackman, C.; Jacobson, R. A.; Jennings, D. E.; Kammer, J. A.; Kang, H. K.; Kaufmann, D. E.; Kusnierkiewicz, D.; Lauer, T. R.; Lee, J. E.; Lindstrom, K. L.; Linscott, I. R.; Lunsford, A. W.; Mallder, V. A.; Martin, N.; Mehoke, D.; Mehoke, T.; Melin, E. D.; Mutchler, M.; Nelson, D.; Nimmo, F.; Nunez, J. I.; Ocampo, A.; Owen, W. M.; Paetzold, M.; Page, B.; Parker, A. H.; Parker, J. W.; Pelletier, F.; Peterson, J.; Pinkine, N.; Porter, S. B.; Protopapa, S.; Redfern, J.; Reitsema, H. J.; Reuter, D. C.; Roberts, J. H.; Robbins, S. J.; Rogers, G.; Rose, D.; Runyon, K.; Retherford, K. D.; Ryschkewitsch, M. G.; Schenk, P.; Schindhelm, E.; Sepan, B.; Showalter, M. R.; Singer, K. N.; Soluri, M.; Stanbridge, D.; Steffl, A. J.; Stryk, T.; Summers, M. E.; Tapley, M.; Taylor, A.; Taylor, H.; Throop, H. B.; Tsang, C. C. C.; Tyler, G. L.; Umurhan, O. M.; Verbiscer, A. J.; Versteeg, M. H.; Vincent, M.; Webbert, R.; Weigle, G. E.; White, O. L.; Whittenburg, K.; Williams, B. G.; Williams, K.; Williams, S.; Woods, W. W.; Zangari, A. M.</p> <p>2016-03-01</p> <p>The New Horizons spacecraft carried three instruments that measured the space environment near Pluto as it flew by on 14 July 2015. The Solar Wind Around Pluto (SWAP) instrument revealed an interaction region confined sunward of Pluto to within about 6 Pluto radii. The region's surprisingly small size is consistent with a reduced atmospheric escape rate, as well as a particularly high solar wind flux. Observations from the Pluto Energetic Particle Spectrometer Science Investigation (PEPSSI) instrument suggest that ions are accelerated and/or deflected around Pluto. In the wake of the interaction region, PEPSSI observed suprathermal particle fluxes equal to about 1/10 of the flux in the interplanetary medium and increasing with distance downstream. The Venetia Burney Student Dust Counter, which measures grains with radii larger than 1.4 micrometers, detected one candidate impact in ±5 days around New Horizons' closest approach, indicating an upper limit of <4.6 kilometers-3 for the dust density in the Pluto system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017EPSC...11..840M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017EPSC...11..840M"><span>Identification of best particle radiation shielded region through Energetic Neutral Atoms mapping</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Milillo, A.; De Angelis, E.; Mura, A.; Orsini, S.; Mangano, V.; Massetti, S.; Rispoli, R.; Lazzarotto, F.; Vertolli, N.; Lavagna, M.; Ferrari, F.; Lunghi, P.; Attinà, P.; Parissenti, G.</p> <p>2017-09-01</p> <p>The lunar surface is directly exposed either to direct solar wind, or to Earth's magnetospheric plasma due to the Moon's lack of a magnetosphere or a dense atmosphere. This exposure could create inhospitable conditions for a possible human presence on the Moon, so it is crucial to investigate the close-to-surface environment for establishing the best reliable locations for future human bases. Although it lacks a global magnetic field, the Moon possesses magnetic anomalies that create mini-magnetospheres, where the solar wind is partly deflected. The local protection of the surface from the solar wind radiation inside the mini-magnetospheres could make these sites preferred for future lunar colonization. It is crucial a detailed characterization of these sites. In this paper, an investigation based on the detection of Energetic Neutral Atoms (ENA) from the surface for identifying the best particle radiation shielded region is proposed. A high spatial resolution mapping via ENA is a feasible and it is powerful way for reaching this goal.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28649111','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28649111"><span>Welcoming Wind Turbines and the PIMBY ("Please in My Backyard") Phenomenon: The Culture of the Machine in the Rural American Midwest.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Brinkman, Joshua T; Hirsh, Richard F</p> <p></p> <p>This article argues that the welcoming of wind turbines in midwestern farming communities, the so-called PIMBY ("Please in My Backyard") phenomenon, constitutes only the most recent expression of a historical process of farmers forming an ultramodern identity, one that still goes largely unappreciated by relatively backward city residents. We conclude that farmers undertook a two-step process to develop a modern identity that incorporated rural values. In the first step, beginning early in the twentieth century, agrarians employed a discourse of rural capitalistic modernity to combat urban yokel stereotypes within the context of a broader rural-urban conflict. This rural capitalistic modernity strengthened during the cold war until it transformed, in the second step, into the current ultramodern discourse. Wind turbines, in addition to providing economic benefits, function ontologically to maintain an identity of rural citizens as savvy producers and users of technology, and to deflect stereotypes imposed by their urban cousins.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26989259','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26989259"><span>Pluto's interaction with its space environment: Solar wind, energetic particles, and dust.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Bagenal, F; Horányi, M; McComas, D J; McNutt, R L; Elliott, H A; Hill, M E; Brown, L E; Delamere, P A; Kollmann, P; Krimigis, S M; Kusterer, M; Lisse, C M; Mitchell, D G; Piquette, M; Poppe, A R; Strobel, D F; Szalay, J R; Valek, P; Vandegriff, J; Weidner, S; Zirnstein, E J; Stern, S A; Ennico, K; Olkin, C B; Weaver, H A; Young, L A</p> <p>2016-03-18</p> <p>The New Horizons spacecraft carried three instruments that measured the space environment near Pluto as it flew by on 14 July 2015. The Solar Wind Around Pluto (SWAP) instrument revealed an interaction region confined sunward of Pluto to within about 6 Pluto radii. The region's surprisingly small size is consistent with a reduced atmospheric escape rate, as well as a particularly high solar wind flux. Observations from the Pluto Energetic Particle Spectrometer Science Investigation (PEPSSI) instrument suggest that ions are accelerated and/or deflected around Pluto. In the wake of the interaction region, PEPSSI observed suprathermal particle fluxes equal to about 1/10 of the flux in the interplanetary medium and increasing with distance downstream. The Venetia Burney Student Dust Counter, which measures grains with radii larger than 1.4 micrometers, detected one candidate impact in ±5 days around New Horizons' closest approach, indicating an upper limit of <4.6 kilometers(-3) for the dust density in the Pluto system. Copyright © 2016, American Association for the Advancement of Science.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960015899','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960015899"><span>Wind Tunnel Measured Effects on a Twin-Engine Short-Haul Transport Caused by Simulated Ice Accretions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Reehorst, Andrew; Potapczuk, Mark; Ratvasky, Thomas; Laflin, Brenda Gile</p> <p>1996-01-01</p> <p>A series of wind tunnel tests were conducted to assess the effects of leading edge ice contamination upon the performance of a short-haul transport. The wind tunnel test was conducted in the NASA Langley 14 by 22 foot facility. The test article was a 1/8 scale twin-engine short-haul jet transport model. Two separate leading edge ice contamination configurations were tested in addition to the uncontaminated baseline configuration. Several aircraft configurations were examined including various flap and slat deflections, with and without landing gear. Data gathered included force measurements via an internal six-component force balance, pressure measurements through 700 electronically scanned wing pressure ports, and wing surface flow visualization measurements. The artificial ice contamination caused significant performance degradation and caused visible changes demonstrated by the flow visualization. The data presented here is just a portion of the data gathered. A more complete data report is planned for publication as a NASA Technical Memorandum and data supplement.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081337','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081337"><span>Full-scale Wind-tunnel and Flight Tests of a Fairchild 22 Airplane Equipped with a Fowler Flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Dearborn, C H; Soule, H A</p> <p>1936-01-01</p> <p>Full-scale wind-tunnel and flight tests were made of a Fairchild 22 airplane equipped with a Fowler flap to determine the effect of the flap on the performance and control characteristics of the airplane. In the wind-tunnel tests of the airplane with the horizontal tail surfaces removed, the flap was found to increase the maximum lift coefficient from 1.27 to 2.41. In the flight test, the flap was found to decrease the minimum speed from 58.8 to 44.4 miles per hour. The required take-off run to attain an altitude of 50 feet was reduced from 935 feet to 700 feet by the use of the flap, the minimum distance being obtained with five-sixths full deflection. The landing run from a height of 50 feet was reduced one-third. The longitudinal and directional control was adversely affected by the flap, indicating that the design of the tail surfaces is more critical with a flapped than a plain wing.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19910000661&hterms=steel+structure&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dsteel%2Bstructure','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19910000661&hterms=steel+structure&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dsteel%2Bstructure"><span>Dynamic Analyses Including Joints Of Truss Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Belvin, W. Keith</p> <p>1991-01-01</p> <p>Method for mathematically modeling joints to assess influences of joints on dynamic response of truss structures developed in study. Only structures with low-frequency oscillations considered; only Coulomb friction and viscous damping included in analysis. Focus of effort to obtain finite-element mathematical models of joints exhibiting load-vs.-deflection behavior similar to measured load-vs.-deflection behavior of real joints. Experiments performed to determine stiffness and damping nonlinearities typical of joint hardware. Algorithm for computing coefficients of analytical joint models based on test data developed to enable study of linear and nonlinear effects of joints on global structural response. Besides intended application to large space structures, applications in nonaerospace community include ground-based antennas and earthquake-resistant steel-framed buildings.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28742424','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28742424"><span>Evaluation of Noise Exposure Secondary to Wind Noise in Cyclists.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Seidman, Michael D; Wertz, Anna G; Smith, Matthew M; Jacob, Steve; Ahsan, Syed F</p> <p>2017-11-01</p> <p>Objective Determine if the noise levels of wind exposure experienced by cyclists reach levels that could contribute to noise-induced hearing loss. Study Design Industrial lab research. Setting Industrial wind tunnel. Subjects and Methods A commercial-grade electric wind tunnel was used to simulate different speeds encountered by a cyclist. A single cyclist was used during the simulation for audiometric measurements. Microphones attached near the ears of the cyclist were used to measure the sound (dB sound pressure level) experienced by the cyclist. Loudness levels were measured with the head positioned at 15-degree increments from 0 degrees to 180 degrees relative to the oncoming wind at different speeds (10-60 mph). Results Wind noise ranged from 84.9 dB at 10 mph and increased proportionally with speed to a maximum of 120.3 dB at 60 mph. The maximum of 120.3 dB was measured at the downwind ear when the ear was 90 degrees away from the wind. Conclusions Wind noise experienced by a cyclist is proportional to the speed and the directionality of the wind current. Turbulent air flow patterns are observed that contribute to increased sound exposure in the downwind ear. Consideration of ear deflection equipment without compromising sound awareness for cyclists during prolonged rides is advised to avoid potential noise trauma. Future research is warranted and can include long-term studies including dosimetry measures of the sound and yearly pre- and postexposure audiograms of cyclists to detect if any hearing loss occurs with long-term cycling.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/4058687','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/4058687"><span>Aneurysm clip motion during magnetic resonance imaging: in vivo experimental study with metallurgical factor analysis.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Dujovny, M; Kossovsky, N; Kossowsky, R; Valdivia, R; Suk, J S; Diaz, F G; Berman, S K; Cleary, W</p> <p>1985-10-01</p> <p>Because of various mechanical, metallurgical, and commercial constraints, aneurysm clips are manufactured from different alloys, including several stainless steel and cobalt alloys. Some of the steels contain volume fractions of the crystal phase known as martensite. Martensitic alloys have body-centered cubic structure, are prone to stress corrosion failure, and are ferromagnetic. Martensitic steel can be displaced like a compass needle when exposed to a magnetic field such as that generated during magnetic resonance imaging (MRI). The force exerted by the magnetic field is proportional to the volume fraction of the magnetic phase. We investigated the martensitic content and magnetic field-induced displacement of 12 common aneurysm clips. Four clips of each of the following types were examined: Sugita, Sundt-Kees Multi-Angle, Heifetz (two types), Vari-Angle McFadden, Yasargil (two types), Scoville, Mayfield, Vari-Angle, Pivot, and Kapp. Phase homogeneity and crystal structure were analyzed by x-ray diffraction using a Phillips x-ray diffractometer. Clip deflection in an Oxford Research Systems MRI spectrometer was measured in our in vivo rat abdominal aortic aneurysm model. Results showed that the volume fraction of the martensitic phase in the various clips correlated with the magnitude of the deflection. Among the clips examined, the Yasargil, Sugita, Heifetz Elgiloy, and Vari-Angle McFadden had a nonmartensitic composition and did not deflect in the magnetic field. The Scoville contained 5% martensite and deflected only marginally. Martensite comprised 35% of the Mayfield clip, which deflected 45 degrees, and 90% of the Heifetz, Vari-Angle, Pivot, and Sundt-Kees Multi-Angle clips, which deflected approximately 70 degrees or slipped off the aneurysm.(ABSTRACT TRUNCATED AT 250 WORDS)</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/1365569','SCIGOV-STC'); return false;" href="https://www.osti.gov/servlets/purl/1365569"><span>Evaluation of Thin Plate Hydrodynamic Stability through a Combined Numerical Modeling and Experimental Effort</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Tentner, A.; Bojanowski, C.; Feldman, E.</p> <p></p> <p>An experimental and computational effort was undertaken in order to evaluate the capability of the fluid-structure interaction (FSI) simulation tools to describe the deflection of a Missouri University Research Reactor (MURR) fuel element plate redesigned for conversion to lowenriched uranium (LEU) fuel due to hydrodynamic forces. Experiments involving both flat plates and curved plates were conducted in a water flow test loop located at the University of Missouri (MU), at conditions and geometries that can be related to the MURR LEU fuel element. A wider channel gap on one side of the test plate, and a narrower on the othermore » represent the differences that could be encountered in a MURR element due to allowed fabrication variability. The difference in the channel gaps leads to a pressure differential across the plate, leading to plate deflection. The induced plate deflection the pressure difference induces in the plate was measured at specified locations using a laser measurement technique. High fidelity 3-D simulations of the experiments were performed at MU using the computational fluid dynamics code STAR-CCM+ coupled with the structural mechanics code ABAQUS. Independent simulations of the experiments were performed at Argonne National Laboratory (ANL) using the STAR-CCM+ code and its built-in structural mechanics solver. The simulation results obtained at MU and ANL were compared with the corresponding measured plate deflections.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20010055431','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20010055431"><span>X-38 Experimental Aeroheating at Mach 10</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Berry, Scott A.; Horvath, Thomas J.; Weilmuenster, K. James; Alter, Stephan J.; Merski, N. Ronald</p> <p>2001-01-01</p> <p>This report provides an update of the hypersonic aerothermodynamic wind tunnel test program conducted at the NASA Langley Research Center in support of the X-38 program. Global surface heat transfer distributions were measured on 0.0177 and 0.0236 scale models of the proposed X-38 configuration at Mach 10 in air. The parametrics that were investigated primarily include freestream unit Reynolds numbers of 0.6 to 2.2 million per foot and body flap deflections of 15, 20, and 25 deg for an angle-of-attack of 40 deg. The model-scale variance was tested to obtain laminar, transitional, and turbulent heating levels on the defected bodyflaps. In addition, a limited investigation of forced boundary layer transition through the use of discrete roughness elements was performed. Comparisons of the present experimental results to computational predictions and previous experimental data were conducted Laminar, transitional, and turbulent heating levels were observed on the deflected body flap, which compared favorably to the computational results and to the predicted heating based on the flight aerothermodynamic database.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22680022-relativistic-iron-lines-accretion-disks-contribution-higher-order-images-strong-deflection-limit','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22680022-relativistic-iron-lines-accretion-disks-contribution-higher-order-images-strong-deflection-limit"><span>Relativistic iron lines in accretion disks: the contribution of higher order images in the strong deflection limit</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Aldi, Giulio Francesco; Bozza, Valerio, E-mail: giuliofrancesco.aldi@sa.infn.it, E-mail: valboz@sa.infn.it</p> <p></p> <p>The shapes of relativistic iron lines observed in spectra of candidate black holes carry the signatures of the strong gravitational fields in which the accretion disks lie. These lines result from the sum of the contributions of all images of the disk created by gravitational lensing, with the direct and first-order images largely dominating the overall shapes. Higher order images created by photons tightly winding around the black holes are often neglected in the modeling of these lines, since they require a substantially higher computational effort. With the help of the strong deflection limit, we present the most accurate semi-analyticalmore » calculation of these higher order contributions to the iron lines for Schwarzschild black holes. We show that two regimes exist depending on the inclination of the disk with respect to the line of sight. Many useful analytical formulae can be also derived in this framework.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/7259472','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/7259472"><span>Elastomeric member and method of manufacture therefor</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hoppie, L.O.</p> <p>1985-12-10</p> <p>An energy storage device is disclosed consisting of a stretched elongated elastomeric member disposed within a tubular housing, which elastomeric member is adapted to be torsionally stressed to store energy. The elastomeric member is configured in the relaxed state with a uniform diameter body section, and transition end sections, attached to rigid end piece assemblies of a lesser diameter. The profile and deflection characteristic of the transition sections are such that upon stretching of the elastomeric member, a substantially uniform diameter assembly results, to minimize the required volume of the surrounding housing. Each of the transition sections are received within and bonded to a woven wire mesh sleeve having helical windings at a particular helix angle to control the deflection of the transition section. Each sleeve also contracts with the contraction of the associated transition section to maintain the bond therebetween. During manufacture, the sleeves are forced against a forming surface and bonded to the associated transition section to provide the correct profile and helix angle. 12 figs.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/7009233','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/7009233"><span>Elastomeric member</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hoppie, L.O.</p> <p>1985-07-30</p> <p>An energy storage device is disclosed consisting of a stretched elongated elastomeric member disposed within a tubular housing, which elastomeric member is adapted to be torsionally stressed to store energy. The elastomeric member is configured in the relaxed state with a uniform diameter body section, and transition end sections, attached to rigid end piece assemblies of a lesser diameter. The profile and deflection characteristic of the transition sections are such that upon stretching of the elastomeric member, a substantially uniform diameter assembly results, to minimize the required volume of the surrounding housing. Each of the transition sections are received within and bonded to a woven wire mesh sleeve having helical windings at a particular helix angle to control the deflection of the transition section. Each sleeve also contracts with the contraction of the associated transition section to maintain the bond there between. During manufacture, the sleeves are forced against a forming surface and bonded to the associated transition section to provide the correct profile and helix angle. 12 figs.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_17");'>17</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li class="active"><span>19</span></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_19 --> <div id="page_20" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li class="active"><span>20</span></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="381"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770009040','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770009040"><span>Augmentation of maneuver performance by spanwise blowing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Erickson, G. E.; Campbell, J. F.</p> <p>1977-01-01</p> <p>A generalized wind tunnel model was tested to investigate new component concepts utilizing spanwise blowing to provide improved maneuver characteristics for advanced fighter aircraft. Primary emphasis was placed on high angle of attack performance, stability, and control at subsonic speeds. Spanwise blowing on a 44 deg swept trapezoidal wing resulted in leading edge vortex enhancement with subsequent large vortex-induced lift increments and drag polar improvements at the higher angles of attack. Small deflections of a leading edge flap delayed these lift and drag benefits to higher angles of attack. In addition, blowing was more effective at higher Mach numbers. Spanwise blowing in conjunction with a deflected trailing edge flap resulted in lift and drag benefits that exceeded the summation of the effects of each high lift device acting alone. Asymmetric blowing was an effective lateral control device at the higher angles of attack. Spanwise blowing on the wing reduced horizontal tail loading and improved the lateral-directional stability characteristics of a wing-horizontal tail-vertical tail configuration.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050169564','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050169564"><span>Distributed Actuation and Sensing on an Uninhabited Aerial Vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Barnwell, William Garrard</p> <p>2003-01-01</p> <p>An array of effectors and sensors has been designed, tested and implemented on a Blended Wing Body Uninhabited Aerial Vehicle (UAV). The UAV is modified to serve as a flying, controls research, testbed. This effector/sensor array provides for the dynamic vehicle testing of controller designs and the study of decentralized control techniques. Each wing of the UAV is equipped with 12 distributed effectors that comprise a segmented array of independently actuated, contoured control surfaces. A single pressure sensor is installed near the base of each effector to provide a measure of deflections of the effectors. The UAV wings were tested in the North Carolina State University Subsonic Wind Tunnel and the pressure distribution that result from the deflections of the effectors are characterized. The results of the experiments are used to develop a simple, but accurate, prediction method, such that for any arrangement of the effector array the corresponding pressure distribution can be determined. Numerical analysis using the panel code CMARC verifies this prediction method.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DFDF39006T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DFDF39006T"><span>Impact of Aspect Ratio, Incident Angle, and Surface Roughness on Windbreak Wakes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Tobin, Nicolas; Chamorro, Leonardo P.</p> <p>2017-11-01</p> <p>Wind-tunnel results are presented on the wakes behind three-dimensional windbreaks in a simulated atmospheric boundary layer. Sheltering by upwind windbreaks, and surface-mounted obstacles (SMOs) in general, is parameterized by the wake-moment coefficient C h , which is a complex function of obstacle geometry and flow conditions. Values of C h are presented for several windbreak aspect ratios, incident angles, and windbreak-height-to-surface-roughness ratios. Lateral wake deflection is further presented for several incident angles and aspect ratios, and compared to a simple analytical formulation including a near- and far-wake solution. It is found that C h does not change with aspect ratios of 10 or greater, though C h may be lower for an aspect ratio of 5. C h is found to change roughly with the cosine of the incident angle, and to depend strongly on windbreak-height-to-surface-roughness ratio. The data broadly support the proposed wake-deflection model.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920016724','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920016724"><span>A static investigation of the thrust vectoring system of the F/A-18 high-alpha research vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mason, Mary L.; Capone, Francis J.; Asbury, Scott C.</p> <p>1992-01-01</p> <p>A static (wind-off) test was conducted in the static test facility of the Langley 16-foot Transonic Tunnel to evaluate the vectoring capability and isolated nozzle performance of the proposed thrust vectoring system of the F/A-18 high alpha research vehicle (HARV). The thrust vectoring system consisted of three asymmetrically spaced vanes installed externally on a single test nozzle. Two nozzle configurations were tested: A maximum afterburner-power nozzle and a military-power nozzle. Vane size and vane actuation geometry were investigated, and an extensive matrix of vane deflection angles was tested. The nozzle pressure ratios ranged from two to six. The results indicate that the three vane system can successfully generate multiaxis (pitch and yaw) thrust vectoring. However, large resultant vector angles incurred large thrust losses. Resultant vector angles were always lower than the vane deflection angles. The maximum thrust vectoring angles achieved for the military-power nozzle were larger than the angles achieved for the maximum afterburner-power nozzle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040001365','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040001365"><span>UAV Flight Control Using Distributed Actuation and Sensing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Barnwell, William G.; Heinzen, Stearns N.; Hall, Charles E., Jr.; Chokani, Ndaona; Raney, David L. (Technical Monitor)</p> <p>2003-01-01</p> <p>An array of effectors and sensors has been designed, tested and implemented on a Blended Wing Body Uninhabited Aerial Vehicle (UAV). This UAV is modified to serve as a flying, controls research, testbed. This effectorhensor array provides for the dynamic vehicle testing of controller designs and the study of decentralized control techniques. Each wing of the UAV is equipped with 12 distributed effectors that comprise a segmented array of independently actuated, contoured control surfaces. A single pressure sensor is installed near the base of each effector to provide a measure of deflections of the effectors. The UAV wings were tested in the North Carolina State University Subsonic Wind Tunnel and the pressure distribution that result from the deflections of the effectors are characterized. The results of the experiments are used to develop a simple, but accurate, prediction method, such that for any arrangement of the effector array the corresponding pressure distribution can be determined. Numerical analysis using the panel code CMARC verifies this prediction method.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960000325','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960000325"><span>Experimental investigation of wing installation effects on a two-dimensional mixer/ejector nozzle for supersonic transport aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Anderson, David J.; Lambert, Heather H.; Mizukami, Masashi</p> <p>1992-01-01</p> <p>Experimental results from a wind tunnel test conducted to investigate propulsion/airframe integration (PAI) effects are presented. The objectives of the test were to examine rough order-of-magnitude changes in the acoustic characteristics of a mixer/ejector nozzle due to the presence of a wing and to obtain limited wing and nozzle flow-field measurements. A simple representative supersonic transport wing planform, with deflecting flaps, was installed above a two-dimensional mixer/ejector nozzle that was supplied with high-pressure heated air. Various configurations and wing positions with respect to the nozzle were studied. Because of hardware problems, no acoustics and only a limited set of flow-field data were obtained. For most hardware configurations tested, no significant propulsion/airframe integration effects were identified. Significant effects were seen for extreme flap deflections. The combination of the exploratory nature of the test and the limited flow-field instrumentation made it impossible to identify definitive propulsion/airframe integration effects.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19950016385','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19950016385"><span>Wing pressure distributions from subsonic tests of a high-wing transport model. [in the Langley 14- by 22-Foot Subsonic Wind Tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Applin, Zachary T.; Gentry, Garl L., Jr.; Takallu, M. A.</p> <p>1995-01-01</p> <p>A wind tunnel investigation was conducted on a generic, high-wing transport model in the Langley 14- by 22-Foot Subsonic Tunnel. This report contains pressure data that document effects of various model configurations and free-stream conditions on wing pressure distributions. The untwisted wing incorporated a full-span, leading-edge Krueger flap and a part-span, double-slotted trailing-edge flap system. The trailing-edge flap was tested at four different deflection angles (20 deg, 30 deg, 40 deg, and 60 deg). Four wing configurations were tested: cruise, flaps only, Krueger flap only, and high lift (Krueger flap and flaps deployed). Tests were conducted at free-stream dynamic pressures of 20 psf to 60 psf with corresponding chord Reynolds numbers of 1.22 x 10(exp 6) to 2.11 x 10(exp 6) and Mach numbers of 0.12 to 0.20. The angles of attack presented range from 0 deg to 20 deg and were determined by wing configuration. The angle of sideslip ranged from minus 20 deg to 20 deg. In general, pressure distributions were relatively insensitive to free-stream speed with exceptions primarily at high angles of attack or high flap deflections. Increasing trailing-edge Krueger flap significantly reduced peak suction pressures and steep gradients on the wing at high angles of attack. Installation of the empennage had no effect on wing pressure distributions. Unpowered engine nacelles reduced suction pressures on the wing and the flaps.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20090026443','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20090026443"><span>Altitude-Wind-Tunnel Investigation of Oil-System Performance of XR-4360-8 Engine in XTB2D-1 Airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Conrad, E. William</p> <p>1946-01-01</p> <p>An investigation was conducted in the Cleveland altitude wind tunnel to determine the aerodynamic characteristics and the oil delivery critical altitude of the oil-cooler installation of an XTB2D-1 airplane. The investigation was made with the propeller removed end with the engine operating at 1800 brake horsepower, an altitude of 15,000 feet (except for tests of oil-delivery critical altitude), oil-cooler flap deflections from -20 degrees to 20 degrees and inclinations of the thrust axis of 0 degrees, 1.5 degrees, and 6 degrees. At an inclination of the thrust axis of 0 degrees and with the propeller operating, the total-pressure recovery coefficient at the face of the oil cooler varied from 0.84 to 1.10 depending on the flap deflection. With the propeller removed, the best pressure recovery at the face of the oil cooler was obtained at an inclination of the thrust axis of 1.5 degrees. Air-flow separation occurred on the inner surface of the upper lip of the oil-cooler duct inlet at an inclination of the thrust axis of 0 degrees and on the inner surface of the lower lip at 6 degrees. Static pressure coefficients over the duct lips were sufficiently low that no trouble from compressibility would be encountered in level flight. The oil-delivery critical altitude at cruising power (2230 rpm, 1675 bhp) was approximately 18,500 feet for the oil system tested.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018SMaS...27b5006A','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018SMaS...27b5006A"><span>Dynamics and control of twisting bi-stable structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Arrieta, Andres F.; van Gemmeren, Valentin; Anderson, Aaron J.; Weaver, Paul M.</p> <p>2018-02-01</p> <p>Compliance-based morphing structures have the potential to offer large shape adaptation, high stiffness and low weight, while reducing complexity, friction, and scalability problems of mechanism based systems. A promising class of structure that enables these characteristics are multi-stable structures given their ability to exhibit large deflections and rotations without the expensive need for continuous actuation, with the latter only required intermittently. Furthermore, multi-stable structures exhibit inherently fast response due to the snap-through instability governing changes between stable states, enabling rapid configuration switching between the discrete number of programmed shapes of the structure. In this paper, the design and utilisation of the inherent nonlinear dynamics of bi-stable twisting I-beam structures for actuation with low strain piezoelectric materials is presented. The I-beam structure consists of three compliant components assembled into a monolithic single element, free of moving parts, and showing large deflections between two stable states. Finite element analysis is utilised to uncover the distribution of strain across the width of the flange, guiding the choice of positioning for piezoelectric actuators. In addition, the actuation authority is maximised by calculating the generalised coupling coefficient for different positions of the piezoelectric actuators. The results obtained are employed to tailor and test I-beam designs exhibiting desired large deflection between stable states, while still enabling the activation of snap-through with the low strain piezoelectric actuators. To this end, the dynamic response of the I-beams to piezoelectric excitation is investigated, revealing that resonant excitations are insufficient to dynamically trigger snap-through. A novel bang-bang control strategy, which exploits the nonlinear dynamics of the structure successfully triggers both single and constant snap-through between the stable states of the bi-stable twisting I-beam structures. The obtained optimal piezoelectric actuator positioning is not necessarily intuitive and when used with the proposed dynamic actuation strategy serve as a blueprint for the actuation of such multi-stable compliant structures to produce fast and large deflections with highly embeddable actuators. This class of structures has potential applications in aerospace systems and soft/compliant robotics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MS%26E..322c2002G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MS%26E..322c2002G"><span>Research on Durability of Big Recycled Aggregate Self-Compacting Concrete Beam</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gao, Shuai; Liu, Xuliang; Li, Jing; Li, Juan; Wang, Chang; Zheng, Jinkai</p> <p>2018-03-01</p> <p>Deflection and crack width are the most important durability indexes, which play a pivotal role in the popularization and application of the Big Recycled Aggregate Self-Compacting Concrete technology. In this research, comparative study on the Big Recycled Aggregate Self-Compacting Concrete Beam and ordinary concrete beam were conducted by measuring the deflection and crack width index. The results show that both kind of concrete beams have almost equal mid-span deflection value and are slightly different in the maximum crack width. It indicates that the Big Recycled Aggregate Self-Compacting Concrete Beam will be a good substitute for ordinary concrete beam in some less critical structure projects.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19950016678','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19950016678"><span>Euler technology assessment for preliminary aircraft design employing OVERFLOW code with multiblock structured-grid method</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Treiber, David A.; Muilenburg, Dennis A.</p> <p>1995-01-01</p> <p>The viability of applying a state-of-the-art Euler code to calculate the aerodynamic forces and moments through maximum lift coefficient for a generic sharp-edge configuration is assessed. The OVERFLOW code, a method employing overset (Chimera) grids, was used to conduct mesh refinement studies, a wind-tunnel wall sensitivity study, and a 22-run computational matrix of flow conditions, including sideslip runs and geometry variations. The subject configuration was a generic wing-body-tail geometry with chined forebody, swept wing leading-edge, and deflected part-span leading-edge flap. The analysis showed that the Euler method is adequate for capturing some of the non-linear aerodynamic effects resulting from leading-edge and forebody vortices produced at high angle-of-attack through C(sub Lmax). Computed forces and moments, as well as surface pressures, match well enough useful preliminary design information to be extracted. Vortex burst effects and vortex interactions with the configuration are also investigated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19730004196','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19730004196"><span>Space shuttle: Aerodynamic stability, control effectiveness and drag characteristics of a shuttle orbiter configuration at Mach numbers from 0.6 to 4.96</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ramsey, P. E.</p> <p>1972-01-01</p> <p>Experimental aerodynamic investigations were conducted in the NASA/MSFC 14-inch Trisonic Wind Tunnel from Sept. 27 to Oct. 7, 1972 on a 0.004 scale model of the NR ATP baseline shuttle orbiter configuration. Six component aerodynamic force and moment data were recorded at 0 deg sideslip angle over an angle of attack range from 0 to 20 deg for Mach numbers of 0.6 to 4.96, 20 to 40 deg for Mach numbers of 0.6, 0.9, 2.99, and 4.96, and 40 to 60 deg for Mach numbers of 2.99 and 4.96. Data were obtained over a sideslip range of -10 to 10 deg at 0, 10, and 20 deg angles of attack over the Mach range and 30 and 50 deg at Mach numbers of 2.99 and 4.96. The purpose of the test was to define the buildup, performance, stability, and control characteristics of the orbiter configuration. The model parameters, were: body alone; body-wing; body-wing-tail; elevon deflections of 0, 10, -20, and -40 deg both full and split); aileron deflections of plus or minus 10 deg (full and split); rudder flares of 10 and 40 deg, and a rudder deflection of 15 deg about the 10 and 40 deg flare positions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/17810508','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/17810508"><span>Magnetic Field Observations near Mercury: Preliminary Results from Mariner 10.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Ness, N F; Behannon, K W; Lepping, R P; Whang, Y C; Schatten, K H</p> <p>1974-07-12</p> <p>Results are presented from a preliminary analysis of data obtained near Mercury on 29 March 1974 by the NASA-GSFC magnetic field experiment on Mariner 10. Rather unexpectedly, a very well-developed, detached bow shock wave, which develops as the super-Alfvénic solar wind interacts with the planet, has been observed. In addition, a magnetosphere-like region, with maximum field strength of 98 gammas at closest approach (704 kilometers altitude), has been observed, contained within boundaries similar to the terrestrial magnetopause. The obstacle deflecting the solar wind flow is global in size, but the origin of the enhanced magnetic field has not yet been uniquely established. The field may be intrinsic to the planet and distorted by interaction with the solar wind. It may also be associated with a complex induction process whereby the planetary interior-atmosphere-ionosphere interacts with the solar wind flow to generate the observed field by a dynamo action. The complete body of data favors the preliminary conclusion that Mercury has an intrinsic magnetic field. If this is correct, it represents a major scientific discovery in planetary magnetism and will have considerable impact on studies of the origin of the solar system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013APS..DPPBO5011D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013APS..DPPBO5011D"><span>Lunar Swirls: Plasma Magnetic Field Interaction and Dust Transport</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Dropmann, Michael; Laufer, Rene; Herdrich, Georg; Matthews, Lorin; Hyde, Truell</p> <p>2013-10-01</p> <p>In close collaboration between the Center for Astrophysics, Space Physics and Engineering Research (CASPER) at Baylor University, Texas, and the Institute of Space Systems (IRS) at the University of Stuttgart, Germany, two plasma facilities have been established using the Inductively heated Plasma Generator 6 (IPG6), based on proven IRS designs. A wide range of applications is currently under consideration for both test and research facilities. Basic investigations in the area of plasma radiation and catalysis, simulation of certain parameters of fusion divertors and space applications are planned. In this paper, the facility at Baylor University (IPG6-B) will be used for simulation of mini-magnetospheres on the Moon. The interaction of the solar wind with magnetic fields leads to the formation of electric fields, which can influence the incoming solar wind ion flux and affect dust transport processes on the lunar surface. Both effects may be partially responsible for the occurrence of lunar swirls. Interactions of the solar wind with such mini-magnetospheres will be simulated in the IPG6-B by observing the interaction between a plasma jet and a permanent magnet. The resulting data should lead to better models of dust transport processes and solar wind deflection on the moon.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2005SPIE.5715..190I','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2005SPIE.5715..190I"><span>Design and fabrication of giant micromirrors using electroplating-based technology</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ilias, Samir; Topart, Patrice A.; Larouche, Carl; Leclair, Sebastien; Jerominek, Hubert</p> <p>2005-01-01</p> <p>Giant micromirrors with large scanning deflection and good flatness are required for many space and terrestrial applications. A novel approach to manufacturing this category of micromirrors is proposed. The approach combines selective electroplating and flip-chip based technologies. It allows for large air gaps, flat and smooth active micromirror surfaces and permits independent fabrication of the micromirrors and control electronics, avoiding temperature and sacrificial layer incompatibilities between them. In this work, electrostatically actuated piston and torsion micromirrors were designed and simulated. The simulated structures were designed to allow large deflection, i.e. piston displacement larger than 10 um and torsional deflection up to 35°. To achieve large micromirror deflections, up to seventy micron-thick resists were used as a micromold for nickel and solder electroplating. Smooth micromirror surfaces (roughness lower than 5 nm rms) and large radius of curvature (R as large as 23 cm for a typical 1000x1000 um2 micromirror fabricated without address circuits) were achieved. A detailed fabrication process is presented. First piston mirror prototypes were fabricated and a preliminary evaluation of static deflection of a piston mirror is presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018BoLMe.tmp..178G','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018BoLMe.tmp..178G"><span>On Wind Forces in the Forest-Edge Region During Extreme-Gust Passages and Their Implications for Damage Patterns</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Gromke, Christof; Ruck, Bodo</p> <p>2018-03-01</p> <p>A damage pattern that is occasionally found after a period of strong winds shows an area of damaged trees inside a forest stand behind an intact stripe of trees directly at the windward edge. In an effort to understand the mechanism leading to this damage pattern, wind loading in the forest-edge region during passages of extreme gusts with different characteristics are investigated using a scaled forest model in the wind tunnel. The interaction of a transient extreme gust with the stationary atmospheric boundary layer (ABL) as a background flow at the forest edge leads to the formation of a vortex at the top of the canopy. This vortex intensifies when travelling downstream and subsequently deflects high-momentum air from above the canopy downwards resulting in increased wind loading on the tree crowns. Under such conditions, the decrease in wind loading in the streamwise direction can be relatively weak compared to stationary ABL approach flows. The resistance of trees with streamwise distance from the forest edge, however, is the result of adaptive growth to wind loading under stationary flow conditions and shows a rapid decline within two to three tree heights behind the windward edge. For some of the extreme gusts realized, an exceedance of the wind loading over the resistance of the trees is found at approximately three tree heights behind the forest edge, suggesting that the damage pattern described above can be caused by the interaction of a transient extreme gust with the stationary ABL flow.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19880004696','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19880004696"><span>Wind tunnel results for a high-speed, natural laminar-flow airfoil designed for general aviation aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Sewall, William G.; Mcghee, Robert J.; Viken, Jeffery K.; Waggoner, Edgar G.; Walker, Betty S.; Millard, Betty F.</p> <p>1985-01-01</p> <p>Two dimensional wind tunnel tests were conducted on a high speed natural laminar flow airfoil in both the Langley 6 x 28 inch Transonic Tunnel and the Langley Low Turbulence Pressure Tunnel. The test conditions consisted of Mach numbers ranging from 0.10 to 0.77 and Reynolds numbers ranging from 3 x 1 million to 11 x 1 million. The airfoil was designed for a lift coefficient of 0.20 at a Mach number of 0.70 and Reynolds number of 11 x 1 million. At these conditions, laminar flow would extend back to 50 percent chord of the upper surface and 70 percent chord of the lower surface. Low speed results were also obtained with a 0.20 chord trailing edge split flap deflected 60 deg.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/18764463','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/18764463"><span>Anomalous flow deflection at earth's low-Alfvén-Mach-Number bow shock.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Nishino, Masaki N; Fujimoto, Masaki; Phan, Tai-Duc; Mukai, Toshifumi; Saito, Yoshifumi; Kuznetsova, Masha M; Rastätter, Lutz</p> <p>2008-08-08</p> <p>Earth's magnetosphere is an obstacle to the supersonic solar wind and the bow shock is formed in the front side of it. In ordinary hydrodynamics, the flow decelerated at the shock is diverted around the obstacle symmetrically about the Earth-Sun line, which is indeed observed in the magnetosheath most of the time. Here we show a case under a very low-density solar wind in which duskward flow was observed in the dawnside magnetosheath. A Rankine-Hugoniot test shows that the magnetic effect is crucial for this "wrong flow" to appear. A full three-dimensional magnetohydrodynamics (MHD) simulation of the situation confirming this interpretation and earlier simulations is also performed. It is illustrated that in addition to the "wrong flow" feature, various peculiar characteristics appear in the global picture of the MHD flow interaction with the obstacle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1981STIA...8237774W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1981STIA...8237774W"><span>Rotorblades for large wind turbines</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wackerle, P. M.; Hahn, M.</p> <p>1981-09-01</p> <p>Details of the design work and manufacturing process for a running prototype production of 25 m long composite rotor blades for wind energy generators are presented. The blades are of the 'integrated spar design' type and consist of a glass fiber skin and a PVC core. A computer program (and its action tree) is used for the analysis of the multi-connected hybrid cross-section, in order to achieve optimal design specifications. Four tools are needed for the production of two blade types, including two molds, and milling, cutting and drilling jigs. The manufacturing processes for the molds, jigs and blades are discussed in detail. The final acceptance of the blade is based on a static test where the flexibility of the blade is checked by magnitude of load and deflection, and a dynamic test evaluating the natural frequencies in bending and torsion.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081213','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081213"><span>Wind-tunnel Tests of a Hall High-life Wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Weick, Fred E; Sanders, Robert</p> <p>1932-01-01</p> <p>Wind-tunnel tests have been made to find the lift, drag, and center-of-pressure characteristics of a Hall high-lift wing model. The Hall wing is essentially a split-flap airfoil with an internal air passage. Air enters the passage through an opening in the lower surface somewhat back of and parallel to the leading edge, and flows out through an opening made by deflecting the rear portion of the under surface downward as a flap. For ordinary flight conditions the front opening and the rear flap can be closed, providing in effect a conventional airfoil (the Clark Y in this case). The tests were made with various flap settings and with the entrance to the passage both open and closed. The highest lift coefficient found, C(sub L) = 2.08, was obtained with the passage closed.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_18");'>18</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li class="active"><span>20</span></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_20 --> <div id="page_21" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li class="active"><span>21</span></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="401"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760003946','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760003946"><span>Transonic pressure measurements and comparison of theory to experiment for an arrow-wing configuration. Volume 1: Experimental data report, base configuration and effects of wing twist and leading-edge configuration. [wind tunnel tests, aircraft models</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Manro, M. E.; Manning, K. J. R.; Hallstaff, T. H.; Rogers, J. T.</p> <p>1975-01-01</p> <p>A wind tunnel test of an arrow-wing-body configuration consisting of flat and twisted wings, as well as a variety of leading- and trailing-edge control surface deflections, was conducted at Mach numbers from 0.4 to 1.1 to provide an experimental pressure data base for comparison with theoretical methods. Theory-to-experiment comparisons of detailed pressure distributions were made using current state-of-the-art attached and separated flow methods. The purpose of these comparisons was to delineate conditions under which these theories are valid for both flat and twisted wings and to explore the use of empirical methods to correct the theoretical methods where theory is deficient.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920016267','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920016267"><span>A low-speed wind tunnel study of vortex interaction control techniques on a chine-forebody/delta-wing configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Rao, Dhanvada M.; Bhat, M. K.</p> <p>1992-01-01</p> <p>A low speed wind tunnel evaluation was conducted of passive and active techniques proposed as a means to impede the interaction of forebody chine and delta wing vortices, when such interaction leads to undesirable aerodynamic characteristics particularly in the post stall regime. The passive method was based on physically disconnecting the chine/wing junction; the active technique employed deflection of inboard leading edge flaps. In either case, the intent was to forcibly shed the chine vortices before they encountered the downwash of wing vortices. Flow visualizations, wing pressures, and six component force/moment measurements confirmed the benefits of forced vortex de-coupling at post stall angles of attack and in sideslip, viz., alleviation of post stall zero beta asymmetry, lateral instability and twin tail buffet, with insignificant loss of maximum lift.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19920023819','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19920023819"><span>Further wind tunnel investigation of the SM701 airfoil with aileron and turbulators</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Steen, Gregory; Nicks, Oran; Heffner, Michael</p> <p>1992-01-01</p> <p>Wind tunnel tests were performed on a two-dimensional model of the SM701 airfoil designed for use on the World Class gliders. The test covered a range of Reynolds numbers from 500,000 to 1.7 million. Aerodynamic forces and moments were measured with an external balance. Momentum loss method measurements of the section drag coefficient were also made. Flow visualization techniques provided information on transition from laminar to turbulent flow. Lift, drag, and pitching moment were analyzed and comparisons were made with predicted and previously obtained experimental data. The effects of V-tape turbulators for use in turbulent drag reduction were studied. The performance of a 25 percent chord aileron deflected through plus or minus 20 degrees was researched. The model was designed, constructed, and tested by students at Texas A&M University.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20130000578','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20130000578"><span>Improved Displacement Transfer Functions for Structure Deformed Shape Predictions Using Discretely Distributed Surface Strains</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ko, William L.; Fleischer, Van Tran</p> <p>2012-01-01</p> <p>In the formulations of earlier Displacement Transfer Functions for structure shape predictions, the surface strain distributions, along a strain-sensing line, were represented with piecewise linear functions. To improve the shape-prediction accuracies, Improved Displacement Transfer Functions were formulated using piecewise nonlinear strain representations. Through discretization of an embedded beam (depth-wise cross section of a structure along a strain-sensing line) into multiple small domains, piecewise nonlinear functions were used to describe the surface strain distributions along the discretized embedded beam. Such piecewise approach enabled the piecewise integrations of the embedded beam curvature equations to yield slope and deflection equations in recursive forms. The resulting Improved Displacement Transfer Functions, written in summation forms, were expressed in terms of beam geometrical parameters and surface strains along the strain-sensing line. By feeding the surface strains into the Improved Displacement Transfer Functions, structural deflections could be calculated at multiple points for mapping out the overall structural deformed shapes for visual display. The shape-prediction accuracies of the Improved Displacement Transfer Functions were then examined in view of finite-element-calculated deflections using different tapered cantilever tubular beams. It was found that by using the piecewise nonlinear strain representations, the shape-prediction accuracies could be greatly improved, especially for highly-tapered cantilever tubular beams.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..245c2065M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..245c2065M"><span>Numerical Study on Deflection Behaviour of Concrete Beams Reinforced with GFRP Bars</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Mohamed, Osama A.; Khattab, Rania; Hawat, Waddah Al</p> <p>2017-10-01</p> <p>Fiber-Reinforced Polymer (FRP) bars are gaining popularity as sustainable alternatives to conventional reinforcing steel bars in reinforced concrete applications. The production of FRP bars has lower environmental impact compared to steel reinforcing bars. In addition, the non-corroding FRP materials can potentially decrease the cost or need for maintenance of reinforced concrete structural elements, especially in harsh environmental conditions that can impact both concrete and reinforcement. FRP bars offer additional favourable properties including high tensile strength and low unit weight. However, the mechanical properties of FRP bars can lead to large crack widths and deflections. The objective of this study is to investigate the deflection behaviour of concrete beams reinforced with Glass FRP (GFRP) bars as a longitudinal main reinforcement. Six concrete beams reinforced with GFRP bars were modelled using the finite element computer program ANSYS. The main variable considered in the study is the reinforcement ratio. The deflection equations in current North American codes including ACI 440.1R-06, ACI 440.1R-15 and CSA S806-12 are used to compute deflections, and these are compared to numerical results. It was concluded in this paper that deflections predicted by ACI 440.1R-06 equations are lower than the numerical analysis results while ACI 440.1R-15 is in agreement with numerical analysis with tendency to be conservative. The values of deflections estimated by CSA S806-12 formulas are consistent with results of numerical analysis.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160010094','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160010094"><span>Meeting the Grand Challenge of Protecting Astronauts Health: Electrostatic Active Space Radiation Shielding for Deep Space Missions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Tripathi, Ram K.</p> <p>2016-01-01</p> <p>This report describes the research completed during 2011 for the NASA Innovative Advanced Concepts (NIAC) project. The research is motivated by the desire to safely send humans in deep space missions and to keep radiation exposures within permitted limits. To this end current material shielding, developed for low earth orbit missions, is not a viable option due to payload and cost penalties. The active radiation shielding is the path forward for such missions. To achieve active space radiation shielding innovative large lightweight gossamer space structures are used. The goal is to deflect enough positive ions without attracting negatively charged plasma and to investigate if a charged Gossamer structure can perform charge deflections without significant structural instabilities occurring. In this study different innovative configurations are explored to design an optimum active shielding. In addition, to establish technological feasibility experiments are performed with up to 10kV of membrane charging, and an electron flux source with up to 5keV of energy and 5mA of current. While these charge flux energy levels are much less than those encountered in space, the fundamental coupled interaction of charged Gossamer structures with the ambient charge flux can be experimentally investigated. Of interest are, will the EIMS remain inflated during the charge deflections, and are there visible charge flux interactions. Aluminum coated Mylar membrane prototype structures are created to test their inflation capability using electrostatic charging. To simulate the charge flux, a 5keV electron emitter is utilized. The remaining charge flux at the end of the test chamber is measured with a Faraday cup mounted on a movable boom. A range of experiments with this electron emitter and detector were performed within a 30x60cm vacuum chamber with vacuum environment capability of 10-7 Torr. Experiments are performed with the charge flux aimed at the electrostatically inflated membrane structure (EIMS) in both charged and uncharged configurations. The amount of charge shielding behind and around the EIMS was studied for different combinations of membrane structure voltages and electron energies. Both passive and active shielding were observed, with active shielding capable of deflecting nearly all incoming electrons. The pattern of charge distribution around the structure was studied as well as the stability of the structures in the charge flow. The charge deflection experiments illustrate that the EIMS remain inflated during charge deflection, but will experience small amplitude oscillations. Investigations were performed to determine a potential cause of the vibrations. It is postulated these vibrations are due to the charge flux causing local membrane charge distribution changes. As the membrane structure inflation pressure is changed, the shape responds, and causes the observed sustained vibration. Having identified this phenomenon is important when considering electrostatically inflated membrane structures (EIMS) in a space environment. Additionally, this project included a study of membrane material impacts, specifically the impact of membrane thickness. Extremely thin materials presented new challenges with vacuum preparation techniques and rapid charging. The thinner and lighter membrane materials were successfully inflated using electrostatic forces in a vacuum chamber. However, care must be taken when varying the potentials of such lighter structures as the currents can cause local heating and melting of the very thin membranes. Lastly, a preliminary analysis is performed to study rough order of magnitude power requirements for using EIMS for radiation shielding. The EIMS power requirement becomes increasingly more challenging as the spacecraft voltage is increased. As a result, the emphasis is on the deflection of charges away from the spacecraft rather than totally stopping them. This significantly alleviates the initial power requirements. With modest technological development(s) active shielding is emerging to be a viable option.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/pages/biblio/1379934-optical-metasurfaces-high-angle-steering-visible-wavelengths','SCIGOV-DOEP'); return false;" href="https://www.osti.gov/pages/biblio/1379934-optical-metasurfaces-high-angle-steering-visible-wavelengths"><span>Optical metasurfaces for high angle steering at visible wavelengths</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/pages">DOE PAGES</a></p> <p>Lin, Dianmin; Melli, Mauro; Poliakov, Evgeni; ...</p> <p>2017-05-23</p> <p>Metasurfaces have facilitated the replacement of conventional optical elements with ultrathin and planar photonic structures. Previous designs of metasurfaces were limited to small deflection angles and small ranges of the angle of incidence. Here, we have created two types of Si-based metasurfaces to steer visible light to a large deflection angle. These structures exhibit high diffraction efficiencies over a broad range of angles of incidence. We have demonstrated metasurfaces working both in transmission and reflection modes based on conventional thin film silicon processes that are suitable for the large-scale fabrication of high-performance devices.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770010057','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770010057"><span>Supersonic pressure measurements and comparison of theory to experiment for an arrow-wing configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Manro, M. E.</p> <p>1976-01-01</p> <p>A wind tunnel test of an arrow-wing-body configuration consisting of flat and twisted wings, as well as leading- and trailing-edge control surface deflections, was conducted at Mach numbers from 1.54 to 2.50 to provide an experimental pressure data base for comparison with theoretical methods. Theory-to-experiment comparisons of detailed pressure distributions were made using a state-of-the-art inviscid flow, constant-pressure-panel method. Emphasis was on conditions under which this theory is valid for both flat and twisted wings.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930092785','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930092785"><span>Wind-Tunnel Investigation of a Rectangular NACA 2212 Airfoil with Semispan Ailerons and with Nonperforated, Balanced Double Split Flaps for Use as Aerodynamic Brakes</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ivey, Margaret F</p> <p>1945-01-01</p> <p>Flat-plate flaps with no wing cutouts and flaps having Clark Y sections with corresponding cutouts made in wing were tested for various flap deflections, chord-wise locations, and gaps between flaps and airfoil contour. The drag was slightly lower for wing with airfoil section flaps. Satisfactory aileron effectiveness was obtained with flap gap of 20% wing chord and flap-nose location of 80 percent wing chord behind leading edge. Airflow was smooth and buffeting negligible.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://images.nasa.gov/#/details-PIA00423.html','SCIGOVIMAGE-NASA'); return false;" href="https://images.nasa.gov/#/details-PIA00423.html"><span>Triton Southern Hemisphere</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://images.nasa.gov/">NASA Image and Video Library</a></p> <p></p> <p>1998-06-08</p> <p>This polar projection from NASA Voyager 2 of Triton southern hemisphere provides a view of the southern polar cap and bright equatorial fringe. The margin of the cap is scalloped and ranges in latitude from +10 degrees to -30 degrees. The bright fringe is closely associated with the cap's margin; from it, diffuse bright rays extend north-northeast for hundreds of kilometers. The bright fringe probably consists of very fresh nitrogen frost or snow, and the rays consist of bright-fringe materials that were redistributed by north-moving Coriolis-deflected winds. http://photojournal.jpl.nasa.gov/catalog/PIA00423</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADB814330','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADB814330"><span>Wind-Tunnel Investigation of the Effect of Vertical Position of the Wing on the Side Flow in the Region of the Vertical Tail</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1941-04-01</p> <p>measured with a bank of pitot -yaw tubes-connected to a direct-reading multiple-tube manometer. The- bank of pitot -yaw tubes was so mounted as- to...neutral and deflected 60°. These Surveys were made on a cross-tunnel line 2.26 inches above the fuselage center line, and the pitot -yaw tubes were...Langley Field-, 7a-., January 30, 1941. NACA Technical Note So. 804 17 REFERENCES 1. Pearson, Henry A., and Jones, Robert T. : Theoretical</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19820011303','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19820011303"><span>Transonic pressure measurements and comparison of theory to experiment for three arrow-wing configurations</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Manro, M. E.</p> <p>1982-01-01</p> <p>Wind tunnel tests of arrow-wing body configurations consisting of flat, twisted, and cambered twisted wings, as well as a variety of leading and trailing edge control surface deflections, were conducted at Mach numbers from 0.4 to 1.05 to provide an experimental pressure data base for comparison with theoretical methods. Theory to experiment comparisons of detailed pressure distributions were made using state of the art attached flow methods. Conditions under which these theories are valid for these wings are presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20100016316','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20100016316"><span>Aeroelasticity Benchmark Assessment: Subsonic Fixed Wing Program</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Florance, Jennifer P.; Chwalowski, Pawel; Wieseman, Carol D.</p> <p>2010-01-01</p> <p>The fundamental technical challenge in computational aeroelasticity is the accurate prediction of unsteady aerodynamic phenomena and the effect on the aeroelastic response of a vehicle. Currently, a benchmarking standard for use in validating the accuracy of computational aeroelasticity codes does not exist. Many aeroelastic data sets have been obtained in wind-tunnel and flight testing throughout the world; however, none have been globally presented or accepted as an ideal data set. There are numerous reasons for this. One reason is that often, such aeroelastic data sets focus on the aeroelastic phenomena alone (flutter, for example) and do not contain associated information such as unsteady pressures and time-correlated structural dynamic deflections. Other available data sets focus solely on the unsteady pressures and do not address the aeroelastic phenomena. Other discrepancies can include omission of relevant data, such as flutter frequency and / or the acquisition of only qualitative deflection data. In addition to these content deficiencies, all of the available data sets present both experimental and computational technical challenges. Experimental issues include facility influences, nonlinearities beyond those being modeled, and data processing. From the computational perspective, technical challenges include modeling geometric complexities, coupling between the flow and the structure, grid issues, and boundary conditions. The Aeroelasticity Benchmark Assessment task seeks to examine the existing potential experimental data sets and ultimately choose the one that is viewed as the most suitable for computational benchmarking. An initial computational evaluation of that configuration will then be performed using the Langley-developed computational fluid dynamics (CFD) software FUN3D1 as part of its code validation process. In addition to the benchmarking activity, this task also includes an examination of future research directions. Researchers within the Aeroelasticity Branch will examine other experimental efforts within the Subsonic Fixed Wing (SFW) program (such as testing of the NASA Common Research Model (CRM)) and other NASA programs and assess aeroelasticity issues and research topics.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/24073768','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/24073768"><span>Real-world injury patterns associated with Hybrid III sternal deflections in frontal crash tests.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Brumbelow, Matthew L; Farmer, Charles M</p> <p>2013-01-01</p> <p>This study investigated the relationship between the peak sternal deflection measurements recorded by the Hybrid III 50th percentile male anthropometric test device (ATD) in frontal crash tests and injury and fatality outcomes for drivers in field crashes. ATD sternal deflection data were obtained from the Insurance Institute for Highway Safety's 64 km/h, 40 percent overlap crashworthiness evaluation tests for vehicles with seat belt crash tensioners, load limiters, and good-rated structure. The National Automotive Sampling System Crashworthiness Data System (NASS-CDS) was queried for frontal crashes of these vehicles in which the driver was restrained by a seat belt and air bag. Injury probability curves were calculated by frontal crash type using the injuries coded in NASS-CDS and peak ATD sternal deflection data. Fatality Analysis Reporting System (FARS) front-to-front crashes with exactly one driver death were also studied to determine whether the difference in measured sternal deflections for the 2 vehicles was related to the odds of fatality. For center impacts, moderate overlaps, and large overlaps in NASS-CDS, the probability of the driver sustaining an Abbreviated Injury Scale (AIS) score ≥ 3 thoracic injury, or any nonextremity AIS ≥ 3 injury, increased with increasing ATD sternal deflection measured in crash tests. For small overlaps, however, these probabilities decreased with increasing deflection. For FARS crashes, the fatally injured driver more often was in the vehicle with the lower measured deflection in crash tests (55 vs. 45%). After controlling for other factors, a 5-mm difference in measured sternal deflections between the 2 vehicles was associated with a fatality odds ratio of 0.762 for the driver in the vehicle with the greater deflection (95% confidence interval = 0.373, 1.449). Restraint systems that reduce peak Hybrid III sternal deflection in a moderate overlap crash test are beneficial in real-world crashes with similar or greater overlap but likely have a disbenefit in crashes with small overlap. This may occur because belt-force limiters employed to control deflections allow excursion that could produce contact with interior vehicle components in small overlaps, given the more oblique occupant motion and potential inboard movement of the air bag. Although based on a limited number of cases, this interpretation is supported by differences in skeletal fracture locations among drivers in crashes with different overlaps. Current restraint systems could be improved by designs that reduce sternal deflection in moderate and large overlap crashes without increasing occupant excursion in small overlap crashes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770012543','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770012543"><span>Structural stiffness, strength and dynamic characteristics of large tetrahedral space truss structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mikulas, M. M., Jr.; Bush, H. G.; Card, M. F.</p> <p>1977-01-01</p> <p>Physical characteristics of large skeletal frameworks for space applications are investigated by analyzing one concept: the tetrahedral truss, which is idealized as a sandwich plate with isotropic faces. Appropriate analytical relations are presented in terms of the truss column element properties which for calculations were taken as slender graphite/epoxy tubes. Column loads, resulting from gravity gradient control and orbital transfer, are found to be small for the class structure investigated. Fundamental frequencies of large truss structures are shown to be an order of magnitude lower than large earth based structures. Permissible loads are shown to result in small lateral deflections of the truss due to low-strain at Euler buckling of the slender graphite/epoxy truss column elements. Lateral thermal deflections are found to be a fraction of the truss depth using graphite/epoxy columns.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20120006022&hterms=pzt&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dpzt','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20120006022&hterms=pzt&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dpzt"><span>Preliminary Design and Evaluation of an Airfoil with Continuous Trailing-Edge Flap</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Shen, Jinwei; Thornburgh, Robert P.; Kreshock, Andrew R.; Wilbur, Matthew L.; Liu, Yi</p> <p>2012-01-01</p> <p>This paper presents the preliminary design and evaluation of an airfoil with active continuous trailing-edge flap (CTEF) as a potential rotorcraft active control device. The development of structural cross-section models of a continuous trailing-edge flap airfoil is described. The CTEF deformations with MFC actuation are predicted by NASTRAN and UM/VABS analyses. Good agreement is shown between the predictions from the two analyses. Approximately two degrees of CTEF deflection, defined as the rotation angle of the trailing edge, is achieved with the baseline MFC-PZT bender. The 2D aerodynamic characteristics of the continuous trailing-edge flap are evaluated using a CFD analysis. The aerodynamic efficiency of a continuous trailing-edge flap is compared to that of a conventional discrete trailing-edge flap (DTEF). It is found that the aerodynamic characteristics of a CTEF are equivalent to those of a conventional DTEF with the same deflection angle but with a smaller flap chord. A fluid structure interaction procedure is implemented to predict the deflection of the continuous trailingedge flap under aerodynamic pressure. The reductions in CTEF deflection are overall small when aerodynamic pressure is applied: 2.7% reduction is shown with a CTEF deflection angle of two degrees and at angle of attack of six degrees. In addition, newly developed MFC-PMN actuator is found to be a good supplement to MFC-PZT when applied as the bender outside layers. A mixed MFC-PZT and MFC-PMN bender generates 3% more CTEF deformation than an MFC-PZT only bender and 5% more than an MFC-PMN only bender under aerodynamic loads.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3231266','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3231266"><span>The Potential for Harvesting Energy from the Movement of Trees</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>McGarry, Scott; Knight, Chris</p> <p>2011-01-01</p> <p>Over the last decade, wireless devices have decreased in size and power requirements. These devices generally use batteries as a power source but can employ additional means of power, such as solar, thermal or wind energy. However, sensor networks are often deployed in conditions of minimal lighting and thermal gradient such as densely wooded environments, where even normal wind energy harvesting is limited. In these cases a possible source of energy is from the motion of the trees themselves. We investigated the amount of energy and power available from the motion of a tree in a sheltered position, during Beaufort 4 winds. We measured the work performed by the tree to lift a mass, we measured horizontal acceleration of free movement, and we determined the angular deflection of the movement of the tree trunk, to determine the energy and power available to various types of harvesting devices. We found that the amount of power available from the tree, as demonstrated by lifting a mass, compares favourably with the power required to run a wireless sensor node. PMID:22163695</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/17832984','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/17832984"><span>Initial observations of the pioneer venus orbiter solar wind plasma experiment.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Wolfe, J; Intriligator, D S; Mihalov, J; Collard, H; McKibbin, D; Whitten, R; Barnes, A</p> <p>1979-02-23</p> <p>Initial results of observations of the solar wind interaction with Venus indicate that Venus has a well-defined, strong, standing bow shock wave. Downstream from the shock, an ionosheath is observed in which the compressed and heated postshock plasma evidently interacts directly with the Venus ionosphere. Plasma ion velocity deflections observed within the ionosheath are consistent with flow around the blunt shape of the ionopause. The ionopause boundary is observed and defined by this experiment as the location where the ionosheath ion flow is first excluded. The positions of the bow shock and ionopause are variable and appear to respond to changes in the external solar wind pressure. Near the terminator the bow shock was observed at altitudes of approximately 4600 to approximately 12,000 kilometers. The ionopause altitutde ranged fromn as low as approximately 450 to approximately 1950 kilometers. Within the Venus ionosphere low-energy ions (energy per untit charge < 30 volts) were detected and have been tentatively idtentified as nonflowing ionospheric ions incident from a direction along the spacecraft velocity vector.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110007320','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110007320"><span>Conical Shock-Strength Determination on a Low-Sonic-Boom Aircraft Model by Doppler Global Velocimetry</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Herring, Gregory C.; Meyers, James F.</p> <p>2011-01-01</p> <p>A nonintrusive technique Doppler global velocimetry (DGV) was used to determine conical shock strengths on a supersonic-cruise low-boom aircraft model. The work was performed at approximately Mach 2 in the Unitary Plan Wind Tunnel. Water is added to the wind tunnel flow circuit, generating small ice particles used as seed particles for the laser-based velocimetry. DGV generates two-dimensional (2-D) maps of three components of velocity that span the oblique shock. Shock strength (i.e. fractional pressure increase) is determined from observation of the flow deflection angle across the shock in combination with the standard shock relations. Although DGV had conveniently and accurately determined shock strengths from the homogenous velocity fields behind 2-D planar shocks, the inhomogeneous 3-D velocity fields behind the conical shocks presented additional challenges. Shock strength measurements for the near-field conical nose shock were demonstrated and compared with previously-published static pressure probe data for the same model in the same wind tunnel. Fair agreement was found between the two sets of results.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19750007651','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19750007651"><span>Results of investigations (OA77 and OA78) on an 0.015-scale 140A/B configuration space shuttle vehicle orbiter model 49-0 in the AEDC VKF B and C wind tunnels, revision A</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Gillins, R. L.</p> <p>1975-01-01</p> <p>Aerodynamic data obtained from wind tunnel tests of an 0.015-scale 140A/B configuration SSV Orbiter model in the AEDC VKF B and C wind tunnels are presented. Tests were conducted at Mach numbers of 6 and 8 in the B tunnel and at a Mach number of 10 to in the C tunnel to verify hypersonic stability and control characteristics, determine control surface effectiveness, and investigate Reynolds number effects of the 140A/B configuration. Force data were obtained for various control surface settings and Reynolds numbers in the angle-of-attack range of 15 deg to 45 deg and at angles of sideslip of -5 deg to +10 deg. Data were obtained for a few configurations at angles of attack from -27 deg to 45 deg. Control surface variables included elevon, rudder, speedbrake and bodyflap deflections. The effects of an alternate wing leading edge shape were investigated to determine its hypersonic stability and control characteristics.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_19");'>19</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li class="active"><span>21</span></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_21 --> <div id="page_22" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li class="active"><span>22</span></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="421"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017IAUS..329..246E','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017IAUS..329..246E"><span>New Insights into the Puzzling P-Cygni Profiles of Magnetic Massive Stars</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Erba, Christiana; David-Uraz, Alexandre; Petit, Véronique; Owocki, Stanley P.</p> <p>2017-11-01</p> <p>Magnetic massive stars comprise approximately 10% of the total OB star population. Modern spectropolarimetry shows these stars host strong, stable, large-scale, often nearly dipolar surface magnetic fields of 1 kG or more. These global magnetic fields trap and deflect outflowing stellar wind material, forming an anisotropic magnetosphere that can be probed with wind-sensitive UV resonance lines. Recent HST UV spectra of NGC 1624-2, the most magnetic O star observed to date, show atypically unsaturated P-Cygni profiles in the Civ resonant doublet, as well as a distinct variation with rotational phase. We examine the effect of non-radial, magnetically-channeled wind outflow on P-Cygni line formation, using a Sobolev Exact Integration (SEI) approach for direct comparison with HST UV spectra of NGC 1624-2. We demonstrate that the addition of a magnetic field desaturates the absorption trough of the P-Cygni profiles, but further efforts are needed to fully account for the observed line profile variation. Our study thus provides a first step toward a broader understanding of how strong magnetic fields affect mass loss diagnostics from UV lines.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770026170','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770026170"><span>Wind tunnel and analytical investigation of over-the-wing propulsion/air frame interferences for a short-haul aircraft at Mach numbers from 0.6 to 0.78. [conducted in the Lewis 8 by 6 foot tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Wells, O. D.; Lopez, M. L.; Welge, H. R.; Henne, P. A.; Sewell, A. E.</p> <p>1977-01-01</p> <p>Results of analytical calculations and wind tunnel tests at cruise speeds of a representative four engine short haul aircraft employing upper surface blowing (USB) with a supercritical wing are discussed. Wind tunnel tests covered a range of Mach number M from 0.6 to 0.78. Tests explored the use of three USB nozzle configurations. Results are shown for the isolated wing body and for each of the three nozzle types installed. Experimental results indicate that a low angle nacelle and streamline contoured nacelle yielded the same interference drag at the design Mach number. A high angle powered lift nacelle had higher interference drag primarily because of nacelle boattail low pressures and flow separation. Results of varying the spacing between the nacelles and the use of trailing edge flap deflections, wing upper surface contouring, and a convergent-divergent nozzle to reduce potential adverse jet effects were also discussed. Analytical comparisons with experimental data, made for selected cases, indicate favorable agreement.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22163695','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22163695"><span>The potential for harvesting energy from the movement of trees.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>McGarry, Scott; Knight, Chris</p> <p>2011-01-01</p> <p>Over the last decade, wireless devices have decreased in size and power requirements. These devices generally use batteries as a power source but can employ additional means of power, such as solar, thermal or wind energy. However, sensor networks are often deployed in conditions of minimal lighting and thermal gradient such as densely wooded environments, where even normal wind energy harvesting is limited. In these cases a possible source of energy is from the motion of the trees themselves. We investigated the amount of energy and power available from the motion of a tree in a sheltered position, during Beaufort 4 winds. We measured the work performed by the tree to lift a mass, we measured horizontal acceleration of free movement, and we determined the angular deflection of the movement of the tree trunk, to determine the energy and power available to various types of harvesting devices. We found that the amount of power available from the tree, as demonstrated by lifting a mass, compares favourably with the power required to run a wireless sensor node.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013SMaS...22i5025S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013SMaS...22i5025S"><span>Development and wind tunnel evaluation of a shape memory alloy based trim tab actuator for a civil aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Senthilkumar, P.; Jayasankar, S.; Satisha; Sateesh, V. L.; Kamaleshaiah, M. S.; Dayananda, G. N.</p> <p>2013-09-01</p> <p>This paper presents the development and wind tunnel evaluation of a shape memory alloy (SMA) based smart trim tab for a typical two seater civil aircraft. The SMA actuator was housed in the port side of the elevator for the purpose of actuating the trim tab. Wind tunnel tests were conducted on a full scale horizontal tail model with elevator and trim tab at free stream speeds of 25, 35 and 45 m s-1, and also for a number of deflections of the elevator (30° up, 0° neutral and 25° down) and trim tab (11° and 21° up and 15° and 31° down). To measure the hinge moment experienced by the trim tab under various test conditions, two miniaturized balances were designed and fabricated. A gain scheduled proportional integral (GSPI) controller was developed to control the SMA actuated smart trim tab. It was confirmed during the tests that the trim tab could be controlled at the desired position against the aerodynamic loads acting on it for the various test conditions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20050204125','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20050204125"><span>Finite Macro-Element Mesh Deformation in a Structured Multi-Block Navier-Stokes Code</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Bartels, Robert E.</p> <p>2005-01-01</p> <p>A mesh deformation scheme is developed for a structured multi-block Navier-Stokes code consisting of two steps. The first step is a finite element solution of either user defined or automatically generated macro-elements. Macro-elements are hexagonal finite elements created from a subset of points from the full mesh. When assembled, the finite element system spans the complete flow domain. Macro-element moduli vary according to the distance to the nearest surface, resulting in extremely stiff elements near a moving surface and very pliable elements away from boundaries. Solution of the finite element system for the imposed boundary deflections generally produces smoothly varying nodal deflections. The manner in which distance to the nearest surface has been found to critically influence the quality of the element deformation. The second step is a transfinite interpolation which distributes the macro-element nodal deflections to the remaining fluid mesh points. The scheme is demonstrated for several two-dimensional applications.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/4705499','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/4705499"><span>RESONATOR PARTICLE SEPARATOR</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Blewett, J.P.; Kiesling, J.D.</p> <p>1963-06-11</p> <p>A wave-guide resonator structure is designed for use in separating particles of equal momentum but differing in mass, having energies exceeding one billion eiectron volts. The particles referred to are those of sub-atomic size and are generally produced as a result of the bombardment of a target by a beam such as protons produced in a high energy accelerator. In the resonator a travelling electric wave is produced which travels at the same rate of speed as the unwanted particle which is thus deflected continuously over the length of the resonator. The wanted particle is slightly out of phase with the travelling wave so that over the whole length of the resonator it has a net deflection of substantially zero. The travelling wave is established in a wave guide of rectangular cross section in which stubs are provided to store magnetic wave energy leaving the electric wave energy in the main structure to obtain the desired travelling wave and deflection. The stubs are of such shape and spacing to establish a critical mathemitical relationship. (AEC)</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110013342','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110013342"><span>Space Environmental Erosion of Polar Icy Regolith</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Farrell, William M.; Killen, R. M.; Vondrak, R. R.; Hurley, D. M.; Stubbs, T. J.; Delory, G. T.; Halekas, J. S.; Zimmerman, M. I.</p> <p>2011-01-01</p> <p>While regions at the floors of permanently shadowed polar craters are isolated from direct sunlight, these regions are still exposed to the harsh space environment, including the interplanetary Lyman-a background, meteoric impacts, and obstacle-affected solar wind. We demonstrate that each of these processes can act to erode the polar icy regolith located at or near the surface along the crater floor. The Lyman-a background can remove/erode the icy-regolith via photon stimulated desorption [1], meteoric impacts can vaporize the regolith [2], and redirected solar wind ions can sputter the ice-regolith mix [3]. As an example we shall examine in detail the inflow of solar wind ions and electrons into polar craters, One might expect such ions to flow horizontally over the crater top (see Figure). However, we find that plasma ambipolar processes act to deflect passing ions into the craters [3]. We examine this plasma process and determine the ion flux as a function of position across a notional crater floor. We demonstrate that inflowing solar wind ions can indeed create sputtering along the crater floor, effectively eroding the surface. Erosion time scales rrom sputtering will be presented. We shall also consider the effect of impact vaporization on buried icy-regolith regions. There will also be a discussion of solar wind electrons that enter into the PSR, demonstrating that these also have the ability rree surface-bound atoms via electron stimulated desorption processes [l].</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015AGUFMNH14B..07B','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015AGUFMNH14B..07B"><span>Deflection by Kinetic Impact or Nuclear Ablation: Sensitivity to Asteroid Properties</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bruck Syal, M.</p> <p>2015-12-01</p> <p>Impulsive deflection of a threatening asteroid can be achieved by deploying either a kinetic impactor or a standoff nuclear device to impart a modest velocity change to the body. Response to each of these methods is sensitive to the individual asteroid's characteristics, some of which may not be well constrained before an actual deflection mission. Numerical simulations of asteroid deflection, using both hypervelocity impacts and nuclear ablation of the asteroid's surface, provide detailed information on asteroid response under a range of initial conditions. Here we present numerical results for the deflection of asteroids by both kinetic and nuclear methods, focusing on the roles of target body composition, strength, porosity, rotational state, shape, and internal structure. These results provide a framework for evaluating the planetary defense-related value of future asteroid characterization missions and capture some of the uncertainty that may be present in a real threat scenario. Part of this work was funded by the Laboratory Directed Research and Development Program at LLNL under project tracking code 12-ERD-005, performed under the auspices of the U.S. Department of Energy by Lawrence Livermore National Laboratory under Contract DE-AC52-07NA27344. LLNL-ABS-675914.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/25831087','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/25831087"><span>Maximum stress estimation model for multi-span waler beams with deflections at the supports using average strains.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Park, Sung Woo; Oh, Byung Kwan; Park, Hyo Seon</p> <p>2015-03-30</p> <p>The safety of a multi-span waler beam subjected simultaneously to a distributed load and deflections at its supports can be secured by limiting the maximum stress of the beam to a specific value to prevent the beam from reaching a limit state for failure or collapse. Despite the fact that the vast majority of accidents on construction sites occur at waler beams in retaining wall systems, no safety monitoring model that can consider deflections at the supports of the beam is available. In this paper, a maximum stress estimation model for a waler beam based on average strains measured from vibrating wire strain gauges (VWSGs), the most frequently used sensors in construction field, is presented. The model is derived by defining the relationship between the maximum stress and the average strains measured from VWSGs. In addition to the maximum stress, support reactions, deflections at supports, and the magnitudes of distributed loads for the beam structure can be identified by the estimation model using the average strains. Using simulation tests on two multi-span beams, the performance of the model is evaluated by estimating maximum stress, deflections at supports, support reactions, and the magnitudes of distributed loads.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MS%26E..356a2013D','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MS%26E..356a2013D"><span>Analysis of pavement structure sensitivity to passage of oversized heavy duty vehicle in terms of bearing capacity</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Dawid, Rys; Piotr, Jaskula</p> <p>2018-05-01</p> <p>Oversized heavy duty vehicles occur in traffic very rarely but they reach extremely high weights, even up to 800 tonne. The detrimental impact of these vehicles on pavement structure is much higher than in case of commercial vehicles that comprise typical traffic, thus it is necessary to assess the sensitivity of pavement structure to passage of oversized vehicles. The paper presents results of sample calculations of load equivalency factor of a heavy duty oversized vehicle with usage of mechanistic-empirical approach. The effects of pavement thickness, type of distress (cracking or rutting) and pavement condition (new or old with structural damage) were considered in the paper. Analysis revealed that a single pass of an 800 tonne oversized vehicle is equivalent to pass of up to 377 standard 100 kN axles. Load equivalency factor calculated for thin structures is almost 3 times lower than for thick structures, however, the damage effect caused by one pass of an oversized vehicle is higher in the case of thin structure. Bearing capacity of a pavement structure may be qualified as sufficient for passage of an oversized heavy duty vehicle when the measured deflection, for example in an FWD test, does not exceed the maximum deflections derived from mechanistic-empirical analysis. The paper presents sample calculation of maximum deflections which allow to consider passage of an oversized vehicle as safe over different pavement structures. The paper provides road administration with a practical tool which helps to decide whether to issue a permit of passage for a given oversized vehicle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150005777','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150005777"><span>Variable-Domain Displacement Transfer Functions for Converting Surface Strains into Deflections for Structural Deformed Shape Predictions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ko, William L.; Fleischer, Van Tran</p> <p>2015-01-01</p> <p>Variable-Domain Displacement Transfer Functions were formulated for shape predictions of complex wing structures, for which surface strain-sensing stations must be properly distributed to avoid jointed junctures, and must be increased in the high strain gradient region. Each embedded beam (depth-wise cross section of structure along a surface strain-sensing line) was discretized into small variable domains. Thus, the surface strain distribution can be described with a piecewise linear or a piecewise nonlinear function. Through discretization, the embedded beam curvature equation can be piece-wisely integrated to obtain the Variable-Domain Displacement Transfer Functions (for each embedded beam), which are expressed in terms of geometrical parameters of the embedded beam and the surface strains along the strain-sensing line. By inputting the surface strain data into the Displacement Transfer Functions, slopes and deflections along each embedded beam can be calculated for mapping out overall structural deformed shapes. A long tapered cantilever tubular beam was chosen for shape prediction analysis. The input surface strains were analytically generated from finite-element analysis. The shape prediction accuracies of the Variable- Domain Displacement Transfer Functions were then determined in light of the finite-element generated slopes and deflections, and were fofound to be comparable to the accuracies of the constant-domain Displacement Transfer Functions</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018BoLMe.166..423E','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018BoLMe.166..423E"><span>Impact of the Diurnal Cycle of the Atmospheric Boundary Layer on Wind-Turbine Wakes: A Numerical Modelling Study</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Englberger, Antonia; Dörnbrack, Andreas</p> <p>2018-03-01</p> <p>The wake characteristics of a wind turbine for different regimes occurring throughout the diurnal cycle are investigated systematically by means of large-eddy simulation. Idealized diurnal cycle simulations of the atmospheric boundary layer are performed with the geophysical flow solver EULAG over both homogeneous and heterogeneous terrain. Under homogeneous conditions, the diurnal cycle significantly affects the low-level wind shear and atmospheric turbulence. A strong vertical wind shear and veering with height occur in the nocturnal stable boundary layer and in the morning boundary layer, whereas atmospheric turbulence is much larger in the convective boundary layer and in the evening boundary layer. The increased shear under heterogeneous conditions changes these wind characteristics, counteracting the formation of the night-time Ekman spiral. The convective, stable, evening, and morning regimes of the atmospheric boundary layer over a homogeneous surface as well as the convective and stable regimes over a heterogeneous surface are used to study the flow in a wind-turbine wake. Synchronized turbulent inflow data from the idealized atmospheric boundary-layer simulations with periodic horizontal boundary conditions are applied to the wind-turbine simulations with open streamwise boundary conditions. The resulting wake is strongly influenced by the stability of the atmosphere. In both cases, the flow in the wake recovers more rapidly under convective conditions during the day than under stable conditions at night. The simulated wakes produced for the night-time situation completely differ between heterogeneous and homogeneous surface conditions. The wake characteristics of the transitional periods are influenced by the flow regime prior to the transition. Furthermore, there are different wake deflections over the height of the rotor, which reflect the incoming wind direction.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/1999PhDT.......400S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/1999PhDT.......400S"><span>Behaviour of concrete beams reinforced withFRP prestressed concrete prisms</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Svecova, Dagmar</p> <p></p> <p>The use of fibre reinforced plastics (FRP) to reinforce concrete is gaining acceptance. However, due to the relatively low modulus of FRP, in comparison to steel, such structures may, if sufficient amount of reinforcement is not used, suffer from large deformations and wide cracks. FRP is generally more suited for prestressing. Since it is not feasible to prestress all concrete structures to eliminate the large deflections of FRP reinforced concrete flexural members, researchers are focusing on other strategies. A simple method for avoiding excessive deflections is to provide sufficiently high amount of FRP reinforcement to limit its stress (strain) to acceptable levels under service loads. This approach will not be able to take advantage of the high strength of FRP and will be generally uneconomical. The current investigation focuses on the feasibility of an alternative strategy. This thesis deals with the flexural and shear behaviour of concrete beams reinforced with FRP prestressed concrete prisms. FRP prestressed concrete prisms (PCP) are new reinforcing bars, made by pretensioning FRP and embedding it in high strength grout/concrete. The purpose of the research is to investigate the feasibility of using such pretensioned rebars, and their effect on the flexural and shear behaviour of reinforced concrete beams over the entire loading range. Due to the prestress in the prisms, deflection of concrete beams reinforced with this product is substantially reduced, and is comparable to similarly steel reinforced beams. The thesis comprises both theoretical and experimental investigations. In the experimental part, nine beams reinforced with FRP prestressed concrete prisms, and two companion beams, one steel and one FRP reinforced were tested. All the beams were designed to carry the same ultimate moment. Excellent flexural and shear behaviour of beams reinforced with higher prestressed prisms is reported. When comparing deflections of three beams designed to have the same ultimate capacity, but reinforced with either steel, PCP or FRP rebars, the service load deflections of beams reinforced with PCP are comparable to that of a steel reinforced concrete beam, and are four times smaller than the deflection of the companion FRP reinforced beam. Similarly, the crack width of the PCP reinforced beams under service loads is comparable to that of the steel reinforced beam while the FRP reinforced beam developed unacceptably wide cracks. In the analytical part comprehensive analysis of the experimental data in both flexure and shear is performed. It is determined that the existing design expressions for ultimate flexural strength and service load deflection calculation cannot accurately predict the response of PCP reinforced beams. Accordingly, new expressions for calculation of deflection, crack width, tension stiffening, and ultimate capacity of the PCP reinforced beams are proposed. The predictions of the proposed methods of analysis agree very well with the corresponding experimental data. Based on the results of the current study, it is concluded that high strength concrete prisms prestressed with carbon fibre reinforced plastic bars can be used as reinforcement in concrete structures to avoid the problems of large deflections and wide cracks under service loads.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/23505130','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/23505130"><span>Implications of nonrandom seed abscission and global stilling for migration of wind-dispersed plant species.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Thompson, Sally E; Katul, Gabriel G</p> <p>2013-06-01</p> <p>Migration of plant populations is a potential survival response to climate change that depends critically on seed dispersal. Biological and physical factors determine dispersal and migration of wind-dispersed species. Recent field and wind tunnel studies demonstrate biological adaptations that bias seed release toward conditions of higher wind velocity, promoting longer dispersal distances and faster migration. However, another suite of international studies also recently highlighted a global decrease in near-surface wind speeds, or 'global stilling'. This study assessed the implications of both factors on potential plant population migration rates, using a mechanistic modeling framework. Nonrandom abscission was investigated using models of three seed release mechanisms: (i) a simple drag model; (ii) a seed deflection model; and (iii) a 'wear and tear' model. The models generated a single functional relationship between the frequency of seed release and statistics of the near-surface wind environment, independent of the abscission mechanism. An Inertial-Particle, Coupled Eulerian-Lagrangian Closure model (IP-CELC) was used to investigate abscission effects on seed dispersal kernels and plant population migration rates under contemporary and potential future wind conditions (based on reported global stilling trends). The results confirm that nonrandom seed abscission increased dispersal distances, particularly for light seeds. The increases were mitigated by two physical feedbacks: (i) although nonrandom abscission increased the initial acceleration of seeds from rest, the sensitivity of the seed dispersal to this initial condition declined as the wind speed increased; and (ii) while nonrandom abscission increased the mean dispersal length, it reduced the kurtosis of seasonal dispersal kernels, and thus the chance of long-distance dispersal. Wind stilling greatly reduced the modeled migration rates under biased seed release conditions. Thus, species that require high wind velocities for seed abscission could experience threshold-like reductions in dispersal and migration potential if near-surface wind speeds continue to decline. © 2013 Blackwell Publishing Ltd.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930085677','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930085677"><span>An Investigation of the Low-speed Stability and Control Characteristics of Swept-forward and Swept-back Wing in the Ames 40- by 80-foot Wind Tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Mccormack, Gerald M; Stevens, Victor I , Jr</p> <p>1947-01-01</p> <p>An investigation has been made at large scale of the characteristics of highly swept wings. Data were obtained at several angles of sideslip on wings having angles of sweep of plus or minus 45 degrees, plus or minus 30 degrees, and 0 degrees. The airfoil sections of the wings varied from approximately NACA 0015 at the root to NACA 23009 at the tip. Each wing was investigated with flaps under flection, partial-span split flaps deflected 60 degrees, full-span split flaps defected 60 degrees and split-flap-type ailerons deflected plus or minus 15 degrees. Values of maximum lift were obtained at Reynolds numbers raging from 5.7 to 9.2 times 10 to the 6th power. In this report the summarized results are compared with the predictions made by use of the simplified theory for the effect of sweep and with existing small-scale data. The basic wind-tunnel results from which these summary data were taken are included in an appendix. The primary problems accompanying the use of weep as revealed by this investigation are the loss in maximum lift, the high effective dihedral, and the sharp reduction in lateral-control effectiveness. In general, simple theory enables good predictions to be made of the gross effects of sweep but further refinements are necessary to obtain the accuracy required for design purposes. In cases where comparisons can be made, the indications are that, as sweep increases, scale effects diminish and large-scale results approach small-scale results.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://rosap.ntl.bts.gov/view/dot/35924','DOTNTL'); return false;" href="https://rosap.ntl.bts.gov/view/dot/35924"><span>Pavement Structural Evaluation at the Network Level [Tech Brief</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntlsearch.bts.gov/tris/index.do">DOT National Transportation Integrated Search</a></p> <p></p> <p>2016-03-01</p> <p>This document is a technical summary of the Federal Highway Administration (FHWA) report, Pavement Structural Evaluation at the Network Level (FHWA-HRT-15-074). It addresses the use of traffic speed deflection devices for the structural evaluation of...</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780025110','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780025110"><span>Comparison of concurrent strain gage- and pressure transducer-measured flight loads on a lifting reentry vehicle and correlation with wind tunnel predictions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Tang, M. H.; Sefic, W. J.; Sheldon, R. G.</p> <p>1978-01-01</p> <p>Concurrent strain gage and pressure transducer measured flight loads on a lifting reentry vehicle are compared and correlated with wind tunnel-predicted loads. Subsonic, transonic, and supersonic aerodynamic loads are presented for the left fin and control surfaces of the X-24B lifting reentry vehicle. Typical left fin pressure distributions are shown. The effects of variations in angle of attack, angle of sideslip, and Mach number on the left fin loads and rudder hinge moments are presented in coefficient form. Also presented are the effects of variations in angle of attack and Mach number on the upper flap, lower flap, and aileron hinge-moment coefficients. The effects of variations in lower flap hinge moments due to changes in lower flap deflection and Mach number are presented in terms of coefficient slopes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19980227096','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19980227096"><span>Large-Scale Wind-Tunnel Tests and Evaluation of the Low-Speed Performance of a 35 deg Sweptback Wing Jet Transport Model Equipped with a Blowing Boundary-Layer-Control Flap and Leading-Edge Slat</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hickey, David H.; Aoyagi, Kiyoshi</p> <p>1960-01-01</p> <p>A wind-tunnel investigation was conducted to determine the effect of trailing-edge flaps with blowing-type boundary-layer control and leading-edge slats on the low-speed performance of a large-scale jet transport model with four engines and a 35 deg. sweptback wing of aspect ratio 7. Two spanwise extents and several deflections of the trailing-edge flap were tested. Results were obtained with a normal leading-edge and with full-span leading-edge slats. Three-component longitudinal force and moment data and boundary-layer-control flow requirements are presented. The test results are analyzed in terms of possible improvements in low-speed performance. The effect on performance of the source of boundary-layer-control air flow is considered in the analysis.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19830002758','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19830002758"><span>A Wind-Tunnel Investigation of the Application of the NASA Supercritical Airfoil to a Variable-Wing-Sweep Fighter Airplane</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ayers, T. G.</p> <p>1973-01-01</p> <p>An investigation was conducted in the Langley 8 foot transonic pressure tunnel and the Langley Unitary Plan wind tunnel to evaluate the effectiveness of three variations of the NASA supercritical airfoil as applied to a model of a variable wing sweep fighter airplane. Wing panels incorporating conventional NACA 64A series airfoil with 0.20 and 0.40 camber were used as bases of reference for this evaluation. Static force and moment measurements were obtained for wing leading edge sweep angles of 26, 33, 39, and 72.5 degrees. Fluctuating wing root bending moment data were obtained at subsonic speeds to determine buffet characteristics. Subsonic data were also obtained for determining the effects of wing transition location and spoiler deflection. Limited lateral directional data are included for the conventional 0.20 cambered wing and the supercritical wing.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19790004884','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19790004884"><span>Design and test of the 172K fluidic rudder</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Belsterling, C. A.</p> <p>1978-01-01</p> <p>Progress in the development of concepts for control of aircraft without moving parts or a separate source of power is described. The design and wind tunnel tests of a full scale fluidic rudder for a Cessna 172K aircraft, intended for subsequent flight tests were documented. The 172K fluidic rudder was designed to provide a control force equivalent to 3.3 degrees of deflection of the conventional rudder. In spite of an extremely thin airfoil, cascaded fluidic amplifiers were built to fit, with the capacity for generating the required level of control force. Wind tunnel tests demonstrated that the principles of lift control using ram air power are sound and reliable under all flight conditions. The tests also demonstrated that the performance of the 172K fluidic rudder is not acceptable for flight tests until the design of the scoop is modified to prevent interference with the lift control phenomenon.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_20");'>20</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li class="active"><span>22</span></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_22 --> <div id="page_23" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li class="active"><span>23</span></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="441"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740004396','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740004396"><span>Results of tests OA12 and IA9 in the Ames Research Center unitary plan wind tunnels on an 0.030-scale model of the space shuttle vehicle 2A to determine aerodynamic loads, volume 1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Spangler, R. H.</p> <p>1973-01-01</p> <p>Tests were conducted in unitary plan wind tunnels on an 0.030-scale replica of the space shuttle vehicle configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and tests on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from minus 8 deg to plus 8 deg. The isolated orbiter was tested at angles of attack from minus 15 deg to plus 40 deg and angles of sideslip from minus 10 deg to plus 10 deg are dictated by trajectory considerations. The effects of orbiter/external tank incidence and deflected control surfaces on aerodynamic loads were also investigated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740007428','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740007428"><span>Results of tests OA12 and IA9 in the Ames Research Center unitary plan wind tunnels on an 0.030 scale model of the space shuttle vehicle 2A to determine aerodynamic loads, volume 7</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Spangler, R. H.</p> <p>1973-01-01</p> <p>Tests were conducted in wind tunnels during April and May 1973, on an 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from -8 deg. The isolated orbiter was tested at angles of attack from -15 deg to +40 deg and angles of sideslip from -10 deg to +10 deg as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19880043589&hterms=business+model&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dbusiness%2Bmodel','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19880043589&hterms=business+model&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3Dbusiness%2Bmodel"><span>Full-scale semi-span tests of an advanced NLF business jet wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hahne, David E.; Jordan, Frank L., Jr.; Davis, Patrick J.; Muchmore, C. Byram</p> <p>1987-01-01</p> <p>An investigation has been conducted in the NASA Langley Research Center's 30- by 60-Foot Wind Tunnel on a full-scale semispan model to evaluate and document the low-speed, high-lift characteristics of a business-jet class wing utilizing the HSNLF(1)-0213 airfoil section and a single slotted flap system. In addition to the high-lift studies, evaluations of boundary layer transition effects, the effectiveness of a segmented leading-edge droop for improved stall/spin resistance, and roll control effectiveness with and without flap deflection were made. The wind-tunnel investigation showed that deployment of a single-slotted trailing-edge flap provided substantial increments in lift. Fixed transition studies indicated no adverse effects on lift and pitching-moment characteristics for either the cruise or landing configuration. Subscale roll damping tests also indicated that stall/spin resistance could be enhanced through the use of a properly designed leading-edge droop.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19730023208','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19730023208"><span>Low-speed wind-tunnel investigation of the longitudinal characteristics of a large-scale variable wing-sweep fighter model in the high-lift configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Eckert, W. T.; Maki, R. L.</p> <p>1973-01-01</p> <p>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.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19740004601','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19740004601"><span>Low-speed wind tunnel investigation of the lateral-directional characterisitcs of a large-scale variable wing-sweep fighter model in the high-lift configuration</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Eckert, W. T.; Maki, R. L.</p> <p>1973-01-01</p> <p>The low-speed characteristics of a large-scale model of the F-14A aircraft were studied in tests conducted in the Ames Research Center 40- by 80-Foot Wind Tunnel. The primary purpose of the present tests was the determination of lateral-directional stability levels and control effectiveness of the aircraft in its high-lift configuration. Tests were conducted at wing angles of attack between minus 2 deg and 30 deg and with sideslip angles between minus 12 deg and 12 deg. Data were taken at a Reynolds number of 8.0 million based on a wing mean aerodynamic chord of 2.24 m (7.36 ft). The model configuration was changed as required to show the effects of direct lift control (spoilers) at yaw, yaw angle with speed brake deflected, and various amounts and combinations of roll control.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19770021127','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19770021127"><span>Aerodynamic characteristics of a canard-controlled missile at Mach numbers of 0.8, 1.3, and 1.75. [in the Ames 6 by 6 foot wind tunnel</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kassner, D. L.; Wettlaufer, B.</p> <p>1977-01-01</p> <p>A typical missile model with nose-mounted canards and cruciform tail surfaces was tested in the Ames 6- by 6-Foot Wind Tunnel to determine the contributions of the component aerodynamic surfaces to the static aerodynamic characteristics at Mach numbers of 0.8, 1.3, and 1.75 and Reynolds number of 625,000 based on body diameter. Data were obtained at angles of attack ranging from 0 deg to 24 deg for various stages of model build-up (i.e., with and without canard and/or tail surfaces). In addition, two different sets of canards and tail surfaces were investigated. For the canard and tail arrangements investigated, the model was trimmable at angles of attack up to about 7 deg with canard deflections of about 10 deg. Also, the tail arrangements studied provided ample pitch stability.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760004126','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760004126"><span>Transonic wind tunnel tests of A.015 scale space shuttle orbiter model, volume 1</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Struzynski, N. A.</p> <p>1975-01-01</p> <p>Transonic wind tunnel tests were run on a 0.015 scale model of the Space Shuttle Orbiter Vehicle in an eight-foot tunnel during August 1975. The purpose of the program was to obtain basic shuttle aerodynamic data through a full range of elevon and aileron deflections, verification of data obtained at other facilities, and effects of Reynolds numbers. The first part of a discussion of test procedures and results in both tabular and graphical form were presented. Tests were performed at Mach numbers from 0.35 to 1.20, and at Reynolds numbers for 3.5 million to 8.2 million per foot. The angle of attack was varied from -1 to +20 degrees at sideslip angles of -2, 0, +2 degrees. Sideslip was varied from -6 to +8 degrees at constant angles of attack from 0 to +20 degrees. Various aileron and ailevon settings were tested for various angles of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=19760004127&hterms=aa&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Daa','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=19760004127&hterms=aa&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D80%26Ntt%3Daa"><span>Transonic wind tunnel tests of a .015 scale space shuttle orbiter model, volume 2</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Struzynski, N. A.</p> <p>1975-01-01</p> <p>Transonic wind tunnel tests were run on a 0.015 scale model of the Space Shuttle Orbiter Vehicle in an eight-foot tunnel during August 1975. The purpose of the program was to obtain basic shuttle aerodynamic data through a full range of elevon and aileron deflections, verification of data obtained at other facilities, and effects of Reynolds numbers. The second part of a discussion of test procedures and results in both tabular and graphical form were presented. Tests were performed at Mach numbers from 0.35 to 1.20, and at Reynolds numbers from 3.5 million to 8.2 million per foot. The angle of attack was varied from -2 to +20 degrees at sideslip angles of -2, 0, +2 degrees. Sideslip was varied from -6 to +8 degrees at constant angles of attack from 0 to +20 degrees. Various aileron and ailevon settings were tested for various angles of attack.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20160011958','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20160011958"><span>Unsteady Aerodynamic Force Sensing from Measured Strain</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Pak, Chan-Gi</p> <p>2016-01-01</p> <p>A simple approach for computing unsteady aerodynamic forces from simulated measured strain data is proposed in this study. First, the deflection and slope of the structure are computed from the unsteady strain using the two-step approach. Velocities and accelerations of the structure are computed using the autoregressive moving average model, on-line parameter estimator, low-pass filter, and a least-squares curve fitting method together with analytical derivatives with respect to time. Finally, aerodynamic forces over the wing are computed using modal aerodynamic influence coefficient matrices, a rational function approximation, and a time-marching algorithm. A cantilevered rectangular wing built and tested at the NASA Langley Research Center (Hampton, Virginia, USA) in 1959 is used to validate the simple approach. Unsteady aerodynamic forces as well as wing deflections, velocities, accelerations, and strains are computed using the CFL3D computational fluid dynamics (CFD) code and an MSC/NASTRAN code (MSC Software Corporation, Newport Beach, California, USA), and these CFL3D-based results are assumed as measured quantities. Based on the measured strains, wing deflections, velocities, accelerations, and aerodynamic forces are computed using the proposed approach. These computed deflections, velocities, accelerations, and unsteady aerodynamic forces are compared with the CFL3D/NASTRAN-based results. In general, computed aerodynamic forces based on the lifting surface theory in subsonic speeds are in good agreement with the target aerodynamic forces generated using CFL3D code with the Euler equation. Excellent aeroelastic responses are obtained even with unsteady strain data under the signal to noise ratio of -9.8dB. The deflections, velocities, and accelerations at each sensor location are independent of structural and aerodynamic models. Therefore, the distributed strain data together with the current proposed approaches can be used as distributed deflection, velocity, and acceleration sensors. This research demonstrates the feasibility of obtaining induced drag and lift forces through the use of distributed sensor technology with measured strain data. An active induced drag control system thus can be designed using the two computed aerodynamic forces, induced drag and lift, to improve the fuel efficiency of an aircraft. Interpolation elements between structural finite element grids and the CFD grids and centroids are successfully incorporated with the unsteady aeroelastic computation scheme. The most critical technology for the success of the proposed approach is the robust on-line parameter estimator, since the least-squares curve fitting method depends heavily on aeroelastic system frequencies and damping factors.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19780007084','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19780007084"><span>Evaluation of three thermal protection systems in a hypersonic high-heating-rate environment induced by an elevon deflected 30 deg</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Taylor, A. H.; Jackson, L. R.; Weinstein, I.</p> <p>1977-01-01</p> <p>Three thermal protection systems proposed for a hypersonic research airplane were subjected to high heating rates in the Langley 8 foot, high temperature structures tunnel. Metallic heat sink (Lockalloy), reusable surface insulation, and insulator-ablator materials were each tested under similar conditions. The specimens were tested for a 10 second exposure on the windward side of an elevon deflected 30 deg. The metallic heat sink panel exhibited no damage; whereas the reusable surface insulation tiles were debonded from the panel and the insulator-ablator panel eroded through its thickness, thus exposing the aluminum structure to the Mach 7 environment.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20170007199','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20170007199"><span>Assessment of a Conceptual Flap System Intended for Enhanced General Aviation Safety</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Campbell, Bryan A.; Carter, Melissa B.</p> <p>2017-01-01</p> <p>A novel multielement trailing-edge flap system for light general aviation airplanes was conceived for enhanced safety during normal and emergency landings. The system is designed to significantly reduce stall speed, and thus approach speed, with the goal of reducing maneuveringflight accidents and enhancing pilot survivability in the event of an accident. The research objectives were to assess the aerodynamic performance characteristics of the system and to evaluate the extent to which it provided both increased lift and increased drag required for the low-speed landing goal. The flap system was applied to a model of a light general aviation, high-wing trainer and tested in the Langley 12- Foot Low-Speed Wind Tunnel. Data were obtained for several device deflection angles, and component combinations at a dynamic pressure of 4 pounds per square foot. The force and moment data supports the achievement of the desired increase in lift with substantially increased drag, all at relatively shallow angles of attack. The levels of lift and drag can be varied through device deflection angles and inboard/outboard differential deflections. As such, it appears that this flap system may provide an enabling technology to allow steep, controllable glide slopes for safe rapid descent to landing with reduced stall speed. However, a simple flat-plate lower surface spoiler (LSS) provided either similar or superior lift with little impact on pitch or drag as compared to the proposed system. Higher-fidelity studies are suggested prior to use of the proposed system.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19900012418','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19900012418"><span>Prediction of forces and moments for flight vehicle control effectors. Part 1: Validation of methods for predicting hypersonic vehicle controls forces and moments</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Maughmer, Mark D.; Ozoroski, L.; Ozoroski, T.; Straussfogel, D.</p> <p>1990-01-01</p> <p>Many types of hypersonic aircraft configurations are currently being studied for feasibility of future development. Since the control of the hypersonic configurations throughout the speed range has a major impact on acceptable designs, it must be considered in the conceptual design stage. The ability of the aerodynamic analysis methods contained in an industry standard conceptual design system, APAS II, to estimate the forces and moments generated through control surface deflections from low subsonic to high hypersonic speeds is considered. Predicted control forces and moments generated by various control effectors are compared with previously published wind tunnel and flight test data for three configurations: the North American X-15, the Space Shuttle Orbiter, and a hypersonic research airplane concept. Qualitative summaries of the results are given for each longitudinal force and moment and each control derivative in the various speed ranges. Results show that all predictions of longitudinal stability and control derivatives are acceptable for use at the conceptual design stage. Results for most lateral/directional control derivatives are acceptable for conceptual design purposes; however, predictions at supersonic Mach numbers for the change in yawing moment due to aileron deflection and the change in rolling moment due to rudder deflection are found to be unacceptable. Including shielding effects in the analysis is shown to have little effect on lift and pitching moment predictions while improving drag predictions.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20150007422&hterms=space+force&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dspace%2Bforce','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20150007422&hterms=space+force&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D10%26Ntt%3Dspace%2Bforce"><span>Practical Considerations for Using Constant Force Springs in Space-Based Mechanisms</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Williams, R. Brett; Fisher, Charles D.; Gallon, John C.</p> <p>2013-01-01</p> <p>Mechanical springs are a common element in mechanism from all walks of life; cars, watches, appliances, and many others. These springs generally exhibit a linear relationship between force and deflection. In small mechanisms, deflections are small so the variation in spring force between one position and another are generally small and do not influence the design or functionality of the device. However, as the spacecraft industry drives towards larger, deployable satellites, the distances a spring or springs must function over can become considerable so much so that the structural integrity of the device may be impacted. As such, an increasingly common mechanism element is the constant force spring- one that provides a constant force regardless of deflection. These elements are commonly in the conceptual design phase to deal with system-level large deflections, but in the detailed design or integration test phase they can pose significant implementation issues. This article addresses some of the detailed issues in order for these constant force springs to be properly designed into space systems.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/26345083','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/26345083"><span>Shape control of slack space reflectors using modulated solar pressure.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Borggräfe, Andreas; Heiligers, Jeannette; Ceriotti, Matteo; McInnes, Colin R</p> <p>2015-07-08</p> <p>The static deflection profile of a large spin-stabilized space reflector because of solar radiation pressure acting on its surface is investigated. Such a spacecraft consists of a thin reflective circular film, which is deployed from a supporting hoop structure in an untensioned, slack manner. This paper investigates the use of a variable reflectivity distribution across the surface to control the solar pressure force and hence the deflected shape. In this first analysis, the film material is modelled as one-dimensional slack radial strings with no resistance to bending or transverse shear, which enables a semi-analytic derivation of the nominal deflection profile. An inverse method is then used to find the reflectivity distribution that generates a specific, for example, parabolic deflection shape of the strings. Applying these results to a parabolic reflector, short focal distances can be obtained when large slack lengths of the film are employed. The development of such optically controlled reflector films enables future key mission applications such as solar power collection, radio-frequency antennae and optical telescopes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19850014054','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19850014054"><span>Effects of leading-edge devices on the low-speed aerodynamic characteristics of a highly-swept arrow-wing</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Scott, S. J.; Nicks, O. W.; Imbrie, P. K.</p> <p>1985-01-01</p> <p>An investigation was conducted in the Texas A&M University 7 by 10 foot Low Speed Wind Tunnel to provide a direct comparison of the effect of several leading edge devices on the aerodynamic performance of a highly swept wing configuration. Analysis of the data indicates that for the configuration with undeflected leading edges, vortex separation first occurs on the outboard wing panel for angles of attack of approximately 2, and wing apex vorticies become apparent for alpha or = 4 deg. However, the occurrence of the leading edge vortex flow may be postponed with leading edge devices. Of the devices considered, the most promising were a simple leading edge deflection of 30 deg and a leading edge slat system. The trailing edge flap effectiveness was found to be essentially the same for the configuration employing either of these more promising leading edge devices. Analysis of the lateral directional data showed that for all of the concepts considered, deflecting leading edge downward in an attempt to postpone leading edge vortex flows, has the favorable effect of reducing the effective dihedral.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/865695','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/865695"><span>Elastomeric member and method of manufacture therefor</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hoppie, Lyle O.</p> <p>1985-01-01</p> <p>An energy storage device (10) is disclosed consisting of a stretched elongated elastomeric member (16) disposed within a tubular housing (14), which elastomeric member (16) is adapted to be torsionally stressed to store energy. The elastomeric member (16) is configured in the relaxed state with a uniform diameter body section (74), and transition end sections (76, 78), attached to rigid end piece assemblies (22, 24) of a lesser diameter. The profile and deflection characteristic of the transition sections (76, 78) are such that upon stretching of the elastomeric member (16), a substantially uniform diameter assembly results, to minimize the required volume of the surrounding housing (14). Each of the transition sections (76, 78) are received within and bonded to a woven wire mesh sleeve (26, 28) having helical windings at a particular helix angle to control the deflection of the transition section. Each sleeve (26, 28) also contracts with the contraction of the associated transition section to maintain the bond therebetween. During manufacture, the sleeves (26, 28) are forced against a forming surface and bonded to the associated transition section (76, 78) to provide the correct profile and helix angle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/servlets/purl/865534','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/servlets/purl/865534"><span>Elastomeric member</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Hoppie, Lyle O.</p> <p>1985-01-01</p> <p>An energy storage device (10) is disclosed consisting of a stretched elongated elastomeric member (16) disposed within a tubular housing (14), which elastomeric member (16) is adapted to be torsionally stressed to store energy. The elastomeric member (16) is configured in the relaxed state with a uniform diameter body section (74), and transition end sections (76, 78), attached to rigid end piece assemblies (22, 24) of a lesser diameter. The profile and deflection characteristic of the transition sections (76, 78) are such that upon stretching of the elastomeric member (16), a substantially uniform diameter assembly results, to minimize the required volume of the surrounding housing (14). Each of the transition sections (76, 78) are received within and bonded to a woven wire mesh sleeve (26, 28) having helical windings at a particular helix angle to control the deflection of the transition section. Each sleeve (26, 28) also contracts with the contraction of the associated transition section to maintain the bond therebetween. During manufacture, the sleeves (26, 28) are forced against a forming surface and bonded to the associated transition section (76, 78) to provide the correct profile and helix angle.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20120010228','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20120010228"><span>Investigation of Twin Jet Aeroacoustic Properties in the Presence of a Hybrid Wing Body Shield</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Doty, Michael J.</p> <p>2012-01-01</p> <p>In preparation for upcoming wind tunnel acoustic experiments of a Hybrid Wing Body (HWB) vehicle with two jet engine simulator units, a series of twin jet aeroacoustic investigations were conducted leading to increased understanding and risk mitigation. A previously existing twin jet nozzle system and a fabricated HWB aft deck fuselage are combined for a 1.9% model scale study of jet nozzle spacing and jet cant angle effects, elevon deflection into the jet plume, and acoustic shielding by the fuselage body. Linear and phased array microphone measurements are made, and data processing includes the use of DAMAS (Deconvolution Approach for the Mapping of Acoustic Sources). Closely-spaced twin jets with a 5 inward cant angle exhibit reduced noise levels compared to their parallel flow counterparts at similar and larger nozzle spacings. A 40 elevon deflection into the twin jet plume, which is required for HWB ground rotation, can significantly increase upstream noise levels (more than 5 dB OASPL) with only minimal increases in the downstream direction. Lastly, DAMAS processing can successfully measure the noise source distribution of multiple shielded jet sources.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19960055175','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19960055175"><span>Blade-Mounted Flap Control for BVI Noise Reduction Proof-of-Concept Test</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Dawson, Seth; Hassan, Ahmed; Straub, Friedrich; Tadghighi, Hormoz</p> <p>1995-01-01</p> <p>This report describes a wind tunnel test of the McDonnell Douglas Helicopter Systems (MDHS) Active Flap Model Rotor at the NASA Langley 14- by 22-Foot Subsonic Tunnel. The test demonstrated that BVI noise reductions and vibration reductions were possible with the use of an active flap. Aerodynamic results supported the acoustic data trends, showing a reduction in the strength of the tip vortex with the deflection of the flap. Acoustic results showed that the flap deployment, depending on the peak deflection angle and azimuthal shift in its deployment schedule, can produce BVI noise reductions as much as 6 dB on the advancing and retreating sides. The noise reduction was accompanied by an increase in low frequency harmonic noise and high frequency broadband noise. A brief assessment of the effect of the flap on vibration showed that significant reductions were possible. The greatest vibration reductions (as much as 76%) were found in the four per rev pitching moment at the hub. Performance improvement cam results were inconclusive, as the improvements were predicted to be smaller than the resolution of the rotor balance.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016MS%26E..152a2007U','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016MS%26E..152a2007U"><span>Experimental study of UTM-LST generic half model transport aircraft</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ujang, M. I.; Mat, S.; Perumal, K.; Mohd. Nasir, M. N.</p> <p>2016-10-01</p> <p>This paper presents the experimental results from the investigation carried out at the UTM Low Speed wind tunnel facility (UTM-LST) on a half model generic transport aircraft at several configurations of primary control surfaces (flap, aileron and elevator). The objective is to measure the aerodynamic forces and moments due to the configuration changes. The study is carried out at two different speeds of 26.1 m/s and 43.1 m/s at corresponding Reynolds number of 1 × 106 and 2 × 106, respectively. Angle of attack of the model is varied between -2o to 20o. For the flaps, the deflection applied is 0o, 5o and 10o. Meanwhile, for aileron and elevator, the deflection applied is between -10o and 10o. The results show the differences in aerodynamic characteristics of the aircraft at different control surfaces configurations. The results obtained indicate that a laminar separation bubble developed on the surface of the wing at lower angles of attack and show that the separation process is delayed when the Reynolds number is increased.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li class="active"><span>23</span></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_23 --> <div id="page_24" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li class="active"><span>24</span></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="461"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014APS..DFDA30005T','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014APS..DFDA30005T"><span>The effect of large aspect ratio wing yaw on active separation control</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Tewes, Philipp; Taubert, Lutz; Wygnanski, Israel</p> <p>2014-11-01</p> <p>The applicability of the boundary layer independence principle to turbulent boundary layers developing on infinitely yawed wings, suggested that active separation control might be carried out differently to the two presumably independent developing boundary layers. At low incidence or flap deflection the control of the spanwise component of the flow is effective provided the aggregate number of actuators is small. In this case the actuator jets provide jet-curtains that virtually eliminate the spanwise flow component of the flow in their vicinity. At higher incidence or flap deflection, the focus of the active separation control has to shift to the chordwise component that has to overcome a high adverse pressure gradient. The idea was proven experimentally on a flapped wing based on a NACA 0012 airfoil that could be swept back and forward while being suspended from a ceiling of a wind tunnel connected to a six-component balance. The experiments were carried out at Reynolds numbers varying between 300,000 and 500,000. The project was supported in part by a grant from AFOSR.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://ntrs.nasa.gov/search.jsp?R=20000036448&hterms=Chimera&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3DChimera','NASA-TRS'); return false;" href="https://ntrs.nasa.gov/search.jsp?R=20000036448&hterms=Chimera&qs=Ntx%3Dmode%2Bmatchall%26Ntk%3DAll%26N%3D0%26No%3D50%26Ntt%3DChimera"><span>Code Calibration Applied to the TCA High-Lift Model in the 14 x 22 Wind Tunnel (Simulation With and Without Model Post-Mount)</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Lessard, Wendy B.</p> <p>1999-01-01</p> <p>The objective of this study is to calibrate a Navier-Stokes code for the TCA (30/10) baseline configuration (partial span leading edge flaps were deflected at 30 degs. and all the trailing edge flaps were deflected at 10 degs). The computational results for several angles of attack are compared with experimental force, moments, and surface pressures. The code used in this study is CFL3D; mesh sequencing and multi-grid were used to full advantage to accelerate convergence. A multi-grid approach was used similar to that used for the Reference H configuration allowing point-to-point matching across all the trailingedge block interfaces. From past experiences with the Reference H (ie, good force, moment, and pressure comparisons were obtained), it was assumed that the mounting system would produce small effects; hence, it was not initially modeled. However, comparisons of lower surface pressures indicated the post mount significantly influenced the lower surface pressures, so the post geometry was inserted into the existing grid using Chimera (overset grids).</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20130003329','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20130003329"><span>Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Seele, Roman; Graff, Emilio; Lin, John; Wygnanski, Israel</p> <p>2013-01-01</p> <p>Active Flow Control (AFC) experiments performed at the Caltech Lucas Adaptive Wall Wind Tunnel on a 12%-thick, generic vertical tail model indicated that sweeping jets emanating from the trailing edge (TE) of the vertical stabilizer significantly increased the side force coefficient for a wide range of rudder deflection angles and yaw angles at free-stream velocities approaching takeoff rotation speed. The results indicated that 2% blowing momentum coefficient (C(sub mu) increased the side force in excess of 50% at the maximum conventional rudder deflection angle in the absence of yaw. Even C(sub mu) = 0.5% increased the side force in excess of 20% under these conditions. This effort was sponsored by the NASA Environmentally Responsible Aviation (ERA) project and the successful demonstration of this flow-control application could have far reaching implications. It could lead to effective applications of AFC technologies on key aircraft control surfaces and lift enhancing devices (flaps) that would aid in reduction of fuel consumption through a decrease in size and weight of wings and control surfaces or a reduction of the noise footprint due to steeper climb and descent.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..DPPN11182M','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..DPPN11182M"><span>Experimental Simulation of Solar Wind Interactions with Magnetic Dipole Fields above Insulating Surfaces</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Munsat, Tobin; Deca, Jan; Han, Jia; Horanyi, Mihaly; Wang, Xu; Werner, Greg; Yeo, Li Hsia; Fuentes, Dominic</p> <p>2017-10-01</p> <p>Magnetic anomalies on the surfaces of airless bodies such as the Moon interact with the solar wind, resulting in both magnetic and electrostatic deflection of the charged particles and thus localized surface charging. This interaction is studied in the Colorado Solar Wind Experiment with large-cross-section ( 300 cm2) high-energy flowing plasmas (100-800 eV beam ions) that are incident upon a magnetic dipole embedded under various insulating surfaces. Measured 2D plasma potential profiles indicate that in the dipole lobe regions, the surfaces are charged to high positive potentials due to the collection of unmagnetized ions, while the electrons are magnetically shielded. At low ion beam energies, the surface potential follows the beam energy in eV. However, at high energies, the surface potentials in the electron-shielded regions are significantly lower than the beam energies. A series of studies indicate that secondary electrons are likely to play a dominant role in determining the surface potential. Early results will also be presented from a second experiment, in which a strong permanent magnet with large dipole moment (0.55 T, 275 A*m2) is inserted into the flowing plasma beam to replicate aspects of the solar wind interaction with the earth's magnetic field. This work is supported by the NASA SSERVI program.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011ESASP.692E..47P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011ESASP.692E..47P"><span>Experimental And Numerical Investigation Of Aerothermal Characteristics Of The IXV Hypersonic Vehicle</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Paris, S.; Charbonnier, D.; Tran, D.</p> <p>2011-05-01</p> <p>The main results of the aerothermodynamic hypersonic characterization of Intermediate eXperimental Vehicle (IXV), by means of both CFD simulations and wind tunnel measurements, have been reported and analyzed. In the framework of ESA FLPP Program, the VKI (Von Karman Institute) was in charge of an experimental test campaign for the consolidation of the aerothermal database in cold hypersonic regime. The tests campaign has been carried out at VKI Free Piston Longshot wind tunnel at mach 14. The numerical simulations have been performed for VKI wind tunnel conditions by CFSE with the in-house NSMB flow solver (Navier-Stokes Multi-Blocks 3D), the goal being to support the procedure of extrapolation-to-flight of the measurements and the general aerothermal characterization. Laminar, transitional and fully turbulent flows have been computed, with air considered as an ideal gas, for the wind tunnel tests numerical rebuilding. A detailed comparison of all measured and predicted hypersonic relevant phenomena and parameters (surface pressure and heat flux) is reported in the paper, together with a detailed description of configuration, freestream conditions, model attitude effects and flap deflection effect. The detailed analyze of the experimental and numerical data gives information on the nature of the flow on the body and on the flaps for the most critical configuration</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/22167071-three-dimensional-gas-dynamic-simulation-interaction-between-exoplanet-wasp-its-host-star','SCIGOV-STC'); return false;" href="https://www.osti.gov/biblio/22167071-three-dimensional-gas-dynamic-simulation-interaction-between-exoplanet-wasp-its-host-star"><span>THREE-DIMENSIONAL GAS DYNAMIC SIMULATION OF THE INTERACTION BETWEEN THE EXOPLANET WASP-12b AND ITS HOST STAR</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/search">DOE Office of Scientific and Technical Information (OSTI.GOV)</a></p> <p>Bisikalo, D.; Kaygorodov, P.; Ionov, D.</p> <p>2013-02-10</p> <p>Hubble Space Telescope transit observations in the near-UV performed in 2009 made WASP-12b one of the most 'mysterious' exoplanets; the system presents an early ingress, which can be explained by the presence of optically thick matter located ahead of the planet at a distance of {approx}4-5 planet radii. This work follows previous attempts to explain this asymmetry with an exospheric outflow or a bow shock, induced by a planetary magnetic field, and provides a numerical solution of the early ingress, though we did not perform any radiative transfer calculation. We performed pure 3D gas dynamic simulations of the plasma interactionmore » between WASP-12b and its host star and describe the flow pattern in the system. In particular, we show that the overfilling of the planet's Roche lobe leads to a noticeable outflow from the upper atmosphere in the direction of the L{sub 1} and L{sub 2} points. Due to the conservation of the angular momentum, the flow to the L{sub 1} point is deflected in the direction of the planet's orbital motion, while the flow toward L{sub 2} is deflected in the opposite direction, resulting in a non-axisymmetric envelope, surrounding the planet. The supersonic motion of the planet inside the stellar wind leads to the formation of a bow shock with a complex shape. The existence of the bow shock slows down the outflow through the L{sub 1} and L{sub 2} points, allowing us to consider a long-living flow structure that is in the steady state.« less</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/29487309','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/29487309"><span>Sunlight-driven eco-friendly smart curtain based on infrared responsive graphene oxide-polymer photoactuators.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Leeladhar; Raturi, Parul; Singh, J P</p> <p>2018-02-27</p> <p>Photomechanical actuation is the conversion of light energy into mechanical energy through some smart materials. Infrared-responsive smart materials have become an emerging field of research due to easy availability and eco-friendly nature of their stimulus in the form of sunlight, which contains about 50% of near-infrared(nIR) making these materials useful at macro-scale photoactuator applications. Here, we demonstrate fabrication of highly versatile nIR triggered photoactuators based on graphene oxide/polycarbonate bilayers that offers fast, low-cost fabrication, large deflection, reversible actuation and wavelength-selective response. The photoactuators are realized by vacuum filtration of graphene oxide/water dispersion through polycarbonate membrane resulting graphene oxide/polymer bilayer structure. The photoactuation response was measured in the form of deflection from equilibrium position as a result of infrared-irradiation. The deflection is caused by the generated thermal stress at the interface of bilayers due to mismatch of thermal expansion coefficient as a results of nIR absorption by graphene oxide and subsequent temperature rise. A maximum deflection of 12 mm (circular-shaped structure with diameter 28 mm) with corresponding bending curvature of 0.33 cm -1 was shown by this photoactuator for illumination intensity of 106 mW/cm 2 . Few applications of these photoactuators such as sunlight-driven smart curtain, infrared actuated curtain and self-folding box are also demonstrated.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20100042221','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20100042221"><span>Ko Displacement Theory for Structural Shape Predictions</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ko, William L.</p> <p>2010-01-01</p> <p>The development of the Ko displacement theory for predictions of structure deformed shapes was motivated in 2003 by the Helios flying wing, which had a 247-ft (75-m) wing span with wingtip deflections reaching 40 ft (12 m). The Helios flying wing failed in midair in June 2003, creating the need to develop new technology to predict in-flight deformed shapes of unmanned aircraft wings for visual display before the ground-based pilots. Any types of strain sensors installed on a structure can only sense the surface strains, but are incapable to sense the overall deformed shapes of structures. After the invention of the Ko displacement theory, predictions of structure deformed shapes could be achieved by feeding the measured surface strains into the Ko displacement transfer functions for the calculations of out-of-plane deflections and cross sectional rotations at multiple locations for mapping out overall deformed shapes of the structures. The new Ko displacement theory combined with a strain-sensing system thus created a revolutionary new structure- shape-sensing technology.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110023316','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110023316"><span>Design of Spacecraft Missions to Test Kinetic Impact for Asteroid Deflection</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Hernandez, Sonia; Barbee, Brent W.</p> <p>2011-01-01</p> <p>There are currently over 8,000 known near-Earth asteroids (NEAs), and more are being discovered on a continual basis. More than 1,200 of these are classified as Potentially Hazardous Asteroids (PHAs) because their Minimum Orbit Intersection Distance (MOID) with Earth's orbit is <= 0.05 AU and their estimated diameters are >= 150 m. To date, 178 Earth impact structures have been discovered, indicating that our planet has previously been struck with devastating force by NEAs and will be struck again. Such collisions are aperiodic events and can occur at any time. A variety of techniques have been proposed to defend our planet from NEA impacts by deflecting the incoming asteroid. However, none of these techniques have been tested. Unless rigorous testing is conducted to produce reliable asteroid deflection systems, we will be forced to deploy completely untested -- and therefore unreliable -- deflection missions when a sizable asteroid on a collision course with Earth is discovered. Such missions will have a high probability of failure. We propose to address this problem with a campaign of deflection technology test missions deployed to harmless NEAs. The objective of these missions is to safely evaluate and refine the mission concepts and asteroid deflection system designs. Our current research focuses on the kinetic impactor, one of the simplest proposed asteroid deflection techniques in which a spacecraft is sent to collide with an asteroid at high relative velocity. By deploying test missions in the near future, we can characterize the performance of this deflection technique and resolve any problems inherent to its execution before needing to rely upon it during a true emergency. In this paper we present the methodology and results of our survey, including lists of NEAs for which safe and effective kinetic impactor test missions may be conducted within the next decade. Full mission designs are also presented for the NEAs which offer the best mission opportunities.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018MS%26E..346a2072R','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018MS%26E..346a2072R"><span>Development of sacrificial support fixture using deflection analysis</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Ramteke, Ashwini M.; Ashtankar, Kishor M.</p> <p>2018-04-01</p> <p>Sacrificial support fixtures are the structures used to hold the part during machining while rotating the part about the fourth axis of CNC machining. In Four axis CNC machining part is held in a indexer which is rotated about the fourth axis of rotation. So using traditional fixturing devices to hold the part during machining such as jigs, v blocks and clamping plates needs a several set ups, manufacturing time which increase the cost associated with it. Since the part is rotated about the axis of rotation in four axis CNC machining so using traditional fixturing devices to hold the part while machining we need to reorient the fixture each time for particular orientation of part about the axis of rotation. So our proposed methodology of fixture design eliminates the cost associate with the complicated fixture design for customized parts which in turn reduces the time of manufacturing of the fixtures. But while designing the layout of the fixtures it is found out that the machining the part using four axis CNC machining the accurate machining of the part is directly proportional to the deflection produced in a part. So to machine an accurate part the deflection produced in a part should be minimum. We assume that the deflection produced in a part is a result of the deflection produced in a sacrificial support fixture while machining. So this paper provides the study of the deflection checking in a part machined using sacrificial support fixture by using FEA analysis.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/28056627','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/28056627"><span>Needle-like instruments for steering through solid organs: A review of the scientific and patent literature.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Scali, Marta; Pusch, Tim P; Breedveld, Paul; Dodou, Dimitra</p> <p>2017-03-01</p> <p>High accuracy and precision in reaching target locations inside the human body is necessary for the success of percutaneous procedures, such as tissue sample removal (biopsy), brachytherapy, and localized drug delivery. Flexible steerable needles may allow the surgeon to reach targets deep inside solid organs while avoiding sensitive structures (e.g. blood vessels). This article provides a systematic classification of possible mechanical solutions for three-dimensional steering through solid organs. A scientific and patent literature search of steerable instrument designs was conducted using Scopus and Web of Science Derwent Innovations Index patent database, respectively. First, we distinguished between mechanisms in which deflection is induced by the pre-defined shape of the instrument versus mechanisms in which an actuator changes the deflection angle of the instrument on demand. Second, we distinguished between mechanisms deflecting in one versus two planes. The combination of deflection method and number of deflection planes led to eight logically derived mechanical solutions for three-dimensional steering, of which one was dismissed because it was considered meaningless. Next, we classified the instrument designs retrieved from the scientific and patent literature into the identified solutions. We found papers and patents describing instrument designs for six of the seven solutions. We did not find papers or patents describing instruments that steer in one-plane on-demand via an actuator and in a perpendicular plane with a pre-defined deflection angle via a bevel tip or a pre-curved configuration.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.osti.gov/biblio/4674744','DOE-PATENT-XML'); return false;" href="https://www.osti.gov/biblio/4674744"><span>REACTOR MODERATOR STRUCTURE</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.osti.gov/doepatents">DOEpatents</a></p> <p>Fraas, A.P.; Tudor, J.J.</p> <p>1963-08-01</p> <p>An improved moderator structure for nuclear reactors consists of moderator blocks arranged in horizontal layers to form a multiplicity of vertically stacked columns of blocks. The blocks in each vertical column are keyed together, and a ceramic grid is disposed between each horizontal layer of blocks. Pressure plates cover- the lateral surface of the moderator structure in abutting relationship with the peripheral terminal lengths of the ceramic grids. Tubular springs are disposed between the pressure plates and a rigid external support. The tubular springs have their axes vertically disposed to facilitate passage of coolant gas through the springs and are spaced apart a selected distance such that at sonae preselected point of spring deflection, the sides of the springs will contact adjacent springs thereby causing a large increase in resistance to further spring deflection. (AEC)</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014SPIE.9057E..0EB','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014SPIE.9057E..0EB"><span>Energy harvesting for self-powered aerostructure actuation</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Bryant, Matthew; Pizzonia, Matthew; Mehallow, Michael; Garcia, Ephrahim</p> <p>2014-04-01</p> <p>This paper proposes and experimentally investigates applying piezoelectric energy harvesting devices driven by flow induced vibrations to create self-powered actuation of aerostructure surfaces such as tabs, flaps, spoilers, or morphing devices. Recently, we have investigated flow-induced vibrations and limit cycle oscillations due to aeroelastic flutter phenomena in piezoelectric structures as a mechanism to harvest energy from an ambient fluid flow. We will describe how our experimental investigations in a wind tunnel have demonstrated that this harvested energy can be stored and used on-demand to actuate a control surface such as a trailing edge flap in the airflow. This actuated control surface could take the form of a separate and discrete actuated flap, or could constitute rotating or deflecting the oscillating energy harvester itself to produce a non-zero mean angle of attack. Such a rotation of the energy harvester and the associated change in aerodynamic force is shown to influence the operating wind speed range of the device, its limit cycle oscillation (LCO) amplitude, and its harvested power output; hence creating a coupling between the device's performance as an energy harvester and as a control surface. Finally, the induced changes in the lift, pitching moment, and drag acting on a wing model are quantified and compared for a control surface equipped with an oscillating energy harvester and a traditional, static control surface of the same geometry. The results show that when operated in small amplitude LCO the energy harvester adds negligible aerodynamic drag.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3280767','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=3280767"><span>A Two-Dimensional Micro Scanner Integrated with a Piezoelectric Actuator and Piezoresistors</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Zhang, Chi; Zhang, Gaofei; You, Zheng</p> <p>2009-01-01</p> <p>A compact two-dimensional micro scanner with small volume, large deflection angles and high frequency is presented and the two-dimensional laser scanning is achieved by specular reflection. To achieve large deflection angles, the micro scanner excited by a piezoelectric actuator operates in the resonance mode. The scanning frequencies and the maximum scanning angles of the two degrees of freedom are analyzed by modeling and simulation of the structure. For the deflection angle measurement, piezoresistors are integrated in the micro scanner. The appropriate directions and crystal orientations of the piezoresistors are designed to obtain the large piezoresistive coefficients for the high sensitivities. Wheatstone bridges are used to measure the deflection angles of each direction independently and precisely. The scanner is fabricated and packaged with the piezoelectric actuator and the piezoresistors detection circuits in a size of 28 mm×20 mm×18 mm. The experiment shows that the two scanning frequencies are 216.8 Hz and 464.8 Hz, respectively. By an actuation displacement of 10 μm, the scanning range of the two-dimensional micro scanner is above 26° × 23°. The deflection angle measurement sensitivities for two directions are 59 mV/deg and 30 mV/deg, respectively. PMID:22389621</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4431303','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4431303"><span>Maximum Stress Estimation Model for Multi-Span Waler Beams with Deflections at the Supports Using Average Strains</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Park, Sung Woo; Oh, Byung Kwan; Park, Hyo Seon</p> <p>2015-01-01</p> <p>The safety of a multi-span waler beam subjected simultaneously to a distributed load and deflections at its supports can be secured by limiting the maximum stress of the beam to a specific value to prevent the beam from reaching a limit state for failure or collapse. Despite the fact that the vast majority of accidents on construction sites occur at waler beams in retaining wall systems, no safety monitoring model that can consider deflections at the supports of the beam is available. In this paper, a maximum stress estimation model for a waler beam based on average strains measured from vibrating wire strain gauges (VWSGs), the most frequently used sensors in construction field, is presented. The model is derived by defining the relationship between the maximum stress and the average strains measured from VWSGs. In addition to the maximum stress, support reactions, deflections at supports, and the magnitudes of distributed loads for the beam structure can be identified by the estimation model using the average strains. Using simulation tests on two multi-span beams, the performance of the model is evaluated by estimating maximum stress, deflections at supports, support reactions, and the magnitudes of distributed loads. PMID:25831087</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.ncbi.nlm.nih.gov/pubmed/22389621','PUBMED'); return false;" href="https://www.ncbi.nlm.nih.gov/pubmed/22389621"><span>A two-dimensional micro scanner integrated with a piezoelectric actuator and piezoresistors.</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="https://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pubmed">PubMed</a></p> <p>Zhang, Chi; Zhang, Gaofei; You, Zheng</p> <p>2009-01-01</p> <p>A compact two-dimensional micro scanner with small volume, large deflection angles and high frequency is presented and the two-dimensional laser scanning is achieved by specular reflection. To achieve large deflection angles, the micro scanner excited by a piezoelectric actuator operates in the resonance mode. The scanning frequencies and the maximum scanning angles of the two degrees of freedom are analyzed by modeling and simulation of the structure. For the deflection angle measurement, piezoresistors are integrated in the micro scanner. The appropriate directions and crystal orientations of the piezoresistors are designed to obtain the large piezoresistive coefficients for the high sensitivities. Wheatstone bridges are used to measure the deflection angles of each direction independently and precisely. The scanner is fabricated and packaged with the piezoelectric actuator and the piezoresistors detection circuits in a size of 28 mm×20 mm×18 mm. The experiment shows that the two scanning frequencies are 216.8 Hz and 464.8 Hz, respectively. By an actuation displacement of 10 μm, the scanning range of the two-dimensional micro scanner is above 26° × 23°. The deflection angle measurement sensitivities for two directions are 59 mV/deg and 30 mV/deg, respectively.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016BoLMe.160..397Q','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016BoLMe.160..397Q"><span>The TurbEFA Field Experiment—Measuring the Influence of a Forest Clearing on the Turbulent Wind Field</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Queck, Ronald; Bernhofer, Christian; Bienert, Anne; Schlegel, Fabian</p> <p>2016-09-01</p> <p>Forest ecosystems play an important role in the interaction between the land surface and the atmosphere. Measurements and modelling efforts have revealed significant uncertainties in state-of-the-art flux assessments due to spatial inhomogeneities in the airflow and land surface. Here, a field experiment is used to describe the turbulent flow across a typical Central European forest clearing. A three-dimensional model of the inhomogeneous forest stand was developed using an innovative approach based on terrestrial laser-scanner technology. The comparison of the wind statistics of two measurement campaigns (5 and 12 months long) showed the spatial and temporal representativeness of the ultrasonic anemometer measurements within the canopy. An improved method for the correction of the vertical velocity enables the distinction between the instrumental offsets and the vertical winds due to the inclination of the instrument. Despite a 13 % fraction of deciduous plants within the otherwise evergreen canopy, the effects of phenological seasons on the velocity profiles were small. The data classified according to the wind speed revealed the intermittent nature of recirculating air in the clearing. Furthermore, the development of sub-canopy wind-speed maxima is explained by considering the velocity moments and the momentum equation (including measurements of the local pressure gradient). Clearings deflect the flow downward and feed the sub-canopy flow, i.e., advective fluxes, according to wind speed and, likely, clearing size, whereas local pressure gradients play an important role in the development of sub-canopy flow. The presented dataset is freely available at the project homepage.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011PhDT.........7J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011PhDT.........7J"><span>On ion escape from Venus</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Jarvinen, R.</p> <p>2011-04-01</p> <p>This doctoral thesis is about the solar wind influence on the atmosphere of the planet Venus. A numerical plasma simulation model was developed for the interaction between Venus and the solar wind to study the erosion of charged particles from the Venus upper atmosphere. The developed model is a hybrid simulation where ions are treated as particles and electrons are modelled as a fluid. The simulation was used to study the solar wind induced ion escape from Venus as observed by the European Space Agency's Venus Express and NASA's Pioneer Venus Orbiter spacecraft. Especially, observations made by the ASPERA-4 particle instrument onboard Venus Express were studied. The thesis consists of an introductory part and four peer-reviewed articles published in scientific journals. In the introduction Venus is presented as one of the terrestrial planets in the Solar System and the main findings of the work are discussed within the wider context of planetary physics.Venus is the closest neighbouring planet to the Earth and the most earthlike planet in its size and mass orbiting the Sun. Whereas the atmosphere of the Earth consists mainly of nitrogen and oxygen, Venus has a hot carbon dioxide atmosphere, which is dominated by the greenhouse effect. Venus has all of its water in the atmosphere, which is only a fraction of the Earth's total water supply. Since planets developed presumably in similar conditions in the young Solar System, why Venus and Earth became so different in many respects?One important feature of Venus is that the planet does not have an intrinsic magnetic field. This makes it possible for the solar wind, a continuous stream of charged particles from the Sun, to flow close to Venus and to pick up ions from the planet's upper atmosphere. The strong intrinsic magnetic field of the Earth dominates the terrestrial magnetosphere and deflects the solar wind flow far away from the atmosphere. The region around Venus where the planet's atmosphere interacts with the solar wind is called the plasma environment or the induced magnetosphere.Main findings of the work include new knowledge about the movement of escaping planetary ions in the Venusian induced magnetosphere. Further, the developed simulation model was used to study how the solar wind conditions affect the ion escape from Venus. Especially, the global three-dimensional structure of the Venusian particle and magnetic environment was studied. The results help to interpret spacecraft observations around the planet. Finally, several remaining questions were identified, which could potentially improve our knowledge of the Venus ion escape and guide the future development of planetary plasma simulations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2011PhDT.........1J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2011PhDT.........1J"><span>On ion escape from Venus</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Jarvinen, Riku</p> <p>2011-04-01</p> <p>This doctoral thesis is about the solar wind influence on the atmosphere of the planet Venus. A numerical plasma simulation model was developed for the interaction between Venus and the solar wind to study the erosion of charged particles from the Venus upper atmosphere. The developed model is a hybrid simulation where ions are treated as particles and electrons are modelled as a fluid. The simulation was used to study the solar wind induced ion escape from Venus as observed by the European Space Agency's Venus Express and NASA's Pioneer Venus Orbiter spacecraft. Especially, observations made by the ASPERA-4 particle instrument onboard Venus Express were studied. The thesis consists of an introductory part and four peer-reviewed articles published in scientific journals. In the introduction Venus is presented as one of the terrestrial planets in the Solar System and the main findings of the work are discussed within the wider context of planetary physics. Venus is the closest neighbouring planet to the Earth and the most earthlike planet in its size and mass orbiting the Sun. Whereas the atmosphere of the Earth consists mainly of nitrogen and oxygen, Venus has a hot carbon dioxide atmosphere, which is dominated by the greenhouse effect. Venus has all of its water in the atmosphere, which is only a fraction of the Earth's total water supply. Since planets developed presumably in similar conditions in the young Solar System, why Venus and Earth became so different in many respects? One important feature of Venus is that the planet does not have an intrinsic magnetic field. This makes it possible for the solar wind, a continuous stream of charged particles from the Sun, to flow close to Venus and to pick up ions from the planet's upper atmosphere. The strong intrinsic magnetic field of the Earth dominates the terrestrial magnetosphere and deflects the solar wind flow far away from the atmosphere. The region around Venus where the planet's atmosphere interacts with the solar wind is called the plasma environment or the induced magnetosphere. Main findings of the work include new knowledge about the movement of escaping planetary ions in the Venusian induced magnetosphere. Further, the developed simulation model was used to study how the solar wind conditions affect the ion escape from Venus. Especially, the global three-dimensional structure of the Venusian particle and magnetic environment was studied. The results help to interpret spacecraft observations around the planet. Finally, several remaining questions were identified, which could potentially improve our knowledge of the Venus ion escape and guide the future development of planetary plasma simulations.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930081676','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930081676"><span>Applicability of Similarity Principles to Structural Models</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Goodier, J N; Thomson, W T</p> <p>1944-01-01</p> <p>A systematic account is given in part I of the use of dimensional analysis in constructing similarity conditions for models and structures. The analysis covers large deflections, buckling, plastic behavior, and materials with nonlinear stress-strain characteristics, as well as the simpler structural problems. (author)</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li class="active"><span>24</span></li> <li><a href="#" onclick='return showDiv("page_25");'>25</a></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_24 --> <div id="page_25" class="hiddenDiv"> <div class="row"> <div class="col-sm-12"> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li class="active"><span>25</span></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div> </div> <div class="row"> <div class="col-sm-12"> <ol class="result-class" start="481"> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2015AtmEn.105..130J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2015AtmEn.105..130J"><span>Review on urban vegetation and particle air pollution - Deposition and dispersion</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Janhäll, Sara</p> <p>2015-03-01</p> <p>Urban vegetation affects air quality through influencing pollutant deposition and dispersion. Both processes are described by many existing models and experiments, on-site and in wind tunnels, focussing e.g. on urban street canyons and crossings or vegetation barriers adjacent to traffic sources. There is an urgent need for well-structured experimental data, including detailed empirical descriptions of parameters that are not the explicit focus of the study. This review revealed that design and choice of urban vegetation is crucial when using vegetation as an ecosystem service for air quality improvements. The reduced mixing in trafficked street canyons on adding large trees increases local air pollution levels, while low vegetation close to sources can improve air quality by increasing deposition. Filtration vegetation barriers have to be dense enough to offer large deposition surface area and porous enough to allow penetration, instead of deflection of the air stream above the barrier. The choice between tall or short and dense or sparse vegetation determines the effect on air pollution from different sources and different particle sizes.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2008JGRF..113.3016S','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2008JGRF..113.3016S"><span>Variation in bed level shear stress on surfaces sheltered by nonerodible roughness elements</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Sutton, Stephen L. F.; McKenna-Neuman, Cheryl</p> <p>2008-09-01</p> <p>Direct bed level observations of surface shear stress, pressure gradient variability, turbulence intensity, and fluid flow patterns were carried out in the vicinity of cylindrical roughness elements mounted in a boundary layer wind tunnel. Paired corkscrew vortices shed from each of the elements result in elevated shear stress and increased potential for the initiation of particle transport within the far wake. While the size and shape of these trailing vortices change with the element spacing, they persist even for large roughness densities. Wake interference coincides with the impingement of the upwind horseshoe vortices upon one another at a point when their diameter approaches half the distance between the roughness elements. While the erosive capability of the horseshoe vortex has been suggested for a variety of settings, the present study shows that the fluid stress immediately beneath this coherent structure is actually small in comparison to that caused by compression of the incident flow as it is deflected around the element and attached vortex. Observations such as these are required for further refinement of models of stress partitioning on rough surfaces.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110011787','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110011787"><span>A Framework for Optimal Control Allocation with Structural Load Constraints</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Frost, Susan A.; Taylor, Brian R.; Jutte, Christine V.; Burken, John J.; Trinh, Khanh V.; Bodson, Marc</p> <p>2010-01-01</p> <p>Conventional aircraft generally employ mixing algorithms or lookup tables to determine control surface deflections needed to achieve moments commanded by the flight control system. Control allocation is the problem of converting desired moments into control effector commands. Next generation aircraft may have many multipurpose, redundant control surfaces, adding considerable complexity to the control allocation problem. These issues can be addressed with optimal control allocation. Most optimal control allocation algorithms have control surface position and rate constraints. However, these constraints are insufficient to ensure that the aircraft's structural load limits will not be exceeded by commanded surface deflections. In this paper, a framework is proposed to enable a flight control system with optimal control allocation to incorporate real-time structural load feedback and structural load constraints. A proof of concept simulation that demonstrates the framework in a simulation of a generic transport aircraft is presented.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017APS..MAR.G1091J','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017APS..MAR.G1091J"><span>Photothermal Deflection Spectroscopy of materials for energy applications</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Johnson, Stephen; Day, James; Couch, Brandon; Heller, Brandon; Hart, Blake; Transylvania University Team</p> <p></p> <p>A new photothermal deflection spectroscopy (PDS) setup has been constructed at Transylvania University. This poster will focus on the photothermal behavior of nanomaterials such as quantum dots as well as organic photovoltaic materials. With respect to organic photovoltaic materials, this work aims to understand differences in photothermal behavior between the solution and solid-film phases, where changes in photothermal spectra give insight into changes in electronic structure. A general overview of the PDS capabilities at Transylvania will also be given.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://www.dtic.mil/docs/citations/ADA162910','DTIC-ST'); return false;" href="http://www.dtic.mil/docs/citations/ADA162910"><span>Upgrading Structures for Host and Risk Area Shelters</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.dtic.mil/">DTIC Science & Technology</a></p> <p></p> <p>1985-12-01</p> <p>35 Arch Street Work Unit 1128A Redwood City, CA 94062 I. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE Federal Emergency Management Agency...points. The final two tests had specially designed "flexible" shores at the one-third points that permitted a controlled amount of joist deflection prior...deflect a given amount prior to being "reverse" loaded by the shores, a concept called "stress control ". An investigat’on was conducted, and reported in</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19930092214','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19930092214"><span>Charts relating the compressive buckling stress of longitudinally supported plates to the effective deflectional and rotational stiffness of the supports</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Anderson, Roger A; Semonian, Joseph W</p> <p>1954-01-01</p> <p>A stability analysis is made of a long flat rectangular plate subjected to a uniform longitudinal compressive stress and supported along its longitudinal edges and along one or more longitudinal lines by elastic line supports. The elastic supports possess deflectional and rotational stiffness. Such configuration is an idealization of the compression cover skin and internal structure of a wing and tail surfaces. The results of the analysis are presented in the form of charts in which the buckling-stress coefficient is plotted against the buckle length of the plate for a wide range of support stiffnesses. The charts make possible the determination of the compressive buckling stress of plates supported by members whose stiffness may or may not be defined by elementary beam bending and twisting theory but yet whose effective restraint is amenable to evaluation. The deflectional and rotational stiffness provided by longitudinal stiffeners and full-depth webs is discussed and numerical examples are given to illustrate the application of the charts to the design of wing structures.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2017MS%26E..274a2045L','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2017MS%26E..274a2045L"><span>Research on Damage Identification of Bridge Based on Digital Image Measurement</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Liang, Yingjing; Huan, Shi; Tao, Weijun</p> <p>2017-12-01</p> <p>In recent years, the number of the damage bridge due to excessive deformation gradually increased, which caused significant property damage and casualties. Hence health monitoring and the damage detection of the bridge structure based on the deflection measurement are particularly important. The current conventional deflection measurement methods, such as total station, connected pipe, GPS, etc., have many shortcomings as low efficiency, heavy workload, low degree of automation, operating frequency and working time constrained. GPS has a low accuracy in the vertical displacement measurement and cannot meet the dynamic measured requirements of the current bridge engineering. This paper presents a bridge health monitoring and damage detection technology based on digital image measurement method in which the measurement accuracy is sub-millimeter level and can achieve the 24-hour automatic non-destructive monitoring for the deflection. It can be concluded from this paper that it is feasible to use digital image measurement method for identification of the damage in the bridge structure, because it has been validated by the theoretical analysis, the laboratory model and the application of the real bridge.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2014AGUFMSM51F4331H','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2014AGUFMSM51F4331H"><span>Mini-Magnetospheres at the Moon in the Solar Wind and the Earth's Plasma Sheet</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Harada, Y.; Futaana, Y.; Barabash, S. V.; Wieser, M.; Wurz, P.; Bhardwaj, A.; Asamura, K.; Saito, Y.; Yokota, S.; Tsunakawa, H.; Machida, S.</p> <p>2014-12-01</p> <p>Lunar mini-magnetospheres are formed as a consequence of solar-wind interaction with remanent crustal magnetization on the Moon. A variety of plasma and field perturbations have been observed in a vicinity of the lunar magnetic anomalies, including electron energization, ion reflection/deflection, magnetic field enhancements, electrostatic and electromagnetic wave activities, and low-altitude ion deceleration and electron acceleration. Recent Chandrayaan-1 observations of the backscattered energetic neutral atoms (ENAs) from the Moon in the solar wind revealed upward ENA flux depletion (and thus depletion of the proton flux impinging on the lunar surface) in association with strongly magnetized regions. These ENA observations demonstrate that the lunar surface is shielded from the solar wind protons by the crustal magnetic fields. On the other hand, when the Moon was located in the Earth's plasma sheet, no significant depletion of the backscattered ENA flux was observed above the large and strong magnetic anomaly. It suggests less effective magnetic shielding of the surface from the plasma sheet protons than from the solar wind protons. We conduct test-particle simulations showing that protons with a broad velocity distribution are more likely to reach a strongly magnetized surface than those with a beam-like velocity distribution. The ENA observations together with the simulation results suggest that the lunar crustal magnetic fields are no longer capable of standing off the ambient plasma when the Moon is immersed in the hot magnetospheric plasma.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2012CSR....45...65F','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2012CSR....45...65F"><span>Response of the Benguela upwelling systems to spatial variations in the wind stress</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Fennel, Wolfgang; Junker, Tim; Schmidt, Martin; Mohrholz, Volker</p> <p>2012-08-01</p> <p>In this paper we combine field observations, numerical modeling and an idealized analytical theory to study some features of the Benguela upwelling system. The current system can be established through a combination of observations and realistic simulations with an advanced numerical model. The poleward undercurrent below the equator-ward coastal jet is often found as a countercurrent that reaches the sea surface seaward of the coastal jet. The coastal band of cold upwelled water appears to broaden from south to north and at the northern edge of the wind band an offshore flow is often detected, which deflects the coastal Angola current to the west. These features can be explained and understood with an idealized analytical model forced by a spatially variable wind. A crucial role is played by the wind stress curl, which shapes the oceanic response through Ekman-pumping. The interplay of the curl driven effects and the coastal Ekman upwelling together with the coastal jet, Kelvin waves, and the undercurrent is the key to understand the formation of the three-dimensional circulation patterns in the Benguela system. While the numerical model is based on the full set of primitive equations, realistic topography and forcing, the analytic model uses a linear, flat-bottomed f-plane ocean, where the coast is a straight wall and the forcing is represented by an alongshore band of dome-shaped wind stress. Although the analytical model is highly idealized it is very useful to grasp the basic mechanisms leading to the response patterns.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760020241','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760020241"><span>Results of test MA22 in the NASA/LaRC 31-inch CFHT on an 0.010-scale model (32-0) of the space shuttle configuration 3 to determine RCS jet flow field interaction, volume 1. [wind tunnel tests for interactions of aerodynamic heating on jet flow</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Kanipe, D. B.</p> <p>1976-01-01</p> <p>A wind tunnel test was conducted in the Langley Research Center 31-inch Continuous Flow Hypersonic Wind Tunnel from May 6, 1975 through June 3, 1975. The primary objectives of this test were the following: (1) to study the ability of the wind tunnel to repeat, on a run-to-run basis, data taken for identical configurations to determine if errors in repeatability could have a significant effect on jet interaction data, (2) to determine the effect of aerodynamic heating of the scale model on jet interaction, (3) to investigate the effects of elevon and body flap deflections on jet interaction, (4) to determine if the effects from jets fired separately along different axes can be added to equal the effects of the jets fired simultaneously (super position effects), (5) to study multiple jet effects, and (6) to investigate area ratio effects, i.e., the effect on jet interaction measurements of using wind tunnel nozzles with different area ratios in the same location. The model used in the test was a .010-scale model of the Space Shuttle Orbiter Configuration 3. The test was conducted at Mach 10.3 and a dynamic pressure of 150 psf. RCS chamber pressure was varied to simulate free flight dynamic pressures of 5, 7.5, 10, and 20 psf.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2013JAP...113x4901W','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2013JAP...113x4901W"><span>Finite element modeling of acoustic wave propagation and energy deposition in bone during extracorporeal shock wave treatment</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Wang, Xiaofeng; Matula, Thomas J.; Ma, Yong; Liu, Zheng; Tu, Juan; Guo, Xiasheng; Zhang, Dong</p> <p>2013-06-01</p> <p>It is well known that extracorporeal shock wave treatment is capable of providing a non-surgical and relatively pain free alternative treatment modality for patients suffering from musculoskeletal disorders but do not respond well to conservative treatments. The major objective of current work is to investigate how the shock wave (SW) field would change if a bony structure exists in the path of the acoustic wave. Here, a model of finite element method (FEM) was developed based on linear elasticity and acoustic propagation equations to examine SW propagation and deflection near a mimic musculoskeletal bone. High-speed photography experiments were performed to record cavitation bubbles generated in SW field with the presence of mimic bone. By comparing experimental and simulated results, the effectiveness of FEM model could be verified and strain energy distributions in the bone were also predicted according to numerical simulations. The results show that (1) the SW field will be deflected with the presence of bony structure and varying deflection angles can be observed as the bone shifted up in the z-direction relative to SW geometric focus (F2 focus); (2) SW deflection angels predicted by the FEM model agree well with experimental results obtained from high-speed photographs; and (3) temporal evolutions of strain energy distribution in the bone can also be evaluated based on FEM model, with varied vertical distance between F2 focus and intended target point on the bone surface. The present studies indicate that, by combining MRI/CT scans and FEM modeling work, it is possible to better understand SW propagation characteristics and energy deposition in musculoskeletal structure during extracorporeal shock wave treatment, which is important for standardizing the treatment dosage, optimizing treatment protocols, and even providing patient-specific treatment guidance in clinic.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016JPhCS.753f2002N','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016JPhCS.753f2002N"><span>On the impact of multi-axial stress states on trailing edge bondlines in wind turbine rotor blades</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Noever Castelos, Pablo; Balzani, Claudio</p> <p>2016-09-01</p> <p>For a reliable design of wind turbine systems all of their components have to be designed to withstand the loads appearing in the turbine's lifetime. When performed in an integral manner this is called systems engineering, and is exceptionally important for components that have an impact on the entire wind turbine system, such as the rotor blade. Bondlines are crucial subcomponents of rotor blades, but they are not much recognized in the wind energy research community. However, a bondline failure can lead to the loss of a rotor blade, and potentially of the entire turbine, and is extraordinarily relevant to be treated with strong emphasis when designing a wind turbine. Modern wind turbine rotor blades with lengths of 80 m and more offer a degree of flexibility that has never been seen in wind energy technology before. Large deflections result in high strains in the adhesive connections, especially at the trailing edge. The latest edition of the DNV GL guideline from end of 2015 demands a three-dimensional stress analysis of bondlines, whereas before an isolated shear stress proof was sufficient. In order to quantify the lack of safety from older certification guidelines this paper studies the influence of multi-axial stress states on the ultimate and fatigue load resistance of trailing edge adhesive bonds. For this purpose, detailed finite element simulations of the IWES IWT-7.5-164 reference wind turbine blades are performed. Different yield criteria are evaluated for the prediction of failure and lifetime. The results show that the multi-axial stress state is governed by span-wise normal stresses. Those are evidently not captured in isolated shear stress proofs, yielding non-conservative estimates of lifetime and ultimate load resistance. This finding highlights the importance to include a three-dimensional stress state in the failure analysis of adhesive bonds in modern wind turbine rotor blades, and the necessity to perform a three-dimensional characterization of adhesive materials.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2016SPIE.9799E..0ZH','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2016SPIE.9799E..0ZH"><span>Investigation on low velocity impact resistance of SMA composite material</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Hu, Dianyin; Zhang, Long; Wang, Rongqiao; Zhang, Xiaoyong</p> <p>2016-04-01</p> <p>A method to improve low velocity impact resistance of aeroengine composite casing using shape memory alloy's properties of shape memory(SM) and super-elasticity(SE) is proposed in this study. Firstly, a numerical modeling of SMA reinforced composite laminate under low velocity impact load with impact velocity of 10 m/s is established based on its constitutive model implemented by the VUMAT subroutine of commercial software ABAQUS. Secondly, the responses of SMA composite laminate including stress and deflection distributions were achieved through transient analysis under low velocity impact load. Numerical results show that both peak stress and deflection values of SMA composite laminate are less than that without SMA, which proves that embedding SMA into the composite structure can effectively improve the low velocity impact performance of composite structure. Finally, the influence of SM and SE on low velocity impact resistance is quantitatively investigated. The values of peak stress and deflection of SMA composite based on SM property decrease by 18.28% and 9.43% respectively, compared with those without SMA, instead of 12.87% and 5.19% based on SE. In conclusion, this proposed model described the impact damage of SMA composite structure and turned to be a more beneficial method to enhance the impact resistance by utilizing SM effect.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/19760008410','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/19760008410"><span>Experimental transient and permanent deformation studies of steel-sphere-impacted or impulsively-loaded aluminum beams with clamped ends</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Witmer, E. A.</p> <p>1975-01-01</p> <p>The sheet explosive loading technique (SELT) was employed to obtain elastic-plastic, large-deflection transient and/or permanent strain data on simple well-defined structural specimens and materials: initially-flat 6061-T651 aluminum beams with both ends ideally clamped via integral construction. The SELT loading technique was chosen since it is both convenient and provides forcing function information of small uncertainty. These data will be useful for evaluating pertinent structural response prediction methods. A second objective was to obtain high-quality transient-strain data for a well-defined structural/material model subjected to impact by a rigid body of known mass, impact velocity, and geometry; large-deflection, elastic-plastic transient response conditions are of primary interest. The beam with both ends clamped and a steel sphere as the impacting body were chosen. The steel sphere was launched vertically by explosive propulsion to achieve various desired impact velocities. The sphere/beam impact tests resulted in producing a wide range of structural responses and permanent deformations, including rupture of the beam from excessive structural response in two cases. The transient and permanent strain data as well as the permanent deflection data obtained are of high quality and should be useful for checking and evaluating methods for predicting the responses of simple 2-d structures to fragment (sphere) impact. Transient strain data very close to the point of impact were not obtained over as long a time as desirable because the gage(s) in that region became detached during the transient response.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4528659','PMC'); return false;" href="https://www.pubmedcentral.nih.gov/articlerender.fcgi?tool=pmcentrez&artid=4528659"><span>Shape control of slack space reflectors using modulated solar pressure</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?DB=pmc">PubMed Central</a></p> <p>Borggräfe, Andreas; Heiligers, Jeannette; Ceriotti, Matteo; McInnes, Colin R.</p> <p>2015-01-01</p> <p>The static deflection profile of a large spin-stabilized space reflector because of solar radiation pressure acting on its surface is investigated. Such a spacecraft consists of a thin reflective circular film, which is deployed from a supporting hoop structure in an untensioned, slack manner. This paper investigates the use of a variable reflectivity distribution across the surface to control the solar pressure force and hence the deflected shape. In this first analysis, the film material is modelled as one-dimensional slack radial strings with no resistance to bending or transverse shear, which enables a semi-analytic derivation of the nominal deflection profile. An inverse method is then used to find the reflectivity distribution that generates a specific, for example, parabolic deflection shape of the strings. Applying these results to a parabolic reflector, short focal distances can be obtained when large slack lengths of the film are employed. The development of such optically controlled reflector films enables future key mission applications such as solar power collection, radio-frequency antennae and optical telescopes. PMID:26345083</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20150005313','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20150005313"><span>Design Environment for Multifidelity and Multidisciplinary Components</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Platt, Michael</p> <p>2014-01-01</p> <p>One of the greatest challenges when developing propulsion systems is predicting the interacting effects between the fluid loads, thermal loads, and structural deflection. The interactions between technical disciplines often are not fully analyzed, and the analysis in one discipline often uses a simplified representation of other disciplines as an input or boundary condition. For example, the fluid forces in an engine generate static and dynamic rotor deflection, but the forces themselves are dependent on the rotor position and its orbit. It is important to consider the interaction between the physical phenomena where the outcome of each analysis is heavily dependent on the inputs (e.g., changes in flow due to deflection, changes in deflection due to fluid forces). A rigid design process also lacks the flexibility to employ multiple levels of fidelity in the analysis of each of the components. This project developed and validated an innovative design environment that has the flexibility to simultaneously analyze multiple disciplines and multiple components with multiple levels of model fidelity. Using NASA's open-source multidisciplinary design analysis and optimization (OpenMDAO) framework, this multifaceted system will provide substantially superior capabilities to current design tools.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20110011037','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20110011037"><span>Extension of Ko Straight-Beam Displacement Theory to Deformed Shape Predictions of Slender Curved Structures</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Ko, William L.; Fleischer, Van Tran</p> <p>2011-01-01</p> <p>The Ko displacement theory originally developed for shape predictions of straight beams is extended to shape predictions of curved beams. The surface strains needed for shape predictions were analytically generated from finite-element nodal stress outputs. With the aid of finite-element displacement outputs, mathematical functional forms for curvature-effect correction terms are established and incorporated into straight-beam deflection equations for shape predictions of both cantilever and two-point supported curved beams. The newly established deflection equations for cantilever curved beams could provide quite accurate shape predictions for different cantilever curved beams, including the quarter-circle cantilever beam. Furthermore, the newly formulated deflection equations for two-point supported curved beams could provide accurate shape predictions for a range of two-point supported curved beams, including the full-circular ring. Accuracy of the newly developed curved-beam deflection equations is validated through shape prediction analysis of curved beams embedded in the windward shallow spherical shell of a generic crew exploration vehicle. A single-point collocation method for optimization of shape predictions is discussed in detail</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018AIPC.1959e0024P','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018AIPC.1959e0024P"><span>Numerical investigation of the aerodynamic loads and hinge moments of the flap with boundary layer control</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Pavlenko, Olga V.; Pigusov, Evgeny A.</p> <p>2018-05-01</p> <p>The paper discusses the approach of numerical simulation of the boundary layer control (BLC) on deflected flap for suppression of flow separation. Computational investigations were carried out using a program based on numerically solving the Reynolds averaged Navier-Stokes equations. The aim of this work is numerical investigation of the aerodynamic loads and hinge moments of the flap with BLC with influence of the walls of the wind tunnel. We have made a calculation of the airfoil section with flap deflected by 20° and 60° with variation of blowing momentum coefficient of Cμ=0÷0.1. The comparison of the calculation results with the experimental values of lift coefficient, pitching moment and pressure coefficient is presented. The pressure distribution on all surface of the wing and the threedimensional flow pattern of the wing with BLC, influence of the walls of the wind tunnel and the aerodynamic loads and hinge moments of the BLC flap are given. It is shown that the 20° flap increases the jet momentum coefficient from Cμ=0 to Cμ=0.1, leads to an increase of the hinge moment coefficient almost in 2 times, and the 60° flap increases the jet momentum coefficient from Cμ=0 to Cμ=0.113, leads to an increase of the hinge moment coefficient almost 3.5 times. The magnitude of the hinge moment on the flap with BLC rises due to the increase of the total aerodynamic force acting on the flap. As a result, the jet blowing on the plain flap leads to the significant increase of the hinge moment that must be considered when designing the high-lift devices with BLC.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://adsabs.harvard.edu/abs/2018SoPh..293...91Y','NASAADS'); return false;" href="http://adsabs.harvard.edu/abs/2018SoPh..293...91Y"><span>Dynamics of Large-Scale Solar-Wind Streams Obtained by the Double Superposed Epoch Analysis: 3. Deflection of the Velocity Vector</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://adsabs.harvard.edu/abstract_service.html">NASA Astrophysics Data System (ADS)</a></p> <p>Yermolaev, Y. I.; Lodkina, I. G.; Yermolaev, M. Y.</p> <p>2018-06-01</p> <p>This work is a continuation of our previous articles (Yermolaev et al. in J. Geophys. Res. 120, 7094, 2015 and Yermolaev et al. in Solar Phys. 292, 193, 2017), which describe the average temporal profiles of interplanetary plasma and field parameters in large-scale solar-wind (SW) streams: corotating interaction regions (CIRs), interplanetary coronal mass ejections (ICMEs, including both magnetic clouds (MCs) and ejecta), and sheaths as well as interplanetary shocks (ISs). Changes in the longitude angle, φ, in CIRs from -2 to 2° agree with earlier results ( e.g. Gosling and Pizzo, 1999). We have also analyzed the average temporal profiles of the bulk velocity angles in sheaths and ICMEs. We have found that the angle φ in ICMEs changes from 2 to -2°, while in sheaths it changes from -2 to 2° (similar to the change in CIRs), i.e. the angle in CIRs and sheaths deflects in the opposite sense to ICMEs. When averaging the latitude angle θ on all the intervals of the chosen SW types, the angle θ is almost constant at {˜} 1°. We made for the first time a selection of SW events with increasing and decreasing θ and found that the average θ temporal profiles in the selected events have the same "integral-like" shape as for φ. The difference in φ and θ average profiles is explained by the fact that most events have increasing profiles for the angle in the ecliptic plane as a result of solar rotation, while for the angle in the meridional plane, the numbers of events with increasing and decreasing profiles are equal.</p> </li> <li> <p><a target="_blank" rel="noopener noreferrer" onclick="trackOutboundLink('http://hdl.handle.net/2060/20040086852','NASA-TRS'); return false;" href="http://hdl.handle.net/2060/20040086852"><span>X-33 Experimental Aeroheating at Mach 6 Using Phosphor Thermography</span></a></p> <p><a target="_blank" rel="noopener noreferrer" href="http://ntrs.nasa.gov/search.jsp">NASA Technical Reports Server (NTRS)</a></p> <p>Horvath, Thomas J.; Berry, Scott A.; Hollis, Brian R.; Liechty, Derek S.; Hamilton, H. Harris, II; Merski, N. Ronald</p> <p>1999-01-01</p> <p>The goal of the NASA Reusable Launch Vehicle (RLV) technology program is to mature and demonstrate essential, cost effective technologies for next generation launch systems. The X-33 flight vehicle presently being developed by Lockheed Martin is an experimental Single Stage to Orbit (SSTO) demonstrator that seeks to validate critical technologies and insure applicability to a full scale RLV. As with the design of any hypersonic vehicle, the aeroheating environment is an important issue and one of the key technologies being demonstrated on X-33 is an advanced metallic Thermal Protection System (TPS). As part of the development of this TPS system, the X-33 aeroheating environment is being defined through conceptual analysis, ground based testing, and computational fluid dynamics. This report provides an overview of the hypersonic aeroheating wind tunnel program conducted at the NASA Langley Research Center in support of the ground based testing activities. Global surface heat transfer images, surface streamline patterns, and shock shapes were measured on 0.013 scale (10-in.) ceramic models of the proposed X-33 configuration in Mach 6 air. The test parametrics include angles of attack from -5 to 40 degs, unit Reynolds numbers from 1x106 to 8x106/ft, and body flap deflections of 0, 10, and 20 deg. Experimental and computational results indicate the presence of shock/shock interactions that produced localized heating on the deflected flaps and boundary layer transition on the canted fins. Comparisons of the experimental data to laminar and turbulent predictions were performed. Laminar windward heating data from the wind tunnel was extrapolated to flight surface temperatures and generally compared to within 50 deg F of flight prediction along the centerline. When coupled with the phosphor technique, this rapid extrapolation method would serve as an invaluable TPS design tool.</p> </li> </ol> <div class="pull-right"> <ul class="pagination"> <li><a href="#" onclick='return showDiv("page_1");'>«</a></li> <li><a href="#" onclick='return showDiv("page_21");'>21</a></li> <li><a href="#" onclick='return showDiv("page_22");'>22</a></li> <li><a href="#" onclick='return showDiv("page_23");'>23</a></li> <li><a href="#" onclick='return showDiv("page_24");'>24</a></li> <li class="active"><span>25</span></li> <li><a href="#" onclick='return showDiv("page_25");'>»</a></li> </ul> </div> </div><!-- col-sm-12 --> </div><!-- row --> </div><!-- page_25 --> <div class="footer-extlink text-muted" style="margin-bottom:1rem; text-align:center;">Some links on this page may take you to non-federal websites. 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