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A flight test investigation has been conducted to determine the performance of wingtip vortex turbines and their effect on aircraft performance. The turbines were designed to recover part of the large energy loss (induced drag) caused by the wingtip vortex. The turbine, driven by the vortex flow, reduces the strength of the vortex, resulting in an associated induced drag reduction. A four-blade turbine was mounted on each wingtip of a single-engine, T-tail, general aviation airplane. Two sets of turbine blades were tested, one with a 15° twist (washin) and one with no twist. The power recovered by the turbine and the installed drag increment were measured. A trade-off between turbine power and induced drag reduction was found to be a function of turbine blade incidence angle. This test has demonstrated that the wingtip vortex turbine is an attractive alternate, as well as an emergency, power source.

A simple wing leading-edge modification has been developed that delays outer wing panel stall, thus maintaining roll damping to higher angles of attack and delaying the onset of autorotation. The stall angle of attack of the outer wing panel has been shown to be a function of the spanwise length of the leading-edge modification. The margin of spin resistance provided by the modification is being explored through flight tests. Preliminary results have been used to evaluate spin resistance in terms of the difference in angle of attack between outer wing panel stall and the maxiumum attainable angle of attack.

An investigation has been conducted in the Langley 30- by 60-Foot Wind Tunnel to evaluate the performance and stability and control characteristics of a full-scale general aviation airplane equipped with a natural-laminar-flow wing. The study focused on the effects of natural laminar flow and boundary layer transition, and on the effects of several wing leading-edge modifications designed to improve the stall resistance of the configuration. Force and moment data were measured over wide angle-of-attack and sideslip ranges and at Reynolds numbers from 1.4 × 106 to 2.1 × 106 based on the mean aerodynamic chord. Additional measurements were made using hot-film and sublimating-chemical techniques to determine the condition of the wing boundary layer, and wool tufts were used to study the wing stalling characteristics. The investigation showed that large regions of natural laminar flow existed on the wing which would significantly enhance the cruise performance of the configuration.

A series of low-speed static and dynamic wind tunnel tests of a commercial transport configuration over an extended angle of attack/sideslip envelope was conducted at NASA Langley Research Center. The test results are intended for use in the development of an aerodynamic simulation database for determining aircraft flight characteristics at extreme and loss-of-control conditions. This database will be used for the development of loss-of-control prevention or mitigation systems, pilot training for recovery from such conditions, and accident investigations. An overview of the wind-tunnel tests is presented and the results of the tests are evaluated with respect to traditional simulation database development techniques for modeling extreme conditions to identify regions where simulation fidelity should be addressed.

This paper discusses different computer vision techniques investigated by the authors for identifying Emergency Vehicles (EV). Two independent EV identification frameworks were investigated: (1) A one-stage framework where an object detection algorithm is trained on a custom dataset to detect EVs, (2) A two-stage framework where an object classification algorithm is implemented in series with an object detection pipeline to classify vehicles into EVs and non-EVs. A comparative study is conducted for different multi-spectral feature vectors of the image, against several classification models implemented in framework 2. Additionally, a user-defined feature vector is defined and its performance is compared against the other feature vectors. Classification outputs from each of the frameworks are compared to the ground truth, and results are quantitatively listed to conclude upon the ideal decision rule.

To meet the challenge of future deep space programs an accurate and efficient engineering code for analyzing the shielding requirements against high-energy galactic heavy radiations is needed. Such engineering design codes require establishing validation processes using laboratory ion beams and space flight measurements in realistic geometries. In consequence, a new version of the HZETRN code capable of simulating HZE ions with either laboratory or space boundary conditions is currently under development. The new code, GRNTRN, is based on a Green's function approach to the solution of Boltzmann's transport equation and like its predecessor is deterministic in nature. Code validation in the laboratory environment is addressed by showing that GRNTRN accurately predicts energy loss spectra as measured by solid-state detectors in ion beam experiments.

A comprehensive analysis of engine performance and fuel consumption was carried out to study Low Heat Rejection (LHR) concepts in the conventional light-duty diesel engine. From most previous studies on LHR diesel engines, thermal-barrier coatings (TBCs) have been recognized as a conventional way of insulating engine parts; while for the cases studied in this paper, the LHR concept is realized by altering engine coolant temperature (ECT). This paper presents engine simulation of a multi-cylinder, four-stroke, 1.9L diesel engine operating at 1500 rpm with five cases having different ECTs. The simulated results have been validated against experimental data. Calibration strategy for the engine simulation model is detailed in a systematic methodology for a better understanding of this simulation-development process. The calibrated model predicts the performance and fuel consumption within tolerated uncertainties.

An investigation on the effects of oxygen enriched combustion air on engine performance was extended to include the implications from the second law of thermodynamics. A unique feature of this investigation is the examination of equal power engines. As the oxygen content of the combustion air increases, the engine size (displacement) can decrease to achieve the same brake power. The use of oxygen enriched combustion air will have a direct affect on the combustion process and on the overall engine thermodynamics. For example, for cases with higher inlet oxygen concentration (and hence less nitrogen dilution), for the same operating conditions, the combustion gas temperatures and engine cylinder heat losses will be higher. In addition, for increasing oxygen content, the second law losses associated with mixing could be reduced. The major objective of this study was to quantify these expectations for a range of operating conditions.

An ultrasonic method is presented for non-intrusively measuring hydraulic fluid level in aircraft struts in the field quickly and easily without modifying the strut or aircraft. The technique interrogates the strut with ultrasonic waves generated and received by a removable ultrasonic transducer hand-held on the outside of the strut in a fashion that inthe presence or absence of hydraulic fluid inside the strut. This technique was successfully demonstrated on an A-6 aircraft strut on the carriage at the Aircraft Landing Dynamics Research Facility at NASA Langley Research Center. Conventional practice upon detection of strut problem symptoms is to remove aircraft from service for extensive maintenance to determine fluid level. No practical technique like the method presented herein for locating strut hydraulic fluid level is currently known to be used.

High-speed computational procedures for space radiation shielding have relied on asymptotic expansions in terms of the off-axis scatter and replacement of the general geometry problem by a collection of flat plates. This type of solution was derived for application to human rated systems in which the radius of the shielded volume is large compared to the off-axis diffusion limiting leakage at lateral boundaries. Over the decades these computational codes are relatively complete and lateral diffusion effects are now being added. The analysis for developing a practical full 3D space shielding code is presented.

The condition of aircraft tires and runway surfaces can be crucial in meeting the stringent demands of aircraft ground operations, particularly under adverse weather conditions. Gaining a better understanding of the factors influencing the tire/pavement interface is the aim of several ongoing NASA Langley research programs which are described in this paper. Results from several studies conducted at the Langley Aircraft Landing Dynamics Facility, tests with instrumented ground vehicles and aircraft, and some recent aircraft accident investigations are summarized to indicate effects of different tire and runway properties. The Joint FAA/NASA Runway Friction Program is described together with some preliminary test findings. The scope of future NASA Langley research directed towards solving aircraft ground operational problems related to the tire/pavement interface is given.

Low temperature combustion (LTC) modes for reciprocating engines have been demonstrated with relatively high thermal efficiencies. These new combustion modes involve various combinations of stratification, lean mixtures, high levels of exhaust gas recirculation (EGR), multiple injections, variable valve timings, two fuels, and other such features. LTC engines may be attractive in combination with low heat rejection (LHR) engine concepts. The current work is aimed at evaluating the thermodynamic advantages of such a LTC-LHR engine. A thermodynamic cycle simulation was used to evaluate the effect of cylinder wall temperature on the engine performance, emissions and second law characteristics. An automotive engine at 2000 rpm with a bmep of 900 kPa was considered. Both a conventional and a LTC design were compared. The LTC engine realized small gains in efficiency whereas the conventional engine did not realize any significant gains as the cylinder wall temperature was increased.

The Mars Reconnaissance Orbiter (MRO) launched on August 12, 2005 and started aerobraking at Mars in March 2006. During the spacecraft's design phase, thermal models of the solar panels and instruments were developed to determine which components would be the most limiting thermally during aerobraking. Having determined the most limiting components, (from a temperature limit standpoint), thermal limits in terms of heat rate were established. Advanced thermal modeling techniques were developed utilizing Thermal Desktop and Patran Thermal. Heat transfer coefficients were calculated using a Direct Simulation Monte Carlo technique. Analysis established that the solar panels were the most limiting components during the aerobraking phase of the mission.

The Mars Reconnaissance Orbiter (MRO) launched on August 12, 2005 and began aerobraking at Mars in March 2006. In order to save propellant, MRO used aerobraking to modify the initial orbit at Mars. The spacecraft passed through the atmosphere briefly on each orbit; during each pass the spacecraft was slowed by atmospheric drag, thus lowering the orbit apoapsis. The largest area on the spacecraft, most affected by aeroheating, was the solar arrays. A thermal analysis of the solar arrays was conducted at NASA Langley Research Center to simulate their performance throughout the entire roughly 6-month period of aerobraking. A companion paper describes the development of this thermal model. This model has been correlated against many sets of flight data. Several maneuvers were performed during the cruise to Mars, such as thruster calibrations, which involve large abrupt changes in the spacecraft orientation relative to the sun.

The results of theory/experiment correlative studies at subsonic and supersonic Mach numbers are presented in this paper. These studies were conducted by using theoretical design tools consisting of the Method of Characteristics, newly-developed integral compressible boundary-layer methods for infinitely swept wings, namely, laminar boundary layer with suction, prediction of neutral instability and transition due to amplification of Tollmien-Schlichting (T.S.) waves and crossflow (C.F.), and a method for predicting separating turbulent boundary-layer characteristics. Results of correlations have indicated that the present integral boundary layer methods are quite successful in predicting transition phenomenon both at transonic and supersonic speeds.

Aviation has experienced one hundred years of dynamic growth and change, resulting in the current air transportation system dominated by commercial airliners in a hub and spoke infrastructure. The first fifty years of aviation was a very chaotic, rapid evolutionary process involving disruptive technologies that required frequent adaptation. The second fifty years produced a stable evolutionary optimization of services based on achieving an objective function of decreased costs. In the third wave of aeronautics over the next fifty years, there is the potential for aviation to transform itself into a more robust, scalable, adaptive, secure, safe, affordable, convenient, efficient, and environmentally fare and friendly system.

A causal analysis of aviation accidents that involved pilot error is presented. The analysis employs a top-down methodology that investigates the relationship between pilot errors and other causal factors with accidents. The Human Factors Analysis and Classification System (HFACS) framework is utilized to produce a comprehensive causal analysis of accident groups. This analysis will compare and evaluate causal factor patterns for both accidents induced by pilot errors and those where pilot error was a contributor but not the initiating event. Pilot induced accidents are those initiated by an inappropriate action of the aircrew. That is, the National transportation Safety Board (NTSB) report cited pilot error first within its analysis defining accident causes, factors, and findings. Pilot contributed accidents are those that are initiated by some other causal factor (weather, aircraft failure, etc.) and the pilot’s inappropriate action played a part in the outcome.

Rotordynamics developed from the beginning of the 20th century to deal with problems associated with steam turbines. This paper deals with intense developments starting around 1975 through 2000 in rotordynamics to deal with new, larger machines running at higher speeds and higher power levels. Most of the new problems of interest dealt with subsynchronous instabilities. Issues associated with “synchromnously unstable” motion due to the Morton Effect is also reviewed.