SCIENTIFIC AND TECHNICAL AEROSPACE REPORTS
A Biweekly Publication of the National Aeronautics and Space Administration
VOLUME 43, ISSUE 16 - AUGUST 12, 2005
09 RESEARCH AND SUPPORT FACILITIES (AIR)
Includes airports, runways, hangars, and aircraft repair and overhaul facilities; wind tunnels, water tunnels, and shock tubes; flight simulators; and aircraft engine test stands.
Also includes airport ground equipment and systems.
For airport ground operations see 03 Air Transportation and Safety.
For astronautical facilities see 14 Ground Support Systems and Facilities (Space).
20050192473 NASA Langley Research Center, Hampton, VA, USA
Hypersonic Wind Tunnel Calibration Using the Modern Design of Experiments
Rhode, Matthew N.; DeLoach, Richard; [2005]; 27 pp.; In English; 41st AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, 10-13 Jul. 2005, Tucson, AZ, USA Contract(s)/Grant(s): 23-090-80-40 Report No.(s): AIAA Paper 2005-4274; No Copyright; Avail: CASI; A03, Hardcopy
A calibration of a hypersonic wind tunnel has been conducted using formal experiment design techniques and response surface modeling. Data from a compact, highly efficient experiment was used to create a regression model of the pitot pressure as a function of the facility operating conditions as well as the longitudinal location within the test section. The new calibration utilized far fewer design points than prior experiments, but covered a wider range of the facility s operating envelope while revealing interactions between factors not captured in previous calibrations. A series of points chosen randomly within the design space was used to verify the accuracy of the response model. The development of the experiment design is discussed along with tactics used in the execution of the experiment to defend against systematic variation in the results. Trends in the data are illustrated, and comparisons are made to earlier findings. Author
Experiment Design; Hypersonic Wind Tunnels; Mathematical Models; Calibrating
20050192549 NASA Goddard Space Flight Center, Greenbelt, MD, USA
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IGS Data Center Working Group Report
Noll, Carey E.; International GPS Service 2001 - 2002 Technical Reports; September 2004, pp. 231; In English; See also 20050192500; No Copyright;Avail: CASI; A01, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
At its 18th meeting held December 09, 2001 in San Francisco, the IGS Governing Board recommended the formation of a working group to focus on data center issues.
This working group will tackle many of the problems facing the IGS data centers as well as develop new ideas to aid users both internal and external to the IGS.
The direction of the IGS has changed since its start in 1992 and many new working groups, projects, data sets, and products have been created and incorporated into the service since that time.
Therefore, this may be an appropriate time to revisit the requirements of data centers within the IGS.
Derived from text
Information Systems; Global Positioning System; Security
20050194726 NASA Lewis Research Center, Cleveland, OH, USA
Traversing Microphone Track Installed in NASA Lewis’ Aero-Acoustic Propulsion Laboratory Dome
Bauman, Steven W.; Perusek, Gail P.; Research and Technology 1998; April 1999; 3 pp.; In English; Original contains color illustrations; No Copyright; Avail: CASI; A01, Hardcopy
The Aero-Acoustic Propulsion Laboratory is an acoustically treated, 65-ft-tall dome located at the NASA Lewis Research Center. Inside this laboratory is the Nozzle Acoustic Test Rig (NATR), which is used in support of Advanced Subsonics Technology (AST) and High Speed Research (HSR) to test engine exhaust nozzles for thrust and acoustic performance under simulated takeoff conditions. Acoustic measurements had been gathered by a far-field array of microphones located along the dome wall and 10-ft above the floor. Recently, it became desirable to collect acoustic data for engine certifications (as specified by the Federal Aviation Administration (FAA)) that would simulate the noise of an aircraft taking off as heard from an offset ground location. Since nozzles for the High-Speed Civil Transport have straight sides that cause their noise signature to vary radially, an additional plane of acoustic measurement was required. Desired was an arched array of 24 microphones, equally spaced from the nozzle and each other, in a 25 off-vertical plane. The various research requirements made this a challenging task. The microphones needed to be aimed at the nozzle accurately and held firmly in place during testing, but it was also essential that they be easily and routinely lowered to the floor for calibration and servicing. Once serviced, the microphones would have to be returned to their previous location near the ceiling. In addition, there could be no structure could between the microphones and the nozzle, and any structure near the microphones would have to be designed to minimize noise reflections. After many concepts were considered, a single arched truss structure was selected that would be permanently affixed to the dome ceiling and to one end of the dome floor. Derived from text
Microphones; Test Chambers; Test Facilities; Aeroacoustics; Acoustic Measurement
20050195831 Army Research Lab., Cleveland, OH, USA
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New High-Temperature Turbine Seal Rig Fabricated Delgado, Irebert R.; Research and Technology 1999; March 2000; 2 pp.; In English; Original contains color illustrations; No Copyright; Avail: CASI; A01, Hardcopy
Current NASA program goals for aircraft engines and vehicle performance include reducing direct operating costs for commercial aircraft by 3 percent in large engines and 5 percent in regional engines, reducing engine fuel burn up to 10 percent, and reducing engine oxides of nitrogen emissions by more than 50 percent. Significant advancements in current gas turbine engines and engine components, such as seals, are required to meet these goals. Specifically, advanced seals have been identified as critical in meeting engine goals for specific fuel consumption, thrust-to-weight ratio, emissions, durability, and operating costs. In a direct effort to address and make progress toward these goals, researchers at the NASA Glenn Research Center at Lewis Field have developed a unique high-temperature, high-speed engine seal test rig to evaluate seals under the temperature, speed, and pressure conditions anticipated for next generation turbine engines. This new seal test rig has capabilities beyond those of any existing seal rigs. It can test air seals (i.e., labyrinth, brush, and new seal concepts) at temperatures of up to 1500 F and pressures up to 100 psid (even higher pressures are possible at lower temperatures), and at all surface speeds anticipated in future NASA (Ultra Efficient Engine Technology, UEET, and Integrated High-Performance Turbine Engine Technology, IHPTET) engine programs. In addition, seals can be tested offset from the rotor centerline, in the rotor runout condition, and with simulated mission profiles. Support for this new rig was provided by NASA Glenn, the U.S. Air Force, and the U.S. Army. Author
Seals (Stoppers); Test Stands
20050196180 Army Cold Regions Research and Engineering Lab., Hanover, NH USA
Placing Antifreeze Concrete at Grand Forks Air Force Base
Korhonen, Charles; Semen, Peter; Apr. 2005; 31 pp.; In English; Original contains color illustrations Report No.(s): AD-A435078; ERDC/CRREL TR-04-9; No Copyright; Avail: Defense Technical Information Center (DTIC)
The first airfield pavement application of a recently developed antifreeze technology for cold weather concreting was demonstrated in February 2004 on an unreinforced section of a parking apron at the Grand Forks Air Force Base (GFAFB) in North Dakota. The technology, which combines ordinary concrete admixtures into a formulation that depresses the freezing point of water and accelerates the hydration rate of portland cement, was the product of a three-year study conducted for the Federal Highway Administration and completed in February 2004. One of the eight admixture combinations developed in that study was used to convert a standard concrete mixture into antifreeze concrete at GFAFB. Two trial batches of concrete made on the day prior to working on the apron afforded the ready-mix producer ample time to adjust admixture dosages to produce a workable concrete. Four truckloads of concrete were sequentially batched at the ready-mix plant and dosed with the antifreeze formulation at the jobsite. Except for the second truckload, which was later discovered to have damaged mixing fins inside its drum, the antifreeze concrete batched in this study behaved like normal fast-setting concrete during mixing, at the time of placement, and throughout finishing. The apron section was ready for traffic two days after placement in subfreezing weather. DTIC
Admixtures; Antifreezes; Concretes
20050196199 Giordano Automation Corp., Sparta, NJ USA
Turbine Engine Monitoring System (TEMS) Long Term Support Infrastructure
Nolan, Mary; Giordano, Gerard; Esser, Al; deMare, Gregory; May 2005; 40 pp.; In English; Original contains color illustrations Contract(s)/Grant(s): F30602-00-C-0229; Proj-TEMS Report No.(s): AD-A435104; AFRL-IF-RS-TR-2005-189; No Copyright; Avail: Defense Technical Information Center (DTIC)
Under this contract, initiatives were conducted to improve the sustainment of the Turbine Engine Monitoring System (TEMS). TEMS is deployed on the A-10 and KC-135 aircraft to monitor engine parameters and provide alerts to the ground crew upon the occurrence of Malfunction Transactions (MALTRAN). The TEMS system was designed around 1970’s technology, and has numerous sustainment issues because of aging and diminishing manufacturing source (DMS) issues. This program was conducted under a Program Research and Development Authority (PRDA) effort. The efforts represent a true partnership between the two sides of the Air Force that rarely communicate: the R&D side represented by AFRL, and the post-deployment sustainment organization, WR-ALC. The partnership focused on introducing new technologies and innovative solutions to sustainment, and at the same time, provided clear insight to the R&D community the logistic impacts of early design decisions. This Final Report details the various initiatives performed as well as the overall results of each initiative. This includes UDU TPS Development, TEMS OCA TPS Re-Host, TEMS FFSCU Re-Engineering, AGETS Long Term Sustainment Study, AGETS Relay Study, AGETS System Upgrades, AGETS Software Support, FFSCU Emergency Repair for KC-135, A-10 Mishap Investigation, Loop Tester Study: Alternative to Hosting of AIS Functions, and EPU Download. DTIC
Aircraft Engines; Engine Monitoring Instruments; Gas Turbines; Malfunctions; Turbine Engines; Warning Systems
20050196550 NASA Glenn Research Center, Cleveland, OH, USA
NASA Research Being Shared Through Live, Interactive Video Tours
Petersen, Ruth A.; Zona, Kathleen A.; Research and Technology 2000; March 2001; 2 pp.; In English; Original contains color illustrations; No Copyright; Avail: CASI; A01, Hardcopy
On June 2, 2000, the NASA Glenn Research Center Learning Technologies Project (LTP) coordinated the first live remote videoconferencing broadcast from a Glenn facility. The historic event from Glenn’s Icing Research Tunnel featured wind tunnel technicians and researchers performing an icing experiment, obtaining results, and discussing the relevance to everyday flight operations and safety. After a brief overview of its history, students were able to ‘walk through’ the tunnel, stand in the control room, and observe a live icing experiment that demonstrated how ice would grow on an airplane wing in flight through an icing cloud. The tour was interactive, with a spirited exchange of questions and explanations between the students and presenters. The virtual tour of the oldest and largest refrigerated icing research tunnel in the world was the second of a series of videoconferencing connections with the AP Physics students at Bay Village High School, Bay Village, Ohio. The first connection, called Aircraft Safety and Icing Research, introduced the Tailplane Icing Program. In an effort to improve aircraft safety by reducing the number of in-flight icing events, Glenn’s Icing Branch uses its icing research aircraft to conduct flight tests. The presenter engaged the students in discussions of basic aircraft flight mechanics and the function of the horizontal tailplane, as well as the effect of ice on airfoil (wing or tail) surfaces. A brief video of actual flight footage provided a view of the pilot’s actions and reactions and of the horizon during tailplane icing conditions. Author
Aircraft Icing; Video Conferencing; Research Facilities; Educational Resources
20050196675 NASA Glenn Research Center, Cleveland, OH, USA
Wind Tunnel Tests Conducted to Develop an Icing Flight Simulator
Ratvasky, Thomas P.; Research and Technology 2000; March 2001; 3 pp.; In English; No Copyright; Avail: CASI; A01, Hardcopy
As part of NASA’s Aviation Safety Program goals to reduce aviation accidents due to icing, NASA Glenn Research Center is leading a flight simulator development activity to improve pilot training for the adverse flying characteristics due to icing. Developing flight simulators that incorporate the aerodynamic effects of icing will provide a critical element in pilot training programs by giving pilots a pre-exposure of icing-related hazards, such as ice-contaminated roll upset or tailplane stall. Integrating these effects into training flight simulators will provide an accurate representation of scenarios to develop pilot skills in unusual attitudes and loss-of-control events that may result from airframe icing. In order to achieve a high level of fidelity in the flight simulation, a series of wind tunnel tests have been conducted on a 6.5-percent-scale Twin Otter aircraft model. These wind tunnel tests were conducted at the Wichita State University 7- by 10-ft wind tunnel and Bihrle Applied Research’s Large Amplitude Multiple Purpose Facility in Neuburg, Germany. The Twin Otter model was tested without ice (baseline), and with two ice configurations: 1) Ice on the horizontal tail only; 2) Ice on the wing, horizontal tail, and vertical tail. These wind tunnel tests resulted in data bases of aerodynamic forces and moments as functions of angle of attack; sideslip; control surface deflections; forced oscillations in the pitch, roll, and yaw axes; and various rotational speeds. A limited amount of wing and tail surface pressure data were also measured for comparison with data taken atWichita State and with flight data. The data bases from these tests will be the foundation for a PC-based Icing Flight Simulator to be delivered to Glenn in fiscal year 2001. Derived from text
Wind Tunnel Tests; Aircraft Icing; Flight Simulators; Pilot Training
20050199432 NASA Glenn Research Center, Cleveland, OH, USA, Army Research Lab., Cleveland, OH, USA
New High-Temperature Turbine Seal Rig Installed
Delgado, Irebert R.; Research and Technology 2000; March 2001; 2 pp.; In English; No Copyright; Avail: CASI; A01, Hardcopy
Current NASA program goals for aircraft engines and vehicle performance include reducing direct operating costs for commercial aircraft by 3 percent in large engines and 5 percent in regional engines, reducing engine fuel burn up to 10 percent, and reducing engine oxides of nitrogen emissions by more than 50 percent. Significant advancements in current gas turbine engines and engine components, such as seals, are required to meet these goals. Specifically, advanced seals have been identified as critical in meeting engine goals for specific fuel consumption, thrust-to-weight ratio, emissions, durability, and operating costs. In a direct effort to address and make progress toward these goals, researchers at the NASA Glenn Research Center have developed a unique high-temperature, high-speed engine seal test rig to evaluate seals under the temperature, speed, and pressure conditions anticipated for next-generation turbine engines. Newly installed, this seal test rig has capabilities beyond those of any existing seal rigs. It can test air seals (i.e., labyrinth, brush, and new seal concepts) at temperatures of up to 1500 F and pressures up to 100 psid (even higher pressures are possible at lower temperatures), and at all surface speeds anticipated in future NASA (Ultra-Efficient Engine Technology, UEET) and Integrated High-Performance Turbine Engine Technology (IHPTET) engine programs. In addition, seals can be tested offset from the rotor centerline, in the rotor runout condition, and with simulated mission profiles. Support for this new rig was provided by Glenn, the U.S. Air Force, and the U.S. Army. Derived from text
Test Facilities; Seals (Stoppers); Engine Parts; Gas Turbine Engines; High Temperature Tests
Source: NASA.
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