Engineering topics

Lee, W. Y.

Publications and source records attributed to Lee, W. Y..

17 records

NASA NTRS1995

Isolation, characterization, and primary structure of rubredoxin from the photosynthetic bacterium, Heliobacillus mobilis

Rubredoxin is a small nonheme iron protein that serves as an electron carrier in bacterial systems. Rubredoxin has now been isolated and characterized from the strictly anaerobic phototroph, Heliobacillus mobilis. THe molecular mass (5671.3 Da from the amino acid sequence) was confirmed and partial formylation of the N-terminal methionyl residue was established by matrix-assisted laser desorption mass spectroscopy. The complete 52-amino-acid sequence was determined by a combination of N-terminal sequencing by Edman degradation and C-terminal sequencing by a novel method using carboxypeptidase treatment in conjunction with amino acid analysis and laser desorption time of flight mass spectrometry. The molar absorption coefficient of Hc. mobilis rubredoxin at 490 nm is 6.9 mM-1 cm-1 and the midpoint redox potential at pH 8.0 is -46 mV. The EPR spectrum of the oxidized form shows resonances at g = 9.66 and 4.30 due to a high-spin ferric iron. The amino acid sequence is homologous to those of rubredoxins from other species, in particular, the gram-positive bacteria, and the phototrophic green sulfur bacteria, and the evolutionary implications of this are discussed.

NASA Discipline Number 52-30↗

NASA NTRS1995

Thermal Barrier Coating Workshop

This document contains the agenda and presentation abstracts for the Thermal Barrier Coating Workshop, sponsored by NASA, DOE, and NIST. The workshop covered thermal barrier coating (TBC) issues related to applications, processing, properties, and modeling. The intent of the workshop was to highlight the state of knowledge on TBC's and to identify critical gaps in knowledge that may hinder TBC use in advanced applications. The workshop goals were achieved through presentations by 22 speakers representing industry, academia, and government as well as through extensive discussion periods.

Brindley, W. J.↗

NASA NTRS1995

Thermal barrier coatings issues in advanced land-based gas turbines

The Department of Energy's Advanced Turbine System (ATS) program is aimed at forecasting the development of a new generation of land-based gas turbine systems with overall efficiencies significantly beyond those of current state-of-the-art machines, as well as greatly increased times between inspection and refurbishment, improved environmental impact, and decreased cost. The proposed duty cycle of ATS turbines will require the use of different criteria in the design of the materials for the critical hot gas path components. In particular, thermal barrier coatings will be an essential feature of the hot gas path components in these machines. While such coatings are routinely used in high-performance aircraft engines and are becoming established in land-based turbines, the requirements of the ATS turbine application are sufficiently different that significant improvements in thermal barrier coating technology will be necessary. In particular, it appears that thermal barrier coatings will have to function on all airfoil sections of the first stage vanes and blades to provide the significant temperature reduction required. In contrast, such coatings applied to the blades and vances of advanced aircraft engines are intended primarily to reduce air cooling requirements and extend component lifetime; failure of those coatings can be tolerated without jeopardizing mechanical or corrosion performance. A major difference is that in ATS turbines these components will be totally reliant on thermal barrier coatings which will, therefore, need to be highly reliable even over the leading edges of first stage blades. Obviously, the ATS program provides a very challenging opportunity for TBC's, and involves some significant opportunities to extend this technology.

Parks, W. P.↗

NASA NTRS1991

Synthesis and superconducting properties of Tl-Ba-Ca-Cu-O films

Tl-Ba-Ca-Cu-O superconducting films were synthesized by sputtering either from a single target or from two oxide targets in a symmetric configuration. Films with zero resistance Tc of up to 122 K were obtained after various postannealing treatments at 870-950 C under an oxygen atmosphere. The composition of the films is not very homogeneous on the submicrometer scale. The critical current of these films at 77 K is in the 1000 A/sq cm to 10,000 A/sq cm range, which is much smaller than that of films prepared on SrTiO3 and LaAlO3 substrates. The low critical current density in these films is probably due to the granularity in the films. The morphology, structure, and magnetic and superconducting properties of the films were studied. Films prepared by two different sputtering techniques have similar results which depend mostly on the film compositions and their annealing conditions. It is found that the induced magnetic flux in the film decreases rapidly with increasing temperature, indicating weak flux pinning.

Liou, S. H.↗

NASA NTRS1990

Optimization and guidance of trajectories for coplanar, aeroassisted orbital transfer

Guidance trajectories for coplanar aeroassisted orbital transfer (AOT) from high earth orbit to LEO are presently optimized under the assumption of trajectory control during its endoatmospheric phase by alpha-dependent lift coefficient. Optimal trajectories are first computed by minimizing the total velocity impulse required for AOT; attention is then given to guidance trajectories capable of approximating such key properties of the optimal trajectories as minimum altitude, exit velocity, and exit path inclination, in real time. A switch is made from target-altitude guidance to target path inclination-guidance according to the velocity depletion required for optimum flight.

Miele, A.↗

NASA NTRS1990

Optimal trajectories for an aerospace plane. Part 2: Data, tables, and graphs

Data, tables, and graphs relative to the optimal trajectories for an aerospace plane are presented. A single-stage-to-orbit (SSTO) configuration is considered, and the transition from low supersonic speeds to orbital speeds is studied for a single aerodynamic model (GHAME) and three engine models. Four optimization problems are solved using the sequential gradient-restoration algorithm for optimal control problems: (1) minimization of the weight of fuel consumed; (2) minimization of the peak dynamic pressure; (3) minimization of the peak heating rate; and (4) minimization of the peak tangential acceleration. The above optimization studies are carried out for different combinations of constraints, specifically: initial path inclination that is either free or given; dynamic pressure that is either free or bounded; and tangential acceleration that is either free or bounded.

Miele, Angelo↗

NASA NTRS1990

Optimal trajectories for an aerospace plane. Part 1: Formulation, results, and analysis

The optimization of the trajectories of an aerospace plane is discussed. This is a hypervelocity vehicle capable of achieving orbital speed, while taking off horizontally. The vehicle is propelled by four types of engines: turbojet engines for flight at subsonic speeds/low supersonic speeds; ramjet engines for flight at moderate supersonic speeds/low hypersonic speeds; scramjet engines for flight at hypersonic speeds; and rocket engines for flight at near-orbital speeds. A single-stage-to-orbit (SSTO) configuration is considered, and the transition from low supersonic speeds to orbital speeds is studied under the following assumptions: the turbojet portion of the trajectory has been completed; the aerospace plane is controlled via the angle of attack and the power setting; the aerodynamic model is the generic hypersonic aerodynamics model example (GHAME). Concerning the engine model, three options are considered: (EM1), a ramjet/scramjet combination in which the scramjet specific impulse tends to a nearly-constant value at large Mach numbers; (EM2), a ramjet/scramjet combination in which the scramjet specific impulse decreases monotonically at large Mach numbers; and (EM3), a ramjet/scramjet/rocket combination in which, owing to stagnation temperature limitations, the scramjet operates only at M approx. less than 15; at higher Mach numbers, the scramjet is shut off and the aerospace plane is driven only by the rocket engines. Under the above assumptions, four optimization problems are solved using the sequential gradient-restoration algorithm for optimal control problems: (P1) minimization of the weight of fuel consumed; (P2) minimization of the peak dynamic pressure; (P3) minimization of the peak heating rate; and (P4) minimization of the peak tangential acceleration.

Miele, Angelo↗

NASA NTRS1989

Optimal trajectories for the aeroassisted flight experiment

The optimal trajectories of the aeroassisted flight experiment (AFE) spacecraft are analyzed in a three-dimensional space using the full system of six ODEs describing the atmospheric pass. The optimal trajectories are computed for two possible transfers: indirect ascent to a 178 NM perigee via a 197 NM apogee and direct ascent to a 178 NM apogee. For each transfer, two cases are investigated: (1) the bank angle is continuously variable, and (2) the trajectory is divided into segments along which the bank angle is constant. It is shown that the optimal trajectories for both cases coalesce into a two subarc trajectory, with the bank angle constant in each subarc. It is also shown that, during the atmospheric pass, the peak values of the changes of the orbital inclination and the longitude of the ascending node are nearly zero.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for hypervelocity flight

Optimal trajectories for hypervelocity flight of interest in aeroassisted orbital transfer are discussed. Both coplanar and noncoplanar transfer are studied. More precisely, the geosynchronous-earth-orbit-, high-earth orbit- and low-earth-orbit-to-low earth-orbit transfers are considered in connection with a spacecraft that is controlled during the atmospheric pass by the angle of attack (coplanar case) or by the angle of attack and the angle of bank (noncoplanar case). Within the framework of classical optimal control, the following problems are studied: minimize the energy required for orbital transfer; maximize the time of flight during the atmospheric portion of the trajectory; and minimize the time integral of the square of the path inclination. Within the framework of minimax optimal control, the problem studied is to minimize the peak rate. Numerical solutions for the problems are obtained by means of the sequential gradient-restoration algorithm. The engineering implications of the results are discussed.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for the Aeroassisted Flight Experiment. Part 1: Equations of motion in an Earth-fixed system

The determination of optimal trajectories for the aeroassisted flight experiment (AFE) is discussed. The AFE refers to the study of the free flight of an autonomous spacecraft, shuttle-launched and shuttle-recovered. Its purpose is to gather atmospheric entry environmental data for use in designing aeroassisted orbital transfer vehicles (AOTV). It is assumed that: (1) the spacecraft is a particle of constant mass; (2) the Earth is rotating with constant angular velocity; (3) the Earth is an oblate planet, and the gravitational potential depends on both the radial distance and the latitude (harmonics of order higher than four are ignored); and (4) the atmosphere is at rest with respect to the Earth. Under these assumptions, the equations of motion for hypervelocity atmospheric flight (which can be used not only for AFE problems, but also for AOT problems and space shuttle problems) are derived in an Earth-fixed system. Transformation relations are supplied which allow one to pass from quantities computed in an Earth-fixed system to quantities computed in an inertial system, and vice versa.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for the Aeroassisted Flight Experiment. Part 2: Equations of motion in an inertial system

The determination of optimal trajectories for the aeroassisted flight experiment (AFE) is discussed. The AFE refers to the study of the free flight of an autonomous spacecraft, shuttle-launched and shuttle-recovered. Its purpose is to gather atmospheric entry environmental data for use in designing aeroassisted orbital transfer vehicles (AOTV). It is assumed that: (1) the spacecraft is a particle of constant mass; (2) the Earth is rotating with constant angular velocity; (3) the Earth is an oblate planet, and the gravitational potential depends on both the radial distance and the latitude (harmonics of order higher than four are ignored); and (4) the atmosphere is at rest with respect to the Earth. Under these assumptions, the equations of motion for hypervelocity atmospheric flight (which can be used not only for AFE problems, but also for AOT problems and space shuttle problems) are derived in an inertial system. Transformation relations are supplied which allow one to pass from quantities computed in an inertial system to quantities computed in an Earth-fixed system and vice versa.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for the aeroassisted flight experiment

The determination of optimal trajectories for the aeroassisted flight experiment (AFE) is discussed. The intent of this experiment is to simulate a GEO-to-LEO transfer, where GEO denotes a geosynchronous earth orbit and LEO denotes a low earth orbit. The trajectories of an AFE spacecraft are analyzed in a 3D-space, employing the full system of 6 ordinary differential equations (ODEs) describing the atmospheric pass. The atmospheric entry conditions are given, and the atmospheric exit conditions are adjusted. Two possible transfers are considered: (1) indirect ascent to a 178 NM perigee via a 197 NM apogee; and (2) direct ascent to a 178 NM apogee.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for the aeroassisted flight experiment. Part 3: Formulation, results, and analysis

The determination of optimal trajectories for the aero-assisted flight experiment (AFE) is investigated. The intent of this experiment is to simulate a GEO-to-LEO transfer, where GEO denotes a geosynchronous Earth orbit and LEO denotes a low Earth orbit. The trajectories of an AFE spacecraft are analyzed in a 3D-space, employing the full system of 6 ODEs describing the atmospheric pass. The atmospheric entry conditions are given, and the atmospheric exit conditions are adjusted in such a way that the following conditions are satisfied: (1) the atmospheric velocity depletion is such that, after exiting, the AFE spacecraft first ascends to a specified apogee and then descends to a specified perigee; and (2) the exit orbital plane is identical with the entry orbital plane. The final maneuver, not analyzed here, includes the rendezvous with and the capture by the space shuttle.

Miele, A.↗

NASA NTRS1989

Optimal trajectories for the aeroassisted flight experiment. Part 4: Data, tables, and graphs

The determination of optimal trajectories for the aeroassisted flight experiment (AFE) is discussed. Data, tables, and graphs relative to the following transfers are presented: (IA) indirect ascent to a 178 NM perigee via a 197 NM apogee; and (DA) direct ascent to a 178 NM apogee. For both transfers, two cases are investigated: (1) the bank angle is continuously variable; and (2) the trajectory is divided into segments along which the bank angle is constant. For case (2), the following subcases are studied: two segments, three segments, four segments, and five segments; because the time duration of each segment is optimized, the above subcases involve four, six, eight, and ten parameters, respectively. Presented here are systematic data on a total of ten optimal trajectories (OT), five for Transfer IA and five for Transfer DA. For comparison purposes and only for Transfer IA, a five-segment reference trajectory RT is also considered.

Miele, A.↗

NASA NTRS1988

Nearly-grazing optimal trajectories for noncoplanar, aeroassisted orbital transfer

This paper discusses aeroassisted orbital transfer maneuvers under the assumption that the terminal orbital inclinations are different. Both GEO-to-LEO and LEO-to-LEO transfers are considered in connection with a spacecraft which is controlled during the atmospheric pass via the angle of attack and the angle of bank. Within the framework of classical optimal control, the following problems are studied: the minimization of the total characteristic velocity (P1); the minimization of the time integral of the square of the path inclination (P5); and the minimization of the peak heating rate (Q1). Numerical solutions are obtained by means of the sequential gradient-restoration logarithm for optimal control problems under the conditions that, for the problem (P1), the plane change components are optimized, while for the problems (P5) and (Q1), the plane change components are kept at the levels determined for problem (P1). The engineering implications of the solutions are discussed, in order to determine the most useful solutions in the light of energy requirements and heat transfer requirements.

Miele, A.↗

NASA NTRS1987

Optimal trajectories for aeroassisted, noncoplanar orbital transfer. II - LEO-to-LEO transfer

Both classical and minimax problems of optimal control arising in the study of noncoplanar, aeroassisted orbital transfer are considered and are illustrated with the example of LEO-to-LEO transfer. Trajectory control is achieved by modulation of the lift coefficient and the angle of bank. Problems considered include the minimization of the energy required for orbital transfer, maximization of the flight time during the atmospheric portion of the trajectory, and minimization of the peak heating rate. The near-grazing solution is found to be a good compromise between energy and heating requirements.

Miele, A.↗

NASA NTRS1987

Optimal trajectories for aeroassisted, coplanar orbital transfer

Classical and minimax optimal control problems arising in the study of aeroassisted coplanar orbit transfer from a high planetary orbit to a low one are considered. Attention is given to (1) the minimization of the energy required for the maneuver; (2) minimization of the time integral of the heating rate; (3) minimization of the time of flight during the atmospheric portion of the trajectory; (4) maximization of the time of flight during the atmospheric portion of the trajectory; (5) minimization of the time integral of the path inclination; and (6) minimization of the sum of the squares of the entry and exit path inclinations.

Miele, A.↗