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Phillips, J.

Publications and source records attributed to Phillips, J..

10 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2020

Current State of the Electrodynamic Dust Shield for Mitigation

The Electrodynamic Dust Shield (EDS) has been developed as a means to lift, transport and remove dust from surfaces for over 18 years in the Electrostatics and Surface Physics Laboratory at NASA Kennedy Space Center. Resent advances in the technology have allowed large-scale EDSs to be fabricated using roll-to-roll techniques for quick efficient processing. The aim of the current research is to demonstrate the 3-dimensional (3-D) version of the EDS and its applicability to various surfaces of interest throughout the Artemis program that require dust mitigation. The conventional two dimensional (2-D) EDS has been comprised of interdigitated electrodes across a surface of alternating polarity to setup non-uniform electric fields in the location of interest for which the particles need to be removed. The 2-D system can be designed to accommodate various phases. For example, the two phase EDS is comprised of two electrodes 180˚ out of phase, while the 3-phase EDS is 120˚ out of phase with the adjacent leg. 4-phase EDS configurations are also possible but for each square wave a high voltage signal is applied to each leg.

Buhler, C. R.↗
NASA NTRS2010

Cruise-Efficient Short Takeoff and Landing (CESTOL): Potential Impact on Air Traffic Operations

The National Aeronautics and Space Administration (NASA) is investigating technological and operational concepts for introducing Cruise-Efficient Short Takeoff and Landing (CESTOL) aircraft into a future US National Airspace System (NAS) civil aviation environment. CESTOL is an aircraft design concept for future use to increase capacity and reduce emissions. CESTOL provides very flexible takeoff, climb, descent and landing performance capabilities and a high-speed cruise capability. In support of NASA, this study is a preliminary examination of the potential operational impact of CESTOL on airport and airspace capacity and delay. The study examines operational impacts at a subject site, Newark Liberty Intemational Airport (KEWR), New Jersey. The study extends these KEWR results to estimate potential impacts on NAS-wide network traffic operations due to the introduction of CESTOL at selected major airports. These are the 34 domestic airports identified in the Federal Aviation Administration's Operational Evolution Plan (OEP). The analysis process uses two fast-time simulation tools to separately model local and NAS-wide air traffic operations using predicted flight schedules for a 24-hour study period in 2016. These tools are the Sen sis AvTerminal model and NASA's Airspace Concept Evaluation System (ACES). We use both to simulate conventional-aircraft-only and CESTOL-mixed-with-conventional-aircraft operations. Both tools apply 4-dimension trajectory modeling to simulate individual flight movement. The study applies AvTerminal to model traffic operations and procedures for en route and terminal arrival and departures to and from KEWR. These AvTerminal applications model existing arrival and departure routes and profiles and runway use configurations, with the assumption jet-powered, large-sized civil CESTOL aircraft use a short runway and standard turboprop arrival and departure procedures. With these rules, the conventional jet and CESTOL aircraft are procedurally separated from each other geographically and in altitude during tenninal airspace approach and departure operations, and each use a different arrival runway. AvTeminal implements its unique Focal-point Scheduling Process to sequence, space and delay aircraft to resolve spacing and overtake conflicts among flights in the airspace and airport system serving KEWR. This Process effectively models integrated arrival and departure operations. AvTerminal assesses acceptance rates and delay magnitude and causality at selected locations, including en route outer boundary fixes, tenninal airspace arrival and departure boundary fixes, terminal airspace arrival merge and departure diverge fixes, and runway landing and takeoff runways. The analysis compares the resulting capacity impacts, flight delays and delay sources between CESTOL and conventional KEWR operations. AvTerminal quantitative results showed that CESTOL has significant capability to increase airport arrival acceptance rates (35-40% at KEWR) by taking advantage of otherwise underused airspace and runways where available. The study extrapolates the AvTerminal-derived KEWR peak arrival and departure acceptance rates to estimate capacity parameter values for each of the OEP airports in the ACES modeling of traffic through the entire NAS network. The extrapolations of acceptance rates allow full, partial or no achievement of CESTOL capacity gains at an OEP airport as determined by assessments of the degree to which local procedures allow leveraging of CESTOL capabilities. These assessments consider each OEP airport's runway geometries, runway system configurations, airport and airspace operations, and potential CESTOL traffic loadings. The ACES modeling, simulates airport and airspace spacing constraints imposed by airport runway system, terminal and en route air traffic control and traffic flow management operations using airport acceptance rates representing conventional-aircraft-only and CESTOL-mixed operations. CEOL aircraft are assumed to have Mach 0.8, and alternatively Mach 0.7, cruise speeds to examine compatibility with conventional aircraft operations in common airspace. The ACES results provides estimates of CESTOL delay impact NAS-wide and at OEP airports due to changes in OEP airport acceptance rates and changes in en route airspace potential conflict rates. Preliminary results show meaningful nationwide delay reductions (20%) due to CESTOL operations at 34 major domestic airports.

Couluris, G. J.↗
NASA NTRS1996

Latitudinal Dependence of the Radial IMF Component - Interplanetary Imprint

Ulysses measurements have confirmed that there is no significant gradient with respect to heliomagnetic latitude in the radial component, B(sub r,), of the interplanetary magnetic field. There are two processes responsible for this observation. In the corona, the plasma beta is much less than 1, except directly above streamers, so both longitudinal and latitudinal (meridional) gradients in field strength will relax, due to the transverse magnetic pressure gradient force, as the solar wind carries magnetic flux away from the Sun. This happens so quickly that the field is essentially uniform by 5 solar radius. Beyond 10 solar radius, beta is greater than 1 and it is possible for a meridional thermal pressure gradient to redistribute magnetic flux - an effect apparently absent in Ulysses and earlier ICE and Interplanetary Magnetic Physics (IMP) data. We discuss this second effect here, showing that its absence is mainly due to the perpendicular part of the anisotropic thermal pressure gradient in the interplanetary medium being too small to drive significant meridional transport between the Sun and approx. 4 AU. This is done using a linear analytic estimate of meridional transport. The first effect was discussed in an earlier paper.

Suess, S. T.↗
NASA NTRS1995

Ulysses observations of latitude gradients in the heliospheric magnetic field

Several parameters measured by Ulysses as it traveled southward to heliographic latitudes of -50 deg are presented and analyzed. The radial component of the magnetic field, averaged over 5 deg latitude increments and extrapolated back to 1 AU, is found to agree with baseline measurements provided by IMP-8. There is little, if any, evidence of a latitude gradient, a result consistent with the dominance of the magnetic field associated with the heliospheric current sheet and with recent models which include the effect of the current sheet as well as of source surface fields. Thus far, the spiral angle agrees with the Parker spiral assuming a rate of rotation of the field lines at the Sun equal to the equatorial value. No evidence is seen of either a change in rotation rate with latitude or an unwinding of the spiral as suggested by a recent analysis. Hourly variances in the field magnitude and in the sum of the variances in the components, normalized to the square of the observed field strenght, show the former to be independent of latitude while the latter shows a strong increase with latitude. These two observations are shown to be associated with Alfven waves that are continuously present at high latitudes. The waves have large amplitudes, extend to long periods, and have important implications for galactic cosmic rays and the solar wind.

Smith, E. J.↗
NASA NTRS1994

Ulysses Observations of Latitude Gradients in the Heliospheric Magnetic Field

Several parameters measured by Ulysses as it traveled southward to heliographic latitudes of -50° are presented and analyzed. Three topics of scientific importance are investigated: (1) latitude gradient; (2) extent of agreement between observed and Parker spiral angles near -50°; (3) field variances and their interpretation.

Ulysses↗
NASA NTRS1993

Low cost manned Mars mission based on indigenous propellant production

The paper describes a low-cost approach to the manned exploration of Mars (which involves an unmanned mission followed two years later by a manned mission) based on near-term technologies and in situ propellant production. Particular attention is given to the basic mission architecture and its major components, including the orbital analysis, the unmanned segment, the Earth Return Vehicle, the aerobrake design, life sciences, guidance, communications, power, propellant production, the surface rovers, and Mars science. Also discussed are the cost per mission over an assumed 8-yr initiative.

Bruckner, A. P.↗
NASA NTRS1979

Research planning criteria for regenerative life-support systems applicable to space habitats

The second phase of analyses that were conducted by the Life Support Systems Group of the 1977 NASA Ames Summer Study is described. This phase of analyses included a preliminary review of relevant areas of technology that can contribute to the development of closed life-support systems for space habitats, the identification of research options in these areas of technology, and the development of guidelines for an effective research program. The areas of technology that were studied included: (1) nutrition, diet, and food processing; (2) higher plant agriculture; (3) animal agriculture; (4) waste conversion and resource recovery; and (5) system stability and safety. Results of these analyses, including recommended research options and criteria for establishing research priorities among these many options, are discussed.

Spurlock, J.↗