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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 199 records · Page 11
All sourcesNASA NTRSDOE OSTI
NASA NTRS2001

Robust Airfoil Optimization to Achieve Consistent Drag Reduction Over a Mach Range

We prove mathematically that in order to avoid point-optimization at the sampled design points for multipoint airfoil optimization, the number of design points must be greater than the number of free-design variables. To overcome point-optimization at the sampled design points, a robust airfoil optimization method (called the profile optimization method) is developed and analyzed. This optimization method aims at a consistent drag reduction over a given Mach range and has three advantages: (a) it prevents severe degradation in the off-design performance by using a smart descent direction in each optimization iteration, (b) there is no random airfoil shape distortion for any iterate it generates, and (c) it allows a designer to make a trade-off between a truly optimized airfoil and the amount of computing time consumed. For illustration purposes, we use the profile optimization method to solve a lift-constrained drag minimization problem for 2-D airfoil in Euler flow with 20 free-design variables. A comparison with other airfoil optimization methods is also included.

Li, Wu↗
NASA NTRS2018

Analysis of the Planetary Boundary Layer Height During DISCOVER-AQ Baltimore–Washington, D.C., with Lidar and High-Resolution WRF Modeling

The daytime planetary boundary layer (PBL) was examined for the Deriving Information on Surface Conditions from Column and Vertically Resolved Observations Relevant to Air Quality (DISCOVER-AQ) Baltimore (Maryland)–Washington, D.C., campaign of July 2011 using PBL height (PBLH) retrievals from aerosol backscatter measurements from ground-based micropulse lidar (MPL), the NASA Langley Research Center airborne High Spectral Resolution Lidar-1 (HSRL-1), and the Cloud–Aerosol Lidar with Orthogonal Polarization (CALIOP) on the Cloud–Aerosol Lidar and Infrared Pathfinder Satellite Observations (CALIPSO) satellite. High-resolution Weather Research and Forecasting (WRF) Model simulations with horizontal grid spacing of 1 km and different combinations of PBL schemes, urban parameterization, and sea surface temperature inputs were evaluated against PBLHs derived from lidars, ozonesondes, and radiosondes. MPL and WRF PBLHs depicted a growing PBL in the morning that reached a peak height by midafternoon. WRF PBLHs calculated from gridded output profiles generally showed more rapid growth and higher peak heights than did the MPLs, and all WRF–lidar differences were dependent on model configuration, PBLH calculation method, and synoptic conditions. At inland locations, WRF simulated an earlier descent of the PBL top in the afternoon relative to the MPL retrievals and radiosonde PBLHs. At Edgewood, Maryland, the influence of the Chesapeake Bay breeze on the PBLH was captured by both the ozonesonde and WRF data but generally not by the MPL PBLH retrievals because of generally weaker gradients in the aerosol backscatter profile and limited normalized relative backscatter data near the top height of the marine layer.

Hegarty, Jennifer D.↗
NASA NTRSDate not supplied

Venus Cloud Layer Investigation: Aeroshells for Entry, Descent and Deployment

Entry, Descent and Deployment (EDD) of aerial platforms at Venus follows similar operational approach as landers. •Limited only by the availability of mass efficient and robust aeroshell (heatshield/TPS) technology. •Heatshield for Extreme Entry Environment Technology (HEEET) at TRL 6 is an enabler of Venus in-situ missions.Lower ballistic coefficient, deployable concept, ADEPT, offers additional options•Low deceleration entry profile•Release of one or more payloads (balloons) from open back of the entry vehicle2

Venus↗
NASA NTRS2017

Fast Optimization for Aircraft Descent and Approach Trajectory

We address problem of on-line scheduling of the aircraft descent and approach trajectory. We formulate a general multiphase optimal control problem for optimization of the descent trajectory and review available methods of its solution. We develop a fast algorithm for solution of this problem using two key components: (i) fast inference of the dynamical and control variables of the descending trajectory from the low dimensional flight profile data and (ii) efficient local search for the resulting reduced dimensionality non-linear optimization problem. We compare the performance of the proposed algorithm with numerical solution obtained using optimal control toolbox General Pseudospectral Optimal Control Software. We present results of the solution of the scheduling problem for aircraft descent using novel fast algorithm and discuss its future applications.

Luchinsky, Dmitry G.↗
NASA NTRSDate not supplied

Evaluating Lunar Descent and Landing Performance From a Near Rectilinear Halo Orbit Using Linear Covariance Resetting Techniques

Upcoming lunar programs are striving the achieve precision landing in a safe and robust manner. Various elements impact this mission objective ranging from on-orbit operations with ground station tracking to incorporating relative sensors with hazard detection and avoidance (HDA) to support the final approach and landing phase. Modeling the impacts of ground tracking, trajectory replanning, relative navigation sensors, and particularly a potential HDA system on the integrated closed-loop GN\&C system performance poses a unique challenge due to the complexity and interaction with multiple facets of the vehicle including the trajectory design, sensing hardware, navigation system, guidance and targeting, and the overall mission concept of operations. This paper outlines techniques to systematically analyze and compare the performance impacts of ground tracking and replanning and an HDA system where the onboard navigation errors are reset or uploaded from an external source and the vehicle's reference trajectory is regenerated requiring the system dispersions to also be reset to reflect this in-flight profile adjustment. To illustrate the application of these general techniques for analyzing the performance impacts due to incorporating these resetting events, they are demonstrated with a human lunar descent and landing scenario starting from a near rectilinear halo orbit (NRHO) until the vehicle precisely reaches its predetermined landing site on the lunar surface. Performance metrics such as inertial and relative navigation errors, trajectory dispersions, footprint dispersions, and propellant usage are provided.

GN&C↗
NASA NTRS1982

Mass spectrometry in the stratosphere

A gas expansion system incorporating a mass spectrometer that has been successfully flown in the stratosphere is described. Neutral gas particles are formed into a molecular beam that traverses the ion source of the mass spectrometer without wall interactions. It is noted that vertical profiles of such constituents as H2O, CO2, and O3 have been measured in the altitude range of 20 to 40 km during balloon descents. Isotopes of important gases (N2, O2, Ar) provided in-flight calibration standards. Before each flight the mass spectrometer system is calibrated in the laboratory for many gases of interest, including ozone. Mixing ratios of ozone established from recent flights have accuracies of better than 5 percent. The sensitivity of the system is sufficient to detect as well the heavy isotope of ozone at mass 50. A noticeable enhancement of heavy ozone in the upper stratosphere has been found. The mass spectrometer system is seen as providing a unique opportunity to perform in situ measurements in the stratosphere in combination with isotopic studies.

Mauersberger, K.↗
NASA NTRS1991

Final STS-35 Columbia descent BET products and results for LaRC OEX investigations

Final STS-35 'Columbia' descent Best Estimate Trajectory (BET) products have been developed for Langley Research Center (LaRC) Orbiter Experiments (OEX) investigations. Included are the reconstructed inertial trajectory profile; the Extended BET, which combines the inertial data and, in this instance, the National Weather Service atmospheric information obtained via Johnson Space Center; and the Aerodynamic BET. The inertial BET utilized Inertial Measurement Unit 1 (IMU1) dynamic measurements for deterministic propagation during the ENTREE estimation process. The final estimate was based on the considerable ground based C-band tracking coverage available as well as Tracking Data and Relay Satellite System (TDRSS) Doppler data, a unique use of the latter for endo-atmospheric flight determinations. The actual estimate required simultaneous solutions for the spacecraft position and velocity, spacecraft attitude, and six IMU parameters - three gyro biases and three accelerometer scale factor correction terms. The anchor epoch for this analysis was 19,200 Greenwich Mean Time (GMT) seconds which corresponds to an initial Shuttle altitude of approximately 513 kft. The atmospheric data incorporated were evaluated based on Shuttle derived considerations as well as comparisons with other models. The AEROBET was developed based on the Extended BET, the measured spacecraft configuration information, final mass properties, and the final Orbiter preoperation databook. The latter was updated based on aerodynamic consensus incrementals derived by the latest published FAD. The rectified predictions were compared versus the flight computed values and the resultant differences were correlated versus ensemble results for twenty-two previous STS entry flights.

Oakes, Kevin F.↗
NASA NTRS1994

Evolution of the 1991-1992 Arctic vortex and comparison with the Geophysical Fluid Dynamics Laboratory SKYHI general circulation model

Nitrous oxide (N2O) measured on board the ER-2 aircraft during the Airborne Arctic Stratospheric Expedition 2 (AASE 2) has been used to monitor descent of air inside the Arctic vortex between October 1991 and March 1992. Monthly mean N2O fields are calculated from the flight data and then compared with mean fields calculated from the high-resolution Geophysical Fluid Dynamics Laboratory general circulation model SKYHI in order to evaluate the model's simulation of the polar vortex. From late fall through winter the model vortex evolves in much the same way as the 1991-1992 vortex, with N2O gradients at the edge becoming progressively steeper. The October to March trends in N2O profiles inside the vortex are used to verify daily net heating rates in the vortex that were computed from clear sky radiative heating rates and National Meteorological Center temperature observations. The computed heating rates successfully estimate the descent of vortex air from December through February but suggest that before December, air at high latitudes may not be isolated from the midlatitudes. SKYHI heating rates are in good agreement with the computed rates but tend to be slightly higher (i.e., less cooling) due to meteorological differences between SKYHI and the 1991-1992 winter. Three ER-2 flights measured N2O just north of the subtropical jet. These low-midlatitude profiles show only slight differences from the high-midlatitude profiles (45 deg - 60 deg N), indicating strong meridional mixing in the midlatitude 'surf zone.' Mean midwinter N2O profiles inside and outside the vortex calculated from AASE 2 data are shown to be nearly identical to 1989 AASE profiles, pointing to the N2O/potential temperature relationship as an excellent marker for vortex air.

Strahan, S. E.↗
NASA NTRS1975

Application of multivariable search techniques to the optimization of airfoils in a low speed nonlinear inviscid flow field

Multivariable search techniques are applied to a particular class of airfoil optimization problems. These are the maximization of lift and the minimization of disturbance pressure magnitude in an inviscid nonlinear flow field. A variety of multivariable search techniques contained in an existing nonlinear optimization code, AESOP, are applied to this design problem. These techniques include elementary single parameter perturbation methods, organized search such as steepest-descent, quadratic, and Davidon methods, randomized procedures, and a generalized search acceleration technique. Airfoil design variables are seven in number and define perturbations to the profile of an existing NACA airfoil. The relative efficiency of the techniques are compared. It is shown that elementary one parameter at a time and random techniques compare favorably with organized searches in the class of problems considered. It is also shown that significant reductions in disturbance pressure magnitude can be made while retaining reasonable lift coefficient values at low free stream Mach numbers.

Hague, D. S.↗
NASA NTRS2005

Simulations of Dynamics and Transport during the September 2002 Antarctic Major Warming

A mechanistic model simulation initialized on 14 September 2002, forced by 100-hPa geopotential heights from Met Office analyses, reproduced the dynamical features of the 2002 Antarctic major warming. The vortex split on approx.25 September; recovery after the warming, westward and equatorward tilting vortices, and strong baroclinic zones in temperature associated with a dipole pattern of upward and downward vertical velocities were all captured in the simulation. Model results and analyses show a pattern of strong upward wave propagation throughout the warming, with zonal wind deceleration throughout the stratosphere at high latitudes before the vortex split, continuing in the middle and upper stratosphere and spreading to lower latitudes after the split. Three-dimensional Eliassen-Palm fluxes show the largest upward and poleward wave propagation in the 0(deg)-90(deg)E sector prior to the vortex split (coincident with the location of strongest cyclogenesis at the model's lower boundary), with an additional region of strong upward propagation developing near 180(deg)-270(deg)E. These characteristics are similar to those of Arctic wave-2 major warmings, except that during this warming, the vortex did not split below approx.600 K. The effects of poleward transport and mixing dominate modeled trace gas evolution through most of the mid- to high-latitude stratosphere, with a core region in the lower-stratospheric vortex where enhanced descent dominates and the vortex remains isolated. Strongly tilted vortices led to low-latitude air overlying vortex air, resulting in highly unusual trace gas profiles. Simulations driven with several meteorological datasets reproduced the major warming, but in others, stronger latitudinal gradients at high latitudes at the model boundary resulted in simulations without a complete vortex split in the midstratosphere. Numerous tests indicate very high sensitivity to the boundary fields, especially the wave-2 amplitude. Major warmings occurred for initial fields with stronger winds and larger vortices, but not smaller vortices, consistent with the initiation of wind-deceleration by upward-propagating waves near the poleward edge of the region where wave 2 can propagate above the jet core. Thus, given the observed 100-hPa boundary forcing, stratospheric preconditioning is not needed to reproduce a major warming similar to that observed. The anomalously strong forcing in the lower stratosphere can be viewed as the primary direct cause of the major warming.

winds↗
NASA NTRS2016

A High-Heritage Blunt-Body Entry, Descent, and Landing Concept for Human Mars Exploration

Human-scale landers require the delivery of much heavier payloads to the surface of Mars than is possible with entry, descent, and landing (EDL) approaches used to date. A conceptual design was developed for a 10 m diameter crewed Mars lander with an entry mass of approx.75 t that could deliver approx.28 t of useful landed mass (ULM) to a zero Mars areoid, or lower, elevation. The EDL design centers upon use of a high ballistic coefficient blunt-body entry vehicle and throttled supersonic retro-propulsion (SRP). The design concept includes a 26 t Mars Ascent Vehicle (MAV) that could support a crew of 2 for approx.24 days, a crew of 3 for approx.16 days, or a crew of 4 for approx.12 days. The MAV concept is for a fully-fueled single-stage vehicle that utilizes a single pump-fed 250 kN engine using Mono-Methyl Hydrazine (MMH) and Mixed Oxides of Nitrogen (MON-25) propellants that would deliver the crew to a low Mars orbit (LMO) at the end of the surface mission. The MAV concept could potentially provide abort-to-orbit capability during much of the EDL profile in response to fault conditions and could accommodate return to orbit for cases where the MAV had no access to other Mars surface infrastructure. The design concept for the descent stage utilizes six 250 kN MMH/MON-25 engines that would have very high commonality with the MAV engine. Analysis indicates that the MAV would require approx.20 t of propellant (including residuals) and the descent stage would require approx.21 t of propellant. The addition of a 12 m diameter supersonic inflatable aerodynamic decelerator (SIAD), based on a proven flight design, was studied as an optional method to improve the ULM fraction, reducing the required descent propellant by approx.4 t.

Mars lander↗
NASA NTRS2016

A High-Heritage Blunt-Body Entry, Descent, and Landing Concept for Human Mars Exploration

Human-scale landers require the delivery of much heavier payloads to the surface of Mars than is possible with entry, descent, and landing (EDL) approaches used to date. A conceptual design was developed for a 10 m diameter crewed Mars lander with an entry mass of approx. 75 t that could deliver approx. 28 t of useful landed mass (ULM) to a zero Mars areoid, or lower, elevation. The EDL design centers upon use of a high ballistic coefficient blunt-body entry vehicle and throttled supersonic retro-propulsion (SRP). The design concept includes a 26 t Mars Ascent Vehicle (MAV) that could support a crew of 2 for approx. 24 days, a crew of 3 for approx.16 days, or a crew of 4 for approx.12 days. The MAV concept is for a fully-fueled single-stage vehicle that utilizes a single pump-fed 250 kN engine using Mono-Methyl Hydrazine (MMH) and Mixed Oxides of Nitrogen (MON-25) propellants that would deliver the crew to a low Mars orbit (LMO) at the end of the surface mission. The MAV concept could potentially provide abort-to-orbit capability during much of the EDL profile in response to fault conditions and could accommodate return to orbit for cases where the MAV had no access to other Mars surface infrastructure. The design concept for the descent stage utilizes six 250 kN MMH/MON-25 engines that would have very high commonality with the MAV engine. Analysis indicates that the MAV would require approx. 20 t of propellant (including residuals) and the descent stage would require approx. 21 t of propellant. The addition of a 12 m diameter supersonic inflatable aerodynamic decelerator (SIAD), based on a proven flight design, was studied as an optional method to improve the ULM fraction, reducing the required descent propellant by approx.4 t.

Mars lander↗
NASA NTRS2005

Enabling Pinpoint Landing (PPL) on Mars

Pinpoint landing (PPL) missions will deliver about 1000 kg of useful payload to the surface of Mars. Mid-to-high latitude landing site compatibility is sought which should provide the means to land at sites up to 2.5 km above Mars mean surface altitude. A dispersion and control analysis process is presented which helps to identify the effects of PPL error drivers, quantify the effect of dispersions on landing error and quantify the landing position control capability/authority along the entry path. An entry/descent/landing (EDL) profile is provided. Guided aeroshell is the baseline for all candidate Mars atmospheric entry architectures. A two-stage architecture is considered for the aerodynamic decelerator descent phase: supersonic parachute plus guided subsonic parachute or high-Mach inflatable decelerator plus guided subsonic parachute. The powered descent phase uses propulsive descent stage for soft landing and final error reduction maneuvers. Studies have found that the aeroshell entry face dispersions can be large, but closed-loop guidance can null out resulting errors to within about 2 km. Additionally, projected parachute control is inadequate to correct worst case dispersions without wind forecast data. To mitigate the problems dispersions due to atmospheric uncertainty can be reduced by providing on-board external means to measure density and winds ahead of the vehicle, higher L/D control authority options for the subsonic parachute phase can be investigated, and decelerators with control authority options for the supersonic descent phase can be examined. A navigation error analysis and wind effects summary are included.

aerodynamic↗
NASA NTRS1986

Effect of backscatter-to-extinction ratio on lidar inversions

One way of deriving the atmospheric extinction coefficient from lidar measurements is to start from the single scattering lidar equation. Simulations of lidar experiments and extinction coefficient calculation were conducted and the resulting errors examined. In order to make the simulation realistic, the volume backscatter coefficients and extinction coefficients used in the simulation were based on measured particle distributions, in this case on the particle size distributions measured in Meppen, Germany in the fall of 1980. In that experiment particle size distributions were measured with a balloon-borne particle spectrometer during balloon descents from about 600 meters above ground to the surface. Each particle spectrum represented a layer of at most a few meter thickness, so an altitude resolved profile of particle size spectra is measured. A Mie code was used to compute linear extinction coefficient and volume backscatter coefficient profiles from the particle size spectra for each balloon sounding.

Measure, E. M.↗
NASA NTRS1996

Radiative Effects of Aerosols

During the Atlantic Stratocumulus Transition Experiment (ASTEX) in June 1992, two descents in cloud-free regions allowed comparison of the change in aerosol optical depth as determined by an onboard total-direct-diffuse radiometer (TDDR) to the change calculated from measured size-resolved aerosol microphysics and chemistry. Both profiles included a pollution haze from Europe but the second also included the effect of a Saharan dust layer above the haze. The separate contributions of supermicrometer (coarse) and submicrometer (fine) aerosol were determined and thermal analysis of the pollution haze indicated that the fine aerosol was composed primarily of a sulfate/water mixture with a refractory soot-like core. The soot core increased the calculated extinction by about 10% in the most polluted drier layer relative to a pure sulfate aerosol but had significantly less effect at higher humidities. A 3 km descent through a boundary layer air mass dominated by pollutant aerosol with relative humidities (RH) 10-77% yielded a close agreement between the measured and calculated aerosol optical depths (550 nm) of 0.160 (+/- 0.07) and 0. 157 (+/- 0.034) respectively. During descent the aerosol mass scattering coefficient per unit sulfate mass varied from about 5 to 16 m(exp 2)/g and primarily dependent upon ambient RH. However, the total scattering coefficient per total fine mass was far less variable at about 4+/- 0.7 m(exp 2)/g. A subsequent descent through a Saharan dust layer located above the pollution aerosol layer revealed that both layers contributed similarly to aerosol optical depth. The scattering per unit mass of the coarse aged dust was estimated at 1.1 +/- 0.2 m(exp 2)/g. The large difference (50%) in measured and calculated optical depth for the dust layer exceeded measurements.

Valero, Francisco P. J.↗
NASA NTRS1977

Aerodynamic behavior of the Viking entry vehicle - Ground test and flight results

An extensive series of tests of the Viking entry vehicle flying in pure CO2 was conducted in a ballistic range at Ames Research Center. The primary purpose of these tests was to calibrate the aerodynamic lift and drag characteristics in order to allow the density, pressure, and temperature profiles of the Martian atmosphere to be determined from onboard instrumentation carried on Viking. Both the Viking 1 and Viking 2 entry vehicles performed flawlessly during entry and descent, and the atmosphere structure was deduced to an altitude of about 120 km. A description is given of the ballistic range tests and of the aerodynamic behavior of the full scale entry vehicles during entry into the Martian atmosphere. Some comparisons between ground test and flight results are shown.

Kirk, D. B.↗
NASA NTRS2000

Numerical Modeling Studies of Wake Vortex Transport and Evolution Within the Planetary Boundary Layer

The fundamental objective of this research is study behavior of aircraft wake vortices within atmospheric boundary layer (ABL) in support of developing the system, Aircraft VOrtex Spacing System (AVOSS), under NASA's Terminal Area Productivity (TAR) program that will control aircraft spacing within the narrow approach corridors of airports. The purpose of the AVOSS system is to increase airport capacity by providing a safe reduction in separation of aircraft compared to the now-existing flight rules. In our first funding period (7 January 19994 - 6 April 1997), we have accomplished extensive model development and validation of ABL simulations. Using the validated model, in our second funding period (7 April 1997 - 6 April 2000) we have investigated the effects of ambient atmospheric turbulence on vortex decay and descent, Crow instability, and wake vortex interaction with the ground. Recognizing the crucial influence of ABL turbulence on wake vortex behavior, we have also developed a software generating vertical profiles of turbulent kinetic energy (TKE) or energy dissipation rate (EDR), which are, in turn, used as input data in the AVOSS prediction algorithms.

Lin, Yuh-Lang↗
NASA NTRSDate not supplied

Global Reference Atmospheric Model (GRAM) Suite Overview and Current Status

• Engineering-oriented atmospheric models that estimate mean values and statistical variations of atmospheric properties for numerous planetary destinations • Currently available for Earth, Mars, Venus, Titan, Neptune, Uranus, and Jupiter • Outputs include atmospheric density, temperature, pressure, chemical composition, radiative fluxes (for Mars-GRAM), and wind components along a user-defined path – Includes seasonal, diurnal, geographic, and altitude variations • Widely used by the engineering community because of their ability to create realistic atmospheric dispersions • Can be integrated into high fidelity flight dynamic simulations of launch, entry, descent and landing (EDL), aerobraking and aerocapture • Optional trajectory input file consisting of time, height, latitude, and longitude can be used to provide the GRAM trajectory path • Optional auxiliary profile consisting of height, latitude, longitude, temperature, pressure, density, eastward wind, and northward wind may be used to replace model data in the GRAMs • Not a forecast model

atmospheric models↗