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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 217 records · Page 12

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NASA NTRS1989

NOAA WP-3D instrumentation and flight operations on AGASP-II

One component of the second Arctic Gas and Aerosol Sampling Program conducted in March and April 1986 was supported with an instrumented NOAA WP-3D atmospheric research aircraft, which was used to conduct measurements of wind, temperature, ozone, water vapor, the concentration of condensation nuclei, and aerosol scattering extinction coefficient in order to determine the locations and properties of haze layers. The WP-3D flights consisted of three missions north of Alaska and three in the Canadian Arctic near Alert. This paper describes the NOAA WP-3D aircraft; the meteorological, gas, and aerosol sampling systems utilized; and the flight operations of the six WP-3D flights.

Schnell, R. C.↗

NASA NTRS2007

Airborne RF Measurement System (ARMS) and Analysis of Representative Flight RF Environment

Environmental radio frequency (RF) data over a broad band of frequencies (30 MHz to 1000 MHz) were obtained to evaluate the electromagnetic environment in airspace around several airports. An RF signal measurement system was designed utilizing a spectrum analyzer connected to the NASA Lancair Columbia 300 aircraft's VHF/UHF navigation antenna. This paper presents an overview of the RF measurement system and provides analysis of sample RF signal measurement data. This aircraft installation package and measurement system can be quickly returned to service if needed by future projects requiring measurement of an RF signal environment or exploration of suspected interference situations.

Koppen, Sandra V.↗

NASA NTRSDate not supplied

TPSAS-NF1676L-18612-DND

Can a space-based elastic backscatter lidar and coincident infrared radiometer recognize the varied microphysical properties observed by aircraft-based cloud probes in cirrus clouds? If so, then the global and continuous coverage provided by the satellite instruments can extend the knowledge about cirrus cloud properties gained from intensive aircraft field campaigns. The recent Studies of Emissions and Atmospheric Composition, Clouds and Climate Coupling by Regional Surveys (SEAC4RS) aircraft field mission that occurred during August and September, 2013 is an ideal data set to use to test whether this is possible. During SEAC4RS there was extensive sampling of cirrus clouds occurring in widely varied conditions, including the North American Monsoon, forest fires, midlatitude frontal convection and tropical convection. Aircraft cloud probe sampling (2D-S, FCDP or FSSP, CPI) was performed from three airplanes, often coordinated with remote sensing by an aircraft-based elastic backscatter lidar (CPL). During the mission the CALIPSO satellite also observed these clouds from space with a similar elastic backscatter lidar (CALIOP) and an infrared radiometer (IIR). There are several cases where the airplanes sampled directly along the satellite track, but also many overpasses of the region and these features that were not coincident with the aircraft-based sampling. This presentation seeks to address the question of whether relationships between the cloud particle size distribution measurements and habits observed by the SPEC cloud probes and CPL aircraft lidar parameters can be up-scaled to classify the CALIPSO satellite observations from this region and time period. The lidar can also provide cloud top information and evidence of whether there was irreversible transport of ice and aerosols into the UT/LS.

Melody Avery↗

NASA NTRS1990

The Colorado/Missouri 1989 cirrus mini IFO

A series of experiments with aircraft were planned for Nov. and Dec. 1989 to study cirrus ice crystal nucleation mechanisms and to test new aircraft instrumentation. The measurements were conducted using the NCAR Sabreliner and King Air. Sampling was conducted near Boulder, Colorado, in lenticular (mountain wave) clouds, and over Missouri in cirrus generating cells. Field samples of aerosol and ice crystal replicas and melt water from these cirrus clouds were collected and studied. Aircraft instrumentation and sampling techniques are discussed.

Heymsfield, Andrew J.↗

NASA NTRS1994

Thermal Testing of High Performance: Thermal Barrier Coatings for Turbine Blades

A 350 micron thick 7 wt.% Y 2 O 3 -ZrO 2 (7YSZ) ceramic Thermal Barrier Coating (TBC) was manufactured in an argon atmosphere and with a strictly controlled substrate temperature on flat IN 600 samples and on IN 100 aircraft turbine blades. This new atmosphere and temperature controlled spraying (ATCS) allows the reduction of the residual stresses and an improvement in the microstructure and in the mechanical properties of the coating. The good performance of these new TBC's was assessed in thermal fatigue and in thermal shock tests carried out in air at 1100°C and at 1280°C respectively. The oxidation rate of the metal-ceramic interface was measured at 1100°C. Failure of the TBC's was induced only by the deterioration (like oxidation, cracking, ...) of the uncoated parts of the samples, as testing temperature was too severe for the base metals. Spalling was thereafter driven by compressive stresses near the aluminum oxide layer at the metal-ceramic interface. The results of these tests underline the good quality of the ceramic coating manufactured by the new ATCS technology.

L Bertamini↗

NASA NTRSDate not supplied

A comparison between CERES TOA Radiative Fluxes and Airborne Radiative Flux Measurements from ARISE

Uncertainty in top-of-atmosphere (TOA) radiation fluxes observations are larger in the Arctic than in other regions. These uncertainties are due to the low sun angles and the highly reflective, anisotropic, and heterogeneous surface conditions. Quantifying, attributing, and reducing Arctic TOA radiative flux uncertainty enables a better understanding of the rapidly changing Arctic. To advance this goal, we compare the Cloud and Earth’s Radiant Energy System (CERES) TOA radiative fluxes with Arctic Radiation-IceBridge Sea and Ice Experiment (ARISE) campaign measurements collected in September 2014. We compare CERES TOA and aircraft radiative flux measurements using two complementary approaches: grid box average fluxes and instantaneously matched footprints. The grid box mean flux comparison indicates an agreement between CERES and aircraft measurements within 2σ uncertainty (calibration and inversion) in the longwave for all five grid boxes and for four-of-five grid boxes in the shortwave; shortwave and longwave mean differences are -7.9 and +2.3 Wm 2, respectively. The comparison of 36 40 instantaneously matched footprints with aircraft measurements reveals mean differences of -120.25 and -1.00.4 Wm 2 in the shortwave and longwave, respectively. To further explore the persistent negative difference in the shortwave, Wwe further quantify the effects of temporal and spatial sampling differences, angular distribution models, and scene identification to CERES-aircraft differences. Our analysis indicates that sampling differences (including scene evolution) account for an additional 1.8 and 1.7% uncertainty in the shortwave and longwave, respectively and , but indicates no bias. After accounting for this sampling uncertainty, all CERES-aircraft grid box mean fluxes agree within 2σ uncertainty. Scene identification errors due to sea ice concentration data set differences exhibit no bias in the shortwave flux difference and indicate the possibility of substantial differences in the CERES fluxes in specific cases with large spatial heterogeneity. Considering the instantaneously matched footprints, we find that the angular distribution models account may account for up to 7.3 Wm-2 of the persistent CERES-aircraft shortwave flux difference due to systematic differences in the anisotropy for sea ice partly cloudy scenes. Additional analysis using a special programmable scan model with the CERES FM2 instrument suggests a significant view zenith angle dependence of the CERES fluxes for sea ice partly cloudy scenes where shortwave fluxes systematically decrease with increasing view zenith angle; no dependence is found for other scene types. We conclude that (1) spatial heterogeneity and scene temporal evolution substantially limit our ability to use aircraft measurements to place strong constraints on CERES TOA fluxes and (2) that the representation of anisotropy in sea ice partly cloudy scenes is likely a significant factor contributing to the persistent negative CERES-aircraft shortwave flux difference in this comparison and require additional data to analysis fully quantify the potential bias.

Patrick C. Taylor↗

NASA NTRSDate not supplied

Radiative Flux Measurements from ARISE: A Comparison with CERES Top-of-Atmosphere Radiative Fluxes

Uncertainty in top-of-atmosphere (TOA) radiation fluxes observations are larger in the Arctic than in other regions. These uncertainties are due to the low sun angles and the highly reflective, anisotropic, and heterogeneous surface conditions. Quantifying, attributing, and reducing Arctic TOA radiative flux uncertainty enables a better understanding of the rapidly changing Arctic. To advance this goal, we compare the Cloud and Earth’s Radiant Energy System (CERES) TOA radiative fluxes with Arctic Radiation-IceBridge Sea and Ice Experiment (ARISE) campaign measurements collected in September 2014. We compare CERES TOA and aircraft radiative flux measurements using two complementary approaches: grid box average fluxes and instantaneously matched footprints. The grid box mean flux comparison indicates an agreement between CERES and aircraft measurements within 2 uncertainty (calibration and inversion) in the longwave for all five grid boxes and for four-of-five grid boxes in the shortwave; shortwave and longwave mean differences are -7.9 and +2.3 Wm‑2, respectively. The comparison of 36 instantaneously matched footprints with aircraft measurements reveals mean differences of -10.5 and 0.4 Wm‑2 in the shortwave and longwave, respectively. To further explore the persistent negative difference in the shortwave, we further quantify the effects of temporal and spatial sampling differences, angular distribution models, and scene identification to CERES-aircraft differences. Our analysis indicates that sampling differences (including scene evolution) account for an additional 1.8 and 1.7% uncertainty in the shortwave and longwave, respectively and indicates no bias. After accounting for this sampling uncertainty, all CERES-aircraft grid box mean fluxes agree within 2 uncertainty. Scene identification errors due to sea ice concentration data set differences exhibit no bias in the shortwave flux difference and indicate the possibility of substantial differences in the CERES fluxes in specific cases with large spatial heterogeneity. Considering the instantaneously matched footprints, we find that the angular distribution models account may account for up to ‑7.3 Wm-2 of the persistent CERES-aircraft shortwave flux difference due to systematic differences in the anisotropy for sea ice partly cloudy scenes. Additional analysis using a special scan model with the CERES FM2 instrument suggests a significant view zenith angle dependence of the CERES fluxes for sea ice partly cloudy scenes where shortwave fluxes systematically decrease with increasing view zenith angle; no dependence is found for other scene types. We conclude that (1) spatial heterogeneity and scene temporal evolution substantially limit our ability to use aircraft measurements to place strong constraints on CERES TOA fluxes and (2) that the representation of anisotropy in sea ice partly cloudy scenes is a significant factor contributing to the persistent negative CERES-aircraft shortwave flux difference in this comparison and require additional data to analysis fully quantify the potential bias.

Patrick C Taylor↗

NASA NTRS1982

Measurement of soil moisture trends with airborne scatterometers

In an effort to investigate aircraft multisensor responses to soil moisture and vegetation in agricultural fields, an intensive ground sampling program was conducted in Guymon, Oklahoma and Dalhart, Texas in conjunction with aircraft data collected for visible/infrared and passive and active microwave systems. Field selections, sampling techniques, data processing, and the aircraft schedule are discussed for both sites. Field notes are included along with final (normalized and corrected) data sets.

Jones, C. L.↗

NASA NTRS2018

Greedy Sampling and Incremental Surrogate Model-Based Tailoring of Aeroservoelastic Model Database for Flexible Aircraft

This paper presents a data analysis and modeling framework to tailor and develop linear parameter-varying (LPV) aeroservoelastic (ASE) model database for flexible aircrafts in broad 2D flight parameter space. The Kriging surrogate model is constructed using ASE models at a fraction of grid points within the original model database, and then the ASE model at any flight condition can be obtained simply through surrogate model interpolation. The greedy sampling algorithm is developed to select the next sample point that carries the worst relative error between the surrogate model prediction and the benchmark model in the frequency domain among all input-output channels. The process is iterated to incrementally improve surrogate model accuracy till a pre-determined tolerance or iteration budget is met. The methodology is applied to the ASE model database of a flexible aircraft currently being tested at NASA/AFRC for flutter suppression and gust load alleviation. Our studies indicate that the proposed method can reduce the number of models in the original database by 67%. Even so the ASE models obtained through Kriging interpolation match the model in the original database constructed directly from the physics-based tool with the worst relative error far below 1%. The interpolated ASE model exhibits continuously-varying gains along a set of prescribed flight conditions. More importantly, the selected grid points are distributed non-uniformly in the parameter space, a) capturing the distinctly different dynamic behavior and its dependence on flight parameters, and b) reiterating the need and utility for adaptive space sampling techniques for ASE model database compaction. The present framework is directly extendible to high-dimensional flight parameter space, and can be used to guide the ASE model development, model order reduction, robust control synthesis and novel vehicle design of flexible aircraft.

numerical analysi↗

NASA NTRS1978

Effect of sampling rate and record length on the determination of stability and control derivatives

Flight data from five aircraft were used to assess the effects of sampling rate and record length reductions on estimates of stability and control derivatives produced by a maximum likelihood estimation method. Derivatives could be extracted from flight data with the maximum likelihood estimation method even if there were considerable reductions in sampling rate and/or record length. Small amplitude pulse maneuvers showed greater degradation of the derivative maneuvers than large amplitude pulse maneuvers when these reductions were made. Reducing the sampling rate was found to be more desirable than reducing the record length as a method of lessening the total computation time required without greatly degrading the quantity of the estimates.

Brenner, M. J.↗

NASA NTRS2000

Case Study Analyses of the SUCCESS DC-8 Scanning Lidar Database

Under project SUCCESS (Subsonic Aircraft Contrail and Cloud Effects Special Study) funded by the Atmospheric Effects of Aviation Program, SRI International (SRI) developed an angular scanning backscatter lidar for operation on the NASA DC-8 research aircraft and deployed the scanning lidar during the SUCCESS field campaign. The primary purpose of the lidar was to generate real-time video displays of clouds and contrails above, ahead of, and below the DC-8 as a means to help position the aircraft for optimum cloud and contrail sampling by onboard in situ sensors, and to help extend the geometrical domain of the in situ sampling records. A large, relatively complex lidar database was collected and several data examples were processed to illustrate the value of the lidar data for interpreting the other data records collected during SUCCESS. These data examples were used to develop a journal publication for the special SUCCESS Geophysical Research Letters issue. The data examples justified data analyses of a larger part of the DC-8 lidar database and is the objective of the current study. Efficient processing of the SUCCESS DC-8 scanning lidar database required substantial effort to enhance hardware and software components of the data system that was used for the initial analyses. MATLAB instructions are used to generate altitude and distance color-coded lidar displays corrected for effects introduced by aircraft pitch and forward movement during an angular scan time interval. Onboard in situ sensor atmospheric measurements are propagated to distances ahead of the DC-8 using recorded aircraft velocity so that they can be plotted on the lidar displays for comparison with lidar remotely observed aerosol distributions. Resulting lidar and in situ sensor polar scan displays over extended sampling intervals are integrated into a time series movie format for 36 case studies. Contrails and clouds were detected to ranges of 15 km by the forward-viewing angular scanning lidar and were progressively mapped as the aircraft approached and penetrated them. Near aircraft lidar observations were much better correlated with in situ sensor observations than lidar observations at greater distances ahead of the aircraft. The major cause of this difference was thought to be the about 2 deg. offset of the lidar viewing direction from the flight direction. Contrail spatial distributions were not of the quality obtainable from ground-based lidar observations. This results because contrails tend to become horizontally stratified, vertical distance between angular lidar observations increases with increased distance from the aircraft, and erratic aircraft motions during an angular scan. The most useful lidar observations were made with lidar viewing directions of vertically upward or vertically downward. These provided real-time information on aircraft altitudes to achieve optimum in situ cloud and contrail sampling. At sampling altitudes, the forward viewing angular scanning observations were useful for fine-tuning the aircraft altitude for cloud and contrail penetration. Best information on cloud and contrail properties were obtained from vertically directed lidar observations as the aircraft performed a series of upward and downward penetrations of contrails. This operational mode was especially well suited for lidar and radiometric evaluation of cloud and contrail optical and radiative properties. The vertical viewing lidar detected ice crystals thought to be precipitating from an aircraft contrail and their scavenging by a cirrus cloud layer. The lidar display indicates that the crystals are effective for increasing cirrus cloud density. Vertical angular scanning observations can evaluate the sharp decrease in lidar backscatter for small off-vertical viewing directions that result from horizontally aligned ice crystals and perhaps can provide additional information on crystal shapes. The about 2 deg. offset of the lidar viewing direction from the flight direction is thought to have greatly degraded the forward-viewing angular scanning observations and this mode of operation was not fully evaluated. However, the reasoning for this capability remains valid and the angular scan presentations collected during this program justifies modification of the lidar pod for true forward direction lidar viewing during future cloud and contrail studies.

Uthe, Edward E.↗

NASA NTRS2015

The Two-Column Aerosol Project: Phase I - Overview and Impact of Elevated Aerosol Layers on Aerosol Optical Depth

The Two-Column Aerosol Project (TCAP), conducted from June 2012 through June 2013, was a unique study designed to provide a comprehensive data set that can be used to investigate a number of important climate science questions, including those related to aerosol mixing state and aerosol radiative forcing. The study was designed to sample the atmosphere be tween and within two atmospheric columns; one fixed near the coast of North America (over Cape Cod, MA) and a second moveable column over the Atlantic Ocean several hundred kilometers from the coast. The U.S. Department of Energy (DOE) Atmospheric Radiation Measurement (ARM) Mobile Facility (AMF) was deployed at the base of the Cape Cod column, and the ARM Aerial Facility was utilized for the summer and winter intensive observation periods. One important finding from TCAP is that four of six nearly cloud-free flight days had aerosol layers aloft in both the Cape Cod and maritime columns that were detected using the nadir pointing second-generation NASA high-spectral resolution lidar (HSRL-2).These layer s contributed up to 60 of the total observed aerosol optical depth (AOD). Many of these layers were also intercepted by the aircraft configured for in situ sampling, and the aerosol in the layers was found to have increased amounts of biomass burning material and nitrate compared to aerosol found near the surface. In addition, while there was a great deal of spatial and day-to-day variability in the aerosol chemical composition and optical properties, no systematic differences between the two columns were observed.

aerosols↗

NASA NTRS2022

An ODE-Fitting Approach to Estimate Critical Aircraft Performance Parameters for Trajectory Prediction

Ground-based decision support tools (DST) in air traffic management (ATM) typically perform trajectory prediction based on aircraft performance model (APM) parameters, but some or all of these parameters might not be readily available. In particular, the three critical parameters required for trajectory prediction are the thrust setting, drag coefficients, and takeoff weight of the aircraft. Unfortunately, these parameters are coupled and appear together in physics-based kinetic models. Past approaches utilize data from a specific phase of flight (climb, level flight or descent), where one or more of the parameters are assumed to be known and estimate the remaining unknown parameters. This approach introduces bias/errors and also does not extend to scenarios where all of the above parameters are not known with sufficient accuracy. This paper is the first of its kind to propose a generalized framework for simultaneous estimation of all three critical APM parameters (thrust, drag, and mass). The proposed approach utilizes data from both the climb and descent phases and fits the ordinary differential equation for altitude in each phase using historical trajectory data available from radar tracks or ADS-B. The approach yields a set of optimized APM parameters that are best suited to fit each historical flight record. The methodology is applied on on sample flights from three different aircraft types, and the results demonstrate low fit error and consequently will yield a high level of prediction accuracy.

trajectory prediction, aircraft performance model,↗

NASA NTRSDate not supplied

An ODE-Fitting Approach to Estimate Critical Aircraft Performance Parameters for Trajectory Prediction

trajectory prediction↗

NASA NTRS1997

Subsonic Aircraft Contrail and Cloud Effects Special Study (SUCCESS)

During recent years interest in the impact of commercial aircraft on the climate has increased. Aircraft might impact climate in a number of ways. Contrails are clearly a direct radiative forcing mechanism. Exhaust emissions, principally soot and sulfate, might indirectly force the climate by modifying the radiative properties of cirrus clouds. The SUCCESS program was carried out to investigate these issues. It also has several other goals including: better understanding the emissions from aircraft, better understanding the formation of cirrus clouds: better understanding the radiative properties of contrails and clouds and their remote sensing; better understanding the heterogeneous chemistry in the upper atmosphere; and developing new instruments of importance to atmospheric chemistry and cloud physics. SUCCESS took place during April and May of 1997. The NASA DC-8, ER-2, T-39, and 757 aircraft were used as in situ sampling, remote sensing, near field sampling, and emission sources respectively. Most of the operations occurred near the DOE's Atmospheric Radiation Measurement Site in Northern Oklahoma. The DOE operated several other aircraft so that on some days as many as six research aircraft flew together. Numerous new instruments functioned during the mission. This talk will present an overview of SUCCESS from the operational point of view, and provide some of the overall scientific highlights.

Toon, O.B.↗

NASA NTRS1997

Subsonic Aircraft Contrail and Cloud Effects Special Study (SUCCESS)

During recent years interest in the impact of commercial aircraft on the climate has increased. Aircraft might impact climate in a number of ways. Contrails are clearly a direct radiative forcing mechanism. Exhaust emissions, principally soot and sulfate, might indirectly radiative force the climate by modifying the properties of cirrus clouds. The SUCCESS program was carried out to investigate these issues. It also had several other goals including: better understanding the emissions from aircraft, better understanding the formation of cirrus clouds: better understanding the radiative properties of contrail and clouds and their remote sensing; better understanding the heterogeneous chemistry in the upper atmosphere; and developing new instruments of importance to atmospheric chemistry and cloud physics. SUCCESS took place during April and May of 1996. The NASA DC-8, ER-2, T-39, and 757 aircraft were used as in situ sampling, remote sensing, near field sampling, and emission sources respectively. Most of the operations occurred near the DOE's Atmospheric Radiation Measurement Site in Northern Oklahoma. The DOE operated several other aircraft so that on some days as many as six research aircraft operated together. Numerous new instruments operated during the mission. This talk will present an overview of SUCCESS from the operational point of view, and provide some of the overall scientific highlights.

Toon, O. B.↗

NASA NTRS1984

Practical aspects of modeling aircraft dynamics from flight data

The purpose of parameter estimation, a subset of system identification, is to estimate the coefficients (such as stability and control derivatives) of the aircraft differential equations of motion from sampled measured dynamic responses. In the past, the primary reason for estimating stability and control derivatives from flight tests was to make comparisons with wind tunnel estimates. As aircraft became more complex, and as flight envelopes were expanded to include flight regimes that were not well understood, new requirements for the derivative estimates evolved. For many years, the flight determined derivatives were used in simulations to aid in flight planning and in pilot training. The simulations were particularly important in research flight test programs in which an envelope expansion into new flight regimes was required. Parameter estimation techniques for estimating stability and control derivatives from flight data became more sophisticated to support the flight test programs. As knowledge of these new flight regimes increased, more complex aircraft were flown. Much of this increased complexity was in sophisticated flight control systems. The design and refinement of the control system required higher fidelity simulations than were previously required.

Iliff, K. W.↗

NASA NTRS1991

The role of the Remotely Augmented Vehicle (RAV) laboratory in flight research

An overview is presented of the unique capabilities and historical significance of the Remotely Augmented Vehicle (RAV) Lab at NASA-Dryden. The role is reviewed of the RAV Lab in enhancing flight test programs and efficient testing of new aircraft control laws. The history of the RAV Lab is discussed with a sample of its application using the X-29 aircraft. The RAV Lab allows for closed or open loop augmentation of the research aircraft while in flight using ground based, high performance real time computers. Telemetry systems transfer sensor and control data between the ground and the aircraft. The RAV capability provides for enhanced computational power, improved flight data quality, and alternate methods for the testing of control system concepts. The Lab is easily reconfigured to reflect changes within a flight program and can be adapted to new flight programs.

Cohen, Dorothea↗