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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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NASA NTRS2008

Progress on Ares First Stage Propulsion

The mission of the National Aeronautics and Space Administration (NASA) is not simply to maintain its current position with the International Space Station and other space exploration endeavors, but to build a permanent outpost on the Moon and then travel on to explore ever more distant terrains. The Constellation Program will oversee the development of the crew capsule, launch vehicles, and other systems needed to achieve this mission. From this initiative will come two new launch vehicles: the Ares I and Ares V. The Ares I will be a human-rated vehicle, which will be used for crew transport; the Ares V, a cargo transport vehicle, will be the largest launch vehicle ever built. The Ares Projects team at Marshall Space Flight Center (MSFC) in Huntsville, Alabama is assigned with developing these two new vehicles. The Ares I vehicle will have an in-line, two-stage rocket configuration. The first stage will provide the thrust or propulsion component for the Ares rocket systems through the first two minutes of the mission. The First Stage Team is tasked with developing the propulsion system necessary to liftoff from the Earth and loft the entire Ares vehicle stack toward low-Earth orbit. Building on the legacy of the Space Shuttle and other NASA space exploration initiatives, the propulsion for the Ares I First Stage will be a Shuttle-derived reusable solid rocket motor. Progress to date by the First Stage Team has been robust and on schedule. This paper provides an update on the design and development of the Ares First Stage Propulsion system.

Priskos, Alex S.↗
NASA NTRS2008

Progress on Ares First Stage Propulsion

The mission of the National Aeronautics and Space Administration (NASA) is not simply to maintain its current position with the International Space Station and other space exploration endeavors, but to build a permanent outpost on the Moon and then travel on to explore ever more distant terrains. The Constellation Program will oversee the development of the crew capsule, launch vehicles, and other systems needed to achieve this mission. From this initiative will come two new launch vehicles: the Ares I and Ares V. The Ares I will be a human-rated vehicle, which will be used for crew transport; the Ares V, a cargo transport vehicle, will be the largest launch vehicle ever built. The Ares Projects team at Marshall Space Flight Center (MSFC) in Huntsville, Alabama is assigned with developing these two new vehicles. The Ares I vehicle will have an inline, two-stage rocket configuration. The first stage will provide the thrust or propulsion component for the Ares rocket systems through the first two minutes of the mission. The First Stage Team is tasked with developing the propulsion system necessary to liftoff from the Earth and loft the entire Ares vehicle stack toward low-Earth orbit. Building on the legacy of the Space Shuttle and other NASA space exploration initiatives, the propulsion for the Ares I First Stage will be a Shuttle-derived reusable solid rocket motor. Progress to date by the First Stage Team has been robust and on schedule. This paper provides an update on the design and development of the Ares First Stage Propulsion system. The presentation provides an overview of the information presented in the paper.

Priskos, Alex S.↗
NASA NTRS2019

Global Carbon Budget 2019

Accurate assessment of anthropogenic carbon dioxide (CO2) emissions and their redistribution among the atmosphere, ocean, and terrestrial biosphere – the “global carbon budget” – is important to better understand the global carbon cycle, support the development of climate policies, and project future climate change. Here we describe data sets and methodology to quantify the five major components of the global carbon budget and their uncertainties. Fossil CO2 emissions (E(FF)) are based on energy statistics and cement production data, while emissions from land use change (E(LUC)), mainly deforestation, are based on land use and land use change data and bookkeeping models. Atmospheric CO2 concentration is measured directly and its growth rate (G(ATM)) is computed from the annual changes in concentration. The ocean CO2 sink (S(OCEAN)) and terrestrial CO2 sink (S(LAND)) are estimated with global process models constrained by observations. The resulting carbon budget imbalance (B(IM)), the difference between the estimated total emissions and the estimated changes in the atmosphere, ocean, and terrestrial biosphere, is a measure of imperfect data and understanding of the contemporary carbon cycle. All uncertainties are reported as ±1σ. For the last decade available (2009–2018), E(FF) was 9.5±0.5 GtC/yr, E(LUC) 1.5±0.7 GtC/yr, G(ATM) 4.9±0.02 GtC/yr (2.3±0.01 ppm/yr), S(OCEAN) 2.5±0.6 GtC/yr, and S(LAND) 3.2±0.6 GtC/yr, with a budget imbalance B(IM) of 0.4 GtC/yr indicating overestimated emissions and/or underestimated sinks. For the year 2018 alone, the growth in E(FF) was about 2.1 % and fossil emissions increased to 10.0±0.5 GtC/yr, reaching 10 GtC/yr for the first time in history, E(LUC) was 1.5±0.7 GtC/yr, for total anthropogenic CO2 emissions of 11.5±0.9 GtC/yr (42.5±3.3 GtCO2). Also for 2018, G(ATM) was 5.1±0.2 GtC/yr (2.4±0.1 ppm/yr), S(OCEAN) was 2.6±0.6 GtC/yr, and S(LAND) was 3.5±0.7 GtC/yr, with a B(IM) of 0.3 GtC. The global atmospheric CO2 concentration reached 407.38±0.1 ppm averaged over 2018. For 2019, preliminary data for the first 6–10 months indicate a reduced growth in E(FF) of +0.6 % (range of −0.2 % to 1.5 %) based on national emissions projections for China, the USA, the EU, and India and projections of gross domestic product corrected for recent changes in the carbon intensity of the economy for the rest of the world. Overall, the mean and trend in the five components of the global carbon budget are consistently estimated over the period 1959–2018, but discrepancies of up to 1 GtC/yr persist for the representation of semi-decadal variability in CO2 fluxes. A detailed comparison among individual estimates and the introduction of a broad range of observations shows (1) no consensus in the mean and trend in land use change emissions over the last decade, (2) a persistent low agreement between the different methods on the magnitude of the land CO2 flux in the northern extra-tropics, and (3) an apparent underestimation of the CO2 variability by ocean models outside the tropics. This living data update documents changes in the methods and data sets used in this new global carbon budget and the progress in understanding of the global carbon cycle compared with previous publications of this data set (Le Quéré et al., 2018a, b, 2016, 2015a, b, 2014, 2013).

global carbon budget 2019↗
NASA NTRS2022

Global Carbon Budget 2022

Accurate assessment of anthropogenic carbon dioxide (CO 2 ) emissions and their redistribution among the atmosphere, ocean, and terrestrial biosphere in a changing climate is critical to better understand the global carbon cycle, support the development of climate policies, and project future climate change. Here we describe and synthesize data sets and methodologies to quantify the five major components of the global carbon budget and their uncertainties. Fossil CO 2 emissions (E FOS ) are based on energy statistics and cement production data, while emissions from land-use change (E LUC ), mainly deforestation, are based on land use and land-use change data and bookkeeping models. Atmospheric CO 2 concentration is measured directly, and its growth rate (G ATM ) is computed from the annual changes in concentration. The ocean CO 2 sink (S OCEAN ) is estimated with global ocean biogeochemistry models and observation-based data products. The terrestrial CO 2 sink (S LAND ) is estimated with dynamic global vegetation models. The resulting carbon budget imbalance (B IM ), the difference between the estimated total emissions and the estimated changes in the atmosphere, ocean, and terrestrial biosphere, is a measure of imperfect data and understanding of the contemporary carbon cycle. All uncertainties are reported as ±1σ. For the year 2021, E FOS increased by 5.1 % relative to 2020, with fossil emissions at 10.1 ± 0.5 GtC yr −1 (9.9 ± 0.5 GtC yr −1 when the cement carbonation sink is included), and E LUC was 1.1 ± 0.7 GtC yr −1 , for a total anthropogenic CO 2 emission (including the cement carbonation sink) of 10.9 ± 0.8 GtC yr −1 (40.0 ± 2.9 GtCO 2 ). Also, for 2021, G ATM was 5.2 ± 0.2 GtC yr −1 (2.5 ± 0.1 ppm yr −1 ), S OCEAN was 2.9 ± 0.4 GtC yr −1 , and S LAND was 3.5 ± 0.9 GtC yr −1 , with a B IM of −0.6 GtC yr −1 (i.e. the total estimated sources were too low or sinks were too high). The global atmospheric CO 2 concentration averaged over 2021 reached 414.71 ± 0.1 ppm. Preliminary data for 2022 suggest an increase in E FOS relative to 2021 of +1.0 % (0.1 % to 1.9 %) globally and atmospheric CO 2 concentration reaching 417.2 ppm, more than 50 % above pre-industrial levels (around 278 ppm). Overall, the mean and trend in the components of the global carbon budget are consistently estimated over the period 1959–2021, but discrepancies of up to 1 GtC yr −1 persist for the representation of annual to semi-decadal variability in CO 2 fluxes. Comparison of estimates from multiple approaches and observations shows (1) a persistent large uncertainty in the estimate of land-use change emissions, (2) a low agreement between the different methods on the magnitude of the land CO 2 flux in the northern extratropics, and (3) a discrepancy between the different methods on the strength of the ocean sink over the last decade. This living data update documents changes in the methods and data sets used in this new global carbon budget and the progress in understanding of the global carbon cycle compared with previous publications of this data set. The data presented in this work are available at https://doi.org/10.18160/GCP-2022 (Friedlingstein et al., 2022b).

Pierre Friedlingstein↗
NASA NTRSDate not supplied

Moon to Mars In Situ Resource Utilization (ISRU) Status Update

In 2017, NASA initiated the Artemis program to send astronauts back to the lunar surface, create a sustainable human lunar exploration program, and lead the first human exploration mission to the Mars surface. While much of NASA’s plans for the Artemis program currently focus on the Human Lunar Return and the ability for astronauts to explore the lunar surface for limited durations each year, the longer-term vision for the Artemis program is to enable sustained human exploration and commercial operations in cis-lunar space and the lunar surface. An important aspect of achieving this long-term vision, is to better understand and characterize the resources on the Moon and Mars and learn how to extract and use these resources. Known as In Situ Resource Utilization (ISRU), the identification, mapping, extraction, and processing of space resources has the potential to greatly reduce the cost and risk of human exploration. These are achieved by reducing what needs to be delivered from Earth and the dependency on these supplies, lowering costs through commercial operations, and expanding infrastructure for safer and more capable exploration and surface operations. To guide development of ISRU technologies and systems on the ground and demonstrate these capabilities on the Moon and Mars, the NASA Space Technology Mission Directorate (STMD) created and released the ISRU Envisioned Future Priorities (EFP) strategic plan in 2022 and updated it in 2023. While lunar ISRU technology development had already started, these publicly released strategic plans have been used to guide and prioritize technology development, and assess the progress in achieving the vision. Since the release of the ISRU EFP, there have been several significant activities/events that have occurred with respect to human lunar exploration, surface infrastructure, and ISRU. This presentation will provide an overview and status of on-going technology and system development activities, an update of ISRU into the Artemis campaign, an update on ISRU-related activities.

NASA↗
NASA NTRS2002

Integrated Technology Assessment Center (ITAC) Update

The Integrated Technology Assessment Center (ITAC) has developed a flexible systems analysis framework to identify long-term technology needs, quantify payoffs for technology investments, and assess the progress of ASTP-sponsored technology programs in the hypersonics area. For this, ITAC has assembled an experienced team representing a broad sector of the aerospace community and developed a systematic assessment process complete with supporting tools. Concepts for transportation systems are selected based on relevance to the ASTP and integrated concept models (ICM) of these concepts are developed. Key technologies of interest are identified and projections are made of their characteristics with respect to their impacts on key aspects of the specific concepts of interest. Both the models and technology projections are then fed into the ITAC's probabilistic systems analysis framework in ModelCenter. This framework permits rapid sensitivity analysis, single point design assessment, and a full probabilistic assessment of each concept with respect to both embedded and enhancing technologies. Probabilistic outputs are weighed against metrics of interest to ASTP using a multivariate decision making process to provide inputs for technology prioritization within the ASTP. ITAC program is currently finishing the assessment of a two-stage-to-orbit (TSTO), rocket-based combined cycle (RBCC) concept and a TSTO turbine-based combined cycle (TBCC) concept developed by the team with inputs from NASA. A baseline all rocket TSTO concept is also being developed for comparison. Boeing has recently submitted a performance model for their Flexible Aerospace System Solution for Tomorrow (FASST) concept and the ISAT program will provide inputs for a single-stage-to-orbit (SSTO) TBCC based concept in the near-term. Both of these latter concepts will be analyzed within the ITAC framework over the summer. This paper provides a status update of the ITAC program.

Taylor, J. L.↗
NASA NTRS1989

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

Middleton, David B.↗
NASA NTRS1991

Recent improvements in atmospheric environment models for Space Station applications

The capability of empirical models of the earth's thermosphere must continually be updated if they are to keep pace with their many applications in the aerospace industry. This paper briefly summarizes the progress of several such efforts in support of the Space Station Program. The efforts consists of the development of data bases, analytical studies of the data, and evaluation and intercomparison of thermosphere models. A geomagnetic storm model of Slowey does not compare as well to the MSIS-86 model as does the Marshall Engineering Thermosphere (MET). LDEF orbit decay data is used to evaluate the performance of the MET and MSIS-86 during a period of high solar activity; equal to or exceeding the highest levels that existed during the time of the original data sets upon which these models are based.

Anderson, B. Jeffrey↗
NASA NTRS1994

Selection process for trade study: Graphite Composite Primary Structure (GCPS)

This TA 2 document describes the selection process that will be used to identify the most suitable structural configuration for an SSTO winged vehicle capable of delivering 25,000 lbs to a 220 nm circular orbit at 51.6 degree inclination. The most suitable unpressurized graphite composite structures and material selections is within this configuration and will be the prototype design for subsequent design and analysis and the basis for the design and fabrication of payload bay, wing, and thrust structure full scale test articles representing segments of the prototype structures. The selection process for this TA 2 trade study is the same as that for the TA 1 trade study. As the trade study progresses additional insight may result in modifications to the selection criteria within this process. Such modifications will result in an update of this document as appropriate.

Greenberg, H. S.↗
NASA NTRS2008

Ares I First Stage: Powering Exploration

he mission of the National Aeronautics and Space Administration (NASA) is not simply to maintain its current position with the International Space Station and other space exploration endeavors, but to build a permanent outpost on the Moon and then travel on to explore ever more distant terrains. The Constellation Program will oversee the development of the crew capsule, launch vehicles, and other systems needed to achieve this mission. From this initiative will come two new launch vehicles: the Ares I and Ares V. The Ares I will be a human-rated vehicle, which will be used for crew transport; the Ares V, a cargo transport vehicle, will be the largest launch vehicle ever built. The Ares Projects team at Marshall Space Flight Center (MSFC) in Huntsville, Alabama is assigned with developing these two new vehicles. The Ares I vehicle will have an in-line, two-stage rocket configuration. The first stage will provide the thrust or propulsion component for the Ares rocket systems through the first two minutes of the mission. The First Stage Team is tasked with developing the propulsion system necessary to liftoff from the Earth and loft the entire Ares vehicle stack toward low-Earth orbit. Building on the legacy of the Space Shuttle and other NASA space exploration initiatives, the propulsion for the Ares I First Stage will be a Shuttle-derived reusable solid rocket motor. Progress to date by the First Stage Team has been robust and on schedule. This presentation provides an overview and update on the design and development of the Ares I First Stage Propulsion system.

Tiller, Bruce K.↗
NASA NTRSDate not supplied

Time-History Statistics of Soot Formation in A Model Gas Turbine Combustor

Soot formation is a complex dynamic and intermittent process determined by properties of the fuel, combustor design, and combustor operation. Although the major steps in soot formation (i.e., formation of precursors, inception, growth and evolution) are similar for a variety of carbonaceous fuels, applications, and operating conditions, it remains unclear when the temporal transition between these steps occurs. An engineering prediction tool coupled with computational fluid physics (CFD), therefore needs to accurately model all these complex steps. To develop such a model, we propose the time-history concept for understanding the time dependency of soot formation as a function of local properties (i.e., temperature, velocity, local fuel air ratio, etc.). We continue our previous work with modeling the DLR aero-combustor [1] with our updated in-house CFD code, Open National Combustion Code (OpenNCC), that now includes a Multiple Time-Scale Flamelet Progress Variable approach and a the semi-empirical two-equation soot model. We injected massless tracer particles upstream of the injector region of the combustor to collect time-history statistics of the solution variables. The correlations between the collected statistics with respect to the experimental soot volume fraction data showed that time-history effect of certain flow variables, including turbulent kinetic energy (TKE), and multiple species is indeed important for soot formation. We then conducted a time-history based correlation analysis to determine the key species and the concentration ranges critical for soot formation (C6H5-based nucleation, acetylene-based surface growth, and oxidation with OH and O2). Based on the time-history correlation coefficient (THCC) analysis, we propose possible modifications to improve the current two-equation model.

LES↗
NASA NTRS2020

Progress on LISA Colloid Microthruster Technology Development

Colloid microthrusters have been operated successfully in flight, providing drag-free and precision control for spacecraft that can be used for future applications such as gravity wave and exoplanet observatories. The Space Technology 7 Disturbance Reduction System (ST7- DRS) technology demonstration payload included eight Busek Colloid Micro-Newton Thrusters (CMNTs) as part of the Laser Interferometer Space Antenna (LISA) Pathfinder mission that launched in December of 2015. The CMNTs provided full attitude and precision drag-free control of the spacecraft with <10 nm/√Hz stability along the most sensitive axis during commissioning, nominal, and extended mission phases through April of 2017. Performance requirements (≤0.1 μN/√Hz) were met and models were validated based on on- orbit measurements of test mass motion and actuation during the 60-day nominal and 30-day extended missions. In 2018, the European Space Agency (ESA) selected LISA to be the agency’s next “large-class” mission, currently in Phase A, with a launch scheduled for 2034 and a 12.5-year duration, including the transfer (1.5 years), commissioning (1 year), nominal (4 or 6 years), and extended (6 or 4 years) phases of the mission, which sets the lifetime and consumables requirement. NASA is considering a significant contribution of hardware to the ESA-led mission, potentially including colloid microthrusters. In preparation, NASA is developing five technologies to TRL 5 and 6, including the colloid microthrusters, to be ready for infusion into LISA by the mission adoption review (MAR), currently scheduled for 2024. While ST7-DRS effectively brought the CMNTs to TRL 7, additional lower-TRL flow control components must be developed for full redundancy, reducing the system-level TRL back to 4. Key to the future of the colloid microthruster technology will be to use lessons learned and keep as much of the heritage from the ST7 design as possible while updating the system to support redundancy and lifetime requirements of a flagship-class mission. This paper describes the technology plan and progress to reach TRL 6 by the MAR, focusing on near- term plans to reach TRL 5 by the end of March 2022 for the LISA Colloid Microthrusters (CMTs). Work includes requirements development and sizing studies, breadboard and brassboard hardware developments at Busek, including relevant lifetime and environment testing, and lifetime modeling, verification and validation efforts at JPL, UCLA, and UCI.

Gamero-Castaño, Manuel↗
NASA NTRS2023

Recalibration of the Sunspot-Number: Status Report

We report progress on the ongoing recalibration of the Wolf sunspot number (S N ) and group-sunspot number (G N ) following the release of version 2.0 of S N in 2015. This report constitutes both an update of the efforts reported in the 2016 Topical Issue of Solar Physics and a summary of work by the International Space Science Institute (ISSI) International Team formed in 2017 to develop optimal S N and G N reconstruction methods while continuing to expand the historical sunspot-number database. Significant progress has been made on the database side while more work is needed to bring the various proposed S N and (primarily) G N reconstruction methods closer to maturity, after which the new reconstructions (or combinations thereof) can be compared with (a) “benchmark” expectations for any normalization scheme (e.g., a general increase in observer normalization factors going back in time), and (b) independent proxy data series such as F10.7 and the daily range of variations of Earth’s undisturbed magnetic field. New versions of the underlying databases for S N and G N will shortly become available for years through 2022 and we anticipate the release of the next versions of these two time series in 2024.

F. Clette↗
NASA NTRS1994

Selection process for trade study: Reusable Hydrogen Composite Tank System (RHCTS)

This document describes the selection process that will be used to identify the most suitable structural configuration option for an SSTO winged vehicle capable of delivering 25,000 lbs to a 220 nm circular orbit at 51.6 degree inclination. The most suitable RHCTS is within this configuration and will be the prototype design for subsequent design and analysis and the basis for the design and fabrication of a scale test article to be subjected to life cycle testing. The selection process for this TA 1 trade study is the same as that for the TA 2 trade study. As the trade study progresses additional insight may result in modifications to the selection criteria within in this process. Such modifications will result in an update of this document as appropriate.

Greenberg, H. S.↗
NASA NTRS1994

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS1997

A Comprehensive Opacities/Atomic Database for the Analysis of Astrophysical Spectra and Modeling

The main goals of this ADP award have been accomplished. The electronic database TOPBASE, consisting of the large volume of atomic data from the Opacity Project, has been installed and is operative at a NASA site at the Laboratory for High Energy Astrophysics Science Research Center (HEASRC) at the Goddard Space Flight Center. The database will be continually maintained and updated by the PI and collaborators. TOPBASE is publicly accessible from IP: topbase.gsfc.nasa.gov. During the last six months (since the previous progress report), considerable work has been carried out to: (1) put in the new data for low ionization stages of iron: Fe I - V, beginning with Fe II, (2) high-energy photoionization cross sections computed by Dr. Hong Lin Zhang (consultant on the Project) were 'merged' with the current Opacity Project data and input into TOPbase; (3) plans laid out for a further extension of TOPbase to include TIPbase, the database for collisional data to complement the radiative data in TOPbase.

Pradhan, Anil K.↗
NASA NTRS1996

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS1991

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

Middleton, David B.↗