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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 NTRS2019

ADEPT Sounding Rocket One (SR-1) Flight Test

A sounding rocket flight test was conducted on a mechanically-deployed entry vehicle (DEV) known as the Adaptable Deployable Entry and Placement Technology (ADEPT). This flight test was a major milestone in a technology development campaign for ADEPT: the application of ADEPT for small secondary payloads. The test was conducted above White Sands Missile Range (WSMR), New Mexico on a SpaceLoft XL rocket on September 12, 2018. The first objective of the SR-1 flight test was to demonstrate that ADEPT could transform from a compact stowed configuration, separate from the launch vehicle, and successfully deploy exo-atmospherically into the desired low ballistic coefficient entry configuration. The second objective was to characterize the aerodynamic performance of the deployed configuration in order to evaluate the faceted blunt body geometry dynamic stability characteristics as it decelerated from supersonic to subsonic speeds.The ADEPT DEV had several sensors on-board and also leveraged third-party data sources for post-flight analysis and trajectory reconstruction. Based upon data review, the launch vehicle met exo-atmospheric delivery performance requirements of spin rate, no re-contact, separation velocity, and delivery altitude. The unique ADEPT forebody geometry (blunted octagonal pyramid, 0.7 m diameter at the rib tips) and aftbody configuration has never flown before. The forebody half cone angle at the ribs is 70 deg, while the half cone angle mid gore is 68.5 deg. The aftbody, where the 3U CubeSat 'payload' resides is a rectangular prism that extends ~ ½ the minimum forebody diameter behind the nose. Understanding DEV blunt body dynamic stability performance is critical for determining how they can be employed for atmospheric entry, descent and landing.The primary data products were used to perform flight mechanics analysis and reconstruct the as-flown trajectory. On-board video recovered post-flight demonstrated that the DEV achieved and maintained the desired entry configuration. Post-flight analyses showed that the vehicle met the threshold of achieving stable flight below Mach = 0.8. The ADEPT project has focused on ballistic, axisymmetric shapes as the logical 'first step' in mission infusion applications. With the current maturation and development of the ballistic (non-lifting) 1 m class ADEPT, the next step in ADEPT maturation is the focus on configurations that are capable of generating lift in order to accomplish aerocapture and precision landing mission capabilities. ADEPT is particularly attractive for evaluating various guidance and control approaches as the deployable structure enables attachment points for various actuation methods such as control surfaces, moving mass elements, or RCS thrusters. The ADEPT sounding rocket flight test provided a low-cost means of achieving significant system level maturity for the 1 m class ADEPT configuration. A description of the technology, system components, flight test execution, and conclusions will be described.

Cassell, Alan↗
NASA NTRS1978

Undisturbed heat transfer data analysis on the Space Shuttle External Tank Barrel Section

The paper analyzes the existing continuum undisturbed turbulent heat transfer data on smooth models of the Space Shuttle External Tank and develops a mathematical model for theoretical prediction of heat transfer rates on the External Tank Barrel Section. Experimental data have been obtained from various wind tunnels which simulated the continuum flow regime in the Shuttle flight trajectory. The model data have been compared with theoretical predictions using realistic flow fields and well-known empirical heat transfer relationships. The results show that the predictions are good to within the experimental uncertainties of the measured data.

Praharaj, S. C.↗
NASA NTRS1979

Undisturbed flowfield and turbulent heat-transfer analysis on the Space Shuttle external tank

The paper analyzes the existing undisturbed flowfield and turbulent heat-transfer data on smooth models of the Space Shuttle external tank and extends the mathematical model for theoretical calculation of heat-transfer rates presented in an earlier paper to include both the external tank barrel and ogive sections at zero and nonzero angles of attack. Experimental data have been obtained from various wind tunnels which simulated the continuum flow regime in the Shuttle flight trajectory. The model data have been compared with theoretical predictions using realistic flowfields and well-known empirical heat-transfer relationships. The results show that the predictions are good to within the experimental uncertainties of the measured data.

Praharaj, S. C.↗
NASA NTRS1985

Magnetic field properties of Jupiter's tail at distances from 80 to 7500 Jovian radii

The results of a detailed study of the magnetic field data on the near and distant Jovian magnetotail from both Voyager 1 and 2 are presented. The spacecraft trajectories and the data are reviewed, and four distant tail encounters are examined and compared with the corresponding Voyager 1 interplanetary data sets. A power spectral analysis of both the near and distant tail intervals is given, and some of the differences between the tail encounters and the power spectra of these control data sets are discussed. Two solar wind or magnetosheath data sets obtained when Voyager 2 was not in the distant tail are analyzed. These more 'normal' solar wind conditions are contrasted with those reflected in both the Voyager 2 distant tail encounters and the conditions monitored by Voyager 1 farther downstream.

Goldstein, M. L.↗
NASA NTRS2003

Atmospheric products from the Upper Atmosphere Research Satellite (UARS)

This paper provides information on the products available at the NASA Goddard Earth Sciences (GES) Distributed Active Archive Center (DAAC) from the Upper Atmosphere Research Satellite (UARS) mission. The GES DAAC provides measurements from the primary UARS mission, which extended from launch in September 1991 through September 2001. The ten instruments aboard UARS provide measurements of atmospheric trace gas species, dynamical variables, solar irradiance input, and particle energy flux. All standard Level 3 UARS products from all ten instruments are offered free to the public and science user community. The Level 3 data are geophysical parameters, which have been transformed into a common format and equally spaced along the measurement trajectory. The UARS data have been reprocessed several times over the years following improvements to the processing algorithms. The UARS data offered from the GES DAAC are the latest versions of each instrument. The UARS data may be accessed through the GES DAAC website at

Ahmad, Suraiya P.↗
NASA NTRS2022

PAAV Concept Document

The Pathfinding for Airspace with Autonomous Vehicles (PAAV) Concept Document, version 1.0, lays out the key challenges and potential solutions for the use of uncrewed aircraft (UA) technology for future regional air cargo operations. The challenges and solutions described in this document were informed by communications with the UA industry community (e.g., RTCA, the Federal Aviation Administration, and regional air cargo business operators), as well as the PAAV team’s research activities during the last two years including four tabletop exercises, a human-in-the-loop simulation study, a numerical simulation study, a functional allocation study, and flight data analysis (Appendix A). This document first describes the expected operational context of PAAV (Section 2), such as the flight mission, baseline UAS components, nominal operations, m:N operations (i.e., "m" remote pilots per "N" aircraft), and off-nominal operations. This context sets the scope for the PAAV concept development work. PAAV concept development assumes that UA operations will be increasingly autonomous. Thus, near- and far-term assumptions are defined (Section 3). PAAV identified seven key challenges for UA operations (Section 4): - Flight route planning - Separation and flow management - Traffic pattern integration - Contingency management - Taxi, takeoff, and landing - m:N operations - Communications operations The following 13 potential solutions to these challenges are then described (Section 5): - Scalable communications architecture - Data link - Designated UAS corridors - Crew planning for m:N operations - Flight route optimization - Traffic load-level control - Trajectory solutions with data link - Automated hazard avoidance for m:N operations - Traffic pattern integration (TPI) tool - Standard lost command and control (C2) link (LC2L) procedures - Automated hazard avoidance under LC2L - Auto-taxi, auto-takeoff, and auto-land - Ground control station (GCS) user interface for m:N operations The document attempts to link each of these solutions to one or more of the challenge areas. Novel solutions involving numerous automation technologies are needed to mitigate traffic and airspace management challenges, especially for realizing m:N operations and ensuring safety under LC2L conditions. The purpose of this document is to help understand alternatives and tradeoffs among potential solutions and provide a foundation for a cohesive PAAV concept that will be described and refined in subsequent concept versions.

Unmanned aircraft, uncrewed aircraft, regional air↗
NASA NTRS2011

Ares I-X Best Estimated Trajectory and Comparison with Pre-Flight Predictions

The Ares I-X trajectory reconstruction produced best estimated trajectories of the flight test vehicle ascent through stage separation, and of the first and upper stage entries after separation. The trajectory reconstruction process combines on-board, ground-based, and atmospheric measurements to produce the trajectory estimates. The Ares I-X vehicle had a number of on-board and ground based sensors that were available, including inertial measurement units, radar, air- data, and weather balloons. However, due to problems with calibrations and/or data, not all of the sensor data were used. The trajectory estimate was generated using an Iterative Extended Kalman Filter algorithm, which is an industry standard processing algorithm for filtering and estimation applications. This paper describes the methodology and results of the trajectory reconstruction process, including flight data preprocessing and input uncertainties, trajectory estimation algorithms, output transformations, and comparisons with preflight predictions.

Karlgaard, Christopher D.↗
NASA NTRS2011

Ares I-X Best Estimated Trajectory Analysis and Results

The Ares I-X trajectory reconstruction produced best estimated trajectories of the flight test vehicle ascent through stage separation, and of the first and upper stage entries after separation. The trajectory reconstruction process combines on-board, ground-based, and atmospheric measurements to produce the trajectory estimates. The Ares I-X vehicle had a number of on-board and ground based sensors that were available, including inertial measurement units, radar, air-data, and weather balloons. However, due to problems with calibrations and/or data, not all of the sensor data were used. The trajectory estimate was generated using an Iterative Extended Kalman Filter algorithm, which is an industry standard processing algorithm for filtering and estimation applications. This paper describes the methodology and results of the trajectory reconstruction process, including flight data preprocessing and input uncertainties, trajectory estimation algorithms, output transformations, and comparisons with preflight predictions.

Karlgaard, Christopher D.↗
NASA NTRS2018

Concept of Operations for Management by Trajectory

This document describes Management by Trajectory (MBT), a concept for future air traffic management (ATM) in which every flight operates in accordance with a four-dimensional trajectory (4DT) that is negotiated between the airspace user and the Federal Aviation Administration (FAA) to respect the airspace user's goals while complying with National Airspace System (NAS) constraints. In the present-day NAS, the ATM system attempts to predict the trajectory for each flight based on the approved flight plan and scheduled or controlled departure time. However, once the aircraft starts to move, controllers tactically manage the aircraft to implement traffic management restrictions, separate otherwise conflicting aircraft, and address arising NAS constraints. Tactical controller actions are not directly communicated to the automation systems or other stakeholders. Furthermore, the initial trajectory prediction does not anticipate these disruptions or how they will impact the flight. Consequently, and compounded by gaps in required data and models, trajectory predictions are less accurate than possible, which affects Traffic Flow Management (TFM) performance. A cornerstone of the MBT concept is that all air vehicles have, at all times, an assigned 4DT from their current state to their destination. These assigned trajectories consist of trajectory constraints and descriptions. Pilots and air traffic controllers, with the aid of automation, operate the aircraft to comply with the assigned trajectory, unless first negotiating a revision. Equipped aircraft have substantial responsibility for complying with the assigned trajectory without controller intervention. To maximize the operational flexibility available to the airspace user, the assigned trajectory only imposes trajectory constraints as required to achieve the ATM goals of NAS constraint compliance and aircraft separation. Trajectory descriptions are added to the assigned trajectory to ensure sufficient predictability. To further improve trajectory prediction accuracy, airspace users supplement the assigned trajectory by broadcasting intent information and updating it as necessary. Air vehicle intent is a more detailed description of the airspace user's plan for how the flight will fly the assigned trajectory. Air vehicle intent can change freely, without negotiation, as long as it remains in compliance with the assigned trajectory. Aircraft assigned trajectories, air vehicle intent, and predicted trajectories are shared, creating a common view among stakeholders. A NAS Constraint Service gathers and publishes information about all known NAS constraints, enabling airspace users to be informed participants in trajectory negotiation. Trajectory constraints in the assigned trajectory are mapped to NAS constraints to facilitate identifying which aircraft are affected when NAS constraints change. To support efficient trajectory negotiation, all aircraft provide current information about air vehicle capabilities. Assigned trajectories are constructed to satisfy all known NAS constraints, improving trajectory stability and predictability. Uncertainty and disruptions are handled by modifying the assigned trajectory as far in advance as possible. By proactively negotiating changes to the assigned trajectory, rather than relying on controller-selected tactical actions such as vectors to resolve traffic conflicts or implement miles-in-trail restrictions, MBT keeps aircraft on closed trajectories that are fully known to all stakeholders. Since reactive air traffic control actions cannot be predicted in advance, the downstream trajectory cannot be accurately predicted until they happen. Reliable trajectory predictions allow the system to identify needed modifications to trajectories further in advance, where they can be negotiated and communicated as amendments (i.e., additional or altered trajectory constraints) to the assigned trajectory. Decision Support Tools (DSTs) aid controllers in rapidly defining and communicating closed trajectories to the aircraft and support all stakeholders in trajectory negotiation. Anticipated MBT benefit mechanisms include more accurate trajectory predictions, improved ATM performance and robustness to off-nominal conditions, increased flexibility and operational efficiency, reduced impediments to emerging classes of airspace users accessing NAS resources, reduced environmental impacts, and enhanced safety.

ConOps↗
NASA NTRS1984

Trajectory determination support and analysis for ISEE-3 from halo orbit to escape from the earth/moon system

The analyses performed in altering the ISEE-3 spacecraft path from a liberation point to a helicocentric orbit for intercepting the Giacobini-Zimmer cometary tail are reviewed. The initial calculations considered the expected accuracy, the best temporal lengths to be used for the calculations and the maneuver points. The early maneuvers were also constrained to a maximum number of crossings of the terrestrial magnetotail for data collection purposes. Three earth-based tracking stations trajectory data collection schedules were projected, and programs were prepared for comparing tracking data with predictions. Delta- V maneuvers were set for perigee locations in order to conserve fuel. A 21-day span was selected for tracking, expect during maneuver periods. Accuracies of 0.1-10 km and 0.3-2.0 cm/sec were obtained.

Joyce, J. B.↗
NASA NTRS1984

Center of mass estimation in closed vortices - A verification in principle and practice

The problem of tracking closed mesoscale vortices using center of mass estimation techniques is studied. Three estimators are evaluated using data from a warm core Gulf Stream ring. The comparisons show that a method based on the intersection of perpendicular bisectors and one using a least-squares fit of a conic section perform comparably. The perpendicular bisector algorithm is used in conjunction with a Gaussian ring model and a star-shaped survey pattern to produce an expected error curve as a function of vortex translation, survey speed and vortex size. For typical ring parameters, center estimation is usually possible to within + or - 5 km. The feasibility of using differing data sets to construct a history of ring motion based on a coordinate system moving with the ring is also investigated. In this way, the validity of using satellite-derived data and drifter trajectories to estimate the center of mass of a mesoscale feature is assessed. The results of the analysis demonstrate that the location of the deeper structure of the ring and the surface expression are sufficiently well correlated to permit dynamically relevant calculations based on surface measurements. It is shown that satellite-derived data can be used to approximate the center of mass trajectory to within the error in the individual center estimates for the period analyzed. The Lagrangian-drifter-derived centers are offset from the center of mass trajectory in a manner consistent with kinematic arguments.

Hooker, S. B.↗
NASA NTRSDate not supplied

Seven Years of Bright Meteor Data from the NASA All Sky Fireball Network

The NASA All Sky Fireball Network is a network consisting of 18 all-sky meteor cameras across the continental US. We present a data release of 33,660 bright meteors collected between 2013 and 2019. The released data consists of trajectory, orbit, radiant, shower association, and brightness. We discuss the camera hardware and software used to make the observations, the characteristics of the data, and known error sources. The camera hardware consists of Watec 902H2 Ultimate CCD cameras with a fish-eye lens giving an all-sky field of view. The data is complete until an absolute meteor magnitude of approximately -4, but meteors down to a magnitude of -1 are routinely observed. The cameras are spread across the continental United States in five subnetworks, with each network consisting of two to five cameras. The cameras report to a central server where the data is processed each morning. The network is modeled after the University of Western Ontario’s Southern Ontario Meteor Network. The cameras are running All-sky and Guided Real-time Detection (ASGARD) meteor detection software and analysis pipeline.

Aaron Kingery↗
NASA NTRS1982

Preliminary Analysis of STS-3 Entry Heat-Transfer Data for the Orbiter Windward Centerline

A preliminary analysis of heat transfer data on the space shuttle orbiter windward centerline for the STS-3 mission entry is presented. Temperature-time history plots for each measurement location and tabulated wall temperature and convective heating rate data at 21 selected trajectory points are included. The STS-3 flight data are also compared with predictions by two approximation methods for computing convective heat transfer rates in equilibrium air.

Throckmorton, D. A.↗
NASA NTRS1989

An Experimental Method for Measuring Water Droplet Impingement Efficiency on Two- and Three-dimensional Bodies

An experimental method was developed to determine the droplet impingement characteristics on 2-D and 3-D bodies. The experimental results provide the essential droplet impingement data required to validate water droplet trajectory codes, which are used in the analysis of aircraft icing. A body, whose water droplet impingement characteristics are required, is covered at strategic locations by thin strips of moisture absorbing (blotter) paper, and is exposed to an air stream containing a water dye solution spray cloud. Water droplet impingement data are extracted from the dyed blotter strips by measuring the optical reflectance of the dye deposit on the strips, using an automated reflectometer. Models tested include a 4-inch diameter cylinder, a NACA 652015 airfoil section, a MS(1)-0317 supercritical airfoil section, three simulated ice shapes, an axisymmetric inlet and a Boeing 737-300 inlet model. Detailed descriptions of the dye tracer technique, instrumentation, data reduction method and the results obtained are presented. Analytical predictions of collection efficiency characteristics for most test configurations are included for comparison.

Trajectory code validation↗
NASA NTRS1986

Comparison of viscous shock layer and boundary layer reentry heating techniques for Orbiter nose cap

A comparison of two viscous shock layer methods and one boundary layer method for predicting the aerodynamic heating around the Orbiter nose cap during STS-5 entry is presented. The object of the study was to compare these methods with one another and with the measured Orbiter flight data for this trajectory. The nonequilibrium, chemically reacting viscous flow fields obtained by these methods are evaluated, and effects on heating rate of wall catalycity variation with time are presented. The effects of shock slip and combined wall/shock slip are considered at high altitudes (above 300,000 ft). Using the variable wall catalycity analysis, it is shown that heating rates can be predicted within a 5.7 percent flight data band for altitudes between 175,000 ft and 265,000 ft in this trajectory.

Ting, P. C.↗
NASA NTRS1993

Development and evaluation of a profile negotiation process for integrating aircraft and air traffic control automation

The development and evaluation of the profile negotiation process (PNP), an interactive process between an aircraft and air traffic control (ATC) that integrates airborne and ground-based automation capabilities to determine conflict-free trajectories that are as close to an aircraft's preference as possible, are described. The PNP was evaluated in a real-time simulation experiment conducted jointly by NASA's Ames and Langley Research Centers. The Ames Center/TRACON Automation System (CTAS) was used to support the ATC environment, and the Langley Transport Systems Research Vehicle (TSRV) piloted cab was used to simulate a 4D Flight Management System (FMS) capable aircraft. Both systems were connected in real time by way of voice and data lines; digital datalink communications capability was developed and evaluated as a means of supporting the air/ground exchange of trajectory data. The controllers were able to consistently and effectively negotiate nominally conflict-free vertical profiles with the 4D-equipped aircraft. The actual profiles flown were substantially closer to the aircraft's preference than would have been possible without the PNP. However, there was a strong consensus among the pilots and controllers that the level of automation of the PNP should be increased to make the process more transparent. The experiment demonstrated the importance of an aircraft's ability to accurately execute a negotiated profile as well as the need for digital datalink to support advanced air/ground data communications. The concept of trajectory space is proposed as a comprehensive approach for coupling the processes of trajectory planning and tracking to allow maximum pilot discretion in meeting ATC constraints.

Green, Steven M.↗
NASA NTRS1974

Dual falling sphere determination of density and transition flow parameter

A new approach to the analysis of falling sphere drag data is described in which the data from two trajectories through the same region of the atmosphere are analyzed simultaneously. The analysis provides important aerodynamic information which is used to obtain an improved value of atmospheric density. The technique is applied to a set of falling sphere data in which a sphere transition-flow parameter and atmospheric density results are obtained in the 80-120 km region from published data for falling spheres over Kwajalein. Another set of data for a falling sphere test over Wallops Island is also analyzed with comparable results.

Karr, G. R.↗