Search NASA⌕ Search

SEARCH · Search NASA

Results for “Virginia”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

An Overview of the CERES Radiation and Validation Experiment (CRAVE)

The Clouds and the Earth’s Radiant Energy System (CERES) experiment is one of the highest priority scientific satellite instruments developed for NASA’s Earth Observing System. The CERES Radiation and Validation Experiment (CRAVE) provides continuous world-class surface longwave and shortwave radiation measurements and validation of CERES and other satellite products. CRAVE consists of three sites (two active and one legacy). The legacy site was the CERES Ocean Validation Experiment, or COVE, located at Chesapeake Light Station (36.90 N, 75.71 W), 25 km off the coast of southeastern Virginia, USA. COVE was active from 2000-2016 but was deactivated due to structural concerns. The deactivation of COVE interrupted a rare long-term ocean/water scene dataset in the Baseline Surface Radiation Network (BSRN), the gold standard for surface radiation measurements. Shortly after the closure of COVE, Granite Island (46.72 N, 87.41 W), a new water site, was discovered and has been active since the summer of 2018. Granite Island is privately owned, located in Lake Superior, approximately 20 km north of Marquette, Michigan, USA, and 10 km to the nearest land point. The other CRAVE site is in Hampton, Virginia, USA, at Nasa Langley Research Center (37.10 N, 76.38 W), a land scene, and has been operating since December 2014. We will describe CRAVE and its importance, the uniqueness of each site and site logistics, participating networks and measurements made for radiometric, aerosol, meteorological and water skin temperature analysis. CRAVE measurements detecting smoke originating from Canadian wildfires with aerosol optical depths well over 2 and first results from a shortwave calibration round robin experiment will also be presented.

Bryan Fabbri↗
NASA NTRS2024

47th Aerospace Mechanisms Symposium

The Aerospace Mechanisms Symposium (AMS) provides a unique forum for those active in the design, production and use of aerospace mechanisms. A major focus is the reporting of problems and solutions associated with the development and flight certification of new mechanisms. Sponsored and organized by the Mechanisms Education Association, responsibility for hosting the AMS is shared by the National Aeronautics and Space Administration and Lockheed Martin Space. The 47th AMS was held in Virginia Beach, Virginia from May 15 to May 17. These proceedings are published to provide these lessons learned and mechanism design information to the mechanism community. Topics included instrument mechanisms, gimbals, release devices, tribology, materials issues, deployment, on-orbit performance, actuators and cubesat mechanisms. The high quality of this symposium is a result of the work of many people, and their efforts are gratefully acknowledged. This extends to the voluntary members of the symposium organizing committee representing the eight NASA field centers, Lockheed Martin Space, and the European Space Agency. Appreciation is also extended to the session chairs, the authors, and particularly the personnel at NASA Langley responsible for the symposium arrangements and the publication of these proceedings. A sincere thank you also goes to the symposium executive committee who is responsible for the year-to-year management of the AMS, including paper processing. The use of trade names of manufacturers in this publication does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the National Aeronautics and Space Administration.

mechanism↗
NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗
NASA NTRSDate not supplied

Flight Deck Design of a Hybrid Turbine/Electric Passenger Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft, The aft turbine provides electric power in a hybrid design to wing mounted electric engines, creating a highly efficient, high-bypass-ratio fan equivalent. The SUbsonic Single Aft eNgine (SUSAN) aircraft is being developed as a sustainable subsonic regional aircraft that seeks to reduce emission levels by 50% in the next few decades. Pilot-in-the-loop studies were conducted at the NASA Langley Research Center in Hampton, Virginia, to explore the flight deck design for the hybrid electric aircraft. Following modern trends in commercial aircraft flight decks with full time augmented controls and a quiet and dark philosophy, single throttle and simplified engine displays were developed for the SUSAN aircraft. The aircraft includes a single aft mounted turbine engine and 16 wing mounted electric fans. The final design was developed from feedback received during an earlier pilot-in-the-loop study where one, two, and three throttles were tested in standard airline operations, including various failures of the turbine and electric engines. Current flight deck designs normally provide control inceptors for each propulsion engine and an engine display for all primary aircraft engine parameters. With full time augmentation expected, a single throttle control with autothrottle always engaged, even during failures, is desired. Augmentation of flight controls using distributed thrust also requires full time control of the electric engines using automation. Additionally, electric engine thrust is augmented during climb based on battery state of charge. Thrust augmentation changes faster than human reaction time and therefore requires full-time automation. A pilot-in-the-loop study was conducted at the NASA Langley Research Center in Hampton, Virginia, to test the final design of the single throttle with simplified engine displays. Fourteen airline pilots evaluated the single throttle and engine display concept. Electric engine failures included one, four symmetric, and eight non-symmetric electric engine failures. The turbine engine was evaluated for complete and partial failure during critical phases of flight to include takeoff as well as enroute. Unexpected go-arounds increase workload and require significant throttle manipulation. Go-arounds were included to ensure the single throttle was usable for all phases of flight. Failures during takeoff required a return to the departure field and failures enroute required a diversion except for one and four electric engine failures as these failures did not affect aircraft flyability or range. There are currently no Part 25 aircraft certified with hybrid systems or electric engines with batteries as emergency propulsion. For turbine engine failures in the SUSAN aircraft design, range is limited to 30 minutes at full power. Battery state of charge and battery health displays were developed and tested for usability and to determine how well they supported pilot decisions for alternate airports during emergency diversions. Novel displays using shape and color were developed to provide immediate feedback when state of charge became critical. This paper details the pilot study including pilot feedback supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Battery state of charge and battery health display recommendations were collected from all airline crews. The simplified engine displays design was rated excellent as measured with a usability scale. Quantitative metrics include airspeed tracking, time to complete checklists, time to make diversion decisions and the quality of the diversion decision. Recommendations for future studies are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗
NASA NTRS2002

A geostatistical analysis of small-scale spatial variability in bacterial abundance and community structure in salt marsh creek bank sediments

Small-scale variations in bacterial abundance and community structure were examined in salt marsh sediments from Virginia's eastern shore. Samples were collected at 5 cm intervals (horizontally) along a 50 cm elevation gradient, over a 215 cm horizontal transect. For each sample, bacterial abundance was determined using acridine orange direct counts and community structure was analyzed using randomly amplified polymorphic DNA fingerprinting of whole-community DNA extracts. A geostatistical analysis was used to determine the degree of spatial autocorrelation among the samples, for each variable and each direction (horizontal and vertical). The proportion of variance in bacterial abundance that could be accounted for by the spatial model was quite high (vertical: 60%, horizontal: 73%); significant autocorrelation was found among samples separated by 25 cm in the vertical direction and up to 115 cm horizontally. In contrast, most of the variability in community structure was not accounted for by simply considering the spatial separation of samples (vertical: 11%, horizontal: 22%), and must reflect variability from other parameters (e.g., variation at other spatial scales, experimental error, or environmental heterogeneity). Microbial community patch size based upon overall similarity in community structure varied between 17 cm (vertical) and 35 cm (horizontal). Overall, variability due to horizontal position (distance from the creek bank) was much smaller than that due to vertical position (elevation) for both community properties assayed. This suggests that processes more correlated with elevation (e.g., drainage and redox potential) vary at a smaller scale (therefore producing smaller patch sizes) than processes controlled by distance from the creek bank. c2002 Federation of European Microbiological Societies. Published by Elsevier Science B.V. All rights reserved.

Non-NASA Center↗
NASA NTRS1992

The SERENDIP piggyback SETI project

The SERENDIP project is an ongoing program of monitoring and processing broadband radio signals acquired by existing radio astronomy observatories. SERENDIP operates in a piggyback mode: it makes use of whatever observing plan (sequence of frequencies, sky coordinates, and polarizations) is under way at its host observatory. Moreover, the SERENDIP data acquisition system, once installed, operates autonomously. This approach makes it possible to obtain large amounts of high quality observing time in a manner that is economical and that does not adversely affect ongoing radio astronomy survey work. The SERENDIP II system has been installed at the NRAO 300-foot telescope at Green Bank, West Virginia, and has operated there for several thousand hours. In this report, we summarize our findings from these observations and describe the present status of the project. Two key elements of SERENDIP are the automated data acquisition system that uses adaptive thresholds and logs only statistically significant peaks in the real-time power spectra, and the subsequent off-line analysis programs that identify and reject a variety of interference signals. Several specific correlations have been identified that offer promise. At present, the development and testing of these interference rejection algorithms is the main thrust of our work.

NASA Discipline Number 52-60↗
NASA NTRS1994

(abstract) Airborne Emission Spectrometer (AES)

AES is a low-cost analog of the TES downlooking modes. Because AES operates at ambient temperature, limb-viewing is not possible. The first flight of AES took place in April 1994 on the NASA P3B aircraft out of Wallops Island, VA. While planned as an engineering test flight, spectra were successfully acquired both over the Atlantic Ocean and the area of the Great Dismal Swamp on the Virginia-North Carolina border. At this writing (July 1994), a second series of flights on the NASA DC8 aircraft out of Ames RC,CA is in progress. By the time of the workshop, a third series using the NASA C130 should have been accomplished.

Airborne Emission Spectrometer spectrometry AES Gr↗
NASA NTRS2014

Recent Pharmacology Studies on the International Space Station

The environment on the International Space Station (ISS) includes a variety of potential stressors including the absence of Earth's gravity, elevated exposure to radiation, confined living and working quarters, a heavy workload, and high public visibility. The effects of this extreme environment on pharmacokinetics, pharmacodynamics, and even on stored medication doses, are not yet understood. Dr. Wotring will discuss recent analyses of medication doses that experienced long duration storage on the ISS and a recent retrospective examination of medication use during long‐duration spaceflights. She will also describe new pharmacology experiments that are scheduled for upcoming ISS missions. Dr. Virginia E. Wotring is a Senior Scientist in the Division of Space Life Sciences in the Universities Space Research Association, and Pharmacology Discipline Lead at NASA's Johnson Space Center, Human Heath and Countermeasures Division. She received her doctorate in Pharmacological and Physiological Science from Saint Louis University after earning a B.S. in Chemistry at Florida State University. She has published multiple studies on ligand gated ion channels in the brain and spinal cord. Her research experience includes drug mechanisms of action, drug receptor structure/function relationships and gene & protein expression. She joined USRA (and spaceflight research) in 2009. In 2012, her book reviewing pharmacology in spaceflight was published by Springer: Space Pharmacology, Space Development Series.

Wotring, Virginia↗
NASA NTRS1971

Sounding rocket flight report, MUMP 9 and MUMP 10

The results of the launching of two-Marshall-University of Michigan Probes (MUMP 9 and MUMP 10), Nike-Tomahawk sounding rocket payloads, are summarized. The MUMP is similar to the thermosphere probe, an ejectable instrument package for studying the variability of the earth's atmospheric parameters. The MUMP 9 payload included an omegatron mass analyzer, a molecular fluorescence densitometer, a mini-tilty filter, and a lunar position sensor. This complement of instruments permitted the determination of the molecular nitrogen density and temperature in the altitude range from approximately 143 to 297 km over Wallops Island, Virginia, during January 1971. The MUMP 10 payload included an omegatron mass analyzer, an electron temperature probe, a cryogenic densitometer, and a solar position sensor. These instruments permitted the determination of the molecular nitrogen density and temperature and the charged particle density and temperature in the altitude range from approximately 145 to 290 km over Wallops Island during the afternoon preceding the MUMP 9 launch.

Grassl, H. J.↗
NASA NTRS1972

Advanced small launch vehicle study

A conceptual design study was conducted to determine the most economical (lowest cost/launch) approach for the development of an advanced small launch vehicle (ASLV) for use over the next decade. The ASLV design objective was to place a 340 kg (750 lb) payload into a 556 km (300 n.mi.) circular orbit when launched due east from Wallops Island, Virginia. The investigation encompassed improvements to the current Scout launch vehicle; use of existing military and NASA launch vehicle stages; and new, optionally staged vehicles. Staging analyses included use of liquid, solid, and hybrid propellants. Improvements in guidance, controls, interstages, telemetry, and payload shroud were also considered. It was concluded that the most economical approach is to progressively improve the Scout launch vehicle in three phased steps which are discussed.

Reins, G. E.↗
NASA NTRS1972

Environmental statement for National Aeronautics and Space Administration, Office of Space Science, launch vehicle and propulsion programs

NASA OSS Launch Vehicle and Propulsion Programs are responsible for the launch of approximately 20 automated science and applications spacecraft per year. These launches are for NASA programs and those of other U. S. government agencies, private organizations, such as the Comsat Corporation, foreign countries, and international organizations. Launches occur from Cape Kennedy, Florida; Vandenberg Air Force Base, California; Wallops Island, Virginia; and the San Marco Platform in the Indian Ocean off Kenya. Spacecraft launched by this program contribute in a variety of ways to the control of and betterment of the environment. Environmental effects caused by the launch vehicles are limited in extent, duration, and intensity and are considered insignificant.

Source record↗
NASA NTRS1972

Design, testing, fabrication and launch support of a liquid chemical barium release payload (utilizing the liquid fluorine-barium salt/hydrazine system)

A payload was designed which included a cryogenic oxidizer tank, a fuel tank, and burner section. Release of 30 lb of chemicals was planned to occur in 2 seconds at the optimum oxidizer to fuel ratio. The chemicals consisted of 17 lb of liquid fluorine oxidizer and 13 lb of hydrazine-barium salt fuel mixture. The fuel mixture was 17% barium chloride, 16% barium nitrate, and 67% hydrazine, and contained 2.6 lb of available barium. Two significant problem areas were resolved during the program: explosive valve development and burner operation. The release payload was flight tested, from Wallops Island, Virginia. The release took place at an altitude of approximately 260 km. The release produced a luminous cloud which expanded very rapidly, disappearing to the human eye in about 20 seconds. Barium ion concentration slowly increased over a wide area of sky until measurements were discontinued at sunrise (about 30 minutes).

Stokes, C. S.↗
NASA NTRS1971

Density accuracy from the accelerometer inflatable falling sphere.

Computed error bars are added to the upper-air density measurements of January 31, 1969, at Wallops Island, Virginia, reported by Faucher and Morrissey. A triaxial accelerometer-instrumented inflated falling sphere was used for the measurements. Bases for the computation are presented. The conclusions of Faucher and Morrissey are substantiated to about 100 km if comparable uncertainty in each of the five soundings reported is assumed.

Staffanson, F. L.↗
NASA NTRS1972

The farfield structure of aircraft wake turbulence.

Detailed mean flow measurements were obtained at stations up to thirty chordlengths downstream in an airfoil trailing vortex using a yawhead pressure probe in the Virginia Tech Six-Foot Subsonic Tunnel. Mass injection at the wingtip was shown to hasten the vortex decay. A theoretical method has been developed to show the effect of wing circulation distribution on the structure of the outer portion of the vortex and excellent agreement with the experimental data is demonstrated. Experimental results indicate a much slower decay and higher tangential velocities than previously expected.

Mason, W. H.↗
NASA NTRS1971

Data acquisition and reduction for the U. Va. superconducting magnetic suspension and balance facility.

The problems associated with data acquisition and reduction in the University of Virginia superconducting magnetic suspension and balance facility are similar to those in free-flight ranges (or tunnels). The model undergoes a 'Quasi-six-degree-of-freedom' motion which must be monitored both in position and angular orientation from which the aerodynamics must be inferred. The data acquisition problem is made more difficult because geometric constraints prevent direct visual access to the model in the Mach 3 wind tunnel. The methods, accuracies and problems associated with the acquisition of data are discussed.-

Jacobson, I. D.↗