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At least 307 records · Page 17

Analysis of AIRS and IASI System Performance Under Clear and Cloudy Conditions

The radiometric and spectral system performance of space-borne infrared radiometers is generally specified and analyzed under strictly cloud-free, spatially uniform and warm conditions, with the assumption that the observed performance applies to the full dynamic range under clear and cloudy conditions and that random noise cancels for the evaluation of the radiometric accuracy. Such clear conditions are found in only one percent of the data. Ninety nine percent of the data include clouds, which produce spatially highly non-uniform scenes with 11 micrometers window brightness temperatures as low as 200K. We use AIRS and IASI radiance spectra to compare system performance under clear and a wide range of cloudy conditions. Although the two instruments are in polar orbits, with the ascending nodes separated by four hours, daily averages already reveal surprisingly similar measurements. The AIRS and IASI radiometric performance based on the mean of large numbers of observation is comparable and agrees within 200 mK over a wide range of temperatures. There are also some unexpected differences at the 200 -500 mK level, which are of significance for climate applications. The results were verified with data from July 2007 through January 2010, but many can already be gleaned from the analysis of a single day of data.

hyperspectral↗

Entropy Stable Wall Boundary Conditions for the Three-Dimensional Compressible Navier-Stokes Equations

Non-linear entropy stability and a summation-by-parts framework are used to derive entropy stable wall boundary conditions for the three-dimensional compressible Navier-Stokes equations. A semi-discrete entropy estimate for the entire domain is achieved when the new boundary conditions are coupled with an entropy stable discrete interior operator. The data at the boundary are weakly imposed using a penalty flux approach and a simultaneous-approximation-term penalty technique. Although discontinuous spectral collocation operators on unstructured grids are used herein for the purpose of demonstrating their robustness and efficacy, the new boundary conditions are compatible with any diagonal norm summation-by-parts spatial operator, including finite element, finite difference, finite volume, discontinuous Galerkin, and flux reconstruction/correction procedure via reconstruction schemes. The proposed boundary treatment is tested for three-dimensional subsonic and supersonic flows. The numerical computations corroborate the non-linear stability (entropy stability) and accuracy of the boundary conditions.

Parsani, Matteo↗

Investigation of Gearbox Vibration Transmission Paths on Gear Condition Indicator Performance

Helicopter health monitoring systems use vibration signatures generated from damaged components to identify transmission faults. For damaged gears, these signatures relate to changes in dynamics due to the meshing of the damaged tooth. These signatures, referred to as condition indicators (CI), can perform differently when measured on different systems, such as a component test rig, or a full-scale transmission test stand, or an aircraft. These differences can result from dissimilarities in systems design and environment under dynamic operating conditions. The static structure can also filter the response between the vibration source and the accelerometer, when the accelerometer is installed on the housing. To assess the utility of static vibration transfer paths for predicting gear CI performance, measurements were taken on the NASA Glenn Spiral Bevel Gear Fatigue Test Rig. The vibration measurements were taken to determine the effect of torque, accelerometer location and gearbox design on accelerometer response. Measurements were taken at the housing and compared while impacting the gear set near mesh. These impacts were made at gear mesh to simulate gear meshing dynamics. Data measured on a helicopter gearbox installed in a static fixture were also compared to the test rig. The behavior of the structure under static conditions was also compared to CI values calculated under dynamic conditions. Results indicate that static vibration transfer path measurements can provide some insight into spiral bevel gear CI performance by identifying structural characteristics unique to each system that can affect specific CI response.

Dempsey, Paula J.↗

Assurance of Fault Management: Risk-Significant Adverse Condition Awareness

Fault Management (FM) systems are ranked high in risk-based assessment of criticality within flight software, emphasizing the importance of establishing highly competent domain expertise to provide assurance for NASA projects, especially as spaceflight systems continue to increase in complexity. Insight into specific characteristics of FM architectures seen embedded within safety- and mission-critical software systems analyzed by the NASA Independent Verification Validation (IVV) Program has been enhanced with an FM Technical Reference (TR) suite. Benefits are aimed beyond the IVV community to those that seek ways to efficiently and effectively provide software assurance to reduce the FM risk posture of NASA and other space missions. The identification of particular FM architectures, visibility, and associated IVV techniques provides a TR suite that enables greater assurance that critical software systems will adequately protect against faults and respond to adverse conditions. The role FM has with regard to overall asset protection of flight software systems is being addressed with the development of an adverse condition (AC) database encompassing flight software vulnerabilities.Identification of potential off-nominal conditions and analysis to determine how a system responds to these conditions are important aspects of hazard analysis and fault management. Understanding what ACs the mission may face, and ensuring they are prevented or addressed is the responsibility of the assurance team, which necessarily should have insight into ACs beyond those defined by the project itself. Research efforts sponsored by NASAs Office of Safety and Mission Assurance defined terminology, categorized data fields, and designed a baseline repository that centralizes and compiles a comprehensive listing of ACs and correlated data relevant across many NASA missions. This prototype tool helps projects improve analysis by tracking ACs, and allowing queries based on project, mission type, domain component, causal fault, and other key characteristics. The repository has a firm structure, initial collection of data, and an interface established for informational queries, with plans for integration within the Enterprise Architecture at NASA IVV, enabling support and accessibility across the Agency. The development of an improved workflow process for adaptive, risk-informed FM assurance is currently underway.

Software Verification & Validation↗

Characterization of Ice Roughness Variations in Scaled Glaze Icing Conditions

Because of the significant influence of surface tension in governing the stability and breakdown of the liquid film in flooded stagnation regions of airfoils exposed to glaze icing conditions, the Weber number is expected to be a significant parameter governing the formation and evolution of ice roughness. To investigate the influence of the Weber number on roughness formation, 53.3-cm (21-in.) and 182.9-cm (72-in.) NACA 0012 airfoils were exposed to flow conditions with essentially the same Weber number and varying stagnation collection efficiency to illuminate similarities of the ice roughness created on the different airfoils. The airfoils were exposed to icing conditions in the Icing Research Tunnel (IRT) at the NASA Glenn Research Center. Following exposure to the icing event, the airfoils were then scanned using a ROMER Absolute Arm scanning system. The resulting point clouds were then analyzed using the self-organizing map approach of McClain and Kreeger (2013) to determine the spatial roughness variations along the surfaces of the iced airfoils. The roughness characteristics on each airfoil were then compared using the relative geometries of the airfoil. The results indicate that features of the ice shape and roughness such as glaze-ice plateau limits and maximum airfoil roughness were captured well by Weber number and collection efficiency scaling of glaze icing conditions. However, secondary ice roughness features relating the instability and waviness of the liquid film on the glaze-ice plateau surface are scaled based on physics that were not captured by the local collection efficiency variations.

Roughness Formation↗

Conditionally Active Min-Max Limit Regulators

A conditionally active limit regulator may be used to regulate the performance of engines or other limit regulated systems. A computing system may determine whether a variable to be limited is within a predetermined range of a limit value as a first condition. The computing system may also determine whether a current rate of increase or decrease of the variable to be limited is great enough that the variable will reach the limit within a predetermined period of time with no other changes as a second condition. When both conditions are true, the computing system may activate a simulated or physical limit regulator.

Garg, Sanjay↗

Boundary-Layer Detection at Cryogenic Conditions Using Temperature Sensitive Paint Coupled with a Carbon Nanotube Heating Layer

Detection of flow transition on aircraft surfaces and models can be vital to the development of future vehicles and computational methods for evaluating vehicle concepts. In testing at ambient conditions, IR thermography is ideal for this measurement. However, for higher Reynolds number testing, cryogenic facilities are often used, in which IR thermography is difficult to employ. In these facilities, temperature sensitive paint is an alternative with a temperature step introduced to enhance the natural temperature change from transition. Traditional methods for inducing the temperature step by changing the liquid nitrogen injection rate often change the tunnel conditions. Recent work has shown that adding a layer consisting of carbon nanotubes to the surface can be used to impart a temperature step on the model surface with little change in the operating conditions. Unfortunately, this system physically degraded at 130 K and lost heating capability. This paper describes a modification of this technique enabling operation down to at least 77 K, well below the temperature reached in cryogenic facilities. This is possible because the CNT layer is in a polyurethane binder. This was tested on a Natural Laminar Flow model in a cryogenic facility and transition detection was successfully visualized at conditions from 200 K to 110 K. Results were also compared with the traditional temperature step method.

Goodman, Kyle Z.↗

Numerical Simulations of the XR-5 Hall Thruster for Life Assessment at Different Operating Conditions

NASA's Jet Propulsion Laboratory has been investigating the applicability of Aerojet Rocketdyne's XR-5 thruster, a 4.5 kW class Hall thruster, for deep-space missions. Major considerations for qualifying the XR-5 for deep-space missions are demonstration of a wide throttling envelope and a usable life capability in excess of 10,000 h. Numerical simulations with the 2-D axisymmetric code Hall2De are employed to inform the qualification process by assessing erosion rates at the thruster surfaces in a wide range of throttling conditions without the need for conducting costly endurance testing. In previous work at JPL by Jorns et al., the anomalous collision frequency distribution for 11 different throttling conditions of the XR-5 spanning 0.3-4.5 kW were identified based on probe measurements of the electron temperature in the near plume region. In this paper, we provide estimates for the erosion rates at the channel walls and pole covers for the same 11 conditions. Uncertainties in the plasma measurements and in the anomalous collision frequency distribution are addressed by determining upper and lower bounds of the erosion rates. Results suggest that erosion of the walls only occurs in the last 5% of the acceleration channel and the rate of such erosion decreases as the geometry of the thruster changes in time due to magnetic shielding. A quasi-zero-erosion state is eventually achieved in all the examined throttling conditions. Examination of the results for pole surface erosion and estimated cathode life indicates that the XR-5 propellant throughput capability will exceed 700 kg, which provides 50% margin over the usable throughput capability of 466 kg as already demonstrated in wear testing.

Lopez Ortega, Alejandro↗

Identifying Ultra Low Frequency Waves in the Lunar Plasma Environment Using Trajectory Analysis and Resonance Conditions

Abstract Recent studies show that localized crustal magnetic fields on the lunar surface can reflect a significant portion of the incoming solar wind protons. These reflected ions can drive a wide range of plasma waves. It is difficult to determine the intrinsic properties of low-frequency waves with single-spacecraft observations, which can be heavily Doppler shifted. We describe a technique to combine trajectory analysis of reflected protons with the Doppler shift and resonance conditions to identify ultralow-frequency waves at the Moon. On 31 January 2014 plasma waves were detected by one of the Acceleration, Reconnection, Turbulence and Electrodynamics of the Moon's Interaction with the Sun (ARTEMIS) probes as it approached the lunar wake; these waves were not detected by the second ARTEMIS probe located upstream in the undisturbed solar wind. The observed waves had a frequency below the local ion cyclotron frequency and had right-hand circular polarization in the reference frame of the Moon. By solving the Doppler shift and the cyclotron resonance equations, we determined the conditions for reflected ions to excite the observed waves. Simulated trajectories of reflected ions correspond to ARTEMIS ion observations and support the hypothesis that reflected ions are the primary driver of the waves. By combining trajectory analysis with the resonance conditions, we identify scenarios where ions that satisfy the resonance conditions are present in the right location to generate the observed waves. Using this method, we can uniquely identify the observed waves as upstream propagating right-hand polarized waves, subject to the assumption that they are generated by cyclotron resonance with ions.

Magnetic↗

Clustering Days with Similar Airport Weather Conditions

On any given day, traffic flow managers must often rely on past experience and intuition when developing traffic flow management initiatives that mitigate imbalances between the aircraft demand and the weather impacted airport capacity. The goal of this study was to build on recent efforts to apply data mining classification and clustering algorithms to vast archives of historical weather and air traffic data to identify patterns and past decisions that can ultimately inform day-of-operations decision-making. More specifically, this study identified similar weather impacted days at select U.S. airports, and analyzed the traffic management initiatives implemented on these representative days. The identification of the similar days was accomplished by applying a decision tree algorithm to the hourly Localized Aviation Model Output Statistics Program observations and the arrival delays for Newark Liberty International Airport. The branches from the trained decision tree were subsequently pruned to identify four weather conditions that resulted in medium to high delays for the arrivals scheduled to Newark in 2012. Using these weather conditions, four, daily airport-level Weather Impacted Traffic Index values were calculated using the Localized Aviation Model Output Statistics Program observations and the 2012 scheduled arrival counts from the FAAs Aviation System Performance Metric system. The four, daily Weather Impacted Traffic Index values for 2012 were subsequently clustered using an Expectation Maximization clustering algorithm, and nine unique types of weather days at Newark were identified. By far the most prominent type of day at Newark was a day associated with relatively good weather conditions, where there was little convective activity, winds were low, ceilings and visibility were high and there was little precipitation. Moderate levels of convective activity characterized the next most prominent type of day. Days with persistently high winds or low ceiling and visibility levels were relatively rare in 2012. Lastly, the frequency at which Ground Delay Programs, Ground Stops and Miles-in-Trail restrictions were implemented on each of the typical types of days at Newark were analyzed. Based on the results, it does appear as if the usage of Miles-in-Trail, Ground Delay Program and Ground Stop restrictions correlates well with the severity of the weather associated with each unique type of weather impacted day at Newark. Furthermore, the results demonstrate that it is feasible to use historical weather and air traffic archives to provide guidance on the types of traffic management restrictions to implement in response to the weather conditions impacting an airport.

traffic flow management↗

Three Stage Cool Flame Droplet Burning Behavior of n-Alkane Droplets at Elevated Pressure Conditions: Hot, Warm and Cool Flame

Transient, isolated n-alkane droplet combustion is simulated at elevated pressure for helium-diluent substituted-air mixtures. We report the presence of unique quasi-steady, three-stage burning behavior of large sphero-symmetric n-alkane droplets at these elevated pressures and helium substituted ambient fractions. Upon initiation of reaction, hot-flame diffusive burning of large droplets is initiated that radiatively extinguishes to establish cool flame burning conditions in nitrogen/oxygen “air” at atmospheric and elevated pressures. However, at elevated pressure and moderate helium substitution for nitrogen ( X He > 20%), the initiated cool flame burning proceeds through two distinct, quasi-steady-state, cool flame burning conditions. The classical “Hot flame ” ( ∼1500 K) radiatively extinguishes into a “Warm flame ” burning mode at a moderate maximum reaction zone temperature ( ∼ 970 K), followed by a transition to a lower temperature ( ∼765 K), quasi-steady “Cool flame ” burning condition. The reaction zone (“flame”) temperatures are associated with distinctly different yields in intermediate reaction products within the reaction zones and surrounding near-field, and the flame-standoff ratios characterizing each burning mode progressively decrease. The presence of all three stages first appears with helium substitution near 20%, and the duration of each stage is observed to be strongly dependent on helium substitutions level between 20–60%. For helium substitution greater than 60%, the hot flame extinction is followed by only the lower temperature cool flame burning mode. In addition to the strong coupling between the diffusive loss of both energy and species and the slowly evolving degenerate branching in the low and negative temperature coefficient (NTC) kinetic regimes, the competition between the low-temperature chain branching and intermediate-temperature chain termination reactions control the “Warm” and “Cool ” flame quasi-steady conditions and transitioning dynamics.

Droplet Combustion↗

Clustering Days with Similar Airport Weather Conditions

On any given day, traffic flow managers must often rely on past experience and intuition when developing traffic flow management initiatives that mitigate imbalances between the aircraft demand and the weather impacted airport capacity. The goal of this study was to build on recent efforts to apply data mining classification and clustering algorithms to vast archives of historical weather and air traffic data to identify patterns and past decisions that can ultimately inform day-of-operations decision-making. More specifically, this study identified similar weather impacted days at select U.S. airports, and analyzed the traffic management initiatives implemented on these representative days. The identification of the similar days was accomplished by applying a decision tree algorithm to the hourly Localized Aviation Model Output Statistics Program observations and the arrival delays for Newark Liberty International Airport. The branches from the trained decision tree were subsequently pruned to identify four weather conditions that resulted in medium to high delays for the arrivals scheduled to Newark in 2012. Using these weather conditions, four, daily airport-level Weather Impacted Traffic Index values were calculated using the Localized Aviation Model Output Statistics Program observations and the 2012 scheduled arrival counts from the FAAs Aviation System Performance Metric system. The four, daily Weather Impacted Traffic Index values for 2012 were subsequently clustered using an Expectation Maximization clustering algorithm, and nine unique types of weather days at Newark were identified. By far the most prominent type of day at Newark was a day associated with relatively good weather conditions, where there was little convective activity, winds were low, ceilings and visibility were high and there was little precipitation. Moderate levels of convective activity characterized the next most prominent type of day. Days with persistently high winds or low ceiling and visibility levels were relatively rare in 2012. Lastly, the frequency at which Ground Delay Programs, Ground Stops and Miles-in-Trail restrictions were implemented on each of the typical types of days at Newark were analyzed. Based on the results, it does appear as if the usage of Miles-in-Trail, Ground Delay Program and Ground Stop restrictions correlates well with the severity of the weather associated with each unique type of weather impacted day at Newark. Furthermore, the results demonstrate that it is feasible to use historical weather and air traffic archives to provide guidance on the types of traffic management restrictions to implement in response to the weather conditions impacting an airport.

weather↗

Investigating Meteorological Conditions Associated with Valley Fever Outbreaks in Southwestern United States

According to CDC, a sharp increase in reported Valley fever cases (Coccidioidomycosis) has been found between 2009 and 2012. Environmental conditions play an important role for Valley fever outbreaks. For example, dust storms can significantly increase the amount of the fungus Coccidioides in the air and associated strong winds can transport the fungus to other areas. In last year’s AGU session, we reported a preliminary study to investigate hydrometeorological conditions and their connection with dust storm activities in southwestern United States. We found wind is a major contributing factor for the seasonal variation of dust storm activities. Interannual variation of the regional hydrometeorological conditions are closely linked to the large-scale environment such as the Pacific Decadal Oscillation (PDO). Strong winds are linked with a number of weather events such cold front passages, thunderstorms that produce downbursts and strong winds, the Santa Ana winds, etc. In this presentation, we will report the results of our latest investigation on meteorological conditions associated with Valley fever outbreaks in southwestern United States, using NLDAS (North American Land Data Assimilation System), GPM (Global Precipitation Measurement), and MERRA-2 (Modern Era Retrospective-analysis for Research and Applications, Version 2) hourly datasets, from the NASA Goddard Earth Sciences (GES) Data and Information Services Center (DISC).

Liu, Zhong↗

Characterization of SiC/SiC Composites Subjected to Sequential Tensile Creep and Dwell Fatigue in Air under Thermal Gradient Conditions

Uncoated SiC/SiC composites, with 2D and 3D fiber architectures, were investigated under steady state thermal gradient conditions with sequential tensile creep and dwell fatigue. Melt infiltration (MI), chemical vapor infiltration (CVI), polymer impregnation and pyrolysis (PIP), and hybrid (CVI and PIP) techniques were used to fabricate ceramic matrix composites (CMCs) with a 2D balanced fiber architecture. CMCs with 3D fiber weaves were also fabricated using MI and hybrid methods. Steady state through the thickness thermal gradients were generated for the tensile specimens using laser heating on the front (hot side) and forced air cooling on the back (cold side). Hot side and cold side temperatures of 2400 and 2200 °F, respectively, were used for testing CMCs fabricated with the MI process, whereas hot side and cold side temperatures of 2700 and 2400 °F, respectively, were used for CMCs fabricated with CVI, PIP, and hybrid processes. Each CMC specimen was initially tested under tensile creep at 69 MPa (10 ksi) for 80 hours, which was then followed by tensile dwell fatigue testing at a maximum stress of 69 MPa (10 ksi) for another 80 hours for a total of 160 hours. This type of sequential tensile creep followed by tensile dwell fatigue testing was performed to ascertain the integrity of uncoated CMCs under steady state thermal gradient conditions. Tensile creep and dwell fatigue test results, generated under steady state thermal gradient conditions on different types of SiC/SiC composites, are compared with corresponding creep behaviors observed under isothermal conditions to determine the influence of both monotonic creep (static fatigue) and dwell fatigue on accumulated strains and deformation behaviors of the CMCs.

Kalluri, Sreeramesh↗

Investigation of several proxies to estimate sulfuric acid concentration in volcanic plume conditions

Sulfuric acid (H2SO4) is commonly accepted as a key precursor for atmospheric new particle formation (NPF). However, direct measurements of [H2SO4] remain challenging, thus preventing the determination of this important quantity, and, consequently, a complete understanding of its contribution to the NPF process. Several proxies have been developed to bridge the gaps, but their ability to predict [H2SO4] in very specific conditions such as those encountered in volcanic plumes (including in particular high sulphur dioxide mixing ratios) has not been evaluated so far. In this context, the main objective of the present study was to develop new proxies for daytime [H2SO4] in volcanic plume conditions and compare their performance to that of the proxies available in the literature. In specific, the data collected at Maïdo during the OCTAVE 2018 campaign, in the volcanic eruption plume of the Piton de la Fournaise, were first used to derive seven proxies based on the knowledge of sulphur dioxide (SO2) mixing ratio, global radiation, condensation sink (CS) and relative humidity (RH). In three of the seven proxies (F1–F3), all variables were given equal weight in the prediction of [H2SO4], while adjusted powers were allowed for the different variables in the other four proxies (A1–A4). Proxies A1–A4 were overall found to perform better compared to F1–F3, with, in specific, improved predictive ability for [H2SO4] > 2 × 108 per cu.cm. The CS was observed to play an important role in regulating [H2SO4], while, in contrast, the inclusion of RH did not improve the predictions. A last expression accounting for an additional sink term related to cluster formation, S1, was also tested and showed a very good predictive ability over the whole range of measured [H2SO4]. The newly developed proxies were in a second step further evaluated using airborne measurements performed in the passive degassing plume of Etna during the STRAP 2016 campaign. Increased correlations between observed and predicted [H2SO4] were obtained when the dependence of predicted [H2SO4] over CS was the lowest, and when the dependence over [SO2] was concurrently the highest. The best predictions were finally retrieved by the simple formulation of F2 (in which [SO2] and radiation alone were assumed to explain the variations of [H2SO4] with equal contributions), with a pre factor adapted to the STRAP data. All in all, our results illustrate the fairly good capacity of the proxy available in the literature to describe [H2SO4] in volcanic plume conditions, but highlight at the same time the benefit of the newly developed proxies for the prediction of the highest concentrations ([H2SO4] > 2–3 × 108 per cu.cm). Also, the contrasting behaviours of the new proxies in the two investigated datasets indicate that in volcanic plumes like in other environments, the relevance of a proxy can be affected by changes in environmental conditions, and that location specific coefficients do logically improve the predictions.

new particle formation↗

Effect of shadowing on survival of bacteria under conditions simulating the Martian atmosphere and UV radiation

Spacecraft-associated spores and four non-spore-forming bacterial isolates were prepared in Atacama Desert soil suspensions and tested both in solution and in a desiccated state to elucidate the shadowing effect of soil particulates on bacterial survival under simulated Martian atmospheric and UV irradiation conditions. All non-spore-forming cells that were prepared in nutrient-depleted, 0.2-μm-filtered desert soil (DSE) microcosms and desiccated for 75 days on aluminum died, whereas cells prepared similarly in 60-μm-filtered desert soil (DS) microcosms survived such conditions. Among the bacterial cells tested, Microbacterium schleiferi and Arthrobacter sp. exhibited elevated resistance to 254-nm UV irradiation (low-pressure Hg lamp), and their survival indices were comparable to those of DS- and DSE-associated Bacillus pumilus spores. Desiccated DSE-associated spores survived exposure to full Martian UV irradiation (200 to 400 nm) for 5 min and were only slightly affected by Martian atmospheric conditions in the absence of UV irradiation. Although prolonged UV irradiation (5 min to 12 h) killed substantial portions of the spores in DSE microcosms (~5- to 6-log reduction with Martian UV irradiation), dramatic survival of spores was apparent in DS-spore microcosms. The survival of soil-associated wild-type spores under Martian conditions could have repercussions for forward contamination of extraterrestrial environments, especially Mars.

Venkateswaran, Kasthuri↗

Inner Front Pole Cover Erosion in the 12.5 kW HERMeS Hall Thruster Over a Range of Operating Conditions

Erosion characteristics on the cover of the inner front pole in a 12.5 kW Hall thruster were measured over a wide range of operating conditions in tests of 6 to 14 hours duration using an accelerated test method and a very sensitive radioactive tracer-based erosion diagnostic. The operating points included the nominal 300 - 600 V conditions on a constant 20.8 A throttle curve, but included additional conditions at other currents spanning the throttling envelope and measurements at varying magnetic eld strength, facility pressure, and discharge voltage oscillation amplitude. The results show that the 300 V condition produces the highest wear rates on the 20.8 A throttle curve, but that rates actually increase with decreasing current. The wear rate was insensitive to discharge voltage ripple, but increased monotonically with magnetic eld strength, particularly near the inner radius of the pole cover. The inner region was also sensitive to facility pressure, showing lower rates at a higher pressure level. Separate experiments in which the energy distributions of ions generated by the hollow cathode were measured suggest that the cathode plume may be a source of energetic ions responsible for some of the erosion trends, in addition to ions originating in the thruster plume. The Hall thruster simulation code Hall2De is able to reproduce the erosion characteristics observed at 600 V, 20.8 A, but cannot currently match the rates measured at lower voltages and currents.

Lopez Ortega, Alejandro↗

Computational Analysis of the X-57 Maxwell Airplane at Unpowered Conditions (Preliminary Fuselage)

The X-57 Maxwell is an all-electric airplane that implements a distributed electric propulsion system to demonstrate that high-efficiency electric propulsion can be integrated with aerodynamics to increase the performance of an airplane. To this end, distributed electric fans were installed on the wing to provide increased flow over the wing at the low takeoff and landing speeds of the X-57. The low-speed lift augmentation allows for a reduction in wing area for cruise optimization. The X-57 wing area was reduced to 42 percent of the wing area of the baseline aircraft, a Tecnam P2006T. With this reduced wing area and the electric propulsion system, it is estimated that the X-57 will cruise on less than one-third the total energy compared to the baseline aircraft. To meet the cruise performance goal at a Mach number of 0.233 at an altitude of 8000 feet, the X-57 has a cruise lift coefficient of 0.7516 and needs to have a cruise drag coefficient of 0.05423 or less. The USM3D computational solver was used to investigate the X-57 performance, without the distributed electric propulsion high-lift system operating. The unpowered X-57 performance is of interest to quantify if the X-57 can meet the cruise drag performance goal, and to document the lift performance of the very small wing at takeoff and landing conditions. The primary configurations investigated in this paper include the cruise configuration with no flap deflection, a takeoff configuration with a 10◦ flap deflection, and a landing configuration with a 30◦ flap deflection. The conditions for the cruise configuration were a flight unit Reynolds number of 1.32E+06 per foot, an altitude of 8000 feet, a Mach number of 0.233, and angles of attack from −2° to 24° . At the cruise lift coefficient of 0.7516, the computed drag coefficient is 0.05275. This computed drag is less than the drag coefficient of 0.05423 that is required to meet the X-57 airplane performance goal. However, the computational airplane is a completely smooth geometry and does not account for protuberance drag, nor the drag from steps and gaps in the actual X-57 airplane. Therefore, based upon the CFD drag calculation there is a 10-percent margin to account for some of the differences between the as-built metal fuselage and empennage construction, and the smooth computational geometry. The computed cruise drag also does not account for an induced drag reduction due to the wing-tip propellers and a drag reduction due to laminar flow achieved on the wing. The computed lift to drag ratio is 14.14 at the cruise lift coefficient of 0.7516, and the maximum computed lift to drag ratio is 15.8. The maximum lift coefficient for the cruise configuration was 2.13 at an angle of attack of 15°. The conditions for the takeoff configuration with a 10° flap deflection were a flight unit Reynolds number of 0.986E+06 per foot, an altitude of 2500 feet, a Mach number of 0.149, and angles of attack from −2° to 22°. The maximum lift coefficient for the takeoff configuration was 2.21 at an angle of attack of 16°. The conditions for the landing configuration with a 30° flap deflection were a flight unit Reynolds number of 0.922E+06 per foot, an altitude of 2500 feet, a Mach number of 0.139, and angles of attack from −2° to 24°. The maximum lift coefficient for the landing configuration was 2.58 and occurred at two angles of attack, 10° and 14°. Based on the unpowered maximum lift coefficient of 2.58 for the 30° flap deflection, along with computations of the distributed electric propulsion lift augmentation (not shown in this paper), the X-57 Maxwell is estimated to meet its powered landing goal of a maximum lift coefficient of 4.0.

X-57 Maxwell Airplane↗