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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
NASA NTRS1976

Advanced low NO/x/ combustors for supersonic high-altitude aircraft gas turbines

A test rig program was conducted with the objective of evaluating and minimizing the exhaust emissions, in particular NO(x), of two advanced aircraft combustor concepts at a simulated, high-altitude cruise condition. The two combustor designs, both members of the lean-reaction, pre-mixed family, are known as the Jet Induced Circulation (JIC) combustor and the Vortex Air Blast (VAB) combustor and were rig tested in the form of reverse flow can combustors in the 0.127-m size range. Various configuration modifications were applied to each of the initial JIC and VAB combustor model designs in an effort to reduce the emissions levels. The VAB combustor demonstrated a NO(x) level of 1.1 gm NO2/kg fuel with essentially 100 percent combustion efficiency at the simulated cruise combustor condition of 507 kPa, 833 K inlet pressure and temperature, respectively and 1778 K outlet temperature on Jet-A1 fuel. In addition, emissions data were obtained at low combustor inlet pressure and temperatures that indicate the potential performance at engine off-design conditions.

Roberts, P. B.↗
NASA NTRS1994

MHD simulations of boundary layer formation along the dayside Venus ionopause due to mass loading

A two-dimensional magnetohydrodynamic (MHD) simulation of mass-loaded solar wind flow around the dayside of Venus is presented. For conditions appropriate to a low-altitude ionopause the simulations show that mass loading from the pickup of oxygen ions produces a boundary layer of finite thickness along the ionopause. Within this layer the temperatures exhibit strong gradients normal to and away from the ionopause. Furthermore, there is a shear in the bulk flow velocity across the boundary layer, such that the (predominantly tangential) flow decreases in speed as the ionopause is approached and remains small along the ionopause, consistent with Pioneer Venus observations. The total mass density increases significantly as the flow approaches the ionopause, where the contribution of O(+) to the total number density is a few percent. Numerical simulations are carried out for various mass addition rates and demonstrate that the boundary layer develops when oxygen ion production exceeds approximately 2 x 10(exp 5)/cu m/s. For the upstream solar wind parameters and mass loading rates chosen for these simulations, the results are consistent with observations made on the dayside of Venus for average ionopause conditions near 300 km.

Mcgary, J. E.↗
NASA NTRS2009

Benefits Assessment of Algorithmically Combining Generic High Altitude Airspace Sectors

In today's air traffic control operations, sectors that have traffic demand below capacity are combined so that fewer controller teams are required to manage air traffic. Controllers in current operations are certified to control a group of six to eight sectors, known as an area of specialization. Sector combinations are restricted to occur within areas of specialization. Since there are few sector combination possibilities in each area of specialization, human supervisors can effectively make sector combination decisions. In the future, automation and procedures will allow any appropriately trained controller to control any of a large set of generic sectors. The primary benefit of this will be increased controller staffing flexibility. Generic sectors will also allow more options for combining sectors, making sector combination decisions difficult for human supervisors. A sector-combining algorithm can assist supervisors as they make generic sector combination decisions. A heuristic algorithm for combining under-utilized air space sectors to conserve air traffic control resources has been described and analyzed. Analysis of the algorithm and comparisons with operational sector combinations indicate that this algorithm could more efficiently utilize air traffic control resources than current sector combinations. This paper investigates the benefits of using the sector-combining algorithm proposed in previous research to combine high altitude generic airspace sectors. Simulations are conducted in which all the high altitude sectors in a center are allowed to combine, as will be possible in generic high altitude airspace. Furthermore, the algorithm is adjusted to use a version of the simplified dynamic density (SDD) workload metric that has been modified to account for workload reductions due to automatic handoffs and Automatic Dependent Surveillance Broadcast (ADS-B). This modified metric is referred to here as future simplified dynamic density (FSDD). Finally, traffic demand sets with increased air traffic demand are used in the simulations to capture the expected growth in air traffic demand by the mid-term.

Bloem, Michael↗
NASA NTRS2023

Passive Rocket Diffuser Testing: Reacting Flow Performance of Advanced Configurations

Upper stage rocket engines are optimized for operation at the edge of space. Ground testing often requires simulation of high-altitude environments to prevent damage from off-design operation. Passive supersonic diffusers are an effective means of establishing the partial vacuum needed around the nozzle exit. The low cost of diffusers relative to active vacuum sources (ejectors, pumps, etc.) provides a perpetual incentive to improve their performance and expand the envelope of passively testable engines. Second-throat diffusers have been the de facto standard for rocket testing since the 1950s, and numerous studies have focused on parametric optimization of the topology. Yet, even the best second-throat designs may require more driving pressure than an upper stage engine can provide. To overcome conventional limits, engineers at NASA’s Stennis Space Center (SSC) adapted an obscure cold-flow diffuser topology to the extremes of immersion in supersonic combustion products. Aerodynamic experimentation was conducted at SSC’s E-3 test stand to quantify the performance of prototypical hot-fire spike diffuser hardware and enable direct comparison to prior states of the art. A LO X /GH 2 thruster was contoured to approximate the regeneratively-cooled nozzle of an upper-stage engine and fired into 28 downstream diffuser configurations: 16 second-throat, 2 centerbody, and 10 spike. Temperature and pressure were recorded along the test article walls for a range of chamber pressures spanning 3.5 - 5.0 MPa. The second-throat configurations with the lowest start and unstart pressure ratios were shown to outperform equivalent systems in literature and taken as baselines for evaluation of advanced diffuser performance. Compared to these exemplars, centerbody diffusers decreased start pressure ratio by 11% but increased unstart pressure ratio by 15%. Spike diffusers reduced start and unstart pressure ratios by 24% and 9%, respectively.

Rocket↗
NASA NTRS1947

Performance Investigation of TG-180 Combustor: I - Instrumentation, Altitude Operational Limits and Combustion Efficiency

A brief investigation has been made of the performance of a single combustor of the TG-180 turboJet engine to determine (a) the altitude operational limits of the engine for two fuels (AN-F-32 and AN-F-28), (b) combustion efficiencies at various simulated conditions of altitude and engine speeds, (c) combustion-outlet temperature distribution for several altitudes at constant engine speed, and (d) the combustor total pressure drop The limits with AN-83-F-32 fuel were found to be approximately 60,000 feet for an engine speed of 6000 rpm and approximately 38,000 feet for an engine speed of 1000 rpm. The results indicated that the altitude operational limits with AN-F-32 fuel are higher over the largest part of the engine-speed range than with AN-F-28 fuel, A combination efficiency of 22 percent was obtained at rated engine speed (7600 rpm) and an altitude of 20,000 feet with AN-F-32 fuel. A change in altitude from 20,000 tm 60,000 feet showed a 20-percent decrease in combustion efficiency while the engine was operating at 760G rpm whereas, at an engine speed of 4000 rpm a change of altitude from 10,000 to 40,000 feet showed a 52-percent decrease in combustion efficiency .

Zettle, Eugene V.↗
NASA NTRS2009

The Impact of Tropical Recirculation on Polar Composition

We derive the tropical modal age of air from an analysis of the water vapor tape recorder. We combine the observationally derived modal age with mean age of air from CO2 and SF6 to create diagnostics for the independent evaluation of the vertical transport rate and horizontal recirculation into the tropics between 16-32 km. These diagnostics are applied to two Global Modeling Initiative (GMI) chemistry and transport model (CTM) age tracer simulations to give new insights into the tropical transport characteristics of the meteorological fields from the GEOS4-GCM and the GEOS4-DAS. Both simulations are found to have modal ages that are in reasonable agreement with the empirically derived age (i.e ., transit times) over the entire altitude range. Both simulations show too little horizontal recirculation into the tropics above 22 km, with the GEOS4-DAS fields having greater recirculation. Using CH4 as a proxy for mean age, comparisons between HALOE and model CH4 in the Antarctic demonstrate how the strength of tropical recirculation affects polar composition in both CTM experiments. Better tropical recirculation tends to improve the CH4 simulation in the Antarctic. However, mean age in the Antarctic lower stratosphere can be compromised by poor representation of tropical ascent, tropical recirculation, or vortex barrier strength. The connection between polar and tropical composition shown in this study demonstrates the importance of diagnosing each of these processes separately in order to verify the adequate representation of the processes contributing to polar composition in models.

Strahan, S. E.↗
NASA NTRS1956

Altitude Acceleration Investigation of the RA-14 Avon Turbojet Engine

As a part of this investigation, the acceleration characteristics of the engine, using the standard engine fuel-control system, were obtained for conditions simulating flight at altitudes of 35,000 and 50,000 feet with a flight Mach number of 0.4. Rapid and wave-off type accelerations were made at each flight condition, and the transient performance of the engine was recorded with a multiple-channel oscillograph. The parameters are presented graphically in the form of time histories, augmented by short segments of the oscillograph recordings, in order to more completely describe the behavior of the engine parameters when surge was encountered.

Russey, Robert E.↗
NASA NTRS2001

Near-simultaneous Polar and DMSP Measurements of Topside Ionospheric Field-Aligned Flows at High Latitudes

Near-simultaneous observations of topside O(+) parallel flows are presented for four periods of measurement by the Polar and DMSP satellites during April 1996. The Polar measurements were from southern perigee measurements near 5000 km altitude, while the DMSP measurements were from 840 km altitude. In general, the velocities were upward at expected cleft and auroral latitudes, typically about 2-10 km per second at 5000 km altitude, and 0-2 km per second at 840 km altitude. At the highest, polar cap latitudes, downward velocities were more frequent at both altitudes, but especially at the lower 840 km altitude. The downward velocities were typically a few hundred meters per second at 840 km altitude, and 0-1 km per second at 5000 km altitude. In some instances, downward velocities were observed at 840 km altitude while upward O(+) flows were observed at 5000 km altitude, possibly on the same flux tube. The O(+) densities were characteristically 10(exp 3) - 10(exp 4) O(+) at 5000 km altitude and 10(exp 3) - 10(exp 4) O(+) cm (exp -3) at 840 km altitude, while the O(+) fluxes were characteristically 10(exp 5) - 10(exp 7) O(+) cm(exp -2) per second at 5000 km altitude and characteristically 10(exp 7) - 10(exp 9) O(+) cm(exp -2) per second at 840 km altitude. We have also examined the dual-altitude parameter measurements for a polar cap field line, the Polar and DMSP measurements approximately 30 min apart, and compared them with results from a transport simulation. The simulated high-altitude velocity altitude profiles for the period during and after the initiation of the auroral processes generally bracketed the observations, but the observed downward velocities (500 - 600 m per second) at 840 km altitude were much larger in magnitude than those observed at both altitudes.

Zeng, W.↗
NASA NTRS1979

Application of a microprocessor controlled lidar to tropospheric ozone measurements

A microprocessor controlled lidar system under construction at the NASA Goddard Space Flight Center is described and the problems in making space-based measurements of tropospheric ozone are considered. The differential absorption lidar using a dual wavelength, pulsed CO2 laser and direct detection receiver can significantly improve the existing global data base on tropospheric ozone burden. Sensitivity to tropospheric ozone can be obtained in the spaceborne version of lidar by selecting laser lines located in the wings of the target zone lines. Simulation studies using various laser line pairs in the P-branch of the CO2 9.4 micron band show that the ozone burden retrieval may be weighted to particular altitude regions. These simulation studies are based on numerical integration of differences in absorption coefficient at the two selected laser wavelengths using the AFGL absorption line parameter compilations, U.S. Standard Atmosphere ozone profile, and laser software. Simulation, data collection and reduction are performed by a microprocessor subsystem of the CO2 lidar.

Stewart, R. W.↗
NASA NTRS1981

Computer-based classification accuracy due to the spatial resolution using per-point versus per-field classification techniques

Data sets simulating three different spatial resolutions (SR's) are computed from data with a 15-m nominal SR that were obtained with NASA's Thermatic Mapper Simulator from an altitude of about 6 km. The classification accuracies (CA's) achieved with the data of each of the four different SR's using a per-point Gaussian maximum likelihood classifier (GMLC) are intercompared. The CA's obtained using simulated 30-m SR data with the per-point GMLC are compared with the CA's achieved with a per-field classifier. It is found that: (1) the use of successively higher SR data resulted in lower overall CA's for classifications with the per-point GMLC, especially in cover classes associated with relatively higher spectral variability across adjacent pixels; (2) higher CA's were achieved using the per-field classifier with 30-m SR data than were achieved with the per-point GMLC; and (3) the largest increases in CA's were achieved with the per-field classifier in cover classes associated with relatively high levels of spectral variability across adjacent pixels.

Latty, R. S.↗
NASA NTRS1981

Development of a low NO/x/ lean premixed annular combustor

The results of an experimental atmospheric rig test program developed to define a low NO(x) annular combustor of 0.66 m diameter for high-altitude aircraft applications are presented. The test program strategy adopted evaluates the emission characteristics of a baseline configuration and subsequently examines the sensitivity of the emission signatures to variations in the key design features. The lean premixed combustor in axisymmetric annular form demonstrates the capability of operating at reduced-pressure, simulated high-altitude, supersonic cruise conditions with NO(x) emissions below 1.0 g NO2/kg fuel. The testing shows that for the full range of low emissions operation from idle to cruise, a variable dilution port system is necessary, but that fuel-switching can be avoided and a single fuel injection system used.

Roberts, P. B.↗
NASA NTRS1955

Investigation in the Langley Free-Flight Tunnel of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model Simulating the Convair F-102A Airplane

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model simulating the Convair F-102A airplane has been made in the Langley free-flight tunnel. The model in its basic configuration and with two modifications involving leading- edge slats and an increase in vertical-tail size was flown through a lift-coefficient range from 0.7 to the stall. Only relatively low-altitude conditions were simulated. The longitudinal stability characteristics of the model were considered satisfactory for all conditions investigated. The lateral stability characteristics were considered satisfactory for the basic configuration over the lift-coefficient range investigated, except near the stall, where large values of static directional instability caused the model to be directionally divergent. An 80-percent increase in vertical-tail area increased the angle of attack at which the model became directionally divergent. The longitudinal and lateral control characteristics were generally satisfactory. Although the adverse sideslip characteristics for the model were considered acceptable over the angle-of-attack range, analysis indicates that the adverse sideslip characteristics of the airplane may be objectionable at high angles of attack.

Boisseau, Peter C.↗
NASA NTRS1992

An atlas of upper tropospheric radiances observed in the 6 to 7-micrometer water vapor band using TOVS data from the NOAA weather satellites during 1979-1991

This document is a pictorial atlas of the Earth's radiance emitted in the 6 to 7 micro-m water vapor band. At these wavelengths, the infrared brightness temperature corresponds to the layer-average temperature of the top few millimeters of water vapor in the atmosphere. At low altitudes, bright regions are dry slots in the upper troposphere. The satellite observations were obtained from NOAA's cloud and angle corrected measurements made by a series of polar orbiting TOVS (TIROS Operational Vertical Sounder) instruments flown from 1979 to 1991. TOVS 6.7 micro-m and 7.2 micro-m channels were converted to a single brightness temperature that simulates a high altitude channel near '6.5' micro-m. For climatological studies, the daily '6.5' micro-m overpass data were gridded to a cartesian projection with 5 by 5 degree horizontal resolution between 40 degrees N and 40 degrees S latitude. This atlas presents greyscale images of the '6.5' micro-m brightness fields for every day in every month for 13 years. The mean brightness for each of the 12 months for 13 years is presented to display interannual variability, and the annual cycle of 12 monthly means is summarized on a single page. Statistical summaries are presented from other investigations in progress.

Chesters, Dennis↗
NASA NTRS2012

Simulation Study of a Follow-on Gravity Mission to GRACE

The gravity recovery and climate experiment (GRACE) has been providing monthly estimates of the Earth's time-variable gravity field since its launch in March 2002. The GRACE gravity estimates are used to study temporal mass variations on global and regional scales, which are largely caused by a redistribution of water mass in the Earth system. The accuracy of the GRACE gravity fields are primarily limited by the satellite-to-satellite range-rate measurement noise, accelerometer errors, attitude errors, orbit errors, and temporal aliasing caused by unmodeled high-frequency variations in the gravity signal. Recent work by Ball Aerospace and Technologies Corp., Boulder, CO has resulted in the successful development of an interferometric laser ranging system to specifically address the limitations of the K-band microwave ranging system that provides the satellite-to-satellite measurements for the GRACE mission. Full numerical simulations are performed for several possible configurations of a GRACE Follow-On (GFO) mission to determine if a future satellite gravity recovery mission equipped with a laser ranging system will provide better estimates of time-variable gravity, thus benefiting many areas of Earth systems research. The laser ranging system improves the range-rate measurement precision to approximately 0.6 nm/s as compared to approx. 0.2 micro-seconds for the GRACE K-band microwave ranging instrument. Four different mission scenarios are simulated to investigate the effect of the better instrument at two different altitudes. The first pair of simulated missions is flown at GRACE altitude (approx. 480 km) assuming on-board accelerometers with the same noise characteristics as those currently used for GRACE. The second pair of missions is flown at an altitude of approx. 250 km which requires a drag-free system to prevent satellite re-entry. In addition to allowing a lower satellite altitude, the drag-free system also reduces the errors associated with the accelerometer. All simulated mission scenarios assume a two satellite co-orbiting pair similar to GRACE in a near-polar, near-circular orbit. A method for local time variable gravity recovery through mass concentration blocks (mascons) is used to form simulated gravity estimates for Greenland and the Amazon region for three GFO configurations and GRACE. Simulation results show that the increased precision of the laser does not improve gravity estimation when flown with on-board accelerometers at the same altitude and spacecraft separation as GRACE, even when time-varying background models are not included. This study also shows that only modest improvement is realized for the best-case scenario (laser, low-altitude, drag-free) as compared to GRACE due to temporal aliasing errors. These errors are caused by high-frequency variations in the hydrology signal and imperfections in the atmospheric, oceanographic, and tidal models which are used to remove unwanted signal. This work concludes that applying the updated technologies alone will not immediately advance the accuracy of the gravity estimates. If the scientific objectives of a GFO mission require more accurate gravity estimates, then future work should focus on improvements in the geophysical models, and ways in which the mission design or data processing could reduce the effects of temporal aliasing.

Loomis, Bryant D.↗
NASA NTRS1984

Numerical experiments with a general circulation model concerning the distribution of ozone in the stratosphere

The distribution of ozone below 60 km altitude has been simulated in two experiments employing a nine-layer quasi-geostrophic spectral model and linear parameterization of ozone photochemistry, the first of which included thermal and orographic forcing of the planetary scale waves, while the second omitted it. The first experiment exhibited a high latitude winter ozone buildup which was due to a Brewer-Dodson circulation forced by large amplitude (planetary scale) waves in the winter lower stratosphere. Photochemistry was also found to be important down to lower altitudes (20 km) in the summer stratosphere than had previously been supposed.

Kurzeja, R. J.↗
NASA NTRSDate not supplied

Upper Class E Traffic Management: NASA's Collaborative Research and Technical Development to Enable Routine, Safe, and Scalable High Altitude Operation

In the past, operations at high altitudes have been limited in number and largely conducted for defense/security purposes. However, with broad technological advances, a growing number of commerical and public good use cases, and a significant rise in the number of capable platforms, the demand for operating in high altitude airspace - known as upper Class E in the United States - is increasing. With that increase in demand comes the need for a means to manage the airspace in a way that does not burden current air traffic services and infrastructure given that provisions for commercial operations are limited. NASA, in collaboration with other government agencies and strong representation from industry, has developed a cooperative approach to airspace management referred to as Upper Class E Traffic Management (ETM). Key aspects of the ETM concept are the ability to exchange information through services that enable the operators to share airspace in cetain areas by adhering to cooperative operating practices (COPs) and by having shared situation awareness. To advance the concept, NASA recently developed and formally tested the first dedicated reference ETM system and supportin architecture. The test involved real-time simulation of high altitude operations with a diverse set of aircraft and encourter situations that included industry partners connected to the system from their remote operating centers. This presentation will provide attendees with an understanding of the ETM concept, the details and importance of the system that has been developed, an overview of the groundbreaking simulation, and a glimpse of things to come in our next steps.

Conrad Dang-Gabriel↗
NASA NTRS1976

Advanced Low NOx Combustors for Aircraft Gas Turbines

A test rig program was conducted with the objective of evaluating and minimizing the exhaust emissions, in particular NOx, of two advanced aircraft combustor concepts at a simulated high-altitude cruise condition. The two pre-mixed, lean-reaction designs are known as the Jet Induced Circulation (JIC) combustor and the Vortex Air Blast (VAB) combustor and were rig tested in the form of reverse flow can combustors in the 0.13 ni (5.0 in. ) size range. Various configuration modifications were applied to the JIC and VAB combustor designs in an effort to reduce the emissions levels. The VAB combustor demonstrated a NOx level of 1.11 gm NO2/kg fuel with essentially 100 percent combustion efficiency at the simulated cruise combustor condition of 507 kPa (5 atm), 833 K (1500 R), inlet pressure and temperature respectively, and 1778 K (3200 R) outlet temperature on Jet-Al fuel. These configuration screening tests were carried out on essentially reaction zones only, in order to simplify the construction and modification of the combustors and to uncouple any possible effects on the emissions produced by the dilution flow. Tests were also conducted however at typical engine idle conditions on both combustors equipped with dilution ports in order to better define the problem areas involved in the operation of such concepts over a complete engine operational envelope. Versions of variable-geometry, JIC and VAB annular combustors are proposed.

Roberts, P. B.↗