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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 NTRS2006

Understanding Cataract Risk in Aerospace Flight Crew And Review of Mechanisms of Cataract Formation

Induction of cataracts by occupational exposure in flight crew has been an important topic of interest in aerospace medicine in the past five years, in association with numerous reports of flight-associated disease incidences. Due to numerous confounding variables, it has been difficult to determine if there is increased cataract risk directly caused by interaction with the flight environment, specifically associated with added radiation exposure during flight. Military aviator records from the United States Air Force (USAF) and Navy (USN) and US astronauts at the National Aeronautics and Space Administration (NASA)/Lyndon B. Johnson Space Center (JSC) were evaluated for the presence, location and age of diagnosis of cataracts. Military aviators were found to have a statistically significant younger average age of onset of their cataracts compared with astronauts, however the incidence density of cataracts was found to be statistically higher in astronauts than in military aviators. USAF and USN aviator s cataracts were most commonly located in the posterior subcapsular region of the lens while astronauts cataracts were most likely to originate generally in the cortical zone. A prospective clinical trial which controls for confounding variables in examination technique, cataract classification, diet, exposure, and pharmacological intervention is needed to determine what percentage of the risk for cataracts are due to radiation, and how to best develop countermeasures to protect flight crews from radiation bioeffects in the future.

Jones, Jeffrey A.↗
NASA NTRS1996

Ground-Recorded Sonic Boom Signatures of F-18 Aircraft in Formation Flight

Two F-18 aircraft were flown, one above the other, in two formations, in order for the shock systems of the two aircraft to merge and propagate to the ground. The first formation had the canopy of the lower F-18 in the tail shock of the upper F-18 (called tail-canopy). The second formation had the canopy of the lower F- 18 in the inlet shock of the upper F-18 (called inlet-canopy). The flight conditions were Mach 1.22 and an altitude of 23,500 ft . An array of five sonic boom recorders was used on the ground to record the sonic boom signatures. This paper describes the flight test technique and the ground level sonic boom signatures. The tail-canopy formation resulted in two, separated, N-wave signatures. Such signatures probably resulted from aircraft positioning error. The inlet-canopy formation yielded a single modified signature; two recorders measured an approximate flattop signature. Loudness calculations indicated that the single inlet-canopy signatures were quieter than the two, separated tail-canopy signatures. Significant loudness occurs after a sonic boom signature. Such loudness probably comes from the aircraft engines.

Bahm, Catherine M.↗
NASA NTRS2014

Straight Ahead in Microgravity

This joint ESA-NASA study will address adaptive changes in spatial orientation related to the subjective straight ahead, and the use of a vibrotactile sensory aid to reduce perceptual errors. The study will be conducted before and after long-duration expeditions to the International Space Station (ISS) to examine how spatial processing of target location is altered following exposure to microgravity. This project specifically addresses the sensorimotor research gap "What are the changes in sensorimotor function over the course of a mission?" Six ISS crewmembers will be requested to participate in three preflight sessions (between 120 and 60 days prior to launch) and then three postflight sessions on R+0/1 day, R+4 +/-2 days, and R+8 +/-2 days. The three specific aims include: (a) fixation of actual and imagined target locations at different distances; (b) directed eye and arm movements along different spatial reference frames; and (c) the vestibulo-ocular reflex during translation motion with fixation targets at different distances. These measures will be compared between upright and tilted conditions. Measures will then be compared with and without a vibrotactile sensory aid that indicates how far one has tilted relative to the straight-ahead direction. The flight study was been approved by the medical review boards and will be implemented in the upcoming Informed Crew Briefings to solicit flight subject participation. Preliminary data has been recorded on 6 subjects during parabolic flight to examine the spatial coding of eye movements during roll tilt relative to perceived orientations while free-floating during the microgravity phase of parabolic flight or during head tilt in normal gravity. Binocular videographic recordings obtained in darkness allowed us to quantify the mean deviations in gaze trajectories along both horizontal and vertical coordinates relative to the aircraft and head orientations. During some parabolas, a vibrotactile sensory aid provided feedback of body orientation relative to the plane coordinates. RESULTS Both variability and curvature of gaze trajectories increased during roll tilt compared to the upright position. The saccades were less accurate during parabolic flight compared to measurements obtained in normal gravity. Although subjects were instructed to look off in the distance while performing the eye movements, fixation distance varied with vertical gaze direction independent of whether the saccades were made along perceived aircraft or head orientations. The increased errors in gaze trajectories along both perceived orientations during microgravity can be attributed to the otolith's role in spatial coding of eye movements. A change in an individual's egocentric reference might have negative consequences on evaluating the direction of an approaching object or on the accuracy of reaching movements or locomotion. Consequently, investigating how microgravity affects the target location will have theoretical, operational and even clinical implications for future space exploration missions. The use of vibrotactile feedback as a sensorimotor countermeasure is applicable to balance therapy applications for vestibular loss patients and the elderly to mitigate risks due to loss of orientation.

Wood, S. J.↗
DOE OSTI2024

Autonomous thermal tracking reveals spatiotemporal patterns of seabird activity relevant to interactions with floating offshore wind facilities

Planning is underway for placement of infrastructure needed to begin offshore wind (OSW) energy generation along the West Coast of the United States and elsewhere in the Pacific Ocean. In contrast to the primarily nearshore windfarms currently in the North Atlantic, the seabird communities inhabiting Pacific Wind Energy Areas (WEAs) include significant populations of species that fly by dynamic soaring, a behavior dependent on wind and in which flight height increases steeply with wind speed. Therefore, a more precise and detailed assessment of their 3D airspace use is needed to better understand the potential collision risks that OSW turbines may present to these seabirds. Toward this end, a novel technology called the ThermalTracker-3D (TT3D), which uses thermal imaging and stereo vision, was developed to render high-resolution (on average within ±5 m) flight tracks and related behavior of seabirds. The technology was developed and deployed on a wind-profiling LiDAR buoy in the Humboldt WEA, located 34 to 57 km off California’s coast. During the at-sea deployment between 24 May and 13 August 2021, the TT3D successfully tracked birds moving between 10 and 500 m from the device, around the clock, and in all weather conditions; a total of 1407 detections and their corresponding 3D flight trajectories were recorded. Mean altitudes of detections ranged 6-295 m above sea level (asl). Considering the degree of overlap with anticipated rotor swept zones (RSZ), which extend 25-260 m asl, 79% of detected birds (per m 3 of airspace) moved below the RSZ, 21% moved at heights overlapping the RSZ, and another 0.04% occurred at heights exceeding the RSZ. The high-resolution tracks provided valuable insight into seabird space use, especially at heights that make them vulnerable to collision during various environmental conditions (e.g., darkness, strong winds). Observations made by the TT3D will be useful in filling critical knowledge gaps related to estimating collision and avoidance between seabirds and OSW facilities in the Pacific and elsewhere. Future research will focus on enhancing the TT3D’s identification capabilities to the lowest taxon through validation studies and artificial intelligence, further contributing to seabird conservation efforts associated with OSW.

17 WIND ENERGY↗
NASA NTRS1978

Ride quality evaluation. IV - Models of subjective reaction to aircraft motion

The paper examines models of human reaction to the motions typically experienced on short-haul aircraft flights. Data are taken on the regularly scheduled flights of four commercial airlines - three airplanes and one helicopter. The data base consists of: (1) a series of motion recordings distributed over each flight, each including all six degrees of freedom of motion; temperature, pressure, and noise are also recorded; (2) ratings of perceived comfort and satisfaction from the passengers on each flight; (3) moment-by-moment comfort ratings from a test subject assigned to each airplane; and (4) overall comfort ratings for each flight from the test subjects. Regression models are obtained for prediction of rated comfort from rms values for six degrees of freedom of motion. It is shown that the model C = 2.1 + 17.1 T + 17.2 V (T = transverse acceleration, V = vertical acceleration) gives a good fit to the airplane data but is less acceptable for the helicopter data.

Jacobson, I. D.↗
DOE OSTI2023

Synthesizing pseudo-Kossel lines from neutron transmission data. II. Validation with neutron diffraction data

A new method to recover the orientation matrix of a single crystal with a known unit cell by analyzing synthesized pseudo-Kossel lines from time-of-flight neutron transmission data has been outlined in a companion article [Dessieux et al. (2023). J. Appl. Cryst. 56, https://dx.doi.org/10.1107/S1600576723001346; referred to here as Article I]. In this work, validation of this new technique is presented by employing experimental neutron transmission and diffraction measurements performed on two copper single-crystal specimens. Time-of-flight spectra were recorded during rotation (ω) of the single crystals about a vertical axis perpendicular to the incident neutron beam. The λ–ω maps recorded in transmission are utilized to determine the crystal orientation with respect to the neutron beam, following the procedure presented in Article I. Further, to validate the indexing procedure, the crystal orientations are compared with those obtained via conventional methods using the diffraction data. The resulting pseudo-Kossel lines across the 2D detectors are also observed for the first time.

36 MATERIALS SCIENCE↗
NASA NTRS1971

Altered susceptibility to motion sickness as a function of subgravity level

Large interindividual differences among 74 normal subjects in the change in susceptibility to motion sickness with effective lifting of the normal g-load by parabolic flight maneuvers were recorded with high test-retest reliability. Most subjects, who were required to make standardized head movements while seated in a chair rotating at a constant speed, demonstrated either a substantial increase or a decrease in susceptibility, in confirmation of a previous study, while a few appeared to be more or less unaffected by the 1 g to 0 g gravitational change. A similar test procedure conducted with eighteen of the subjects at lunar- and Martian-gravity levels revealed further interindividual differences in susceptiblity as a function of g-level. The subjects with gravity-dependent susceptibility revealed: (1) a progressive change in susceptibility as a function of g-load in either the positive or negative direction that was characteristic of the individual, (2) a susceptibility level that appeared to be maintained at the fractional g-load, and (3) immunity to motion sickness at all g-levels tested below the earth standard. The case history as well as ground-based functional and provocative tests of normal subjects proved to be inadequate in predicting susceptibility to motion sickness under subgravity conditions.

Miller, E. F., II↗
NASA NTRS1972

Effects of atmospheric irregularities on sonic-boom propagation.

A review is given of information obtained in recent years concerning the effects on sonic-boom signatures of departures of the atmosphere from a perfectly stratified time invariant model. These effects include the observed random variations in boom overpressures from those expected for a stratified atmosphere, the anomalously large and variable rise times, and the occurrence of spiked or rounded waveforms rather than the characteristic N waves. The extent of the variability in data recorded during actual flight tests is summarized in the form of histograms, representing experimentally obtained probability density functions. The physical mechanisms believed to be responsible for the variations and the anomalous features in the signatures are described. These include refraction and subsequent wavefront rippling by turbulence, the possible focusing or defocusing of rays, the formation of caustics, and the phenomenon of wavefront folding, diffraction, and scattering. Recent statistical theories of shock propagation through a turbulent atmosphere proposed by Crow, George and Plotkin, Pierce, Horning, and others are reviewed.

Pierce, A. D.↗
NASA NTRS1973

The Delta Launch Vehicle Model 2914 Series

The newest Delta launch vehicle configuration, Model 2914 is described for potential users together with recent flight results. A functional description of the vehicle, its performance, flight profile, flight environment, injection accuracy, spacecraft integration requirements, user organizational interfaces, launch operations, costs and reimbursable users payment plan are provided. The versatile, relatively low cost Delta has a flight demonstrated reliability record of 92 percent that has been established in 96 launches over twelve years while concurrently undergoing ten major upratings to keep pace with the ever increasing performance and reliability requirements of its users. At least 40 more launches are scheduled over the next three years from the Eastern and Western Test Ranges.

Gunn, C. R.↗
NASA NTRS1973

Altered susceptibility to motion sickness as a function of subgravity level.

Large interindividual differences among 74 normal subjects in the change in susceptibility to motion sickness with effective lifting of the normal g-load by parabolic flight maneuvers were recorded with high test-retest reliability. Most subjects, who were required to make standardized head movements while seated in a chair rotating at a constant speed, demonstrated either a substantial increase or a decrease in susceptibility, in confirmation of a previous study, while a few appeared to be more or less unaffected by the 1 g to 0 g gravitational change. A similar test procedure conducted with eighteen of the subjects at lunar- and Martian-gravity levels revealed further interindividual differences in susceptibility as a function of g-level.

Miller, E. F., II↗
NASA NTRS1977

Estimating aircraft states

Computer program provides weighted least-squares estimates of aircraft states from measurements recorded during routine flight tests. Program contains standard six-degree-of-freedom kinematic equations.

Wingrove, R. C.↗
NASA NTRS1975

Passenger ride quality determined from commercial airline flights

The University of Virginia ride-quality research program is reviewed. Data from two flight programs, involving seven types of aircraft, are considered in detail. An apparatus for measuring physical variations in the flight environment and recording the subjective reactions of test subjects is described. Models are presented for predicting the comfort response of test subjects from the physical data, and predicting the overall comfort reaction of test subjects from their moment by moment responses. The correspondence of mean passenger comfort judgments and test subject response is shown. Finally, the models of comfort response based on data from the 5-point and 7-point comfort scales are shown to correspond.

Richards, L. G.↗
NASA NTRS1978

Feature discrimination/identification based upon SAR return variations

A study of the statistics of The look-to-look variation statistics in the returns recorded in-flight by a digital, realtime SAR system are analyzed. The determination that the variations in the look-to-look returns from different classes do carry information content unique to the classes was illustrated by a model based on four variants derived from four look in-flight SAR data under study. The model was limited to four classes of returns: mowed grass on a athletic field, rough unmowed grass and weeds on a large vacant field, young fruit trees in a large orchard, and metal mobile homes and storage buildings in a large mobile home park. The data population in excess of 1000 returns represented over 250 individual pixels from the four classes. The multivariant discriminant model operated on the set of returns for each pixel and assigned that pixel to one of the four classes, based on the target variants and the probability distribution function of the four variants for each class.

Rasco, W. A., Sr.↗
NASA NTRS1980

Development and evaluation of a general aviation real world noise simulator

An acoustic playback system is described which realistically simulates the sounds experienced by the pilot of a general aviation aircraft during engine idle, take-off, climb, cruise, descent, and landing. The physical parameters of the signal as they appear in the simulator environment are compared to analogous parameters derived from signals recorded during actual flight operations. The acoustic parameters of the simulated and real signals during cruise conditions are within plus or minus two dB in third octave bands from 0.04 to 4 kHz. The overall A-weighted levels of the signals are within one dB of signals generated in the actual aircraft during equivalent maneuvers. Psychoacoustic evaluations of the simulator signal are compared with similar measurements based on transcriptions of actual aircraft signals. The subjective judgments made by human observers support the conclusion that the simulated sound closely approximates transcribed sounds of real aircraft.

Galanter, E.↗
NASA NTRS1981

Spectroscopic detection of stratospheric hydrogen cyanide

A number of features have been identified as absorption lines of hydrogen cyanide in infrared spectra of stratospheric absorption obtained from a high-altitude aircraft. Column amounts of stratospheric hydrogen cyanide have been derived from spectra recorded on eight flights. The average vertical column amount above 12 kilometers is 7.1 + or - 0.8 x 10 to the 14th molecules per square centimeter, corresponding to an average mixing ratio of 170 parts per trillion by volume.

Coffey, M. T.↗