Results for “Air simulations” — Page 19

NASA NTRS1959

A Flight Investigation to Determine the Lateral Oscillatory Damping Acceptable for an Airplane in the Landing Approach

An F-86E airplane, in which servo actuation of the ailerons and rudder provides artificial variation of the important lateral and directional aerodynamic stability parameters, has been flown by test pilots of the NASA, U.S. Air Force, and one aircraft manufacturer to determine satisfactory and acceptable levels of lateral oscillatory damping in the landing approach. In addition to normal operational use, particular consideration was given to the emergency condition of failure of stability-augmentation equipment. In this study, the pilots' opinions of the airplane dynamic stability and control characteristics in smooth and simulated rough air have been recorded according to a numerical rating scale. The results are presented in the form of boundaries in terms of cycles to damp to half amplitude, 1/C(sub 1/2), or time to damp to half amplitude, 1/T(1/2) and bank-to-sideslip ratio, and are discussed in relation to existing flying-qualities criteria. Though the present results, which were obtained at 170 knots indicated airspeed and 10,000-feet altitude, indicated that increased damping is required with increased bank-to-sideslip ratio (as found in previous work), consideration of the dampers-failed condition indicated a great reduction in the minimum acceptable damping. At moderate values of bank-to-sideslip ratio, effects of lateral-oscillation period on pilot-opinion variation with damping appeared to be taken into account by use of the parameter 1/T(sub 1/2).

McNeill, Walter E.↗

NASA NTRS2015

Retrieved Products from Simulated Hyperspectral Observations of a Hurricane

This research uses GCM derived products, with 1 km spatial resolution and sampled every 10 minutes, over a moving area following the track of a simulated severe Atlantic storm. Model products were aggregated over sounder footprints corresponding to 13 km in LEO, 2 km in LEO, and 5 km in GEO sampled every 72 minutes. We simulated radiances for instruments with AIRS-like spectral coverage, spectral resolution, and channel noise, using these aggregated products as the truth, and analyzed them using a slightly modified version of the operational AIRS Version-6 retrieval algorithm. Accuracy of retrievals obtained using simulated AIRS radiances with a 13 km footprint was similar to that obtained using real AIRS data. Spatial coverage and accuracy of retrievals are shown for all three sounding scenarios. The research demonstrates the potential significance of flying Advanced AIRS-like instruments on future LEO and GEO missions.

AIRS↗

NASA NTRSDate not supplied

Trajectory Planning and Online Performance Model Estimation for Advanced Air Mobility

We propose a framework for adaptive guidance based on optimal control and estimation using closed-loop performance models. In the proposed approach, parameters of a reduced-order performance model are estimated in real time so that trajectories and guidance commands are replanned with more accurate knowledge of the system's response and performance capabilities. To apply this methodology to flight control systems, we introduce a simple yet expressive performance model modified from a reference linear design model. The proposed framework is applied to guidance of a simulated Advanced Air Mobility class concept aircraft experiencing control effector failures. We demonstrate that, by optimizing performance model parameters in real time, guidance commands can be intelligently adjusted to recover system stability and the performance of a full-order vehicle model, even in the event of effector failures. Furthermore, the reduced-order performance model requires a fraction of the computational cost of the full-order model, facilitating real-time use of adaptive, optimal guidance.

Differential dynamic programming↗

NASA NTRSDate not supplied

Trajectory Planning and Online Performance Model Estimation for Advanced Air Mobility

We propose a framework for adaptive guidance based on optimal control and estimation using closed-loop performance models. In the proposed approach, parameters of a reduced-order performance model are estimated in real time so that trajectories and guidance commands are replanned with more accurate knowledge of the system's response and performance capabilities. To apply this methodology to flight control systems, we introduce a simple yet expressive performance model modified from a reference linear design model. The proposed framework is applied to guidance of a simulated Advanced Air Mobility class concept aircraft experiencing control effector failures. We demonstrate that, by optimizing performance model parameters in real time, guidance commands can be intelligently adjusted to recover system stability and the performance of a full-order vehicle model, even in the event of effector failures. Furthermore, the reduced-order performance model requires a fraction of the computational cost of the full-order model, facilitating real-time use of adaptive, optimal guidance.

Differential dynamic programming↗

NASA NTRS1992

Effects of climate and lifeform on dry matter yield (epsilon) from simulations using BIOME BGC

An ecosystem process simulation model, BIOME-BGC, is used in a sensitivity analysis to determine the factors that may cause the dry matter yield (epsilon) and annual net primary production to vary for different ecosystems. At continental scales, epsilon is strongly correlated with annual precipitation. At a single location, year-to-year variation in net primary production (NPP) and epsilon is correlated with either annual precipitation or minimum air temperatures. Simulations indicate that forests have lower epsilon than grasslands. The most sensitive parameter affecting forest epsilon is the total amount of living woody biomass, which affects NPP by increasing carbon loss by maintenance respiration. A global map of woody biomass should significantly improve estimates of global NPP using remote sensing.

Hunt, E. R., Jr.↗

DOE OSTI2025

Efficient Synthetic Natural Gas Production from Direct Air Capture Using Titania-Based Dual Function Materials

Converting atmospheric CO2 into methane offers a compelling pathway to store intermittent renewable electricity and enhance energy security using existing natural gas infrastructure. However, current CO2 utilization approaches remain energy- and capital-intensive, largely due to the need for separate capture, purification, and conversion steps. Integrating CO2 capture with catalytic methanation represents a transformative strategy for process intensification on both the unit operation and molecular levels. We report a series of Ru-Na/TiO2 dual function materials (DFMs) for a reactive carbon capture (RCC) process consisting of simulated direct air capture and subsequent CO2 methanation (DACM). Superior methane desorption purity was observed on TiO2-based DFMs (>94 %) relative to state-of-the-art Al2O3-supported DFMs (77 %). Modifying the process to begin CO2 adsorption immediately following the methanation stage, rather than beginning adsorption near ambient temperature, resulted in >97 % methane desorption purity, suitable for injection into the natural gas pipeline without additional CO2 separation steps.

organic↗

DOE OSTI2021

Dual function materials (Ru+Na 2 O/Al 2 O 3 ) for direct air capture of CO 2 and in situ catalytic methanation: The impact of realistic ambient conditions

Here a dual function material (DFM) comprised of 1% Ru, 10% Na 2 O/γ–Al 2 O 3 was studied for combined direct air capture (DAC) of CO 2 and catalytic methanation in a temperature swing operation. In the newly proposed operation, the DFM captures CO 2 (400 ppm) from air at ambient conditions. The material is then heated in H 2 to a temperature sufficient for catalytic conversion of the captured CO 2 to renewable natural gas. In this study, we demonstrate high CO 2 adsorption capacity and rates at ambient conditions (25 °C); the adsorbed CO 2 is then successfully catalytically methanated upon heating in H 2 . Adsorption was also carried out in humid conditions, more closely simulating ambient air. Adsorption and methane production were greatly improved with stable initial performance. The rate of adsorption is shown to be flowrate-dependent, which is critical for future reactor design.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

NASA NTRS2003

Short Takeoff and Vertical Landing Capability Upgraded in NASA Glenn's 9- by 15-Foot Low-Speed Wind Tunnel

The NASA Glenn Research Center supports short takeoff and vertical landing (STOVL) tests in its 9- by 15-Foot Low Speed Wind Tunnel (9 x 15 LSWT). As part of a facility capability upgrade, a dynamic actuation system (DAS) was fabricated to enhance the STOVL testing capabilities. The DAS serves as the mechanical interface between the 9 x 15 LSWT test section structure and the STOVL model to be tested. It provides vertical and horizontal translation of the model in the test section and maintains the model attitude (pitch, yaw, and roll) during translation. It also integrates a piping system to supply the model with exhaust and hot air to simulate the inlet suction and nozzle exhausts, respectively. Hot gas ingestion studies have been performed with the facility ground plane installed. The DAS provides vertical (ascent and descent) translation speeds of up to 48 in./s and horizontal translation speeds of up to 12 in./s. Model pitch variations of +/- 7, roll variations of +/- 5, and yaw variations of 0 to 180 deg can be accommodated and are maintained within 0.25 deg throughout the translation profile. The hot air supply, generated by the facility heaters and regulated by control valves, provides three separate temperature zones to the model for STOVL and hot gas ingestion testing. Channels along the supertube provide instrumentation paths from the model to the facility data system for data collection purposes. The DAS is supported by the 9 x 15 LSWT test section ceiling structure. A carriage that rides on two linear rails provides for horizontal translation of the system along the test section longitudinal axis. A vertical translation assembly, consisting of a cage and supertube, is secured to the carriage. The supertube traverses vertically through the cage on a set of linear rails. Both translation axes are hydraulically actuated and provide position and velocity profile control. The lower flange on the supertube serves as the model interface to the DAS. The supertube also serves as the exhaust path to the model and supports the hot air piping on its external surfaces. The DAS is currently being assembled at the 9 15 LSWT facility. Following assembly and installation, a series of checkouts will be performed to confirm the operation of the system.

Stark, David E.↗

NASA NTRSDate not supplied

Designing a Flight Test of a Flight Path Management System for Advanced Air Mobility Research

The National Aeronautics and Space Administration (NASA) has completed a flight test to evaluate the performance of an onboard prototype automation system operating in future high density urban airspace. The test was part of a research investigation of the Urban Air Mobility (UAM) concept, with a focus on a future environment having hundreds of simultaneous operations over a metropolitan area. The complexity of this future UAM airspace may require automation capable of replanning an aircraft’s path in the presence of traffic and other changing constraints. A live-virtual-constructive (LVC) approach was used to conduct the test. Prototype automation technology was integrated into one of the two live aircraft, which were combined with virtual traffic to create a mixed reality environment at the target airspace density. In-flight evaluation enabled verification of the automation’s functions and discovery of any unexpected behaviors resulting from its operation in an actual flight environment. The in-flight evaluation also provided data for validation of air traffic simulations. This paper discusses the design, methodology, and challenges overcome to conduct a successful flight test. Remaining challenges, future work, and recommendations to improve the flight test capability are also discussed.

Advanced Air Mobility↗

NASA NTRS2011

DBD Plasma Actuators for Flow Control in Air Vehicles and Jet Engines - Simulation of Flight Conditions in Test Chambers by Density Matching

Dielectric Barrier Discharge (DBD) Plasma actuators for active flow control in aircraft and jet engines need to be tested in the laboratory to characterize their performance at flight operating conditions. DBD plasma actuators generate a wall-jet electronically by creating weakly ionized plasma, therefore their performance is affected by gas discharge properties, which, in turn, depend on the pressure and temperature at the actuator placement location. Characterization of actuators is initially performed in a laboratory chamber without external flow. The pressure and temperature at the actuator flight operation conditions need to be simultaneously set in the chamber. A simplified approach is desired. It is assumed that the plasma discharge depends only on the gas density, while other temperature effects are assumed to be negligible. Therefore, tests can be performed at room temperature with chamber pressure set to yield the same density as in operating flight conditions. The needed chamber pressures are shown for altitude flight of an air vehicle and for jet engines at sea-level takeoff and altitude cruise conditions. Atmospheric flight conditions are calculated from standard atmosphere with and without shock waves. The engine data was obtained from four generic engine models; 300-, 150-, and 50-passenger (PAX) aircraft engines, and a military jet-fighter engine. The static and total pressure, temperature, and density distributions along the engine were calculated for sea-level takeoff and for altitude cruise conditions. The corresponding chamber pressures needed to test the actuators were calculated. The results show that, to simulate engine component flows at in-flight conditions, plasma actuator should be tested over a wide range of pressures. For the four model engines the range is from 12.4 to 0.03 atm, depending on the placement of the actuator in the engine. For example, if a DBD plasma actuator is to be placed at the compressor exit of a 300 PAX engine, it has to be tested at 12.4 atm for takeoff, and 6 atm for cruise conditions. If it is to be placed at the low-pressure turbine, it has to be tested at 0.5 and 0.2 atm, respectively. These results have implications for the feasibility and design of DBD plasma actuators for jet engine flow control applications. In addition, the distributions of unit Reynolds number, Mach number, and velocity along the engine are provided. The engine models are non-proprietary and this information can be used for evaluation of other types of actuators and for other purposes.

Ashpis, David E.↗

NASA NTRS2005

Apex Reference Manual 3.0 Beta

Apex is a toolkit for constructing software that behaves intelligently and responsively in demanding task environments. Reflecting its origin at NASA where Apex continues to be developed, current applications include: a) Providing autonomous mission management and tactical control capabilities for unmanned aerial vehicles including an autonomous surveillance helicopter and a simulation prototype of an unmanned fixed-wing aircraft to be used for wildfire mapping; b) Simulating human air traffic controllers, pilots and astronauts to help predict how people might respond to changes in equipment or procedures; and c) Predicting the precise duration and sequence of routine human behaviors based on a human-computer interaction engineering technique called CPM-GOMS. Among Apex s components are a set of implemented reasoning services, such as those for reactive planning and temporal pattern recognition; a software architecture that embeds and integrates these services and allows additional reasoning elements to be added as extensions; a formal language for specifying agent knowledge; a simulation environment to facilitate prototyping and analysis; and Sherpa, a set of tools for visualizing autonomy logic and runtime behavior. In combination, these are meant to provide a flexible and usable framework for creating, testing, and deploying intelligent agent software. Overall, our goal in developing Apex is to lower economic barriers to developing intelligent software agents. New ideas about how to extend or modify the system are evaluated in terms of their impact in reducing the time, expertise, and inventiveness required to build and maintain applications. For example, potential enhancements to the AI reasoning capabilities in the system are reviewed not only for usefulness and distinctiveness, but also for their impact on the readability and general usability of Apex s behavior representation language (PDL) and on the transparency of resulting behavior. A second central part of our approach is to iteratively refine Apex based on lessons learned from as diverse a set of applications as possible. Many applications have been developed by users outside the core development team including engineers, researchers, and students. Usability is thus a central concern for every aspect of Apex visible to a user, including PDL, Sherpa, the Apex installation process, APIs, and user documentation. Apex users vary in their areas of expertise and in their familiarity with autonomy technology. Focusing on usability, a development philosophy summarized by the project motto "Usable Autonomy," has been important part of enabling diverse users to employ Apex successfully and to provide feedback needed to guide iterative, user-centered refinement.

Freed, Michael A.↗

NASA NTRS1984

Autonomous Integrated Receive System (AIRS) requirements definition. Volume 3: Performance and simulation

The autonomous and integrated aspects of the operation of the AIRS (Autonomous Integrated Receive System) are discussed from a system operation point of view. The advantages of AIRS compared to the existing SSA receive chain equipment are highlighted. The three modes of AIRS operation are addressed in detail. The configurations of the AIRS are defined as a function of the operating modes and the user signal characteristics. Each AIRS configuration selection is made up of three components: the hardware, the software algorithms and the parameters used by these algorithms. A comparison between AIRS and the wide dynamics demodulation (WDD) is provided. The organization of the AIRS analytical/simulation software is described. The modeling and analysis is for simulating the performance of the PN subsystem is documented. The frequence acquisition technique using a frequency-locked loop is also documented. Doppler compensation implementation is described. The technological aspects of employing CCD's for PN acquisition are addressed.

Chie, C. M.↗

DOE OSTI2025

Replication Data for: Measurement of the mean number of muons with energies above 500 GeV in air showers detected with the IceCube Neutrino Observatory

Measurement of the mean number of muons with energies above 500 GeV in air showers detected with the IceCube Neutrino Observatory This data release accompanies results submitted to Physical Review D describing the measurement of the average multiplicity of TeV muons with IceCube. It contains the data necessary to reproduce the main plots from the paper (Figs. 7 and 9), i.e. the numerical results for the average number of muons with energies above 500 GeV as a function of primary cosmic ray energy. For any questions about this data release, please write to analysis@icecube.wisc.edu. Files included in this release: <ul> <li>A README file <li>Files including data to reproduce the results plots from the paper (see below for details) <li>An example python script showing how to read and plot the data </ul> What is in the files icecube_Nmu500_X_Y.txt: Y indicates wether the file contains values obtained from experimental data (Y="data") or air-shower simulations (Y="MC"). X indicates the hadronic interaction model for which the plot is made. If Y="data", this means that the experimental data was interpreted using this model. If Y="MC", it means that the simulations were performed with this model. The three models included are Sibyll 2.1, QGSJet-II.04, and EPOS-LHC (see paper for references). The file with X="modelaverage" gives the average over the three individual results with the deviations from the average included in the systematic uncertainties. Please see the README file for details on how the data is structured in the files.

Astroparticle Physics↗

DOE OSTI2020

Assessing outdoor air quality and public health impact attributable to residential black carbon emissions in rural China

Black carbon (BC) is a significant component of particulate matter (PM) that relates to air pollution, climate forcing, and further implications for public health. BC is predominantly released from the combustion of solid fuels. Combustion of low-quality fuels in rural China may induce severe respiratory and cardiopulmonary health outcomes for residents, which have however been inadequately assessed. One major reason for the limited understanding is the lack of a high-resolution inventory. An improved method of estimating the BC-associated public health burden is needed. This work quantified premature mortalities due to residential BC emissions in rural China. Domestic BC emissions at 1×1 km resolution were compiled based on previous field investigation, which were further configured for air quality simulation. A chemistry transport model, WRF–CMAQ v5.2, was employed for simulating BC concentrations. The consequent premature mortalities were quantified by a BC-specific concentration-response function (CRF) derived from an epidemiological study. Results show that residential combustion of solid fuel in rural China emitted 648.0 Gg (95%CI: 361.0–965.9) BC in 2014, after dispersion, accounting for 51.8% of annual mean ground-level BC concentration in China. Such impact was most severe in North and Northeast China, and the Sichuan Basin. The further investigation estimated 171,000 (95%CI: 69,000–387,000) premature mortalities that were attributable to exposure to rural residential BC. These findings reveal the major contribution of rural residential BC emissions to air pollution formation and public health impacts. Our findings are anticipated to provide useful information for enacting the next-stage environmental strategy for the residential sector in China.

63 RADIATION, THERMAL, AND OTHER ENVIRON. POLLUTAN↗

NASA NTRS2016

A Model-Model and Data-Model Comparison for the Early Eocene Hydrological Cycle

A range of proxy observations have recently provided constraints on how Earth's hydrological cycle responded to early Eocene climatic changes. However, comparisons of proxy data to general circulation model (GCM) simulated hydrology are limited and inter-model variability remains poorly characterised. In this work, we undertake an intercomparison of GCM-derived precipitation and P - E distributions within the extended EoMIP ensemble (Eocene Modelling Intercomparison Project; Lunt et al., 2012), which includes previously published early Eocene simulations performed using five GCMs differing in boundary conditions, model structure, and precipitation-relevant parameterisation schemes. We show that an intensified hydrological cycle, manifested in enhanced global precipitation and evaporation rates, is simulated for all Eocene simulations relative to the preindustrial conditions. This is primarily due to elevated atmospheric paleo-CO2, resulting in elevated temperatures, although the effects of differences in paleogeography and ice sheets are also important in some models. For a given CO2 level, globally averaged precipitation rates vary widely between models, largely arising from different simulated surface air temperatures. Models with a similar global sensitivity of precipitation rate to temperature (dP=dT ) display different regional precipitation responses for a given temperature change. Regions that are particularly sensitive to model choice include the South Pacific, tropical Africa, and the Peri-Tethys, which may represent targets for future proxy acquisition. A comparison of early and middle Eocene leaf-fossil-derived precipitation estimates with the GCM output illustrates that GCMs generally underestimate precipitation rates at high latitudes, although a possible seasonal bias of the proxies cannot be excluded. Models which warm these regions, either via elevated CO2 or by varying poorly constrained model parameter values, are most successful in simulating a match with geologic data. Further data from low-latitude regions and better constraints on early Eocene CO2 are now required to discriminate between these model simulations given the large error bars on paleoprecipitation estimates. Given the clear differences between simulated precipitation distributions within the ensemble, our results suggest that paleohydrological data offer an independent means by which to evaluate model skill for warm climates.

Boundary conditions↗

NASA NTRS2006

NAS Demand Predictions, Transportation Systems Analysis Model (TSAM) Compared with Other Forecasts

The current work incorporates the Transportation Systems Analysis Model (TSAM) to predict the future demand for airline travel. TSAM is a multi-mode, national model that predicts the demand for all long distance travel at a county level based upon population and demographics. The model conducts a mode choice analysis to compute the demand for commercial airline travel based upon the traveler s purpose of the trip, value of time, cost and time of the trip,. The county demand for airline travel is then aggregated (or distributed) to the airport level, and the enplanement demand at commercial airports is modeled. With the growth in flight demand, and utilizing current airline flight schedules, the Fratar algorithm is used to develop future flight schedules in the NAS. The projected flights can then be flown through air transportation simulators to quantify the ability of the NAS to meet future demand. A major strength of the TSAM analysis is that scenario planning can be conducted to quantify capacity requirements at individual airports, based upon different future scenarios. Different demographic scenarios can be analyzed to model the demand sensitivity to them. Also, it is fairly well know, but not well modeled at the airport level, that the demand for travel is highly dependent on the cost of travel, or the fare yield of the airline industry. The FAA projects the fare yield (in constant year dollars) to keep decreasing into the future. The magnitude and/or direction of these projections can be suspect in light of the general lack of airline profits and the large rises in airline fuel cost. Also, changes in travel time and convenience have an influence on the demand for air travel, especially for business travel. Future planners cannot easily conduct sensitivity studies of future demand with the FAA TAF data, nor with the Boeing or Airbus projections. In TSAM many factors can be parameterized and various demand sensitivities can be predicted for future travel. These resulting demand scenarios can be incorporated into future flight schedules, therefore providing a quantifiable demand for flights in the NAS for a range of futures. In addition, new future airline business scenarios are investigated that illustrate when direct flights can replace connecting flights and larger aircraft can be substituted, only when justified by demand.

Viken, Jeff↗

NASA NTRS2006

Utilizing Traveler Demand Modeling to Predict Future Commercial Flight Schedules in the NAS

The current work incorporates the Transportation Systems Analysis Model (TSAM) to predict the future demand for airline travel. TSAM is a multi-mode, national model that predicts the demand for all long distance travel at a county level based upon population and demographics. The model conducts a mode choice analysis to compute the demand for commercial airline travel based upon the traveler s purpose of the trip, value of time, cost and time of the trip,. The county demand for airline travel is then aggregated (or distributed) to the airport level, and the enplanement demand at commercial airports is modeled. With the growth in flight demand, and utilizing current airline flight schedules, the Fratar algorithm is used to develop future flight schedules in the NAS. The projected flights can then be flown through air transportation simulators to quantify the ability of the NAS to meet future demand. A major strength of the TSAM analysis is that scenario planning can be conducted to quantify capacity requirements at individual airports, based upon different future scenarios. Different demographic scenarios can be analyzed to model the demand sensitivity to them. Also, it is fairly well know, but not well modeled at the airport level, that the demand for travel is highly dependent on the cost of travel, or the fare yield of the airline industry. The FAA projects the fare yield (in constant year dollars) to keep decreasing into the future. The magnitude and/or direction of these projections can be suspect in light of the general lack of airline profits and the large rises in airline fuel cost. Also, changes in travel time and convenience have an influence on the demand for air travel, especially for business travel. Future planners cannot easily conduct sensitivity studies of future demand with the FAA TAF data, nor with the Boeing or Airbus projections. In TSAM many factors can be parameterized and various demand sensitivities can be predicted for future travel. These resulting demand scenarios can be incorporated into future flight schedules, therefore providing a quantifiable demand for flights in the NAS for a range of futures. In addition, new future airline business scenarios are investigated that illustrate when direct flights can replace connecting flights and larger aircraft can be substituted, only when justified by demand.

Viken, Jeff↗

NASA NTRSDate not supplied

Simulation Studies for an Urban Air Mobility Aircraft using Hardware-In-Loop Experiments

Urban Air Mobility seeks to transport passengers, deliver cargo, and provide emergency transportation in major metropolitan areas. This will be accomplished with distributed electric-powered vertical takeoff and landing aircraft. The low specific energy of the current generation lithium-ion battery packs limit the operational range of electric aircraft. Limited range impacts safety by reducing the time available for analyzing and responding to errors and failures, and limiting the ability to fly to an alternative landing area or return to base. It is therefore critical to understand flight operational and environmental conditions that impact the onboard lithium-ion polymer battery pack’s health. With this as the motivation, experimental procedure in a laboratory setting, and results of the experiments performed on battery packs subject to power draw corresponding to power required during the different phases of flight of a NASA conceptual quadrotor aircraft in simulation are described. The fully charged battery is allowed to discharge at specific C-rates based on the power draw profile and the current and voltages are recorded. Observed results under different operating conditions and mission profiles are discussed.

UAM↗