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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 343 records · Page 19
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NASA NTRS2006

A New Empirical Thermospheric Density Model JB2006 using New Solar Indices

A new empirical atmospheric density model is developed using the CIRA72 (Jacchia 71) model as the basis for the diffusion equations. New solar indices based on orbit based sensor data are used for the solar irradiances in the extreme and far ultraviolet wavelengths. New exospheric temperature and semiannual density equations are employed to represent the major thermospheric density variations. Temperature correction equations are also developed for diurnal and latitudinal effects, and finally density correction factors are used for model corrections required at high altitude (1500-4000 km). The new model, Jacchia-Bowman 2006, is validated through comparisons of accurate daily density drag data previously computed for numerous satellite. For 400 km altitude the standard deviation of 16% for the standard Jacchia model is reduced to 10% for the new JB2006 model for periods of low geomagnetic storm activity.

Bowman, Bruce R.↗
NASA NTRS1985

AOTV bluff body flow - Relaxation algorithm

Preliminary investigations have led to the consideration of two classes of energy efficient aeroassisted orbital transfer vehicle (AOTV) concepts, with high and low L/D. The AOTV represent reentry space vehicles which are to fly hypersonically in the continuum upper reaches of the atmosphere. Problems arise in connection with convective and nonequilibrium radiative heating. As the possibilities for obtaining needed information by experimentation are limited, reliance must be placed on computational techniques to simulate testing of design concepts. A new relaxation algorithm for the compressible Navier-Stokes equations has been developed in the context of recent work with a conservative flux difference eigenvector split implicit upwind scheme CSCM (conservative supracharacteristics method). Attention is given to the CSCM implicit method, and early results for axisymmetric bluff body flow including complete forebody and base flow for a free flight range model drag brake AOTV.

Lombard, C. K.↗
NASA NTRS1931

The Vertical Wind Tunnel of the National Advisory Committee for Aeronautics

The vertical open-throat wind tunnel of the National Advisory Committee for Aeronautics is described in this report. The tunnel was built mainly for studying the spinning characteristics of airplane models, but may be used as well for the usual types of wind-tunnel tests. A special spinning balance is being developed to measure the desired forces and moments with the model simulating the spin of an airplane. Satisfactory air flow has been attained with a velocity that is uniform over the jet to within plus or minus 0.5 per cent. The turbulence present in the tunnel has been compared with that of several other tunnels by means of the results of sphere drag tests and was found to average well with the values of those tunnels. Included also in the report are comparisons of results of stable autorotation and of rolling-moment test obtained both in the vertical tunnel and in the old horizontal 5-foot atmospheric tunnel. (author)

Wenzinger, Carl J↗
NASA NTRS1995

Magellan radio occultation measurements of atmospheric waves on Venus

Radio occultation experiments were conducted at Venus on three consecutive orbits of the Magellan spacecraft in October 1991. Each occultation occurred over the same topography (67 deg N, 127 deg E) and at the same local time (22 hr 5 min), but the data are sensitive to zonal variations because the atmosphere rotates significantly during one orbit. Through comparisons between observations and predictions of standard wave theory, we have demonstrated that small-scale oscillations in retrieved temperature profiles as well as scintillations in received signal intensity are caused by a spectrum of vertically propagating internal gravity waves. There is a strong similarity between the intensity scintillations observed here and previous measurements, which pertain to a wide range of locations and experiment dates. This implies that the same basic phenomenon underlies all the observations and hence that gravity waves are a persistent, global feature of Venus' atmosphere. We obtained a fairly complete characterization of a gravity wave that appears above the middle cloud in temperature measurements on all three orbits. The amplitude and vertical wavelength are about 4 K and 2.5 km respectively, at 65 km. A model for radiative damping implies that the wave intrinsic frequency is approximately 2 x 10(exp 4) rad/sec, the corresponding ratio between horizontal and vertical wavelengths is approximately 100. The wave is nearly stationary relative to the surface or the Sun. Radiative attenuation limits the wave amplitude at altitudes above approximately 65 km, leading to wave drag on the mean zonal winds of about +0.4 m/sec per day (eastward). The sign, magnitude, and location of this forcing suggest a possible role in explaining the decrease with height in the zonal wind speed that is believed to occur above the cloud tops. Temperature oscillations with larger vertical wavelengths (5-10 km) were also observed on all three orbits, but we are able unable to interpret these unambiguously.

Hinson, David P.↗
NASA NTRS2005

Bulk Surface Momentum Parameters for Satellite-Derived Vegetation Fields

The bulk aerodynamic parameters associated with the absorption of surface momentum by vegetated landscapes are theoretically estimated within the context of Raupach's roughness sublayer formulation. The parameters include the bulk plant drag coefficient, maximum u*/U(sub h), sheltering coefficient, and canopy area density at onset of sheltering. Parameters are estimated for the four principal IGBP land cover classes within the U.S. Southern Great Plains: evergreen needleleaf forests, grasslands, croplands, and open shrublands. The estimation approach applies the Method of Moments to roughness data from several international field experiments and other published sources. The results provide the necessary land surface parameters for satellite-based estimation of momentum aerodynamic roughness length and zero-plane displacement height for seasonally variable vegetation fields employed in most terrestrial and atmospheric simulation models used today. Construction of sample displacement and roughness maps over the Southern United States using MODIS land products demonstrates the potential of this approach for regional to global applications.

Jasinski, Michael F.↗
NASA NTRS2012

Survey of Applications of Active Control Technology for Gust Alleviation and New Challenges for Lighter-weight Aircraft

This report provides a historical survey and assessment of the state of the art in the modeling and application of active control to aircraft encountering atmospheric disturbances in flight. Particular emphasis is placed on applications of active control technologies that enable weight reduction in aircraft by mitigating the effects of atmospheric disturbances. Based on what has been learned to date, recommendations are made for addressing gust alleviation on as the trend for more structurally efficient aircraft yields both lighter and more flexible aircraft. These lighter more flexible aircraft face two significant challenges reduced separation between rigid body and flexible modes, and increased sensitivity to gust encounters due to increased wing loading and improved lift to drag ratios. The primary audience of this paper is engineering professionals new to the area of gust load alleviation and interested in tackling the multifaceted challenges that lie ahead for lighter-weight aircraft.

Regan, Christopher D.↗
NASA NTRS1926

Preliminary wing model tests in the variable density wind tunnel of the National Advisory Committee for Aeronautics

This report contains the results of a series of tests with three wing models. By changing the section of one of the models and painting the surface of another, the number of models tested was increased to five. The tests were made in order to obtain some general information on the air forces on wing sections at a high Reynolds number and in particular to make sure that the Reynolds number is really the important factor, and not other things like the roughness of the surface and the sharpness of the trailing edge. The few tests described in this report seem to indicate that the air forces at a high Reynolds number are not equivalent to respective air forces at a low Reynolds number (as in an ordinary atmospheric wind tunnel). The drag appears smaller at a high Reynolds number and the maximum lift is increased in some cases. The roughness of the surface and the sharpness of the trailing edge do not materially change the results, so that we feel confident that tests with systematic series of different wing sections will bring consistent results, important and highly useful to the designer.

Munk, Max M↗
NASA NTRSDate not supplied

Comparing Particle Flow Regimes in the L2K Arcjet with Martian Entry Conditions

The DLR L2K arcjet facility has the ability to run experiments with particle-laden flows in a CO2-N2 gas mixture that simulates the Martian atmosphere. When running computer simulations of particle-laden flows, it is important to properly assess the drag forces on the particles as they travel through a shock layer. Key parameters that determine the drag force are the particle Mach and Reynolds numbers. In this study, flow conditions in the L2K arcjet are compared against conditions that will be present during a Martian entry.

particle flows↗
NASA NTRS1977

Aerodynamic characteristics of an F-8 aircraft configuration with a variable camber wing at Mach numbers from 0.70 to 1.15

A 0.1-scale model of an F-8 aircraft was tested in the Ames 14-Foot Transonic Wind Tunnel at Mach numbers from 0.7 to 1.15. Angle of attack was varied from -2 deg. to 22 deg. at sideslip angles of 0 deg and -5 deg. Reynolds number, dictated by the atmospheric stagnation pressure, varied with Mach number from 3.4 to 4.0 million based on mean aerodynamic chord. The model was configured with a wing designed to simulate the downward deflection of the leading and trailing edges of an advanced-technology-conformal-variable camber wing. This wing was also equipped with conventional (simple hinge) flaps. In addition, the model was tested with the basic F-8 wing to provide a reference for extrapolating to flight data. In general, at all Mach numbers the use of conformal flap deflections at both the leading edge and trailing edge resulted in slightly higher maximum lift coefficients and lower drag coefficients than with the use of simple hinge flaps. There were also found to be small improvements in the pitching-moment characteristics with the use of conformal flaps.

Boltz, F. W.↗
NASA NTRS1978

Pioneer Venus probe models instrumented prop tests

Models of both the small and large Pioneer Venus probes were dropped from a helicopter to simulate the conditions of Mach and Reynolds numbers to be encountered by the probes upon entry into the Venus atmosphere. The models were dropped at an average Mach number of .10 and at an average Reynolds number of 2.84 million for the small probe and 2.90 million for the large probe. After the large amplitude launching oscillations were damped, the small probe oscillations in angle of attack and in sideslip were generally less than 2 degrees. The large probe oscillations were generally less than 10 degrees. Both exhibited distinct frequencies. The motion of the small probe in a place perpendicular to the z axis was random while the large probe rotated (corkscrewed) at 1.1 cycles per second about the z axis. The average drag coefficients of the probe models were .714 for the small probe and .663 for the large probe.

Muirhead, V. U.↗
NASA NTRS1991

Ascent performance of an air-breathing horizontal-takeoff launch vehicle

Simulations are conducted to investigate a proposed NASA launch vehicle that is fully reusable, takes off horizontally, and uses airbreathing propulsion in a single stage. The propulsion model is based on a cycle analysis method, and the vehicle is assumed to be a rigid structure with distributed fuel, operating under a range of atmospheric conditions. The program to optimize simulated trajectories (POST) is modified to include a predictor-corrector guidance capability and then used to generate the trajectories. Significant errors are encountered during the unpowered coast phase due to uncertainty in the atmospheric density profile. The amount of ascent propellant needed is shown to be directly related to the thrust-vector angle and the location of the center of gravity of the vehicle because of the importance of aim-drag losses to total ideal velocity.

Powell, Richard W.↗
NASA NTRS1989

Project ARGO: The design and analysis of an all-propulsive and an aeroassisted version of a manned space transportation vehicle

The Senior Aerospace System Design class at the University of Michigan undertook the design of a manned space transportation vehicle (STV) that would transport payloads between low earth orbit (LEO) and geosynchronous earth orbit (GEO). Designated ARGO after the ship of the Greek adventurer Jason, two different versions of an STV that would be based, refueled, and serviced at the Space Station Freedom were designed and analyzed by the class. With the same 2-man/7-day nominal mission of transporting a 10,000-kg payload up to GEO and bringing a 5000-kg payload back to LEO, the two versions of ARGO differ in the manner in which the delta V is applied to insert the vehicle into LEO upon return from GEO. The all-propulsive ARGO (or CSTV for chemical STV) uses thrust from its LH2/LOX rocket engines to produce the delta V during all phases of its mission. While the aeroassisted ARGO (or ASTV for aeroassisted STV) also uses the same engines for the majority of the mission, the final delta V used to insert the ASTV into LEO is produced by skimming the Earth's atmosphere and using the drag on the vehicle to apply the required delta V. This procedure allows for large propellant, and thus cost, savings, but creates many design problems such as the high heating rates and decelerations experienced by a vehicle moving through the atmosphere at hypersonic velocities. The design class, consisting of 43 senior aerospace engineering students, was divided into one managerial and eight technical groups. The technical groups consisted of spacecraft configuration and integration, mission analysis, atmospheric flight, propulsion, power and communications, life support and human factors, logistics and support, and systems analysis. Two committees were set up with members from each group to create the scale models of the STV's and to produce the final report.

Wang, H.↗
NASA NTRSDate not supplied

Dynamical and Trace Gas Responses of the Quasi-Biennial Oscillation to Historical and Future Climate Change

The Quasi-Biennial Oscillation (QBO) dominates the variability of the tropical stratosphere. The QBO can be seen in stratospheric zonal wind, temperature, and composition, but it also has a number of teleconnections—including to the polar vortices, extratropical surface winter climate, and the Madden-Julian Oscillation. Thus, its future trends will have a signature on the surface. Recent multi-model investigations (Richter et al. 2019, Butchart et al. 2020) suggest that a weakening of the QBO amplitude is very likely, but changes to QBO period and stability remain unclear, due in part to its highly parameterized nature. We investigate these aspects using multiple configurations of the NASA Goddard Institute for Space Studies Model E2.2 (Rind et al., 2020; Orbe et al. 2020). As a high-top model with gravity wave drag partly sourced from (parameterized) convection, Model E2.2 includes key pathways for climate forcings to influence the QBO. Overall, both the period and amplitude decrease in response to increased CO2, with convection feedbacks critical for the period response, and ozone feedbacks enhancing the amplitude response. We use these results to interpret QBO trends in the historical and SSP integrations. Lastly, we examine the effect of volcanic eruptions on the QBO

Quasi-Biennial Oscillation↗
NASA NTRS1985

The effect of topography on the evolution of unstable disturbances in a baroclinic atmosphere

A two layer spectral quasi-geostrophic model is used to simulate the effects of topography on the equilibria, their stability, and the long term evolution of incipient unstable waves. The flow is forced by latitudinally dependent radiative heating. Dissipation is in the form of Rayleigh friction. An analytical solution is found for the propagating finite amplitude waves which result from baroclinic instability of the zonal winds when topography is absent. The appearance of this solution for wavelengths just longer than the Rossby radius of deformation and disappearance of ultra-long wavelengths is interpreted in terms of the Hopf bifurcation theory. Simple dynamic and thermodynamic criteria for the existence of periodic Rossby solutions are presented. A Floquet stability analysis shows that the waves are neutral. The nature of the form drag instability of high index equilibria is investigated. The proximity of the equilibrium shear to a resonant value is essential for the instability, provided the equilibrium occurs at a slightly stronger shear than resonance.

Clark, J. H. E.↗
NASA NTRS1998

Martian Meteorology: Determination of Large Scale Weather Patterns from Surface Measurements

We employed numerical modelling of the martian atmosphere, and our expertise in understanding martian atmospheric processes, to better understand the coupling between lower and upper atmosphere processes. One practical application of this work has been our involvement with the ongoing atmospheric aerobraking which the Mars Global Surveyor (MGS) spacecraft is currently undergoing at Mars. Dr. Murphy is currently a member of the Mars Global Surveyor (MGS) Aerobraking Atmospheric Advisory Group (AAG). He was asked to participate in this activity based upon his knowledge of martian atmospheric dynamical processes. Aerobraking is a process whereby a spacecraft, in an elliptical orbit, passes through the upper layers of the atmosphere (in this instance Mars). This passage through the atmosphere 'drags' upon the spacecraft, gradually reducing its orbital velocity. This has the effect, over time, of converting the elliptical orbit to a circular orbit, which is the desired mapping orbit for MGS. Carrying out aerobraking eliminates the need for carrying large amounts of fuel on the spacecraft to execute an engine burn to achieve the desired orbit. Eliminating the mass of the fuel reduces the cost of launch. Damage to one of MGS's solar panels shortly after launch has resulted in a less aggressive extended in time aerobraking phase which will not end until March, 1999. Phase 1 extended from Sept. 1997 through March 1998. During this time period, Dr. Murphy participated almost daily in the AAG meetings, and beginning in December 1997 lead the meeting several times per week. The leader of each of the daily AAG meetings took the results of that meeting current state of the atmosphere, identification of any time trends or spatial patterns in upper atmosphere densities, etc.) forward to the Aerobraking Planning Group (APG) meeting, at which time the decision was made to not chance MGS orbit, to lower the orbit to reach higher densities (greater 'drag'), or raise the orbit to avoid experiencing excessive, possibly damaging densities.

Murphy, James R.↗
NASA NTRS1998

Martian Meteorology: Determination of Large Scale Weather Patterns from Surface Measurements

We employed numerical modelling of the martian atmosphere, and our expertise in understanding martian atmospheric processes, to better understand the coupling between lower and upper atmosphere processes. One practical application of this work has been our involvement with the ongoing atmospheric aerobraking which the Mars Global Surveyor (MGS) spacecraft is currently undergoing at Mars. Dr. Murphy is currently a member of the Mars Global Surveyor (MGS) Aerobraking Atmospheric Advisory Group (AAG). He was asked to participate in this activity based upon his knowledge of martian atmospheric dynamical processes. Aerobraking is a process whereby a spacecraft, in an elliptical orbit, passes through the upper layers of the atmosphere (in this instance Mars). This passage through the atmosphere 'drags'upon the spacecraft, gradually reducing its orbital velocity. This has the effect, over time, of converting the elliptical orbit to a circular orbit, which is the desired mapping orbit for MGS. Carrying out aerobraking eliminates the need for carrying large amounts of fuel on the spacecraft to execute an engine burn to achieve the desired orbit. Eliminating the mass of the fuel reduces the cost of launch. Damage to one of MGS's solar panels shortly after launch has resulted in a less aggressive extended in time aerobraking phase which will not end until March, 1999. Phase I extended from Sept. 1997 through March 1998. During this time period, Dr. Murphy participated almost daily in the AAG meetings, and beginning in December 1997 lead the meeting several times per week. The leader of each of the daily AAG meetings took the results of that meeting (current state of the atmosphere, identification of any time trends or spatial patterns in upper atmosphere densities, etc.) forward to the Aerobraking Planning Group (APG) meeting, at which time the decision was made to not change MGS orbit, to lower the orbit to reach higher densities (greater 'drag'), or raise the orbit to avoid experiencing excessive, possibly damaging densities.

Murphy, James R.↗
DOE OSTI2020

Turbulent kinetic energy over large offshore wind farms observed and simulated by the mesoscale model WRF (3.8.1)

Abstract. Wind farms affect local weather and microclimates;hence, parameterizations of their effects have been developed for numerical weather prediction models.While most wind farm parameterizations (WFPs) include drag effects of wind farms, models differ on whether or not an additionalturbulent kinetic energy (TKE) source should be included in theseparameterizations to simulate the impact of wind farms on the boundary layer.Therefore, we use aircraft measurements above large offshore wind farms in stable conditions to evaluateWFP choices. Of the three case studies we examine, we find the simulated ambient backgroundflow to agree with observations of temperature stratification and winds. This agreement allows us toexplore the sensitivity of simulated wind farm effects with respect to modeling choicessuch as whether or not to include a TKE source, horizontal resolution, vertical resolutionand advection of TKE. For a stably stratified marine atmospheric boundary layer (MABL), a TKE source and a horizontal resolutionon the order of 5 km or finer are necessary to represent the impact of offshore wind farms on the MABL.Additionally, TKE advection results in excessively reduced TKE over the wind farms, which in turn causesan underestimation of the wind speed deficit above the wind farm. Furthermore, using fine verticalresolution increases the agreement of the simulated wind speed with satellite observations of surface wind speed.

17 WIND ENERGY↗
NASA NTRS1983

A model for nocturnal frost formation on a wing section: Aircraft takeoff performance penalties

The nocturnal frost formation on a wing section, to explain the hazard associated with frost during takeoff was investigated. A model of nocturnal frost formation on a wing section which predicts when the nocturnal frost will form and also its thickness and density as a function of time was developed. The aerodynamic penalities as related to the nocturnal frost formation properties were analyzed to determine how much the takeoff performance would be degraded by a specific frost layer. With an aircraft takeoff assuming equations representing a steady climbing flight, it is determined that a reduction in the maximum gross weight or a partial frost clearance and a reduction in the takeoff angle of attack is needed to neutralize drag and life penalities which are due to frost. Atmospheric conditions which produce the most hazardous frost buildup are determined.

Dietenberger, M. A.↗