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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
All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Listening to U.S. Farmers: Barriers and opportunities for growing more biomass

In 2025, bioenergy researchers from Oak Ridge National Laboratory and Idaho National Laboratory held a series of discussions with farmers in Illinois, Tennessee, Alabama, Kansas, and Colorado to get an unfiltered look at the future of biomass resources from the U.S. agricultural sector. Coordinated by Sustainable Oils, Inc., with additional facilitation from the HudsonAlpha Institute for Biotechnology, the meetings were supported by the U.S. Department of Energy’s Bioenergy Technologies Office (DOE BETO).

Parish, Esther [Oak Ridge National Laboratory (ORN↗
NASA NTRS2011

Application of Human-Autonomy Teaming (HAT) Patterns to Reduce Crew Operations (RCO)

Unmanned aerial systems, advanced cockpits, and air traffic management are all seeing dramatic increases in automation. However, while automation may take on some tasks previously performed by humans, humans will still be required to remain in the system for the foreseeable future. The collaboration between humans and these increasingly autonomous systems will begin to resemble cooperation between teammates, rather than simple task allocation. It is critical to understand this human-autonomy teaming (HAT) to optimize these systems in the future. One methodology to understand HAT is by identifying recurring patterns of HAT that have similar characteristics and solutions. This paper applies a methodology for identifying HAT patterns to an advanced cockpit project.

design patterns↗
NASA NTRS2016

Application of Human-Autonomy Teaming (HAT) Patterns to Reduce Crew Operations (RCO)

Unmanned aerial systems, robotics, advanced cockpits, and air traffic management are all examples of domains that are seeing dramatic increases in automation. While automation may take on some tasks previously performed by humans, humans will still be required, for the foreseeable future, to remain in the system. The collaboration with humans and these increasingly autonomous systems will begin to resemble cooperation between teammates, rather than simple task allocation. It is critical to understand this human-autonomy teaming (HAT) to optimize these systems in the future. One methodology to understand HAT is by identifying recurring patterns of HAT that have similar characteristics and solutions. This paper applies a methodology for identifying HAT patterns to an advanced cockpit project.

design patterns↗
NASA NTRS2016

Application of Human-Autonomy Teaming (HAT) Patterns to Reduced Crew Operations (RCO)

As part of the Air Force - NASA Bi-Annual Research Council Meeting, slides will be presented on recent Reduced Crew Operations (RCO) work. Unmanned aerial systems, robotics, advanced cockpits, and air traffic management are all examples of domains that are seeing dramatic increases in automation. While automation may take on some tasks previously performed by humans, humans will still be required, for the foreseeable future, to remain in the system. The collaboration with humans and these increasingly autonomous systems will begin to resemble cooperation between teammates, rather than simple task allocation. It is critical to understand this human-autonomy teaming (HAT) to optimize these systems in the future. One methodology to understand HAT is by identifying recurring patterns of HAT that have similar characteristics and solutions. A methodology for identifying HAT patterns to an advanced cockpit project is discussed.

Human-Autonomy Teaming (HAT)↗
NASA NTRS1988

Space Station power system autonomy demonstration

The Systems Autonomy Demonstration Program (SADP) represents NASA's major effort to demonstrate, through a series of complex ground experiments, the application and benefits of applying advanced automation technologies to the Space Station project. Lewis Research Center (LeRC) and Marshall Space Flight Center (MSFC) will first jointly develop an autonomous power system using existing Space Station testbed facilities at each center. The subsequent 1990 power-thermal demonstration will then involve the cooperative operation of the LeRC/MSFC power system with the Johnson Space Center (JSC's) thermal control and DMS/OMS testbed facilities. The testbeds and expert systems at each of the NASA centers will be interconnected via communication links. The appropriate knowledge-based technology will be developed for each testbed and applied to problems requiring intersystem cooperation. Primary emphasis will be focused on failure detection and classification, system reconfiguration, planning and scheduling of electrical power resources, and integration of knowledge-based and conventional control system software into the design and operation of Space Station testbeds.

Kish, James A.↗
NASA NTRS1990

Flight crew aiding for recovery from subsystem failures

Some of the conceptual issues associated with pilot aiding systems are discussed and an implementation of one component of such an aiding system is described. It is essential that the format and content of the information the aiding system presents to the crew be compatible with the crew's mental models of the task. It is proposed that in order to cooperate effectively, both the aiding system and the flight crew should have consistent information processing models, especially at the point of interface. A general information processing strategy, developed by Rasmussen, was selected to serve as the bridge between the human and aiding system's information processes. The development and implementation of a model-based situation assessment and response generation system for commercial transport aircraft are described. The current implementation is a prototype which concentrates on engine and control surface failure situations and consequent flight emergencies. The aiding system, termed Recovery Recommendation System (RECORS), uses a causal model of the relevant subset of the flight domain to simulate the effects of these failures and to generate appropriate responses, given the current aircraft state and the constraints of the current flight phase. Since detailed information about the aircraft state may not always be available, the model represents the domain at varying levels of abstraction and uses the less detailed abstraction levels to make inferences when exact information is not available. The structure of this model is described in detail.

Hudlicka, E.↗
NASA NTRS2005

Autonomous and Autonomic Swarms

A watershed in systems engineering is represented by the advent of swarm-based systems that accomplish missions through cooperative action by a (large) group of autonomous individuals each having simple capabilities and no global knowledge of the group s objective. Such systems, with individuals capable of surviving in hostile environments, pose unprecedented challenges to system developers. Design and testing and verification at much higher levels will be required, together with the corresponding tools, to bring such systems to fruition. Concepts for possible future NASA space exploration missions include autonomous, autonomic swarms. Engineering swarm-based missions begins with understanding autonomy and autonomicity and how to design, test, and verify systems that have those properties and, simultaneously, the capability to accomplish prescribed mission goals. Formal methods-based technologies, both projected and in development, are described in terms of their potential utility to swarm-based system developers.

Hinchey, Michael G.↗
DOE OSTI2022

Reconfigurable Intelligent Surfaces Empowered THz Communication in LEO Satellite Networks

Massive swarms of low Earth orbit (LEO) satellites are poising to serve for high-speed and low-latency ubiquitous connectivity with almost global coverage. Broadband inter-satellite communication is one of the key elements of satellite communication systems that orchestrate massive satellite swarms in cooperation. Thanks to technological advancements in microelectronics and micro-systems, the terahertz (THz) band has emerged as a strong candidate for inter-satellite links (ISLs) due to its promise of wideband communication. Especially, multi-antenna systems can improve the system performance along with the wideband supported by the THz band. However, multi-antenna systems should be reconsidered due to their size, weight, and price/power (SWaP) constraints. On the other hand, as a state-of-art multi-antenna technology, reconfigurable intelligent surface (RIS) is able to relax SWaP constraints because of its passive component-based structures. However, as similar reflection characteristic throughout wideband is difficult to meet, it is possible to observe beam misalignment. In this work, we first provide an assessment of the use of the THz band for ISLs and quantify the impact of misalignment fading on error performance. Then, in order to compensate for the high path loss associated with high carrier frequencies, and to further improve the signal-to-noise ratio (SNR), we propose the use of RISs mounted on neighboring satellites to enable signal propagation. Based on a mathematical analysis of the problem, we present the error rate expressions for RIS-assisted ISLs with misalignment fading. Also, numerical results show that RIS can leverage the error rate performance and achievable capacity of THz ISLs.

reconfigurable intelligent surfaces (RISs)↗
NASA NTRS2003

Cooperation of German Airports in Europe: Comparison of Different Types by Means of an Interdependence-Profile-Model

The limited growth possibilities in the home markets - not the least of which, based on capacity and expansion problems - force the large airport operators to enter into, via partnerships, cooperations and alliances. The German airports already cooperate among one another in different forms. The purpose of the paper is to examine the structures and possibilities of cooperation among airports in Europe (e.g. Airport Systems, Airport Networks). The experience of German airports with different cooperations and alliances will be also considered. Finally the forms of cooperations among airports are analysed by means of interdependence-profile-models with different features (mutual dependence, coordination volume, complexity, cooperation profit, value, degree of formalization and temporal frame), in order to find out how high the cooperative attachment of cooperation is to be evaluated.

Meincke, Peter A.↗
NASA NTRS1994

(abstract) Follow-on Missions for the Pluto Spacecraft

The Pluto Fast Flyby mission development baseline consists of 2 identical spacecraft (120 - 165 kg) to be launched to Pluto/Charon in the late 1990s. These spacecraft are intended to fly by Pluto and Charon in order to perform various remote-sensing scientific investigations and have a mission development cost less than $400M (FY92$) through launch plus 30 days. The long-life (6 - 10 years) mission duration and lightweight design make the Pluto spacecraft a good candidate for a number of other flyby missions to objects in the outer Solar System, and some of these were investigated by JPL in cooperation with NASA Code SL's (Solar System Exploration) Outer Planets Science Working Group (OPSWG) in 1993. The JPL team looked at what it would mean to fly one of these missions (if a third spacecraft were available) in terms of flight time, spacecraft modifications, and science payload resources; the OPSWG recommended science investigation modifications for the different targets based on the available resources. The missions could, in many cases, utilize less capable launch vehicles, thereby reducing life-cycle cost of the mission. Examples of the sort of targets which were investigated and looked attractive in terms of flight time are: Uranus, Neptune, Uranus/Neptune dual-mission, Trojan asteroids (624 Hektor, 617 Patroclus, others), 5145 Pholus (the reddest object known in the solar system), and Kuiper Belt objects (i.e., 1992 QB1) . This paper will present the results of this investigation in terms of potential science return, performance, and the potential for life-cycle cost reductions through inheritance from Pluto Fast Flyby .

Pluto Charon flyby follow-on missions↗
NASA NTRS1994

Review of European microgravity measurements

AA In a French/Russion cooperation, CNES developed a microgravity detection system for analyzing the Mir space station micro-g-environment for the first time. European efforts to characterize the microgravity (1/9) environment within a space laboratory began in the late seventies with the design of the First Spacelab Mission SL-1. Its Material Science Double Rack was the first payload element to carry its own tri-axial acceleration package. Even though incapable for any frequency analysis, the data provided a wealth of novel information for optimal experiment and hardware design and operations for missions to come. Theoretical investigations under ESA contract demonstrated the significance of the detailed knowledge of micro-g data for a thorough experiment analysis. They especially revealed the high sensitivity of numerous phenomena to low frequency acceleration. Accordingly, the payloads of the Spacelab missions D-1 and D-2 were furnished with state-of-the-art detection systems to ensure frequency analysis between 0.1 and 100 Hz. The Microgravity Measurement Assembly (MMA) of D-2 was a centralized system comprising fixed installed as well as mobile tri-axial packages showing real-time data processing and transmission to ground. ESA's free flyer EURECA carried a system for continuous measurement over the entire mission. All EURECA subsystems and experimental facilities had to meet tough requirements defining the upper acceleration limits. In a French/Russion cooperation, CNES developed a mi crogravity detection system for analyzing the Mir space station micro-g-environment for the first time. An approach to get access to low frequency acceleration between 0 and 0.02 Hz will be realized by QSAM (Quasi-steady Acceleration Measurement) on IML-2, complementary to the NASA system Spacelab Acceleration Measurement System SAMS. A second flight of QSAM is planned for the Russian free flyer FOTON.

Hamacher, Hans↗
NASA NTRS2004

NASA's Swarm Missions: The Challenge of Building Autonomous Software

The days of watching a massive manned cylinder thrust spectacularly off a platform into space might rapidly become ancient history when the National Aeronautics and Space Administration (NASA) introduces its new millenium mission class. Motivated by the need to gather more data than is possible with a single spacecraft, scientists have developed a new class of missions based on the efficiency and cooperative nature of a hive culture. The missions, aptly dubbed nanoswarm will be little more than mechanized colonies cooperating in their exploration of the solar system. Each swarm mission can have hundreds or even thousands of cooperating intelligent spacecraft that work in teams. The spacecraft must operate independently for long periods both in teams and individually, as well as have autonomic properties - self-healing, -configuring, -optimizing, and -protecting- to survive the harsh space environment. One swarm mission under concept development for 2020 to 2030 is the Autonomous Nano Technology Swarm (ANTS), in which a thousand picospacecraft, each weighing less than three pounds, will work cooperatively to explore the asteroid belt. Some spacecraft will form teams to catalog asteroid properties, such as mass, density, morphology, and chemical composition, using their respective miniature scientific instruments. Others will communicate with the data gatherers and send updates to mission elements on Earth. For software and systems development, this is uncharted territory that calls for revolutionary techniques.

Truszkowski, Walt↗
NASA NTRS1993

Scientific goals of the Cooperative Multiscale Experiment (CME)

Mesoscale Convective Systems (MCS) form the focus of CME. Recent developments in global climate models, the urgent need to improve the representation of the physics of convection, radiation, the boundary layer, and orography, and the surge of interest in coupling hydrologic, chemistry, and atmospheric models of various scales, have emphasized the need for a broad interdisciplinary and multi-scale approach to understanding and predicting MCS's and their interactions with processes at other scales. The role of mesoscale systems in the large-scale atmospheric circulation, the representation of organized convection and other mesoscale flux sources in terms of bulk properties, and the mutually consistent treatment of water vapor, clouds, radiation, and precipitation, are all key scientific issues concerning which CME will seek to increase understanding. The manner in which convective, mesoscale, and larger scale processes interact to produce and organize MCS's, the moisture cycling properties of MCS's, and the use of coupled cloud/mesoscale models to better understand these processes, are also major objectives of CME. Particular emphasis will be placed on the multi-scale role of MCS's in the hydrological cycle and in the production and transport of chemical trace constituents. The scientific goals of the CME consist of the following: understand how the large and small scales of motion influence the location, structure, intensity, and life cycles of MCS's; understand processes and conditions that determine the relative roles of balanced (slow manifold) and unbalanced (fast manifold) circulations in the dynamics of MCS's throughout their life cycles; assess the predictability of MCS's and improve the quantitative forecasting of precipitation and severe weather events; quantify the upscale feedback of MCS's to the large-scale environment and determine interrelationships between MCS occurrence and variations in the large-scale flow and surface forcing; provide a data base for initialization and verification of coupled regional, mesoscale/hydrologic, mesoscale/chemistry, and prototype mesoscale/cloud-resolving models for prediction of severe weather, ceilings, and visibility; provide a data base for initialization and validation of cloud-resolving models, and for assisting in the fabrication, calibration, and testing of cloud and MCS parameterization schemes; and provide a data base for validation of four dimensional data assimilation schemes and algorithms for retrieving cloud and state parameters from remote sensing instrumentation.

Cotton, William↗
NASA NTRS1998

X-33 Attitude Control System Design for Ascent, Transition, and Entry Flight Regimes

The Vehicle Control Systems Team at Marshall Space Flight Center, Systems Dynamics Laboratory, Guidance and Control Systems Division is designing under a cooperative agreement with Lockheed Martin Skunkworks, the Ascent, Transition, and Entry flight attitude control system for the X-33 experimental vehicle. Ascent flight control begins at liftoff and ends at linear aerospike main engine cutoff (NECO) while Transition and Entry flight control begins at MECO and concludes at the terminal area energy management (TAEM) interface. TAEM occurs at approximately Mach 3.0. This task includes not only the design of the vehicle attitude control systems but also the development of requirements for attitude control system components and subsystems. The X-33 attitude control system design is challenged by a short design cycle, the design environment (Mach 0 to about Mach 15), and the X-33 incremental test philosophy. The X-33 design-to-launch cycle of less than 3 years requires a concurrent design approach while the test philosophy requires design adaptation to vehicle variations that are a function of Mach number and mission profile. The flight attitude control system must deal with the mixing of aerosurfaces, reaction control thrusters, and linear aerospike engine control effectors and handle parasitic effects such as vehicle flexibility and propellant sloshing from the uniquely shaped propellant tanks. The attitude control system design is, as usual, closely linked to many other subsystems and must deal with constraints and requirements from these subsystems.

Hall, Charles E.↗
NASA NTRS1999

X-33 Attitude Control Using the XRS-2200 Linear Aerospike Engine

The Vehicle Control Systems Team at Marshall Space Flight Center, Structures and Dynamics Laboratory, Guidance and Control Systems Division is designing, under a cooperative agreement with Lockheed Martin Skunkworks, the Ascent, Transition, and Entry flight attitude control systems for the X-33 experimental vehicle. Test flights, while suborbital, will achieve sufficient altitudes and Mach numbers to test Single Stage To Orbit, Reusable Launch Vehicle technologies. Ascent flight control phase, the focus of this paper, begins at liftoff and ends at linear aerospike main engine cutoff (MECO). The X-33 attitude control system design is confronted by a myriad of design challenges: a short design cycle, the X-33 incremental test philosophy, the concurrent design philosophy chosen for the X-33 program, and the fact that the attitude control system design is, as usual, closely linked to many other subsystems and must deal with constraints and requirements from these subsystems. Additionally, however, and of special interest, the use of the linear aerospike engine is a departure from the gimbaled engines traditionally used for thrust vector control (TVC) in launch vehicles and poses certain design challenges. This paper discusses the unique problem of designing the X-33 attitude control system with the linear aerospike engine, requirements development, modeling and analyses that verify the design.

Hall, Charles E.↗
NASA NTRS1990

Heat Pipes

Bobs Candies, Inc. produces some 24 million pounds of candy a year, much of it 'Christmas candy.' To meet Christmas demand, it must produce year-round. Thousands of cases of candy must be stored a good part of the year in two huge warehouses. The candy is very sensitive to temperature. The warehouses must be maintained at temperatures of 78-80 degrees Fahrenheit with relative humidities of 38- 42 percent. Such precise climate control of enormous buildings can be very expensive. In 1985, energy costs for the single warehouse ran to more than $57,000 for the year. NASA and the Florida Solar Energy Center (FSEC) were adapting heat pipe technology to control humidity in building environments. The heat pipes handle the jobs of precooling and reheating without using energy. The company contacted a FSEC systems engineer and from that contact eventually emerged a cooperative test project to install a heat pipe system at Bobs' warehouses, operate it for a period of time to determine accurately the cost benefits, and gather data applicable to development of future heat pipe systems. Installation was completed in mid-1987 and data collection is still in progress. In 1989, total energy cost for two warehouses, with the heat pipes complementing the air conditioning system was $28,706, and that figures out to a cost reduction.

Source record↗
NASA NTRS1981

Automated pilot advisory system test and evaluation at Manassas Municipal Airport

In cooperation with the Federal Aviation Administration, NASA developed an experimental automated pilot advisory system (APAS) to provide airport and air traffic advisories at high density uncontrolled airports. The APAS concept is to utilize low cost automated systems to provide the necessary information for pilots to more safely plan and execute approach and landing at uncontrolled high density airports. The system is designed to be a natural extension of the procedural visual flight rules system used at uncontrolled airports and, as an advisory system, will enhance the "see-and-be-seen" rule and an evaluation of the APAS concept was obtained from pilots who used the system at the Manassas, Virginia airport. These evaluations and the system performance are presented.

Parks, J. L., Jr.↗
NASA NTRS2021

Detection and Tracking of Aircraft in the Far-Field from Small Unmanned Aerial Systems

Onboard far-field aircraft detection is needed for safe non-cooperative traffic mitigation in autonomous small Unmanned Aerial System (sUAS) operations. Machine vision systems, based on standard optics and visible light detectors, possess the ideal size, weight, and power (SWaP) requirements for sUAS. This work presents the design and analysis of a novel aircraft detection and tracking pipeline based on optical sensing alone. Key contributions of the work include a refined range inequality model based on sensing and detection with FAA well-clear separation assurance distances between aircraft in mind, a detector fusion method to maximize the benefit of two image detectors, and a comparative analysis of Linear Kalman-filtering and Extended Kalman-filtering to seek optimal tracking performance. The pipeline is evaluated offline against multiple intruder platforms, using two types of flight encounters: multirotor sUAS vs. fixed-wing sUAS and multirotor sUAS vs. general aviation(GA)plane. Analysis is restricted to the rate-limiting head-on and departing collision volume cases vertically separated for safety. Results indicate that it is feasible to use the proposed optical spatial-temporal tracking algorithm to provide adequate alerting time to prevent penetration of well-clear separation volumes for both sUAS and GA aircraft.

Unmanned Aerial System↗