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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1998

"2001: A Space Odyssey" Revisited--The Feasibility of 24 Hour Commuter Flights to the Moon Using NTR Propulsion with LUNOX Afterburners

The prospects for "24 hour" commuter flights to the Moon, similar to that portrayed in 2001: A Space Odyssey but on a more Spartan scale, are examined using two near term, "high leverage" technologies--liquid oxygen (LOX)-augmented nuclear thermal rocket (NTR) propulsion and "lunar-derived" oxygen (LUNOX) production. Ironrich volcanic glass, or "orange soil," discovered during the Apollo 17 mission to Taurus-Littrow, has produced a 4% oxygen yield in recent NASA experiments using hydrogen reduction. LUNOX development and utilization would eliminate the need to transport oxygen supplies from Earth and is expected to dramatically reduce the size, cost and complexity of space transportation systems. The LOX-augmented NTR concept (LANTR) exploits the high performance capability of the conventional liquid hydrogen (LH2)-cooled NTR and the mission leverage provided by LUNOX in a unique way, LANTR utilizes the large divergent section of its nozzle as an "afterburner" into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging front the engine's choked sonic throat--essentially "scramjet propulsion in reverse." By varying the oxygen-to-hydrogen mixture ratio, the LANTR engine can operate over a wide range of thrust and specific impulse (Isp) values while the reactor core power level remains relatively constant. The thrust augmentation feature of LANTR means that "big engine" performance can be obtained using smaller, more affordable, easier to test NTR engines. The use of high-density LOX in place of low-density LH2 also reduces hydrogen mass and tank volume resulting in smaller space vehicles. An implementation strategy and evolutionary lunar mission architecture is outlined which requires only Shuttle C or "in-line" Shuttle-derived launch vehicles, and utilizes conventional NTR-powered lunar transfer vehicles (LTVs), operating in an "expendable mode" initially, to maximize delivered surface payload on each mission. The increased payload is dedicated to installing "modular" LUNOX production units with the intent of supplying LUNOX to lunar landing vehicles (LLVS) and then LTVs at the earliest possible opportunity. Once LUNOX becomes available in low lunar orbit (LLO), monopropellant NTRs would be outfitted with an oxygen propellant module, feed system and afterburner nozzle for "bipropellant" operation. Transition to a "reusable" mission architecture now occurs with smaller, LANTR-powered LTVs delivering approximately 400% more payload on each piloted round trip mission than earlier expendable "all LH2" NTR systems. As initial lunar outposts grow to eventual lunar settlements and LUNOX production capacity increases, the LANTR concept can enable a rapid "commuter" shuttle capable of 24 hour "one way" trips to and from the Moon, A vast deposit of"iron-rich" volcanic glass beads identified at just one candidate site--located at the southeastern edge of Mare Serenitatis--could supply, sufficient LUNOX to support daily commuter flights to the Moon for the next 9000 years!

Borowski, Stanley K.↗
NASA NTRS2001

"2001: A Space Odyssey" Revisited: The Feasibility of 24 Hour Commuter Flights to the Moon Using NTR Propulsion with LUNOX Afterburners

The prospects for "24 hour" commuter flights to the Moon. similar to that portrayed in 2001: A Space Odyssey but on a more Spartan scale. are examined using two near term. "high leverage" technologies-liquid oxygen (LOX)-augmented nuclear thermal rocket (NTR) propulsion and "lunar-derived" oxygen (LUNOX) production. Iron-rich volcanic glass. or "orange soil," discovered during the Apollo 17 mission to Taurus-Littrow. has produced a 4% oxygen yield in recent NASA experiments using hydrogen reduction. LUNOX development and utilization would eliminate the need to transport oxygen supplies from Earth and is expected to dramatically reduce the size, cost and complexity of space transportation systems. The LOX-augmented NTR concept (LANTR) exploits the high performance capability of the conventional liquid hydrogen (LH2)-cooled NTR and the mission leverage provided by LUNOX in a unique way. LANTR utilizes the large divergent section of its nozzle as an "afterburner" into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engine's choked sonic throat-essentially "scramjet propulsion in reverse." By varying the oxygen-to-hydrogen mixture ratio, the LANTR engine can operate over a wide range of thrust and specific impulse (Isp) values while the reactor core power level remains relatively constant. The thrust augmentation feature of LANTR means that "big engine" performance can be obtained using smaller. more affordable. easier to test NTR engines. The use of high-density LOX in place of low-density LH2 also reduces hydrogen mass and tank volume resulting in smaller space vehicles. An implementation strategy and evolutionary lunar mission architecture is outlined which requires only Shuttle C or "in-line" Shuttle-derived launch vehicles, and utilizes conventional NTR-powered lunar transfer vehicles (LTVs), operating in an "expendable mode" initially, to maximize delivered surface payload on each mission. The increased payload is dedicated to installing "modular" LUNOX production units with the intent of supplying LUNOX to lunar landing vehicles (LLVs) and then LTVs at the earliest possible opportunity. Once LUNOX becomes available in low lunar orbit (LLO), monopropellant NTRs would be outfitted with an oxygen propellant module, feed system and afterburner nozzle for "bipropellant" operation. Transition to a "reusable" mission architecture now occurs with smaller, LANTR-powered LTVs delivering approximately 400% more payload on each piloted round trip mission than earlier expendable "all LH2" NTR systems. As initial lunar outposts grow to eventual lunar settlements and LUNOX production capacity increases, the LANTR concept can enable a rapid "commuter" shuttle capable of 24 hour "one way" trips to and from the Moon. A vast deposit of "iron-rich" volcanic glass beads identified at just one candidate site - located at the southeastern edge of Mare Serenitatis - could supply sufficient LUNOX to support daily commuter flights to the Moon for the next 9000 years'.

Borowski, Stanley K.↗
NASA NTRS2003

2001: A Space Odyssey Revisited: The Feasibility of 24 Hour Commuter Flights to the Moon Using NTR Propulsion with LUNOX Afterburners

The prospects for 24 hour commuter flights to the Moon, similar to that portrayed in 2001: A Space Odyssey but on a more Spartan scale, are examined using two near term, high leverage technologies: liquid oxygen (LOX)-augmented nuclear thermal rocket (NTR) propulsion and lunar-derived oxygen (LUNOX) production. Iron-rich volcanic glass, or orange soil, discovered during the Apollo 17 mission to Taurus-Littrow, has produced a 4 percent oxygen yield in recent NASA experiments using hydrogen reduction. LUNOX development and utilization would eliminate the need to transport oxygen supplies from Earth and is expected to dramatically reduce the size, cost and complexity of space transportation systems. The LOX-augmented NTR concept (LANTR) exploits the high performance capability of the conventional liquid hydrogen (LH2)-cooled NTR and the mission leverage provided by LUNOX in a unique way. LANTR utilizes the large divergent section of its nozzle as an afterburner into which oxygen is injected and supersonically combusted with nuclear preheated hydrogen emerging from the engine's choked sonic throat, essentially scramjet propulsion in reverse. By varying the oxygen-to-hydrogen mixture ratio, the LANTR engine can operate over a wide range of thrust and specific impulse (Isp) values while the reactor core power level remains relatively constant. The thrust augmentation feature of LANTR means that big engine performance can be obtained using smaller, more affordable, easier to test NTR engines. The use of high-density LOX in place of low density LH2 also reduces hydrogen mass and tank volume resulting in smaller space vehicles. An implementation strategy and evolutionary lunar mission architecture is outlined which requires only Shuttle C or in-line Shuttle-derived launch vehicles, and utilizes conventional NTR-powered lunar transfer vehicles (LTVs), operating in an expendable mode initially, to maximize delivered surface payload on each mission. The increased payload is dedicated to installing modular LUNOX production units with the intent of supplying LUNOX to lunar landing vehicles (LLVs) and then LTVs at the earliest possible opportunity. Once LUNOX becomes available in low lunar orbit (LLO), monopropellant NTRs would be outfitted with an oxygen propellant module, feed system and afterburner nozzle for bipropellant operation. Transition to a reusable mission architecture now occurs with smaller, LANTR-powered LTVs delivering ~400% more payload on each piloted round trip mission than earlier expendable all LH2 NTR systems. As initial lunar outposts grow to eventual lunar settlements and LUNOX production capacity increases, the LANTR concept can enable a rapid commuter shuttle capable of 24 hour one way trips to and from the Moon. A vast deposit of iron-rich volcanic glass beads identified at just one candidate site located at the southeastern edge of Mare Serenitatis could supply sufficient LUNOX to support daily commuter flights to the Moon for the next 9000 years!

Borowski, Stanley↗
NASA NTRS1983

FET commutated current-FED inverter

A shunt switch comprised of a field-effect transistor (Q.sub.1) is employed to commutate a current-fed inverter (10) using thyristors (SCR1, SCR2) or bijunction transistors (Q.sub.2, Q.sub.3) in a full bridge (1, 2, 3, 4) or half bridge (5, 6) and transformer (T.sub.1) configuration. In the case of thyristors, a tapped inverter (12) is employed to couple the inverter to a dc source to back bias the thyristors during commutation. Alternatively, a commutation power supply (20) may be employed for that purpse. Diodes (D.sub.1, D.sub.2) in series with some voltage dropping element (resistor R.sub.12 or resistors R.sub.1, R.sub.2 or Zener diodes D.sub.4, D.sub.5) are connected in parallel with the thyristors in the half bridge and transformer configuration to assure sharing the back bias voltage. A clamp circuit comprised of a winding (18) negatively coupled to the inductor and a diode (D.sub.3) return stored energy from the inductor to the power supply for efficient operation with buck or boost mode.

Rippel, Wally E.↗
DOE OSTI2026

Generalized Hall conductivities in local commuting projector models: Generalized symmetries and protected surface modes

Hall conductivities are important characterizations of phases of matter. It is known that nonzero Hall conductivities are difficult to realize in local commuting projector lattice models due to no-go theorems in (2+1)⁢D. In this work we construct local commuting projector models in (2+1)⁢D and (3+1)⁢D with nonzero generalized Hall conductivities for ordinary and higher-form continuous symmetries on tensor product Hilbert space of finite local dimension. The model is given by a standard ℤ 𝑁 toric code, but the symmetries do not admit expression in terms of on-site charge operators. The symmetry do not have local charges or currents on the lattice in the absence of boundaries, but there is still a notion of Hall conductivities that coincide with the continuum field theories. We construct protected gapless boundaries of the lattice models using modified Villain formalism. The generalized Hall conductivities are computed by surface currents as well as bulk flux insertion and many-body Chern number.

Anomalies↗
NASA NTRS1971

Silicon-controlled-rectifier square-wave inverter with protection against commutation failure

The square-wave SCR inverter that was designed, built, and tested includes a circuit to turn off the inverter in case of commutation failure. The basic power stage is a complementary impulse-commutated parallel inverter consisting of only six components. The 400-watt breadboard was tested while operating at + or - 28 volts, and it had a peak efficiency of 95.5 percent at 60 hertz and 91.7 percent at 400 hertz. The voltage regulation for a fixed input was 3 percent at 60 hertz. An analysis of the operation and design information is included.

Birchenough, A. G.↗
NASA NTRS1973

Impulse commutating circuit with transformer to limit reapplied voltage

Silicon controlled rectifier opens circuit with currents flowing up to values of 30 amperes. Switching concept halves both current and voltage in middle of commutating cycle thereby lowering size and weight requirements. Commutating circuit can be turned on or off by command and will remain on in absence of load due to continuous gate.

Mcconville, J. H.↗
NASA NTRS1972

Trends in Commuter Air Carrier Operations

The market for commuter air service is analyzed. Methods for reducing the costs of short haul air transportation are discussed. The problems facing the operators of short haul air transport services are identified. Proposed changes in commuter air carrier regulation are submitted.

Swan, W.↗
NASA NTRS1982

Advanced technologies applied to reduce the operating costs of small commuter transport aircraft

The application of new aerodynamic, structural, and propulsion technologies to a specified baseline commuter aircraft is studied. The assessment models can be used on a desktop calculator and include a sizing program, operating cost program, and passenger ride qualities model. Evaluation is done with a step-by-step approach and is applied to range, number and type of engines, structure, wing selection, and configuration. A 40 percent direct operating cost saving is anticipated compared to current well established commuter aircraft.

Masefield, O.↗
NASA NTRS1983

Application of variable-sweep wings to commuter aircraft

The effects of using variable-sweep wings on the riding quality and mission-performance characteristics of commuter-type aircraft were studied. A fixed-wing baseline vehicle and a variable-sweep version of the baseline were designed and evaluated. Both vehicles were twin-turboprop, pressurized-cabin, 30-passenger commuter aircraft with identical mission requirements. Mission performance was calculated with and without various ride-quality constraints for several combinations of cruise altitude and stage lengths. The variable-sweep aircraft had a gross weight of almost four percent greater than the fixed-wing baseline in order to meet the design-mission requirements. In smooth air, the variable sweep configuration flying with low sweep had a two to three percent fuel-use penalty. However, the imposition of quality constraints in rough air can result in advantages in both fuel economy and flight time for the variable-sweep vehicle flying with high sweep.

Robins, A. W.↗
NASA NTRS1983

A new inverter topology using GTO commutation

A new N-phase, forced commutated bridge inverter topology has been developed wherein a single Gate Turn Off Thyristor (GTO) is used to commutate each of 2N main Thyristors (SCRs). Since, for most applications, the primary loss mechanism is the SCR forward drop, very high efficiencies are possible. Compared with conventional pure SCR and pure GTO inverters, cost per kW is lower - in the former case due to the large cost differential between GTOs and SCRs. Other advantages of the new inverter include high power density, low switching losses and stresses, modulation flexibility and amenability to high voltage and high frequency operation.

Rippel, W. E.↗
NASA NTRS1986

Preliminary control law and hardware designs for a ride quality augmentation system for commuter aircraft. Phase 2

The continued investigation of the design of Ride Quality Augmentation Systems (RQAS) for commuter aircraft is described. The purpose of these RQAS is the reduction of the vertical and lateral acceleration response of the aircraft due to atmospheric turbulence by the application of active control. The current investigations include the refinement of the sample data feedback control laws based on the control-rate-weighting and output-weighting optimal control design techniqes. These control designs were evaluated using aircraft time simulations driven by Dryden spectra turbulence. Fixed gain controllers were tested throughout the aircrft operating envelope. The preliminary design of the hardware modifications necessary to implement and test the RQAS on a commuter aircraft is included. These include a separate surface elevator and the flap modifications to provide both direct lift and roll control. A preliminary failure mode investigation was made for the proposed configuration. The results indicate that vertical acceleration reductions of 45% and lateral reductions of more than 50% are possible. A fixed gain controller appears to be feasible with only minor response degradation.

Davis, D. J.↗
NASA NTRS1987

Advanced propfan analysis for the family of commuter airplanes

Advanced propfans were selected to be used throughout the family of commuters. These propulsion systems offer a 25 to 28 percent fuel savings over comparably sized turbofans operating in the 1990s. A brief study of the propulsion systems available for the family of commuters is provided and the selection of the advanced turboprops justified. The propeller and engine designs and performance are discussed. The integration of these designs are examined. Also addressed is the noise considerations and constraints due to propfan installation.

Swift, Gerald A.↗
NASA NTRS1991

Electromagnetic Gun With Commutated Coils

Proposed electromagnetic gun includes electromagnet coil, turns of which commutated in sequence along barrel. Electrical current fed to two armatures by brushes sliding on bus bars in barrel. Interaction between armature currents and magnetic field from coil produces force accelerating armature, which in turn, pushes on projectile. Commutation scheme chosen so magnetic field approximately coincides and moves with cylindrical region defined by armatures. Scheme has disadvantage of complexity, but in return, enables designer to increase driving magnetic field without increasing armature current. Attainable muzzle velocity increased substantially.

Elliott, David G.↗
NASA NTRS1991

Damage tolerance for commuter aircraft

The damage tolerance experience in the United States Air Force with military aircraft and in the commercial world with large transport category aircraft indicates that a similar success could be achieved in commuter aircraft. The damage tolerance process is described for the purpose of defining the approach that could be used for these aircraft to ensure structural integrity. Results of some of the damage tolerance assessments for this class of aircraft are examined to illustrate the benefits derived from this approach. Recommendations are given for future damage tolerance assessment of existing commuter aircraft and on the incorporation of damage tolerance capability in new designs.

Aging Aircraft↗
DOE OSTI2026

Commuting embeddings for parallel strategies in non-local games

Non-local games provide a versatile framework for probing quantum correlations and for benchmarking the power of entanglement. In finite dimensions, the standard method for playing several games in parallel requires a tensor product of the local Hilbert spaces, which scales additively in the number of qubits. In this work, we show that this additive cost can be reduced by exploiting algebraic embeddings. We introduce two forms of compressions. First, when a referee selects one game from a finite collection of games at random, the game quantum strategy can be implemented using a maximally entangled state of dimension equal to the largest individual game, thereby eliminating the need for repeated state preparations. Second, we establish conditions under which several games can be played simultaneously in parallel on fewer qubits than the tensor product baseline. These conditions are expressed in terms of commuting embeddings of the game algebras. Moreover, we provide a constructive framework for building such embeddings. Using tools from Lie theory, we show that aligning the various game algebras into a common Cartan decomposition enables such a qubit reduction. Beyond the theoretical contribution, our framework casts NLGs as algebraic primitives for distributed and resource-constrained quantum computations and suggested NLGs as a comparable device-independent dimension witness.

Commuting embeddings↗
DOE OSTI2026

Understanding Electric Vehicle Range and Charging Needs: Interactions Between Ambient Temperature, Commute Patterns, and State-of-Charge Usage

Electric vehicle (EV) performance can vary substantially under real-world operating conditions, particularly due to ambient temperature effects on energy consumption, battery behavior, and thermal management requirements. This study quantifies how weather conditions, daily driving patterns, and State-of-Charge (SOC) usage strategies jointly influence EV driving range, charging frequency, and overall energy efficiency. A detailed and experimentally validated Autonomie vehicle model is developed, integrating a powertrain, a mono-zonal cabin model, and a battery electro-thermal model. Three battery sizes (200-, 300-, and 400-mile homologated ranges) are assessed across five commute profiles (20–200 miles) and six ambient temperatures (−18 °C to 50 °C), including scenarios with and without preconditioning. Results show that extreme temperatures could significantly decrease the maximum achievable range by up to 55% in cold conditions (−18 °C) and 40% in hot conditions (50 °C), relative to moderate conditions. Larger battery packs retain a greater fraction of their nominal range under thermal stress, while smaller packs experience sharper relative penalties due to the higher contribution of thermal loads to total energy demand. The analysis further demonstrates that limiting operation to partial SOC windows (e.g., 80–20%), a common real-world practice, significantly reduces achievable range and increases charging frequency, particularly in cold weather. Thermal preconditioning while plugged in is shown to mitigate these effects for short trips, reducing energy consumption by up to 31% in hot conditions and 7% in cold conditions. The findings demonstrate how climate, SOC usage behavior, and thermal management jointly shape the practical driving capability of EVs, highlighting the importance of efficient thermal management and realistic user charging strategies for ensuring reliable EV operation across diverse climatic scenarios.

33 ADVANCED PROPULSION SYSTEMS↗