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NASA NTRS2004

Systems Analysis Developed for All-Electric Aircraft Propulsion

There is a growing interest in the use of fuel cells as a power source for all-electric aircraft propulsion as a means to substantially reduce or eliminate environmentally harmful emissions. Among the technologies under consideration for these concepts are advanced proton exchange membrane (PEM) and solid oxide fuel cells (SOFCs), alternative fuels and fuel processing, and fuel storage. A multidisciplinary effort is underway at the NASA Glenn Research Center to develop and evaluate concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. As part of this effort, system studies are being conducted to identify concepts with high payoff potential and associated technology areas for further development. To support this effort, a suite of component models was developed to estimate the mass, volume, and performance for a given system architecture. These models include a hydrogen-air PEM fuel cell; an SOFC; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. First-order feasibility studies were completed for an all-electric personal air vehicle utilizing a fuel-cell-powered propulsion system. A representative aircraft with an internal combustion engine was chosen as a baseline to provide key parameters to the study, including engine power and subsystem mass, fuel storage volume and mass, and aircraft range. The engine, fuel tank, and associated ancillaries were then replaced with a fuel cell subsystem. Various configurations were considered including a PEM fuel cell with liquid hydrogen storage, a direct methanol PEM fuel cell, and a direct internal reforming SOFC/turbine hybrid system using liquid methane fuel. Each configuration was compared with the baseline case on a mass and range basis.

Kohout, Lisa L.↗

NASA NTRS2003

Fuel Cell Propulsion Systems for an All-electric Personal Air Vehicle

Kohout, Lisa L.↗

NASA NTRS2003

Fuel Cell Propulsion Systems for an All-Electric Personal Air Vehicle

Kohout, Lisa L.↗

NASA NTRS1994

Teacher Enhancement Institute

During the 1980's, a period of intense concern over educational quality in the United States, few indicators of U.S. student achievement garnered the interest of policy makers and pundits as successfully as the results of international testing in mathematics and science. This concern was so great that as a part of the Goals 2000 initiative, President George Bush indicated that 'By the year 2000, U.S. students should be first in the world in mathematics and science.' The Clinton Administration is placing a major emphasis, not only on rigorous academic standards and creating a new system for assessing students' progress, but also including professional development as a major focus. The argument being that teachers need more sustained, intensive training to prepare them to teach to higher standards. Executive order 12821 mandates that national laboratories 'assist in the mathematics and science education of our Nation's students, teachers, parents and the public by establishing programs at their agency to provide for training elementary and secondary school teachers to improve their knowledge of mathematics and science'. These and other issues led to the development of ideas for a project that addresses the need for excellence in mathematics, science and technology instruction. In response to these initiatives the NASA/LaRC Teacher Enhancement Institute was proposed. The TEI incorporated systemic reform perspectives, enhanced content knowledge for teachers, and teacher preparation. Emphasis was also placed on recruiting those educators who teach in impoverished urban school districts with at-risk student populations who have been traditionally under represented in science, mathematics, technology and engineering. Participants in the Teacher Enhancement Institute were 37 teachers from grades K-8, teaching in Region 2 in the state of Virginia, as well as 2 preservice teachers from Norfolk State University and one teacher from Dublin, Virginia, where a Science/Mathematics model school has been established. Teachers selected for this project represented school systems where income levels are extremely low, and students served tend not to receive innovative instruction in mathematics and science and their use of technology is limited. The Teacher Enhancement Institute contained several features, that when combined, allowed for a unique experience. Some of these features included local teachers, administrators and school board members as presenters, instruction and use of technology every day, tours of select features of the research facility, briefings by NASA/LaRC scientists, engineers and researchers as well as individuals from the Continuous Electron Beam Accelerator Facility (CEBAF). Another unique feature of this program is to have participants convene on three separate occasions throughout the academic year to discuss strategies for information dissemination and implementation results. Teachers' attitudes towards the use of technology, their ability to develop lessons using technology and their ability to develop lessons using information obtained through TEI were assessed using instruments developed by TEI summer faculty members. Data from these instruments were analyzed and reported in a final report submitted to the director of the Office of Education.

Marshall-Bradley, Tina↗

NASA NTRS2011

NASA-DoD Lead-Free Electronics Project. DRAFT Joint Test Report

The use of conventional tin-lead (SnPb) in circuit board manufacturing is under ever-increasing political scrutiny due to increasing regulations concerning lead. The "Restriction of Hazardous Substances" (RoHS) directive enacted by the European Union (EU) and a pact between the United States National Electronics Manufacturing Initiative (NEMI), Europe's Soldertec at Tin Technology Ltd. and the Japan Electronics and Information Technology Industries Association (JEITA) are just two examples where worldwide legislative actions and partnerships/agreements are affecting the electronics industry. As a result, many global commercial-grade electronic component suppliers are initiating efforts to transition to lead-free (Pb-free) in order to retain their worldwide market. Pb-free components are likely to find their way into the inventory of aerospace or military assembly processes under current government acquisition reform initiatives. Inventories "contaminated" by Pb-free will result in increased risks associated with the manufacturing, product reliability, and subsequent repair of aerospace and military electronic systems. Although electronics for military and aerospace applications are not included in the RoHS legislation, engineers are beginning to find that the commercial industry's move towards RoHS compliance has affected their supply chain and changed their parts. Most parts suppliers plan to phase out their non-compliant, leaded production and many have already done so. As a result, the ability to find leaded components is getting harder and harder. Some buyers are now attempting to acquire the remaining SnPb inventory, if it's not already obsolete. Original Equipment Manufacturers (OEMs), depots, and support contractors have to be prepared to deal with an electronics supply chain that increasingly provides more and more parts with Pb-free finishes-some labeled no differently than their Pb counterparts-while at the same time providing the traditional Pb parts. The longer the transition period, the greater the likelihood of Pb-free parts inadvertently being mixed with Pb parts and ending up on what are supposed to be Pb systems. As a result, OEMs, depots, and support contractors need to take action now to either abate the influx of Pb-free parts, or accept it and deal with the likely interim consequences of reduced reliability due to a wide variety of matters, such as Pb contamination, high temperature incompatibility, and tin whiskering. Allowance of Pb-free components produces one of the greatest risks to the reliability of a weapon system. This is due to new and poorly understood failure mechanisms, as well as unknown long-term reliability. If the decision is made to consciously allow Pb-free solder and component finishes into SnPb electronics, additional effort (and cost) will be required to make the significant number of changes to drawings and task order procedures. This project is a follow-on effort to the Joint Council on Aging Aircraft/Joint Group on Pollution Prevention (JCAA/JG-PP) Pb-free Solder Project which was the first group to test the reliability of Pb-free solder joints against the requirements of the aerospace and military community.

Kessel, Kurt↗

NASA NTRS1997

National Aeronautics and Space Administration Science and Engineering Apprentice Program

The National Aeronautics and Space Administration's Science and Engineering Apprentice Program for high school students is one of NASA's many efforts toward a goal of scientific literacy. It embraces science, mathematics, and technology as keys to purposeful and sustained progress and security for our nation and its people. It serves as a model for helping reform education by striving to address mechanisms to influence the knowledge, skills, and attitudes of our students. It focuses on what to do today to meet the challenges of tomorrow.

Source record↗

NASA NTRS2005

Review of HxPyOz-Catalyzed H + OH Recombination in Scramjet Nozzle Expansions; and Possible Phosphoric Acid Enhancement of Scramjet Flameholding, from Extinction of H3PO4 + H2 - Air Counterflow Diffusion Flames

Recent detailed articles by Twarowski indicate that small quantities of phosphorus oxides and acids in the fuel-rich combustion products of H2 + phosphine (PH3) + air should significantly catalyze H, OH and O recombination kinetics during high-speed nozzle expansions -- to reform H2O, release heat, and approach equilibrium more rapidly and closely than uncatalyzed kinetics. This paper is an initial feasibility study to determine (a) if addition of phosphoric acid vapor (H3PO4) to a H2 fuel jet -- which is much safer than using PH3 -- will allow combustion in a high-speed scramjet engine test without adverse effects on localized flameholding, and (b) if phosphorus-containing exhaust emissions are environmentally acceptable. A well-characterized axisymmetric straight-tube opposed jet burner (OJB) tool is used to evaluate H3PO4 addition effects on the air velocity extinction limit (flame strength) of a H2 versus air counterflow diffusion flame. Addition of nitric oxide (NO), also believed to promote catalytic H-atom recombination, was evaluated for comparison. Two to five mass percent H3PO4 in the H2 jet increased flame strength 4.2%, whereas airside addition decreased it 1%. Adding 5% NO to the H2 caused a 2% decrease. Products of H-atom attack on H3PO4 produced an intense green chemiluminescence near the stagnation point. The resultant exothermic production of phosphorus oxides and acids, with accelerated H-atom recombination, released sufficient heat near the stagnation point to increase flame strength. In conclusion, the addition of H3PO4 vapor (or more reactive P sources) to hydrogen in scramjet engine tests may positively affect flameholding stability in the combustor and thrust production during supersonic expansion -- a possible dual benefit with system design / performance implications. Finally, a preliminary assessment of possible environmental effects indicates that scramjet exhaust emissions should consist of phosphoric acid aerosol, with gradual conversion to phosphate aerosol. This is compared to various natural abundances and sources.

Pellett, Gerald↗

NASA NTRS2003

Systems Analysis Initiated for All-Electric Aircraft Propulsion

A multidisciplinary effort is underway at the NASA Glenn Research Center to develop concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. There is a growing interest in the use of fuel cells as a power source for electric propulsion as well as an auxiliary power unit to substantially reduce or eliminate environmentally harmful emissions. A systems analysis effort was initiated to assess potential concepts in an effort to identify those configurations with the highest payoff potential. Among the technologies under consideration are advanced proton exchange membrane (PEM) and solid oxide fuel cells, alternative fuels and fuel processing, and fuel storage. Prior to this effort, the majority of fuel cell analysis done at Glenn was done for space applications. Because of this, a new suite of models was developed. These models include the hydrogen-air PEM fuel cell; internal reforming solid oxide fuel cell; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. Initial mass, volume, and performance estimates of a variety of PEM systems operating on hydrogen and reformate have been completed for a baseline general aviation aircraft. Solid oxide/turbine hybrid systems are being analyzed. In conjunction with the analysis efforts, a joint effort has been initiated with Glenn s Computer Services Division to integrate fuel cell stack and component models with the visualization environment that supports the GRUVE lab, Glenn s virtual reality facility. The objective of this work is to provide an environment to assist engineers in the integration of fuel cell propulsion systems into aircraft and provide a better understanding of the interaction between system components and the resulting effect on the overall design and performance of the aircraft. Initially, three-dimensional computer-aided design (CAD) models of representative PEM fuel cell stack and components were developed and integrated into the virtual reality environment along with an Excel-based model used to calculate fuel cell electrical performance on the basis of cell dimensions (see the figure). CAD models of a representative general aviation aircraft were also developed and added to the environment. With the use of special headgear, users will be able to virtually manipulate the fuel cell s physical characteristics and its placement within the aircraft while receiving information on the resultant fuel cell output power and performance. As the systems analysis effort progresses, we will add more component models to the GRUVE environment to help us more fully understand the effect of various system configurations on the aircraft.

Kohout, Lisa L.↗

NASA NTRS1991

NASA industry education initiative. Education programs report, 1991

Findings from the initial inventory of education programs show that support for the NASA-Industry Education Initiative (NIEI) appears to be strong among the organizations surveyed. In addition, the range, depth and historical baselines of NIEI education programs are encouraging. It is also apparent that there is a significant level of cooperation between NIEI members and other organizations. Heavily focused towards science, engineering, mathematics and technology achievement, NIEI activities appear to be aligned with national education goals. Three criticisms are revealed: (1) the majority of programs are targeted fairly late in the education cycle; (2) the number of initiatives geared towards adult literacy and adult skills-enhancement appears to be relatively low; (3) the majority of NIEI activities involve traditional education-assistance programs, but the number of critical assessment and systematic reform initiatives is low. Four Working Group recommendations resulted from this activity: (1) NIEI Working Group operations should continue for an indefinite period, with participation open to other like-minded private-sector organization; (2) the report should be periodically updated; (3) an analysis of ongoing education programs should be conducted; (4) American corporations should continue to support education and evaluate in-house programs periodically.

Source record↗

NASA NTRSDate not supplied

Revisiting the Soyuz-1 Parachute Failure in the Context of Safety in the Modern Era

The Soyuz‑1 accident remains one of the most consequential parachute related failures in human spaceflight history and provides enduring lessons for modern Entry, Descent, and Landing (EDL) system design. Occurring during the height of the Cold War and the Space Race, the mission unfolded under extraordinary political and schedule pressure as the Soviet Union sought to maintain its early leadership in space achievements following the death of chief designer Sergei Korolev. Despite unresolved propulsion, electrical, and parachute system deficiencies, Soyuz‑1 proceeded to launch and immediately encountered critical inflight anomalies, including a failed solar panel deployment, attitude control issues, and communication dropouts. Upon reentry, a malfunction in the parachute system, driven by a primary main canopy that failed to deploy, and subsequent entanglement of the reserve main canopy with the primary drogue parachute, resulted in insufficient deceleration and the fatal crash of cosmonaut Vladimir Komarov. Subsequent investigations revealed deep rooted cultural and organizational issues within the Soviet space program, including inadequate testing, suppression of dissent, undocumented last minute design changes, and the absence of integrated parachute system verification. More than 200 design flaws were identified after the accident, and firsthand accounts, including those from Yuri Gagarin, highlighted widespread concern prior to launch. Over time, the Soviet program implemented substantial reforms: systematic design corrections, rigorous process documentation, and an extensive series of drop tests that ultimately transformed the Soyuz system into one of the world’s most reliable human-rated return vehicles. This paper examines the technical architecture of the Soyuz‑1 parachute system, reconstructs the likely deployment sequence and failure mechanism, and analyzes the cultural contributors that shaped the accident. The study draws parallels to modern spacecraft parachute development, emphasizing the critical importance of integrated system testing, transparent engineering culture, and continuous hardware surveillance. These lessons remain directly relevant to today’s NASA and Commercial Crew Programs (CCP), where the Government continues to refine its understanding of aggregate risk and strengthen overall astronaut safety in the face of increasingly complex parachute systems.

Aaron L Morris↗

NASA NTRS1997

Fuel Cell Power Plant Initiative: Preliminary Design of a Fixed-Base LFP/SOFC Power System - Volume 2

This report documents the preliminary design for a military fixed-base power system of 3 MWe nominal capacity using Westinghouse's tubular Solid Oxide Fuel Cell [SOFC] and Haldor Topsoe's logistic fuels processor [LFP]. The LFP provides to the fuel cell a methane rich sulfur free fuel stream derived from either DF-2 diesel fuel, or JP-8 turbine fuel. Fuel cells are electrochemical devices that directly convert the chemical energy contained in fuels such as hydrogen, natural gas, or coal gas into electricity at high efficiency with no intermediate heat engine or dynamo. The SOFC is distinguished from other fuel cell types by its solid state ceramic structure and its high operating temperature, nominally 1000'C. The SOFC pioneered by Westinghouse has a tubular geometry closed at one end. A power generation stack is formed by aggregating many cells in an ordered array. The Westinghouse stack design is distinguished from other fuel cell stacks by the complete absence of high integrity seals between cell elements, cells, and between stack and manifolds. Further, the reformer for natural gas [predominantly methane] and the stack are thermally and hydraulically integrated with no requirement for process water. The technical viability of combining the tubular SOFC and a logistic fuels processor was demonstrated at 27 kWe scale in a test program sponsored by the Advanced Research Projects Agency [ARPA) and carried out at the Southern California Edison's [SCE] Highgrove generating station near San Bernardino, California in 1994/95. The LFP was a breadboard design supplied by Haldor Topsoe, Inc. under subcontract to Westinghouse. The test program was completely successful. The LFP fueled the SOFC for 766 hours on JP-8 and 1555 hours of DF-2. In addition, the fuel cell operated for 3261 hours on pipeline natural gas. Over the 5582 hours of operation, the SOFC generated 118 MVVH of electricity with no perceptible degradation in performance. The LFP processed military specification JP-8 and DF-2 removing the sulfur and reforming these liquid fuels to a methane rich gaseous fuel. Results of this program are documented in a companion report titled 'Final Report-Solid Oxide Fuel Cell/ Logistic Fuels Processor 27 kWe Power System'.

Veyo, S.E.↗

NASA NTRS2004

ADAPTIVE CLEARANCE CONTROL SYSTEMS FOR TURBINE ENGINES

The Controls and Dynamics Technology Branch at NASA Glenn Research Center primarily deals in developing controls, dynamic models, and health management technologies for air and space propulsion systems. During the summer of 2004 I was granted the privilege of working alongside professionals who were developing an active clearance control system for commercial jet engines. Clearance, the gap between the turbine blade tip and the encompassing shroud, increases as a result of wear mechanisms and rubbing of the turbine blades on shroud. Increases in clearance cause larger specific fuel consumption (SFC) and loss of efficient air flow. This occurs because, as clearances increase, the engine must run hotter and bum more fuel to achieve the same thrust. In order to maintain efficiency, reduce fuel bum, and reduce exhaust gas temperature (EGT), the clearance must be accurately controlled to gap sizes no greater than a few hundredths of an inch. To address this problem, NASA Glenn researchers have developed a basic control system with actuators and sensors on each section of the shroud. Instead of having a large uniform metal casing, there would be sections of the shroud with individual sensors attached internally that would move slightly to reform and maintain clearance. The proposed method would ultimately save the airline industry millions of dollars.

Blackwell, Keith M.↗

NASA NTRS1997

Summer High School Apprenticeship Research Program (SHARP)

The summer of 1997 will not only be noted by NASA for the mission to Mars by the Pathfinder but also for the 179 brilliant apprentices that participated in the SHARP Program. Apprentice participation increased 17% over last year's total of 153 participants. As indicated by the End-of-the-Program Evaluations, 96% of the programs' participants rated the summer experience from very good to excellent. The SHARP Management Team began the year by meeting in Cocoa Beach, Florida for the annual SHARP Planning Conference. Participants strengthened their Education Division Computer Aided Tracking System (EDCATS) skills, toured the world-renowned Kennedy Space Center, and took a journey into space during the Alien Encounter Exercise. The participants returned to their Centers with the same goals and objectives in mind. The 1997 SHARP Program goals were: (1) Utilize NASA's mission, unique facilities and specialized workforce to provide exposure, education, and enrichment experiences to expand participants' career horizons and inspire excellence in formal education and lifelong learning. (2) Develop and implement innovative education reform initiatives which support NASA's Education Strategic Plan and national education goals. (3) Utilize established statistical indicators to measure the effectiveness of SHARP's program goals. (4) Explore new recruiting methods which target the student population for which SHARP was specifically designed. (5) Increase the number of participants in the program. All of the SHARP Coordinators reported that the goals and objectives for the overall program as well as their individual program goals were achieved. Some of the goals and objectives for the Centers were: (1) To increase the students' awareness of science, mathematics, engineering, and computer technology; (2) To provide students with the opportunity to broaden their career objectives; and (3) To expose students to a variety of enrichment activities. Most of the Center goals and objectives were consistent with the overall program goals. Modem Technology Systems, Inc., was able to meet the SHARP Apprentices, Coordinators and Mentors during their site visits to Stennis Space Center, Ames Research Center and Dryden Flight Research Center. All three Centers had very efficient programs and adhered to SHARP's general guidelines and procedures. MTSI was able to meet the apprentices from the other Centers via satellite in July during the SHARP Video-Teleconference(ViTS). The ViTS offered the apprentices and the NASA and SHARP Coordinators the opportunity to introduce themselves. The apprentices from each Center presented topical "Cutting Edge Projects". Some of the accomplishments for the 1997 SHARP Program year included: MTSI hiring apprentices from four of the nine NASA Centers, the full utilization of the EDCATS by apprentices and NASA/SHARP Coordinators, the distribution of the SHARP Apprentice College and Scholarship Directory, a reunion with former apprentices from Langley Research Center and the development of a SHARP Recruitment Poster. MTSI developed another exciting newsletter containing graphics and articles submitted by the apprentices and the SHARP Management Team.

Source record↗

NASA NTRS1976

Onboard hydrogen generation for automobiles

Problems concerning the use of hydrogen as a fuel for motor vehicles are related to the storage of the hydrogen onboard a vehicle. The feasibility is investigated to use an approach based on onboard hydrogen generation as a means to avoid these storage difficulties. Two major chemical processes can be used to produce hydrogen from liquid hydrocarbons and methanol. In steam reforming, the fuel reacts with water on a catalytic surface to produce a mixture of hydrogen and carbon monoxide. In partial oxidation, the fuel reacts with air, either on a catalytic surface or in a flame front, to yield a mixture of hydrogen and carbon monoxide. There are many trade-offs in onboard hydrogen generation, both in the choice of fuels as well as in the choice of a chemical process. Attention is given to these alternatives, the results of some experimental work in this area, and the combustion of various hydrogen-rich gases in an internal combustion engine.

Houseman, J.↗

NASA NTRS2004

Aircraft Fuel Cell Power Systems

In recent years, fuel cells have been explored for use in aircraft. While the weight and size of fuel cells allows only the smallest of aircraft to use fuel cells for their primary engines, fuel cells have showed promise for use as auxiliary power units (APUs), which power aircraft accessories and serve as an electrical backup in case of an engine failure. Fuel cell MUS are both more efficient and emit fewer pollutants. However, sea-level fuel cells need modifications to be properly used in aircraft applications. At high altitudes, the ambient air has a much lower pressure than at sea level, which makes it much more difficult to get air into the fuel cell to react and produce electricity. Compressors can be used to pressurize the air, but this leads to added weight, volume, and power usage, all of which are undesirable things. Another problem is that fuel cells require hydrogen to create electricity, and ever since the Hindenburg burst into flames, aircraft carrying large quantities of hydrogen have not been in high demand. However, jet fuel is a hydrocarbon, so it is possible to reform it into hydrogen. Since jet fuel is already used to power conventional APUs, it is very convenient to use this to generate the hydrogen for fuel-cell-based APUs. Fuel cells also tend to get large and heavy when used for applications that require a large amount of power. Reducing the size and weight becomes especially beneficial when it comes to fuel cells for aircraft. My goal this summer is to work on several aspects of Aircraft Fuel Cell Power System project. My first goal is to perform checks on a newly built injector rig designed to test different catalysts to determine the best setup for reforming Jet-A fuel into hydrogen. These checks include testing various thermocouples, transmitters, and transducers, as well making sure that the rig was actually built to the design specifications. These checks will help to ensure that the rig will operate properly and give correct results when it is finally ready for testing. Another of my goals is to test new membranes for use in proton-exchange membrane fuel cells, in the hope that these membranes can increase the electricity that is produced by he1 cells. Producing more electricity means that fewer fuel cells are needed, thus reducing the weight and volume of an APU based on fuel cells, making such an APU much more viable.

Needham, Robert↗

NASA NTRS2009

Nitric Oxide and Oxygen Air-Contamination Effects on Extinction Limits of Non-Premixed Hydrocarbon-Air Flames for a HIFiRE Scramjet

Unique nitric oxide (NO) and oxygen air-contamination effects on the extinction Flame Strength (FS) of non-premixed hydrocarbon (HC) vs. air flames are characterized for 7 gaseous HCs, using a new idealized 9.3 mm straight-tube Opposed Jet Burner (OJB) at 1 atm. FS represents a laminar strain-induced extinction limit based on cross-section-average air jet velocity, Uair, that sustains combustion of a counter jet of gaseous fuel just before extinction. Besides ethane, propane, butane, and propylene, the HCs include ethylene, methane, and a 64 mole-% ethylene / 36 % methane mixture, the writer s previously recommended gaseous surrogate fuel for HIFiRE scramjet tests. The HC vs. clean air part of the work is an extension of a May 2008 JANNAF paper that characterized surrogates for the HIFiRE project that should mimic the flameholding of reformed (thermally- or catalytically-cracked) endothermic JP-like fuels. The new FS data for 7 HCs vs. clean air are thus consolidated with the previously validated data, normalized to absolute (local) axial-input strain rates, and co-plotted on a dual kinetically dominated reactivity scale. Excellent agreement with the prior data is obtained for all 7 fuels. Detailed comparisons are also made with recently published (Univ. Va) numerical results for ethylene extinction. A 2009-revised ethylene kinetic model (Univ. Southern Cal) led to predicted limits within approx. 5 % (compared to 45 %, earlier) of this writer s 2008 (and present) ethylene FSs, and also with recent independent data (Univ. Va) obtained on a new OJB system. These +/- 5 % agreements, and a hoped-for "near-identically-performing" reduced kinetics model, would greatly enhance the capability for accurate numerical simulations of surrogate HC flameholding in scramjets. The measured air-contamination effects on normalized FS extinction limits are projected to assess ongoing Arc-Heater-induced "facility test effects" of NO production (e.g., 3 mole-%) and resultant oxygen depletion (from 21 to 19.5 %), for testing the "64/36" surrogate fuel in Langley s Arc-Heated Scramjet Test Facility for HIFiRE engine designs. The FS results show a generally small (< 4 %) "nitric oxide enhancement" effect, relative to clean air, for up to 3 % NO (freestream Mach number up to 7 in Arc Jet testing). However, a progressively large "oxygendeficiency weakening" effect develops. For 3 % NO, a net weakening of 26 % in FS is derived for the "64/36" fuel vs. air. The corresponding net weakening for pure ethylene is 20 %. A number of practical recommendations regarding facility test effects are offered.

Pellett, Gerald L.↗

NASA NTRSDate not supplied

Comprehensive Analysis of Thirty Years of Land Change in Georgia: Forest Degradation, Land-Use Patterns, and Drivers

In this talk, we present results from a study, funded by the NASA Land-Cover and Land-Use Change program, of thirty years of environmental change in the country of Georgia. The country, a former Soviet Union Republic, has experienced more political, economic and social change in the last 30 years than most countries. But the environmental implications of these extreme events remain largely unknown – the region is understudied, no national forest inventory has been completed in 20 years, and previous research in the area conducted by the authors were not successful. The latter statement is because of forest degradation. After the collapse of the Soviet Union, much of the forestry infrastructure broke down and people resorted to chopping down individual trees. The result was in many parts of the country a reduction in forest biomass but not to the point of a change in land cover. This type of forest degradation, which was either gradual over decades or abrupt, could not be readily identified using the methods and data at our disposal at the time. In the recent study, we had full access to the Landsat archive in combination with computing power. By using monitoring methods that are based on time series analysis, we were able to capture and identify the gradual processes driven by small scale activities that are so characteristic of the post-Soviet Georgian landscape. We developed an approach (“CCDC-SMA”) that combines time series analysis and spectral mixture analysis running on Google Earth Engine for monitoring abrupt and gradual forest degradation. By using this approach, we found that forest degradation was significantly larger than the area estimate of deforestation; 3,541 ± 556 km2 (11% of the forest area in 1987) compared to 158 ± 98 km2 from 1987 to 2020. The prevailing narrative is that legal and illegal cutting of trees for fuelwood is primarily responsible for this process. Yet, since independence from the Soviet Union in 1991, the country has undergone rapid socioeconomic and institutional changes which have not been explored as drivers of forest change. To further our understanding of the underlying causes, we combined forest disturbance estimates, Georgian statistical data, and historical institutional change data to examine socioeconomic drivers of forest degradation. We found that higher winter temperature and drought were associated with higher degradation at the regional scale, while major institutional changes and drought were associated with higher forest degradation at the national level. Access to natural gas, the major energy alternative to fuelwood, had no significant association with degradation. Our results challenge the narrative that poverty and a lack of alternative energy infrastructure drive forest degradation and suggest that government policies banning household fuelwood cutting, including the new Forest Code of 2020, may not reduce forest degradation. Given these results, improved data on wood harvesting and more research on the commercial drivers of degradation and their links to economic and political reforms is needed to better inform forest policy in the region, especially given ongoing risks from climate change.

Pontus Olofsson↗

NASA NTRS2013

Analyses Made to Order: Using Transformation to Rapidly Configure a Multidisciplinary Environment

Aerospace problems are highly multidisciplinary. Four or more major disciplines are involved in analyzing any particular vehicle. Moreover, the choice of implementation technology of various subsystems can lead to a change of leading domain or reformation of the driving equations. An excellent example is the change of expertise required to consider aircraft built from composite or metallic structures, or those propelled by chemical or electrical thrusters. Another example is in the major reconfiguration of handling and stability equations with different control surface configuration (e.g., canards, t-tail v four-post tail). Combinatorial problems are also commonplace anytime that a major system is to be designed. If there are only 5 attributes of a design to consider with 4 different options, this is already 1024 options. Adding just 5 more dimensions to the study explodes the space to over one million. Even generous assumptions like the idea that only 10% of the combinations are physically feasible can only contain the problem for so long. To make matters worse, the simple number of combinations is only the beginning. Combining the issue of trade space size with the need to reformulate the design problem for many of the possibilities makes life exponentially more difficult. Advances in software modeling approaches have led to the development of model-driven architecture. This approach uses the transformation of models into inferred models (e.g. inferred execution traces from state machines) or the skeletons for code generation. When the emphasis on transformation is applied to aerospace, it becomes possible to exploit redundancy in the information specified in multiple domain models into a unified system model. F1urther, it becomes possible to overcome the combinatorial nature of specifying integrated system behavior by manually combining the equations governing a given component technology. Transformations from a system specification combined with a system-analysis mapping specification enable one-click combination of domain analyses. This is a flexibility that has been missing from many engineering codes, which often entangle design specification and physical examination much more than is required to conduct the analysis. This capability has been investigated and cultivated within the DARPA F6 program by a team of JPL and Phoenix Integration engineers building the Adapatable Systems Design and Analysis (ASDA) framework. By embracing system modeling with SysML and the Query-View-Transformation (QVT) language, the ASDA team has been able to build a flexible, easily reconfigurable framework for building up and solving large tradespaces. Examples of application and lessons learned in building the framework will be described in this paper. In addition, the motivation will be laid for various tool vendors to develop open model description standards while being able to maintain competitive advantage through proprietary algorithms and approaches. These standards will also be compared to the underpinnings of model-driven architecture and the OMG standards of the Meta-Object Facility (MOF), SysML, and QVT.

Cole, Bjorn↗