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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 NTRS2009

C02(nu2)-0 Quenching Rate Coefficient Derived from Coincidental Fort Collins Lidar and SABER Measurements

Among the processes governing the energy balance in the mesosphere and lower thermosphere (MLT), the quenching of CO2(V2) vibrational levels in collisions with oxygen atoms plays an important role. However, neither the rate coefficient of this process (k(CO2O)) nor the atomic oxygen concentrations ([O]) in the MLT are well known. The discrepancy between k(CO2O) measured in the lab and retrieved from atmospheric measurements is of about factor of 2.5. At the same time, the discrepancy between [O] in the MLT measured by different instruments is of the same order of magnitude. In this work we used a synergy of a ground based lidar and satellite infrared radiometer to make a further step in understanding of the physics of the region. In this study we apply the night- and daytime temperatures between 80 and 110 km measured by the Colorado State University narrow-band sodium (Na) lidar located at Fort Collins, Colorado for retrieving the product of k(CO2-O) x [O] from the limb radiances in the 15 micron channel measured by the SABER/TIMED instrument for nearly simultaneous common volume measurements of both instruments within +/-1 degree in latitude, +/-2 degrees in longitude and +/-10 minutes in time. We derive k(CO2-O) and its possible variation range from the retrieved product by utilizing the [O] values measured by the SABER and other instruments.

Feofilov, A. G.↗
NASA NTRS2012

Co2(nu2)-o Quenching Rate Coefficient Derived from Coincidental SABER-TIMED and Fort Collins Lidar Observations of the Mesosphere and Lower Thermosphere

Among the processes governing the energy balance in the mesosphere and lower thermosphere (MLT), the quenching of CO2(nu2) vibrational levels by collisions with O atoms plays an important role. However, there is a factor of 3-4 discrepancy between the laboratory measurements of the CO2-O quenching rate coefficient, k(sub VT),and its value estimated from the atmospheric observations. In this study, we retrieve k(sub VT) in the altitude region85-105 km from the coincident SABER/TIMED and Fort Collins sodium lidar observations by minimizing the difference between measured and simulated broadband limb 15 micron radiation. The averaged k(sub VT) value obtained in this work is 6.5 +/- 1.5 X 10(exp -12) cubic cm/s that is close to other estimates of this coefficient from the atmospheric observations.However, the retrieved k(sub VT) also shows altitude dependence and varies from 5.5 1 +/-1 10(exp -12) cubic cm/s at 90 km to 7.9 +/- 1.2 10(exp -12) cubic cm/s at 105 km. Obtained results demonstrate the deficiency in current non-LTE modeling of the atmospheric 15 micron radiation, based on the application of the CO2-O quenching and excitation rates, which are linked by the detailed balance relation. We discuss the possible model improvements, among them accounting for the interaction of the non-thermal oxygen atoms with CO2 molecules.

SABER/TIMED↗
NASA NTRS2017

Analysis of Convective Weather Impact on Pre-Departure Routing of Flights from Fort Worth Center to New York Center

In response to severe weather conditions, Traffic Managers specify flow constraints and reroutes to route air traffic around affected regions of airspace. Providing analysis and recommendations of available reroute options and associated airspace capacities would assist Traffic Managers in making more efficient decisions in response to convective weather. These recommendations can be developed by examining historical data to determine which previous reroute options were used in similar weather and traffic conditions. This paper describes the initial steps and methodology used towards this goal. The focus of this work is flights departing from Fort Worth Center destined for New York Center. Dominant routing structures used in the absence of convective weather are identified. A method to extract relevant features from the large volume of weather data available to quantify the impact of convective weather on this routing structure over a given time range is presented. Finally, a method of estimating flow rate capacity along commonly used routes during convective weather events is described. Results show that the flow rates drop exponentially as a function of the values of the proposed feature and that convective weather on the final third of the route was found to have a greater impact on the flow rate restriction than other portions of the route.

traffic flow management↗
NASA NTRSDate not supplied

Noise Impact Analysis for Urban Air Mobility in Dallas-Fort Worth Metroplex

This study supports re-design of airspace and procedures for management of Urban Air Mobility (UAM) fleet operations in a given metropolitan area. A goal of UAM is to maintain geographic separation of UAM flight tracks from densely populated areas in order to reduce the potential negative community impact of UAM and manage flight trajectory in anticipation of allowable noise levels and current land use. A UAM route inventory and a demographic-data-optimized topographic map are developed for the Dallas-Fort Worth metroplex to identify routes or baseline route segments for reduction of noise impact. Noise contours are computed for baseline route and alternative route design given the desired UAM demand level. The impact of UAM fleet noise is predicted based on predicted number of people and noise-sensitive facilities located inside the noise contours.

Urban Air Mobility↗
NASA NTRSDate not supplied

Noise Impact Analysis for Urban Air Mobility in Dallas-Fort Worth Metroplex

This study supports re-design of airspace and procedures for management of Urban Air Mobility (UAM) fleet operations in a given metropolitan area. A goal of UAM is to maintain geographic separation of UAM flight tracks from densely populated areas in order to reduce the potential negative community impact of UAM and manage flight trajectory in anticipation of allowable noise levels and current land use. A UAM route inventory and a demographic-data-optimized topographic map are developed for the Dallas-Fort Worth metroplex to identify routes or baseline route segments for reduction of noise impact. Noise contours are computed for baseline route and alternative route design given the desired UAM demand level. The impact of UAM fleet noise is predicted based on predicted number of people and noise-sensitive facilities located inside the noise contours.

Urban Air Mobility↗
NASA NTRS1972

Level 12 NASTRAN experiences at General Dynamics, Convair Aerospace Division, Fort Worth Operations

The level 12 NASTRAN was used to support the NASA/LaRC advanced transport technology study, a predesign, short response time effort. Aeroelastic analyses were performed. NASTRAN calculated the vibration modes for the supported airfoil components and the entire unsupported vehicle. Other procedures were then used for the aeroelastic analysis, with procedure interfacing accomplished through use of the NASTRAN-produced restart tape. Stiffness matrices were used in static aeroelastic analyses; natural vibration modes were used for flutter and flight control system definition. Various level 12 NASTRAN characteristics were discovered and are discussed; e.g., the ability to solve singular matrices in rigid format 1, run times using multipoint constraints, restart tape problems, and the inaccurate stresses from the quad membrane when used with anisotropic materials.

Allen, M.↗
NASA NTRS1978

Nationwide forestry applications program. Ten-Ecosystem Study (TES) site 6, Fort Yukon, Alaska

The author has identified the following significant results. Analysis of the processing results has led to the following conclusions: (1) LANDSAT imagery was a reliable resource for the stratification of level 2 forest features (softwood, hardwood, tundra, and water). These features can be classified with an accuracy of 72.4 percent + or - 5.9 percent at the 90 percent confidence level. (2) Training fields selected for signature development from only 10 percent of the area did not adequately and efficiently cover the class variability for the entire area. (3) Derived regression transformations were ineffective in recovering the loss of level 1 forest proportions and level 2 softwood and hardwood proportions.

Ward, J. F.↗