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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Limitation of electrostatic charging of dust particles in a plasma

It is shown that in a dusty plasma consisting of a plasma (density n and temperature T) and dust grains (density N and radius a) the charge on a grain is not given by its free-space value. Instead, the charge is reduced by a factor 1 + x. Except for the optically thin E and G rings, this factor is large. Usually electromagnetic forces on dust particles in Saturn's ring system are too small to produce observable effects. The current carried by dust particles moving relative to the plasma with a speed w is to a good approximation given by j = NQw. Thus, magnetic perturbations by the F ring should be much smaller than previously estimated.

Goertz, C. K.↗
NASA NTRS1992

FNAS modify matric and transparent experiments

Monotectic alloy materials are created by rapid melt/rapid solidification processing on the NASA KC-135. Separation of the uniform liquid into two liquids may occur by either of two processes; spinodal decomposition or nucleation followed by growth. In the first case, the liquid is unstable to composition waves, which form and grow, giving liquids of two different compositions. In the latter process discrete particles of the second liquid phase form via thermal fluctuations and then grow by diffusion. The two processes are very different, with the determining process being dictated by temperature, composition, and thermodynamic characteristics of the alloy. The first two quantities are process variables, while the third is determined by electronic interactions between the atoms in the alloy. In either case the initial alloy decomposition is followed by coarsening, resulting in growth of the particle size at nearly constant volume fraction. In particular, reduced gravity experiments on monotectic solutions have shown a number of interesting results in the KC-135. Monotectic solutions exhibit a miscibility gap in the liquid state, and consequently, gravity driven forces can dominate the solidification parameters at 1 g. In reduced gravity however, the distribution of the phases is different, resulting in new and interesting microstructures. The Rapid Melt/Rapid Quench Furnace allows one to melt a sample and resolidify it in one parabola of the KC-135's flight path, thus eliminating any accumulative influence of multiple parabolas to affect the microstructure of the material.

Smith, Guy A.↗
NASA NTRS1992

Analysis of convection in immiscible liquid layers with novel particle tracking velocimetry

The problem under study is convective flow in immiscible liquid layers with one or two horizontal interfaces. In one-g the flow results primarily from the buoyancy force acting perpendicular to the interfaces. This creates a fluid mechanical system in which the coupling of the fluid layers across an interface plays a fundamental role. The contribution of two horizontal interface tension forces is marginal. Interface tension driven flow requires testing in microgravity. A flight experiment on the Bubble, Drop, and Particle Unit (BDPU) is planned for the second International Microgravity Laboratory (IML-2) mission onboard the Shuttle in 1994. The flow velocity fields will be analyzed by a whole-field Particle Displacement Tracking (PDT) velocimetry technique. The capabilities of this technique to address fundamental issues, such as those regarding the flow stucture, will be discussed with a few sample experiments. Experimental and numerical flow patterns are compared.

Koster, J. N.↗
NASA NTRS1995

Dynamic response of a pulsed Burke-Schumann diffusion flame

Turbulent flames are often envisioned as an ensemble of random vortices interacting with the combustion process. A better understanding of the vortex-flame interactions therefore would be useful in improving the modeling of turbulent diffusion flames. Substantial simplification may be made by investigating controlled interactions in a laminar flame, as opposed to random interactions in a turbulent flame. The general goals of the research project are to improve our understanding of (1) the influence of buoyancy on co-flow diffusion flames and (2) the effects of buoyancy on vortex-flame interactions in co-flow diffusion flames. As a first step toward objective (2), we conducted a joint experimental and numerical investigation of the vortex-flame interaction. Vortices were produced by mechanically pulsing the fuel flow at a low frequency, e.g., 10 Hz. Experiments were conducted using a nonflickering Burke-Schumann flame in both microgravity (mu-g) and normal gravity (1g) as a means of varying the buoyant force without modification of the pressure (i.e., density). The effects of buoyant convection may then be determined by a comparison of the mu-g and 1g results. The mu-g results may also reveal the important mechanisms which are masked or overwhelmed by buoyant convection in 1g. A numerical investigation was conducted using a validated, time-accurate numerical code to study the underlying physics during the flame interaction and to assist the interpretation of the experimental results.

Sheu, Jyh-Cherng↗
NASA NTRS1987

Plants in space

Space may be, as some have called it, our last frontier. As such, it provides novel, even unique research opportunities. Plants are sure to figure significantly in these activities. The ability to manipulate the force of gravity from near zero to 1 g affords fresh opportunities to investigate gravity's physiological effects as well as a means of probing gravi- and phototropism, thigmo-morphogenesis, and other environmental effects in a state uncompromised by gravity. In this review we aim primarily to consider phenomenology, a goal that befits the state of our knowledge from space experiments. We intend to provide grist for future ground-based and space experiments and to reveal the potential for scientific discovery in this area.

long duration↗
NASA NTRS2009

Ultra High Power and Efficiency Space Traveling-Wave Tube Amplifier Power Combiner with Reduced Size and Mass for NASA Missions

In the 2008 International Microwave Symposium (IMS) Digest version of our paper, recent advances in high power and efficiency space traveling-wave tube amplifiers (TWTAs) for NASA s space-to-Earth communications are presented. The RF power and efficiency of a new K-Band amplifier are 40 W and 50 percent and that of a new Ka-Band amplifier are 200 W and 60 percent. An important figure-of-merit, which is defined as the ratio of the RF power output to the mass (W/kg) of a TWT, has improved by a factor of ten over the previous generation Ka-Band devices. In this extended paper, a high power, high efficiency Ka-band combiner for multiple TWTs, based on a novel hybrid magic-T waveguide circuit design, is presented. The measured combiner efficiency is as high as 90 percent. In addition, at the design frequency of 32.05 GHz, error-free uncoded BPSK/QPSK data transmission at 8 megabits per second (Mbps), which is typical for deep space communications is demonstrated. Furthermore, QPSK data transmission at 622 Mbps is demonstrated with a low bit error rate of 2.4x10(exp -8), which exceeds the deep space state-of-the-art data rate transmission capability by more than two orders of magnitude. A potential application of the TWT combiner is in deep space communication systems for planetary exploration requiring transmitter power on the order of a kilowatt or higher.

Simons, Rainee N.↗
NASA NTRS1953

Accelerations and Passenger Harness Loads Measured in Full-Scale Light-Airplane Crashes

Full-scale light-airplane crashes simulating stall-spin accidents were conducted to determine the decelerations to which occupants are exposed and the resulting harness forces encountered in this type of accident. Crashes at impact speeds from 42 to 60 miles per hour were studied. The airplanes used were of the familiar steel-tube, fabric-covered, tandem, two-seat type. In crashes up to an impact speed of 60 miles per hour, crumpling of the forward fuselage structure prevented the maximum deceleration at the rear-seat location from exceeding 26 to 33g. This maximum g value appeared independent of the impact speed. Restraining forces in the seatbelt - shoulder-harness combination reached 5800 pounds. The rear-seat occupant can survive crashes of the type studied at impact speeds up to 60 miles per hour, if body movement is restrained by an adequate seatbelt-shoulder-harness combination so as to prevent injurious contact with obstacles normally present in the cabin. Inwardly collapsing cabin structure, however, is a potential hazard in the higher-speed crashes.

Eiband, A. Martin↗
NASA NTRS1991

Gravitational Force and the Cardiovascular System

Cardiovascular responses to changes in gravitational force are considered. Man is ideally suited to his 1-g environment. Although cardiovascular adjustments are required to accommodate to postural changes and exercise, these are fully accomplished for short periods (min). More challenging stresses are those of short-term microgravity (h) and long-term microgravity (days) and of gravitational forces greater than that of Earth. The latter can be simulated in the laboratory and quantitative studies can be conducted.

Pendergast, D. R.↗
NASA NTRS2013

North Atlantic Simulations in Coordinated Ocean-Ice Reference Experiments Phase II (CORE-II). Part I: Mean States

Simulation characteristics from eighteen global ocean-sea-ice coupled models are presented with a focus on the mean Atlantic meridional overturning circulation (AMOC) and other related fields in the North Atlantic. These experiments use inter-annually varying atmospheric forcing data sets for the 60-year period from 1948 to 2007 and are performed as contributions to the second phase of the Coordinated Oceanice Reference Experiments (CORE-II). The protocol for conducting such CORE-II experiments is summarized. Despite using the same atmospheric forcing, the solutions show significant differences. As most models also differ from available observations, biases in the Labrador Sea region in upper-ocean potential temperature and salinity distributions, mixed layer depths, and sea-ice cover are identified as contributors to differences in AMOC. These differences in the solutions do not suggest an obvious grouping of the models based on their ocean model lineage, their vertical coordinate representations, or surface salinity restoring strengths. Thus, the solution differences among the models are attributed primarily to use of different subgrid scale parameterizations and parameter choices as well as to differences in vertical and horizontal grid resolutions in the ocean models. Use of a wide variety of sea-ice models with diverse snow and sea-ice albedo treatments also contributes to these differences. Based on the diagnostics considered, the majority of the models appear suitable for use in studies involving the North Atlantic, but some models require dedicated development effort. atmospheric forcing atmospheric temperatures

ocean model comparisons↗
NASA NTRS1999

Evaluation of Factors Affecting Powdered Drug Reconstitution in Microgravity

Owing to the high cost of transporting mass into space, and the small volume available for equipment in the Space Shuttle Orbiter and the International Space Station, refrigeration space is extremely limited. For this reason, there exists strong motivation for transporting certain drugs in powdered form so that they do not require refrigeration. When needed, the powdered drug will be mixed with saline to obtain a liquid form that may be injected intravenously. While this is a relatively simple task in a 1-G environment, there are some difficulties that may be encountered in 0-G. In non-accelerated spaceflight, gravitational and inertial forces are eliminated allowing other smaller forces, such as capillary forces and surface tension, to dominate the behavior of fluids. For instance, water slowly ejected from a straw will tend to form a sphere, while fluid in a container will tend to wet the inside surface forming a highly rounded meniscus. Initial attempts at mixing powdered drugs with saline in microgravity have shown a tendency toward forming foamy emulsions instead of the desired homogeneous solution. The predominance of adhesive forces between the drug particles and the interface tensions at the gas/liquid and solid/liquid interfaces drastically reduce the rate of deaggregation of the drug powder and also reduce the rate of absorption of saline by the powder mass. In addition, the capillary forces cause the saline to wet the inside of the container, thus trapping air bubbles within the liquid. The rate of dissolution of a powder drug is directly proportional to the amount of surface area of the solid that is exposed to liquid solvent. The surface area of drug that is in contact with the liquid is greatly reduced in microgravity and, as a result, the dissolution rate is reduced as well. The KC-135 research described here was aimed at evaluating the extent to which it is possible to perform drug reconstitution in the weightlessness of parabolic flight using standard pharmacological supplies. The experiment included a parametric assessment of possible factors affecting the reconstitution process. The specific questions that we wished to answer were: (1) Is it possible to reconstitute powdered drugs in weightlessness using standard pharmacological equipment? (2) What are the differences between drug reconstitution in a 1-G and a 0-G environment? (3) What techniques of mixing the drug powder and diluent are more successful? (4) What physical and chemical factors play a role in determining the success of mixing and dissolution? (5) Is it necessary to employ crewmember and equipment restraints during the reconstitution process?

Schaffner, Grant↗
NASA NTRS2016

Conventional and Bimodal Nuclear Thermal Rocket (NTR) Artificial Gravity Mars Transfer Vehicle Concepts

A variety of countermeasures have been developed to address the debilitating physiological effects of zero-gravity (0-g) experienced by cosmonauts and astronauts during their approximately 0.5 to 1.2 year long stays in low Earth orbit (LEO). Longer interplanetary flights, combined with possible prolonged stays in Mars orbit, could subject crewmembers to up to approximately 2.5 years of weightlessness. In view of known and recently diagnosed problems associated with 0-g, an artificial gravity (AG) spacecraft offers many advantages and may indeed be an enabling technology for human flights to Mars. A number of important human factors must be taken into account in selecting the rotation radius, rotation rate, and orientation of the habitation module or modules. These factors include the gravity gradient effect, radial and tangential Coriolis forces, along with cross-coupled acceleration effects. Artificial gravity Mars transfer vehicle (MTV) concepts are presented that utilize both conventional NTR, as well as, enhanced bimodal nuclear thermal rocket (BNTR) propulsion. The NTR is a proven technology that generates high thrust and has a specific impulse (Isp) capability of approximately 900 s-twice that of today's best chemical rockets. The AG/MTV concepts using conventional Nuclear Thermal Propulsion (NTP) carry twin cylindrical International Space Station (ISS)- type habitation modules with their long axes oriented either perpendicular or parallel to the longitudinal spin axis of the MTV and utilize photovoltaic arrays (PVAs) for spacecraft power. The twin habitat modules are connected to a central operations hub located at the front of the MTV via two pressurized tunnels that provide the rotation radius for the habitat modules. For the BNTR AG/MTV option, each engine has its own closed secondary helium(He)-xenon (Xe) gas loop and Brayton Rotating Unit (BRU) that can generate 10s of kilowatts (kWe) of spacecraft electrical power during the mission coast phase eliminating the need for large PVAs. A single inflatable TransHab-type habitation module is also used with multiple vertical floors oriented radial to the MTV spin axis. The BNTR MTV's geometry-long and linear-is naturally compatible with AG operation. By rotating the vehicle about its center-of-mass (CM) and perpendicular to its flight vector at approximately 3.0 to 5.2 rpm, a centrifugal force and AG environment corresponding to approximately 0.38 to 1.0 g can be established to help maintain crew fitness out to Mars and back. Vehicles using NTP/ Bimodal Nuclear Thermal Propulsion (BNTP) can more readily accommodate the heavier payload mass and increased RCS propellant loading associated with AG operation, and can travel faster to and from Mars thereby reducing the crew's exposure to galactic cosmic radiation and solar flares. Mission scenario descriptions, key vehicle features and operational characteristics for each propulsion option are presented using the lift capability and payload volumes estimated for the Space Launch System (SLS)-1B and followon Heavy Lift Vehicle (HLV).

Nuclear Propulsion↗
NASA NTRS2003

Prospects for an Improved Measurement of Experimental Limit on G-dot

The orbital motion of an ultra-drag-free satellite, such as the large test body of the SEE (Satellite Energy Exchange) satellite, known as the "Shepherd," may possibly provide the best test for time variation of the gravitational constant G at the level of parts in 10(exp 14). Scarcely anything could be more significant scientifically than the incontestable discovery that a fundamental "constant" of Nature is not constant. A finding of non-zero (G-dot)/G would clearly mark the boundaries where general relativity is valid, and specify the onset of new physics. The requirements for measuring G-dot at the level proposed by SEE will require great care in treating perturbation forces. In the present paper we concentrate on the methods for dealing with the gravitational field due to possible large manufacturing defects in the SEE observatory. We find that, with adequate modeling of the perturbation forces and cancellation methods, the effective time-averaged acceleration on the SEE Shepherd will be approx. 10(exp -18) g (10(exp -17) m/sq s).

Sanders, Alvin J.↗