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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 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Overview of Hydraulic Fracturing Test Site 2 in the Permian Delaware Basin (HFTS-2)

Here, the Hydraulic Fracturing Test Site 2 (HFTS-2) is a large collaborative field-based R&D program in the Permian Delaware Basin, funded by the US Department of Energy through the National Energy Technology Laboratory (NETL) and the E&P industry, with support from academia. The projects' main objective is to improve the understating of the hydraulic fracturing process through utilization of advanced diagnostics and collection of through-fracture cores to provide undisputable evidence and attributes of the created hydraulic fractures. At the HFTS-2, in excess of $30 million was used to perform hydraulic fracturing research focusing on the Wolfcamp formation at a field site hosted and operated by Occidental. In addition to the research data collected by the project, Occidental provided a significant amount of background data for about a dozen existing wells in the test area as well as access to previously collected core. Additional technical and laboratory support was provided by the program members. Building on learnings and unanswered questions from HFTS-1 in the Permian Midland basin, the HFTS-2 used eight new producing wells and two existing (parent) wells to perform hydraulic fracturing research. Multiple science wells were drilled to sample and characterize the subsurface, including the collection of 540 feet of core in a vertical pilot hole and 948 feet of high-angle through-fracture core. The project installed permanent fiber optic cables in 3 wells to monitor near wellbore signals during fracturing and to collect cross-well strain measurements. Additional advanced diagnostics included a significant formation evaluation program on the vertical whole core, multi array moment tensor inversion capable microseismic survey, multi-well time-lapse geochemistry analysis, analysis of proppant distribution in producing child and slant core well, and others. We will provide an overview of the HFTS-2 project, including list of the consortium members, details of the test site, experiments performed, and technologies tested.

58 GEOSCIENCES↗
NASA NTRS1972

Physiological response in pilot/back-seat man during aerial combat maneuvers in F-4E aircraft.

Comparison of objective/subjective physiological data between the pilot and the back-seat man during training within the G maneuvering envelope. It appears that the psychological requirements for the pilot to be mentally alert and physiologically adapted to a continually changing environment places additional responsibility on him to the extent the physiological signs monitored are indicative of a high stress condition and are increased by a significant amount over the back-seat man who is, in most instances, riding passively.

Leverett, S. D., Jr.↗
NASA NTRS1981

Voice control of the space shuttle video system

A pilot voice control system developed at the Jet Propulsion Laboratory (JPL) to test and evaluate the feasibility of controlling the shuttle TV cameras and monitors by voice commands utilizes a commercially available discrete word speech recognizer which can be trained to the individual utterances of each operator. Successful ground tests were conducted using a simulated full-scale space shuttle manipulator. The test configuration involved the berthing, maneuvering and deploying a simulated science payload in the shuttle bay. The handling task typically required 15 to 20 minutes and 60 to 80 commands to 4 TV cameras and 2 TV monitors. The best test runs show 96 to 100 percent voice recognition accuracy.

Bejczy, A. K.↗
NASA NTRS1999

Just One Look

Under an SBIR agreement with Langley Research Center, Vision Micro Design Inc. has developed a line of advanced engine monitoring systems using the latest technology in graphic analog and digital displays. Vision Micro Design is able to meet the needs of today's pilots.

Source record↗
NASA NTRS1998

Controller Strategies for Managing Air Traffic in High Altitude Arrival Sectors

Substantial increases in the volume of air traffic in the National Airspace System (NAS) are forecast for the next decade, with the number of passengers travelling on U.S. airlines expected to increase by as much as 60%. This increased demand on system capacity will be accompanied by increases in traffic complexity as air traffic service providers routinely accommodate user preferred routing requests. Changes to the NAS to meet these new demands are currently underway, including development of new decision support tools to aid controllers in monitoring and managing air traffic, and increased air-to-air and air-to-ground information exchange. Changes in roles and responsibilities of pilots and controllers in flight path management will accompany these changes in traffic patterns and information technology, however the ultimate responsibility for maintaining aircraft separation will remain with the air traffic controller. A thorough understanding of the methods controllers use to manage air traffic will help ensure that changes to the NAS are implemented in a way that maintains the controller's ability to separate aircraft as the system evolves. This presentation describes the strategies controllers use today to manage arrival traffic in its descent from cruise altitude to the Terminal Radar Approach Control (TRACON) boundary. Factors that increase the complexity of this task include the presence of overflight traffic, varying aircraft performance characteristics, winds aloft, ground speed variations with altitude, the need to merge arrival traffic into a single stream, and, when arrival traffic exceeds airport runway capacity, the added task of metering flow into the TRACON. Because of the limited information available to controllers to manage arrival traffic, their strategies are often driven by the need to reduce the task's complexity, which can result in de-optimized flight paths for individual aircraft (e.g., sub-optimal descent or speed profiles). Understanding these strategies and the cognitive demands that drive them will support a safe transition to a NAS that relies on enhanced technologies. In addition, it could enable system developers to identify opportunities for new automation-based procedures or information displays that could reduce the controller's workload and increase operational efficiency.

Smith, Nancy↗
NASA NTRS2002

Evaluation of Standard Gear Metrics in Helicopter Flight Operation

Each false alarm made by a machine monitoring system carries a high price tag. The machine must be taken out of service, thoroughly inspected with possible disassembly, and then made ready for service. Loss of use of the machine and the efforts to inspect it are costly. In addition, if a monitoring system is prone to false alarms, the system will soon be turned off or ignored. For aircraft applications, one growing concern is that the dynamic flight environment differs from the laboratory environment where fault detection methods are developed and tested. Vibration measurements made in flight are less stationary than those made in a laboratory, or test facility, and thus a given fault detection method may produce more false alarms in flight than might be anticipated. In 1977. Stewart introduced several metrics, including FM0 and FM4, for evaluating the health of a gear. These metrics are single valued functions of the vibration signal that indicate if the signal deviates from an ideal model of the signal. FM0 is a measure of the ratio of the peak-to-peak level to the harmonic energy in the signal. FM4 is the kurtosis of the signal with the gear mesh harmonics and first order side bands removed. The underlying theory is that a vibration signal from a gear in good condition is expected to be dominated by a periodic signal at the gear mesh frequency. If one or a small number of gear teeth contain damage or faults, the signal will change, possibly showing increased amplitude, local phase changes or both near the damaged region of the gear. FM0 increases if a signal contains a local increase in amplitude. FM4 increases if a signal contains a local increase in amplitude or local phase change in a periodic signal. Over the years, other single value metrics were also introduced to detect the onset and growth of damage in gears. These various metrics have detected faults in several gear tests in experimental test rigs. Conditions in these tests have been steady state in the sense that the rpm, torque and forces on the gear have been held steady. For gears used in a dynamic environment such as that occurring in aircraft, the rpm, torque and forces on the gear are constantly changing. The authors have measured significant variation in rpm and torque in the transmissions of helicopters in controlled steady flight conditions flown by highly proficient test pilots. Statistical analyses of the data taken in flight show significant nonstationarity in the vibration measurements. These deviations from stationarity may increase false alarms in gear monitoring during aircraft flight. In the proposed paper, the authors will study vibration measurements made in flight on an AH- 1 Cobra and an OH-58C Kiowa helicopters. The primary focus will be the development of a methodology to assess the impact of nonstationarity on false alarms. Issues to be addressed include how time synchronous averages are constructed from raw data as well as how lack of stationarity effects the behavior of single value metrics. Emphasis will be placed on the occurrence of false alarms with the use of standard metrics. In order to maintain an acceptable level of false alarms in the flight environment, this study will also address the determination of appropriate threshold levels, which may need to be higher than for test rigs.

Mosher, M.↗
NASA NTRSDate not supplied

Lander Lighting to Reduce Pilot Approach Errors: Project Design Assumptions & Model Constraints

The south pole lighting environment will have harsh low inclination sunlight, making overhead judgement of surface features difficult. Autonomous solutions are great, however, the need for visual monitoring and independent go/no-go decisions remain. Our project proposes that lunar landing systems will be better served by including a powerful landing light system that improves visibility of surfaces from overhead by illuminating the ground at critical distances for the crew to make last minute decisions regarding an approach.

Toni A. Clark↗
DOE OSTI2026

Oak Ridge Computing Academy: An HPC cluster deployment and management pilot

The High Performance Computing Technologies (HPCT) course is a hands-on High Performance Computing (HPC) cluster deployment and management training program offered as part of the International School for Advanced Studies (SISSA) and the International Center for Theoretical Physics (ICTP) Master in High Performance Computing (MHPC) specialization. Here, this training program introduces students to key concepts in cluster configuration. which include networking, software stack provisioning, job scheduling, and monitoring. The publicly available course materials feature several examples and underlying methods that are broadly applicable to cluster deployment and management. This paper discusses the design of a new workforce development program at the Oak Ridge National Laboratory that is based on HPCT, the Oak Ridge Computing Academy (ORCA). The ORCA pilot program was hosted by the Oak Ridge Leadership Computing Facility (OLCF) in Summer 2025. As a part of this discussion, HPCT and ORCA course contents and infrastructure are outlined, ORCA participant experiences are detailed, and potential opportunities for improvement are discussed.

Education↗
NASA NTRS2002

Methods and apparatus for graphical display and editing of flight plans

Systems and methods are provided for an integrated graphical user interface which facilitates the display and editing of aircraft flight-plan data. A user (e.g., a pilot) located within the aircraft provides input to a processor through a cursor control device and receives visual feedback via a display produced by a monitor. The display includes various graphical elements associated with the lateral position, vertical position, flight-plan and/or other indicia of the aircraft's operational state as determined from avionics data and/or various data sources. Through use of the cursor control device, the user may modify the flight-plan and/or other such indicia graphically in accordance with feedback provided by the display. In one embodiment, the display includes a lateral view, a vertical profile view, and a hot-map view configured to simplify the display and editing of the aircraft's flight-plan data.

Gibbs, Michael J.↗
NASA NTRS2006

NASA Crew Launch Vehicle Approach Builds on Lessons from Past and Present Missions

The United States Vision for Space Exploration, announced in January 2004, outlines the National Aeronautics and Space Administration's (NASA) strategic goals and objectives, including retiring the Space Shuttle and replacing it with a new human-rated system suitable for missions to the Moon and Mars. The Crew Exploration Vehicle (CEV) that the new Crew Launch Vehicle (CLV) lofts into space early next decade will initially ferry astronauts to the International Space Station and be capable of carrying crews back to lunar orbit and of supporting missions to Mars orbit. NASA is using its extensive experience gained from past and ongoing launch vehicle programs to maximize the CLV system design approach, with the objective of reducing total lifecycle costs through operational efficiencies. To provide in-depth data for selecting this follow-on launch vehicle, the Exploration Systems Architecture Study was conducted during the summer of 2005, following the confirmation of the new NASA Administrator. A team of aerospace subject matter experts used technical, budget, and schedule objectives to analyze a number of potential launch systems, with a focus on human rating for exploration missions. The results showed that a variant of the Space Shuttle, utilizing the reusable Solid Rocket Booster as the first stage, along with a new upper stage that uses a derivative of the RS-25 Space Shuttle Main Engine to deliver 25 metric tons to low-Earth orbit, was the best choice to reduce the risks associated with fielding a new system in a timely manner. The CLV Project, managed by the Exploration Launch Office located at NASA's Marshall Space Flight Center, is leading the design, development, testing, and operation of this new human-rated system. The CLV Project works closely with the Space Shuttle Program to transition hardware, infrastructure, and workforce assets to the new launch system . leveraging a wealth of lessons learned from Shuttle operations. The CL V is being designed to reduce costs through a number of methods, ranging from validating requirements to conducting trades studies against the concept design. Innovations such as automated processing will build on lessons learned from the Shuttle, other launch systems, Department of Defense operations experience, and subscale flight tests such as the Delta Clipper-Experimental Advanced (DCXA) vehicle operations that utilized minimal touch labor, automated cryogen ic propellant loading , and an 8-hour turnaround for a cryogenic propulsion system. For the CLV, the results of hazard analyses are contributing to an integrated vehicle health monitoring system that will troubleshoot anomalies and determine which ones can be solved without human intervention. Such advances will help streamline the mission operations process for pilots and ground controllers alike. In fiscal year 2005, NASA invested approximately $4.5 billion of its $16 bill ion budget on the Space Shuttle. The ultimate goal of the CLV Project is to deliver a safe, reliable system designed to minimize lifecycle costs so that NASA's budget can be invested in missions of scientific discovery. Lessons learned from developing the CLV will be applied to the growth path for future systems, including a heavy lift launch vehicle.

Dumbacher, Daniel L.↗
NASA NTRSDate not supplied

A Natural Language Understanding Approach for Digitizing Aircraft Ground Taxi Instructions

Recent Advancements in spoken language processing technologies have enabled the development of reliable automation tools to assist air traffic control (ATC) operations. These advancements present a unique opportunity to strategically implement digital taxi instructions for aircraft movement on the ground. Digital taxi instructions issue taxiing procedures to pilots as textual or graphical instructions. There are several benefits of digital instructions, including a reduction in radio congestion, elimination of communication errors, and improved aircraft monitoring capabilities. Natural language understanding (NLU) models can extract digital taxi instructions from verbal instructions issued by air traffic controllers. This capability enables the implementation of a digital taxi communication framework with minimal changes to the existing air traffic controller operational environment. We explore a novel application for NLU: automatically generating digital taxi instructions from air traffic controller speech. We describe the development of an annotation scheme to represent (aircraft) ground traffic communications in the US National Airspace System (NAS).Our annotation scheme uses intent classification and slot filling to extract taxi instructions, enabling NLU models to leverage syntactic information. Several neural network models were trained to categorize the controller’s intent and label information relevant to his or her intent.Our research demonstrates that it is feasible to use NLU to automatically generate digitaltaxi instructions, suggesting that it is a powerful tool for the implementation of digital taxi communications.

Hillel Steinmetz↗
NASA NTRS2016

AirSTAR Hardware and Software Design for Beyond Visual Range Flight Research

The National Aeronautics and Space Administration (NASA) Airborne Subscale Transport Aircraft Research (AirSTAR) Unmanned Aerial System (UAS) is a facility developed to study the flight dynamics of vehicles in emergency conditions, in support of aviation safety research. The system was upgraded to have its operational range significantly expanded, going beyond the line of sight of a ground-based pilot. A redesign of the airborne flight hardware was undertaken, as well as significant changes to the software base, in order to provide appropriate autonomous behavior in response to a number of potential failures and hazards. Ground hardware and system monitors were also upgraded to include redundant communication links, including ADS-B based position displays and an independent flight termination system. The design included both custom and commercially available avionics, combined to allow flexibility in flight experiment design while still benefiting from tested configurations in reversionary flight modes. A similar hierarchy was employed in the software architecture, to allow research codes to be tested, with a fallback to more thoroughly validated flight controls. As a remotely piloted facility, ground systems were also developed to ensure the flight modes and system state were communicated to ground operations personnel in real-time. Presented in this paper is a general overview of the concept of operations for beyond visual range flight, and a detailed review of the airborne hardware and software design. This discussion is held in the context of the safety and procedural requirements that drove many of the design decisions for the AirSTAR UAS Beyond Visual Range capability.

Laughter, Sean↗
NASA NTRS2004

Small Active Radiation Monitor

A device, named small active radiation monitor, allows on-orbit evaluations during periods of increased radiation, after extravehicular activities, or at predesignated times for crews on such long-duration space missions as on the International Space Station. It also permits direct evaluation of biological doses, a task now performed using a combination of measurements and potentially inaccurate simulations. Indeed the new monitor can measure a full array of radiation levels, from soft x-rays to hard galactic cosmic-ray particles. With refinement, it will benefit commercial (nuclear power-plant workers, airline pilots, medical technicians, physicians/dentists, and others) and military personnel as well as the astronauts for whom thermoluminescent dosimeters are inadequate. Civilian and military personnel have long since graduated from film badges to thermoluminescent dosimeters. Once used, most dosimeters must be returned to a central facility for processing, a step that can take days or even weeks. While this suffices for radiation workers for whom exposure levels are typically very low and of brief duration, it does not work for astronauts. Even in emergencies and using express mail, the results can often be delayed by as much as 24 hours. Electronic dosimeters, which are the size of electronic oral thermometers, and tattlers, small electronic dosimeters that sound an alarm when the dose/dose rate exceeds preset values, are also used but suffer disadvantages similar to those of thermoluminescent dosimeters. None of these devices fully answers the need of rapid monitoring during the space missions. Instead, radiation is monitored by passive detectors, which are read out after the missions. Unfortunately, these detectors measure only the absorbed dose and not the biologically relevant dose equivalent. The new monitor provides a real-time readout, a time history of radiation exposures (both absorbed dose and biologically relevant dose equivalent), and a count of the number of particles passing through a unit area. Better still, the monitor can be used anywhere.

Badhwar, Gautam D.↗
NASA NTRS1966

Helmet system broadcasts electroencephalograms of wearer

EEG monitoring system consisting of nonirritating sponge-type electrodes, amplifiers, and a battery-powered wireless transmitter, all mounted in the subjects helmet, obtains electroencephalograms /EEGs/ of pilots and astronauts performing tasks under stress. After a quick initial fitting, the helmet can be removed and replaced without adjustments.

Westbrook, R. M.↗
NASA NTRSDate not supplied

Aircraft Classification Using Radar from Small Unmanned Aerial Systems for Scalable Traffic Management Emergency Response Operations

This work investigates two machine learning techniques: Support Vector Machine (SVM) and Autoencoders (AE)with SVM layer for classification of radar trajectories as General Aviation (GA), fixed-wing small Unmanned Aerial System (sUAS), or not-an-aircraft using radar data recorded from sUAS. Onboard identification of intruder aircraft type is useful for planning avoidance maneuvers and is necessary to provide autonomous systems to meet or exceed the avoidance capability of a human pilot. Aircraft classification can identify intruder aircraft that are not part of the team and may be violating a Temporary Flight Restriction. Aircraft classification is needed in monitoring an airspace where multiple aircraft are teaming on a shared task. Scalable Traffic Management for Emergency Response Operations (STEReO) is a NASA project aimed at improving disaster response by enabling large scale aircraft operations through the teaming of manned aircraft with sUAS to maximize emergency response resources. To this end, this work uses trajectories and radar derived features to classify aircraft from a multirotor sUAS. The AE + SVM generated the strongest classification overall accuracy of 93.5% using the first 4 seconds of radar track data for tracks that activated the avoidance system. Subsampling the available track data increased the available training data with the maximum aircraft recall of 0.94 achieved using the SVM with 1 second track data.

Chester V. Dolph↗
NASA NTRS1978

Development of automatic and manual flight director landing systems for the XV-15 tilt rotor aircraft in helicopter mode

The objective of this effort is to determine IFR approach path and touchdown dispersions for manual and automatic XV-15 tilt rotor landings, and to develop missed approach criteria. Only helicopter mode XV-15 operation is considered. The analysis and design sections develop the automatic and flight director guidance equations for decelerating curved and straight-in approaches into a typical VTOL landing site equipped with an MLS navigation aid. These system designs satisfy all known pilot-centered, guidance and control requirements for this flying task. Performance data, obtained from nonstationary covariance propagation dispersion analysis for the system, are used to develop the approach monitoring criteria. The autoland and flight director guidance equations are programmed for the VSTOLAND 1819B digital computer. The system design dispersion data developed through analysis and the 1819B digital computer program are verified and refined using the fixed-base, man-in-the-loop XV-15 VSTOLAND simulation.

Hofmann, L. G.↗
NASA NTRS1992

Takeoff Performance Monitoring System display options

The development of displays for the Takeoff Performance Monitoring System (TPMS) is described with attention given to the three concepts prepared for commercial applications. The TPMS algorithm is described and related to the display requirements for pilots of two-engine airplanes. Head-up and -down displays are considered for displaying the simple advisory data which indicate whether the takeoff is a 'Go' or 'No-go' based on engine failure, acceleration error, and runway length. Six pilots are shown the three display options which include: (1) basic information; (2) basic data with 'Go/No-go' advisory flags; and (3) basic data, advisory flags, and an abort-warning symbol. The pilots tended to select the option with the most advisory data available, but the inconclusive preference study led to the concept of presenting all three configurations as possible display options for the TPMS.

Middleton, David B.↗