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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 NTRS1994

Effect of Aeropropulsive Interactions and Design Sensitivities on Optimal Hypersonic Ascent Trajectories

In this paper, trajectory optimization is used as a tool to better understand the performance characteristics of hypersonic Single-Stage-To-Orbit(SSTO) vehicle exhibiting significant aeropropulsive interactions. The energy state approximation is used to determine a straightforward method of determining the scramjet-powered phase of the mission. The energy state method is then used to generate fuel-optimal trajectory results over this portion of the mission for a vehicle configuration of this class. The fuel-optimal unconstrained trajectory is marked by low-altitude acceleration, while a dynamic pressure-constrained trajectory is seen to ride the dynamic pressure constraint for the entire scramjet mission phase. The significance of aeropropulsive interactions in affecting vehicle performance is also investigated.

Lovell, T. Alan↗
NASA NTRS1997

Photoelectron Effects on the Self-Consistent Potential in the Collisionless Polar Wind

The presence of unthermalized photoelectrons in the sunlit polar cap leads to an enhanced ambipolar potential drop and enhanced upward ion acceleration. Observations in the topside ionosphere have led to the conclusion that large-scale electrostatic potential drops exist above the spacecraft along polar magnetic field lines connected to regions of photoelectron production. A kinetic approach is used for the O(+), H(+), and photoelectron (p) distributions, while a fluid approach is used to describe the thermal electrons (e) and self-consistent electric field (E(sub II)) electrons are allowed to carry a flux that compensates for photoelectron escape, a critical assumption. Collisional processes are excluded, leading to easier escape of polar wind particles and therefore to the formation of the largest potential drop consistent with this general approach. We compute the steady state electric field enhancement and net potential drop expected in the polar wind due to the presence of photoelectrons as a function of the fractional photoelectron content and the thermal plasma characteristics. For a set of low-altitude boundary conditions typical of the polar wind ionosphere, including 0.1% photoelectron content, we found a potential drop from 500 km to 5 R(sub E) of 6.5 V and a maximum thermal electron temperature of 8800 K. The reasonable agreement of our results with the observed polar wind suggests that the assumptions of this approach are valid.

Khazanov, G. V.↗
NASA NTRS1993

On the High- and Low- Altitude Limits of the Auroral Electric Field Region

Using measurements from the High Altitude Plasma Instrument (HAPI) on the Dynamics-Explorer 1 (DE-1) spacecraft and the Low Altitude Plasma Instrument (LAPI) on Dynamics Explorer 2 (DE 2), we investigate both die high altitude and low altitude extents of the auroral acceleration region. To infer the high altitude limit, we searched the HAPI data base for evidence of upward-directed auroral electric fields located above the spacecraft when the HAPI spacecraft is above 9000 km altitude. We find that such acceleration is common when DE-1 flies through die auroral oval at an altitude of 9,000-11,000 km. At altitudes above 11,000 km, the fraction of the orbits with evidence of at least a 1000 V potential drop above the spacecraft falls, becoming essentially zero above an altitude of 15,000 km. Above that altitude, small (100 V) potential drops are frequently observed, but only rarely are approx. 1 kV potentials observed, typically associated with polar cap or 'theta' arcs or westward traveling surges. To investigate the low-altitude limit of the auroral acceleration region, we use conjunctions of DE 1 and DE 2 along auroral field lines and match the upgoing fluxes of ionospheric ions observed by DE 2 with the flux of accelerated upgoing ions observed at DE 1. Calculating the ionospheric scale height from the ion and electron temperatures and assuming that the parallel flow velocity is independent of height above 800 km, we calculate the altitude at which the upwelling ionospheric ions are effectively completely lost to upward acceleration. The initial lowest-altitude acceleration process could be either a perpendicular acceleration or a parallel electric field, but it must be sufficient to give the entire distribution escape energy. We find that in the two cases studied, near the region of peak auroral potential drop the altitude of this acceleration was around 1700 km (near the O/H neutral crossover altitude), but was significantly higher (approx. 2000 km) near the edges of the arc, where the potential was lower. The composition of the upgoing ion beam was consistent with these heights, being predominately H(+) near the edges and O(+) near the peak.

Reiff, P. H.↗
NASA NTRS1997

Detection of Obstacles in Monocular Image Sequences

The ability to detect and locate runways/taxiways and obstacles in images captured using on-board sensors is an essential first step in the automation of low-altitude flight, landing, takeoff, and taxiing phase of aircraft navigation. Automation of these functions under different weather and lighting situations, can be facilitated by using sensors of different modalities. An aircraft-based Synthetic Vision System (SVS), with sensors of different modalities mounted on-board, complements the current ground-based systems in functions such as detection and prevention of potential runway collisions, airport surface navigation, and landing and takeoff in all weather conditions. In this report, we address the problem of detection of objects in monocular image sequences obtained from two types of sensors, a Passive Millimeter Wave (PMMW) sensor and a video camera mounted on-board a landing aircraft. Since the sensors differ in their spatial resolution, and the quality of the images obtained using these sensors is not the same, different approaches are used for detecting obstacles depending on the sensor type. These approaches are described separately in two parts of this report. The goal of the first part of the report is to develop a method for detecting runways/taxiways and objects on the runway in a sequence of images obtained from a moving PMMW sensor. Since the sensor resolution is low and the image quality is very poor, we propose a model-based approach for detecting runways/taxiways. We use the approximate runway model and the position information of the camera provided by the Global Positioning System (GPS) to define regions of interest in the image plane to search for the image features corresponding to the runway markers. Once the runway region is identified, we use histogram-based thresholding to detect obstacles on the runway and regions outside the runway. This algorithm is tested using image sequences simulated from a single real PMMW image.

Kasturi, Rangachar↗
NASA NTRS1998

Equatorial Density Irregularity Structures at Intermediate Scales and Their Temporal Evolution

We examine high resolution measurements of ion density in the equatorial ionosphere from the AE-E satellite during the years 1977-1981. Structure over spatial scales from 18 km to 200 m is characterized by the spectrum of irregularities at larger and smaller scales and at altitudes above 350 km and below 300 km. In the low-altitude region, only small amplitude large-scale (lambda greater than 5 km) density modulations are often observed, and thus the power spectrum of these density structures exhibits a steep spectral slope at kilometer scales. In the high-altitude region, sinusoidal density fluctuations, characterized by enhanced power near 1-km scale, are frequently observed during 2000-0200 LT. However, such fluctuations are confined to regions at the edges of larger bubble structures where the average background density is high. Small amplitude irregularity structures, observed at early local time hours, grow rapidly to high-intensity structures in about 90 min. Fully developed structures, which are observed at late local time hours, decay very slowly producing only-small differences in spectral characteristics even 4 hours later. The local time evolution of irregularity structure is investigated by using average statistics for low-(1% less than sigma less than 5%) and high-intensity (sigma greater than 10%) structures. At lower altitudes, little chance in the spectral slope is seen as a function of local time, while at higher attitudes the growth and maintenance of structures near 1 km scales dramatically affects the spectral slope.

Kil, Hyosub↗
NASA NTRS1996

Algal Accessory Pigment Detection Using AVIRIS Image-Derived Spectral Radiance Data

Visual and derivative analyses of AVIRIS spectral data can be used to detect algal accessory pigments in aquatic communities. This capability extends the use of remote sensing for the study of aquatic ecosystems by allowing detection of taxonomically significant pigment signatures which yield information about the type of algae present. Such information allows remote sensing-based assessment of aquatic ecosystem health, as in the detection of nuisance blooms of cyanobacteria or toxic blooms of dinoflagellates. Remote sensing of aquatic systems has traditionally focused on quantification of chlorophyll a, a photoreactive (and light-harvesting) pigment which is common to all algae as well as cyanobacteria (bluegreen algae). Due to the ubiquitousness of this pigment within algae, chl a is routinely measured to estimate algal biomass both during ground-truthing and using various airborne or satellite based sensors, including AVIRIS. Within the remote sensing and aquatic sciences communities, ongoing research has been performed to detect algal accessory pigments for assessment of algal population composition. This research is based on the fact that many algal accessory pigments are taxonomically significant, and all are spectrally unique. Aquatic scientists have been refining pigment analysis techniques, primarily high performance liquid chromatography, or HPLC, to detect specific pigments as a time-saving alternative to individual algal cell identifications and counts. Remote sensing scientists are investigating the use of pigment signatures to construct pigment libraries analogous to mineral spectral libraries used in geological remote sensing applications. The accessory pigment approach has been used successfully in remote sensing using data from the Thematic Mapper, low-altitude, multiple channel scanners, field spectroradiometers and the AVIRIS hyperspectral scanner. Due to spectral and spatial resolution capabilities, AVIRIS is the sensor of choice for such studies. We present here our results on detection of algal accessory pigments using AVIRIS data.

Richardson, Laurie L.↗
NASA NTRS1998

Global Distribution of Density Irregularities in the Equatorial Ionosphere

We analyzed measurements of ion number density made by the retarding potential analyzer aboard the Atmosphere Explorer-E (AE-E) satellite, which was in an approximately circular orbit at an altitude near 300 km in 1977 and later at an altitude near 400 km. Large-scale (greater than 60 km) density measurements in the high-altitude regions show large depletions of bubble-like structures which are confined to narrow local time longitude, and magnetic latitude ranges, while those in the low-altitude regions show relatively small depletions which are broadly distributed,in space. For this reason we considered the altitude regions below 300 km and above 350 km and investigated the global distribution of irregularities using the rms deviation delta N/N over a path length of 18 km as an indicator of overall irregularity intensity. Seasonal variations of irregularity occurrence probability are significant in the Pacific regions, while the occurrence probability is always high in die Atlantic-African regions and is always low in die Indian regions. We find that the high occurrence probability in the Pacific regions is associated with isolated bubble structures, while that near 0 deg longitude is produced by large depictions with bubble structures which are superimposed on a large-scale wave-like background. Considerations of longitude variations due to seeding mechanisms and due to F region winds and drifts are necessary to adequately explain the observations at low and high altitudes. Seeding effects are most obvious near 0 deg longitude, while the most easily observed effect of the F region is the suppression of irregularity growth by interhemispheric neutral winds.

Kil, Hyosub↗
NASA NTRS1996

Operation Heli-STAR - Atlanta Communications Experiment (ACE)

Operation Heli-STAR (Helicopter Short-Haul Transportation and Aviation Research) was established and operated in Atlanta, Georgia, during the period of the 1996 Centennial Olympic Games. Heli-STAR had three major thrusts: (1) the establishment and operation of a helicopter-based cargo transportation system, (2) the management of low-altitude air traffic in the airspace of an urban area, and (3) the collection and analysis of research and development data associated with items 1 and 2. Heli-STAR was a cooperative industry/government program that included parcel package shippers and couriers in the Atlanta area, the helicopter industry, aviation electronics manufacturers, the Federal Aviation Administration (FAA), the National Aeronautics and Space Administration (NASA), and support contractors. Several detailed reports have been produced as a result of Operation Heli-STAR. These include four reports on acoustic measurements and associated analyses, and reports on the Heli-STAR tracking data including the data processing and retrieval system, the Heli-STAR cargo simulation, and the community response system. In addition, NASA's Advanced General Aviation Transport Experiments (AGATE) program has produced a report describing the Atlanta Communications Experiment (ACE) which produced the avionics and ground equipment using automatic dependent surveillance-broadcast (ADS-B) technology. This latter report is restricted to organizations belonging to NASA's AGATE industry consortium. A complete list of these reports is shown on the following page.

Source record↗
NASA NTRS1998

Airspace Complexity and its Application in Air Traffic Management

The United States Air Traffic Management (ATM) system provides services to enable safe, orderly and efficient aircraft operations within the airspace over the continental United States and over large portions of the Pacific and Atlantic Oceans, and the Gulf of Mexico. It consists of two components, Air Traffic Control (ATC) and Traffic Flow Management (TFM). The ATC function ensures that the aircraft within the airspace are separated at all times while the TFM function organizes the aircraft into a flow pattern to ensure their safe and efficient movement. In order to accomplish the ATC and TFM functions, the airspace over United States is organized into 22 Air Route Traffic Control Centers (ARTCCs). The Center airspace is stratified into low-altitude, high-altitude and super-high altitude groups of Sectors. Each vertical layer is further partitioned into several horizontal Sectors. A typical ARTCC airspace is partitioned into 20 to 80 Sectors. These Sectors are the basic control units within the ATM system.

Sridhar, Banavar↗
NASA NTRS1976

Beach Erosion

Two miles of beach at Cape Canaveral eroded by construction of a port and jetties was recently restored. Such work in harbors of many cities often disrupts normal flow of sand for many miles along coasts. Brevard County, FL residents now enjoy a 400 ft. wide public beach in an area in imminent danger of destructive erosion just a year previously. Before and after aerial photos show how more than two miles of beach were rebuilt with 2.7 million cubic yards of sand helping abate the erosion problem caused by construction of jetties. NASA volunteered its remote-sensing technology and instrumented aircraft to provide low-altitude color infrared photography about every three months since 1972.

Source record↗
NASA NTRS1955

Investigation in the Langley Free-Flight Tunnel of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model Simulating the Convair F-102A Airplane

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model simulating the Convair F-102A airplane has been made in the Langley free-flight tunnel. The model in its basic configuration and with two modifications involving leading- edge slats and an increase in vertical-tail size was flown through a lift-coefficient range from 0.7 to the stall. Only relatively low-altitude conditions were simulated. The longitudinal stability characteristics of the model were considered satisfactory for all conditions investigated. The lateral stability characteristics were considered satisfactory for the basic configuration over the lift-coefficient range investigated, except near the stall, where large values of static directional instability caused the model to be directionally divergent. An 80-percent increase in vertical-tail area increased the angle of attack at which the model became directionally divergent. The longitudinal and lateral control characteristics were generally satisfactory. Although the adverse sideslip characteristics for the model were considered acceptable over the angle-of-attack range, analysis indicates that the adverse sideslip characteristics of the airplane may be objectionable at high angles of attack.

Boisseau, Peter C.↗
NASA NTRS1953

Investigation of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model of the Convair YF-102 Airplane in the Langley Free-Flight Tunnel

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model of the Convair YF-102 airplane has been made in the Langley free-flight tunnel. The model was flown over a lift-coefficient range from 0.5 to the stall in its basic configuration and with several modifications involving leading-edge slats and increases in vertical-tail size. Only relatively low-altitude conditions were simulated and no attempt was made to determine the effect of freeing the controls. The longitudinal stability characteristics of the model were considered satisfactory for all conditions investigated. The lateral stability characteristics were considered satisfactory for the basic configuration over the speed range investigated except near the stall, where large values of static directional instability caused the model to be directionally divergent. The addition of leading-edge slats or an 8-percent increase in vertical-tail area increased the angle of attack at which the model became directionally divergent. The use of leading-edge slats in combination with a 40-percent increase in vertical-tail size eliminated the directional divergence and produced satisfactory stability characteristics through the stall. The longitudinal and lateral control characteristics were generally satisfactory. Although the adverse sideslip characteristics for the model were considered satisfactory over the angle-of-attack range, analysis indicates that the adverse sideslip characteristics of the airplane may be objectionable at high angles of attack.

Johnson, Joseph L., Jr.↗
NASA NTRS1951

Investigation of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model of the Douglas XF4D-1 Airplane in the Langley Free-Flight Tunnel TED No. NACA DE 349

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model of the Douglas XF4D-1 airplane has been made in the Langley free-flight tunnel. The model was flown with leading-edge slats retracted and extended over a lift-coefficient range from 0.5 to the stall. Only relatively low-altitude conditions were simulated and no attempt was made to determine the effect on the stability characteristics of freeing the controls. The longitudinal stability and control characteristics of the model were satisfactory for all conditions investigated except near the stall with slats extended, where the model had a slight nosing-up tendency. The lateral stability and control characteristics of the model were considered satisfactory for all conditions investigated except near the stall with slats retracted, where a change in sign of the static- directional-stability parameter Cn(sub beta) caused the model to be directionally divergent. The addition of an extension to the top of the vertical tail did not increase Cn(sub beta) enough to eliminate the directional divergence of the model, but a large increase in Cn(sub beta) that was obtainable by artificial means appeared to eliminate the divergence and flights near the stall could be made. Artificially increasing the stability derivative-Cn(sub r) (yawing moment due to yawing) and Cn(sub p) (yawing moment due to rolling) had little effect on the divergence for the range of these parameters investigated. Calculations indicate that the damping of the lateral oscillation of the airplane with slats retracted or extended will be satisfactory at sea level but will be only marginally satisfactory at 40,000 feet.

Johnson, Joseph L.↗
NASA NTRS1951

Strain-Gage Measurements of Buffeting Loads on a Jet-Powered Bomber Airplane

Buffet boundaries, buffeting-load increments for the stabilizers and elevators, and buffeting bending-moment increments for the stabilizers and wings as measured in gradual maneuvers for a jet-powered bomber airplane are presented. The buffeting-load increments were determined from strain-gage measurements at the roots or hinge supports of the various surfaces considered. The Mach numbers of the tests ranged from 0.19 to 0.78 at altitudes close to 30,000 feet. The predominant buffet frequencies were close to the natural frequencies of the structural components. The buffeting-load data, when extrapolated to low-altitude conditions, indicated loads on the elevators and stabilizers near the design limit loads. When the airplane was held in buffeting, the load increments were larger than when recovery was made immediately.

Aiken, William S., Jr.↗
NASA NTRS1997

(abstract) Mars Global Surveyor Mission

The Mars Global Surveyor (MGS) spacecraft will be launched in November of 1996 to the planet Mars for an extended study of the planet's surface, atmosphere, gravitational field and magnetic field. In order to achieve the scientific objectives of the mission, the spacecraft will be inserted into a low-altitude, near-polar, Sun-synchronous orbit. Data will be collected and returned from six prime experiments on the spacecraft for over one Martian year (687 Earth days) and will provide for a better understanding of the geology, geophysics, and climatology of Mars. Five of these six experiments will utilize scientific instruments mounted on the spacecraft. The sixth investigation will collect data about Mars by analyzing the spacecraft's radio signal.

Mars↗
NASA NTRS1997

Mars Global Surveyor Mission

The Mars Global Surveyor (MGS) spacecraft will be launched in November 1996 to the planet Mars for an extended study of the planet's surface, atmosphere, gravitational field, and magnetic field. In order to achieve the scientific objectives of the mission, the spacecraft will be inserted into a low-altitude, near-polar, sun-synchronous orbit. Data will be collected for over one Martian year (687 Earth days) and will provide for a better understanding of the geology, geophysics, and climatology of Mars.

Mars↗
NASA NTRS1996

Spacecraft Charging, An Update

Spacecraft charging and its associated plasma interactions continue to be major issues for Earth-orbiting spacecraft. Although typically thought of as a surface effect on geosynchronous spacecraft, internal charging and low-altitude phenomena are increasingly causing concern. This review will concentrate on the problems introduced by penetrating electrons and related processes, and on issues tied to plasma/aurora.

Spacecraft↗