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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 433 records · Page 24

A user interface development tool for space science systems Transportable Applications Environment (TAE) Plus

The Transportable Applications Environment Plus (TAE PLUS), developed at NASA's Goddard Space Flight Center, is a portable What You See Is What You Get (WYSIWYG) user interface development and management system. Its primary objective is to provide an integrated software environment that allows interactive prototyping and development that of user interfaces, as well as management of the user interface within the operational domain. Although TAE Plus is applicable to many types of applications, its focus is supporting user interfaces for space applications. This paper discusses what TAE Plus provides and how the implementation has utilized state-of-the-art technologies within graphic workstations, windowing systems and object-oriented programming languages.

Szczur, Martha R.↗

Design and fabrication of brazed Rene 41 honeycomb sandwich structural panels for advanced space transportation systems

The design and fabrication of two large brazed Rene 41 honeycomb panels, the establishment of a test plan, the design and fabrication of a test fixture to subject the panels to cyclic thermal gradients and mechanical loads equivalent to those imposed on an advanced space transportation vehicle during its boost and entry trajectories are discussed. The panels will be supported at four points, creating three spans. The outer spans are 45.7 cm (18 in.) and the center span 76.2 cm (30 in). Specimen width is 30.5 cm (12 in.). The panels were primarily designed by boost conditions simulated by subjecting the panels to liquid nitrogen, 77K (-320 F) on one side and 455K (360 F) on the other side and by mechanically imposing loads representing vehicle fuel pressure loads. Entry conditions were simulated by radiant heating to 1034K (1400 F). The test program subjected the panels to 500 boost thermal conditions. Results are presented.

Hepler, A. K.↗

Review of measured vibration and noise environments experienced by passengers in aircraft and in ground transportation systems

Measured vibration and interior noise data are presented for a number of air and surface vehicles. Consideration is given to the importance of direction effects; of vehicle operations such as take-off, cruise, and landing; and of measurement location on the level and frequency of the measurements. Various physical measurement units or descriptors are used to quantify and compare the data. Results suggest the range of vibration and noise associated with a particular mode of transportation and illustrate the comparative levels in terms of each of the descriptors. Collectively, the results form a data base which may be useful in assessing the ride of existing or future systems relative to vehicles in current operation.

Stephens, D. G.↗

Manned space flight nuclear system safety. Volume 4: Space shuttle nuclear system transportation. Part 1: Space shuttle nuclear safety

An analysis of the nuclear safety aspects (design and operational considerations) in the transport of nuclear payloads to and from earth orbit by the space shuttle is presented. Three representative nuclear payloads used in the study were: (1) the zirconium hydride reactor Brayton power module, (2) the large isotope Brayton power system and (3) small isotopic heat sources which can be a part of an upper stage or part of a logistics module. Reference data on the space shuttle and nuclear payloads are presented in an appendix. Safety oriented design and operational requirements were identified to integrate the nuclear payloads in the shuttle mission. Contingency situations were discussed and operations and design features were recommended to minimize the nuclear hazards. The study indicates the safety, design and operational advantages in the use of a nuclear payload transfer module. The transfer module can provide many of the safety related support functions (blast and fragmentation protection, environmental control, payload ejection) minimizing the direct impact on the shuttle.

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Design study to simulate the development of a commercial freight transportation system

The Notre Dame Aerospace Engineering senior class was divided into six design teams. A request for proposals (RFP) asking for the design of a remotely piloted vehicle (RPV) was given to the class, and each design team was responsible for designing, developing, producing, and presenting an RPV concept. The RFP called for the design of commercial freight transport RPV. The RFP provided a description of a fictitious world called 'Aeroworld'. Aeroworld's characteristics were scaled to provide the same types of challenges for RPV design that the real world market provides for the design of commercial aircraft. Fuel efficiency, range and payload capabilities, production and maintenance costs, and profitability are a few of the challenges that were addressed in this course. Each design team completed their project over the course of a semester by designing and flight testing a prototype, freight-carrying remotely piloted vehicle.

Batill, Stephen M.↗

Economic Metrics for Commercial Reusable Space Transportation Systems

The success of any effort depends upon the effective initial definition of its purpose, in terms of the needs to be satisfied and the goals to be fulfilled. If the desired product is "A System" that is well-characterized, these high-level need and goal statements can be transformed into system requirements by traditional systems engineering techniques. The satisfaction of well-designed requirements can be tracked by fairly straightforward cost, schedule, and technical performance metrics. Unfortunately, some types of efforts, including those that NASA terms "Programs," tend to resist application of traditional systems engineering practices. In the NASA hierarchy of efforts, a "Program" is often an ongoing effort with broad, high-level goals and objectives. A NASA "project" is a finite effort, in terms of budget and schedule, that usually produces or involves one System. Programs usually contain more than one project and thus more than one System. Special care must be taken in the formulation of NASA Programs and their projects, to ensure that lower-level project requirements are traceable to top-level Program goals, feasible with the given cost and schedule constraints, and measurable against top-level goals. NASA Programs and projects are tasked to identify the advancement of technology as an explicit goal, which introduces more complicating factors. The justification for funding of technology development may be based on the technology's applicability to more than one System, Systems outside that Program or even external to NASA. Application of systems engineering to broad-based technology development, leading to effective measurement of the benefits, can be valid, but it requires that potential beneficiary Systems be organized into a hierarchical structure, creating a "system of Systems." In addition, these Systems evolve with the successful application of the technology, which creates the necessity for evolution of the benefit metrics to reflect the changing baseline. Still, economic metrics for technology development in these Programs and projects remain fairly straightforward, being based on reductions in acquisition and operating costs of the Systems. One of the most challenging requirements that NASA levies on its Programs is to plan for the commercialization of the developed technology. Some NASA Programs are created for the express purpose of developing technology for a particular industrial sector, such as aviation or space transportation, in financial partnership with that sector. With industrial investment, another set of goals, constraints and expectations are levied on the technology program. Economic benefit metrics then expand beyond cost and cost savings to include the marketability, profit, and investment return requirements of the private sector. Commercial investment criteria include low risk, potential for high return, and strategic alignment with existing product lines. These corporate criteria derive from top-level strategic plans and investment goals, which rank high among the most proprietary types of information in any business. As a result, top-level economic goals and objectives that industry partners bring to cooperative programs cannot usually be brought into technical processes, such as systems engineering, that are worked collaboratively between Industry and Government. In spite of these handicaps, the top-level economic goals and objectives of a joint technology program can be crafted in such a way that they accurately reflect the fiscal benefits from both Industry and Government perspectives. Valid economic metrics can then be designed that can track progress toward these goals and objectives, while maintaining the confidentiality necessary for the competitive process.

Shaw, Eric J.↗

Space Transportation System Liftoff Debris Mitigation Process Overview

Liftoff debris is a top risk to the Space Shuttle Vehicle. To manage the Liftoff debris risk, the Space Shuttle Program created a team with in the Propulsion Systems Engineering & Integration Office. The Shutt le Liftoff Debris Team harnesses the Systems Engineering process to i dentify, assess, mitigate, and communicate the Liftoff debris risk. T he Liftoff Debris Team leverages off the technical knowledge and expe rtise of engineering groups across multiple NASA centers to integrate total system solutions. These solutions connect the hardware and ana lyses to identify and characterize debris sources and zones contribut ing to the Liftoff debris risk. The solutions incorporate analyses sp anning: the definition and modeling of natural and induced environmen ts; material characterizations; statistical trending analyses, imager y based trajectory analyses; debris transport analyses, and risk asse ssments. The verification and validation of these analyses are bound by conservative assumptions and anchored by testing and flight data. The Liftoff debris risk mitigation is managed through vigilant collab orative work between the Liftoff Debris Team and Launch Pad Operation s personnel and through the management of requirements, interfaces, r isk documentation, configurations, and technical data. Furthermore, o n day of launch, decision analysis is used to apply the wealth of ana lyses to case specific identified risks. This presentation describes how the Liftoff Debris Team applies Systems Engineering in their proce sses to mitigate risk and improve the safety of the Space Shuttle Veh icle.

Mitchell, Michael↗

Hybrid Transportation System Integrated Trajectory Design and Optimization for Mars Landing Site Accessibility

NASA’s Mars Study Capability Team continues the agency’s efforts to study and refine the nation’s plan to field a sustainable human Mars campaign. One of the primary open issues left unanswered during previous analysis cycles was the uncertainty of the impact to the vehicle performance requirement to deliver crew and cargo to the same landing site across multiple mission opportunities. The Mars Study Capability Team has recently developed an integrated trajectory optimization and system closure model to solve the complex interplanetary trajectory optimization using both low-thrust and high-thrust maneuvers. This paper demonstrates the capability of this new integrated trajectory design and optimization method as it applies to the landing site accessibility problem for the Hybrid transportation architecture. The results showed that the current vehicle is capable of reaching up to +20 degree latitude and down to -20 degree latitude in every mission opportunity from 2033 to 2052. However, reaching latitudes beyond +/- 20 required more propellant than the spacecraft is currently designed to carry for many of the mission opportunities.

Chai, Patrick R.↗

Air transportation systems for the California corridor of 2010

In 1986 NASA and USRA identified Cal Poly as one of seven 'Centers of Aircraft Design Education', and accepted a proposal from Cal Poly to conduct a three-year study of the potential for Lighter-Than-Air (LTA), Vertical Take-Off and Landing (VTOL), and Short Take-Off and landing (STOL) aircraft concepts for air transportation within the California corridor. The project emphasizes configurations that are both innovative and unconventional in design for use in the 2010 time period. The topic of LTA/VTOL/STOL aircraft was selected because it is consistent with the mission of the NASA Ames Research Center and is a broad topic that succeeding classes at Cal Poly can continue to iterate and refine to produce meaningful results for NASA. Along with studying the technical issues normally involved in any aircraft design problem, the topics of safety, noise, public acceptance, and economic viability in commercial operations are also addressed.

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Technology Development Risk Assessment for Space Transportation Systems

A new approach for assessing development risk associated with technology development projects is presented. The method represents technology evolution in terms of sector-specific discrete development stages. A Monte Carlo simulation is used to generate development probability distributions based on statistical models of the discrete transitions. Development risk is derived from the resulting probability distributions and specific program requirements. Two sample cases are discussed to illustrate the approach, a single rocket engine development and a three-technology space transportation portfolio.

Mathias, Donovan L.↗

Design of a lunar transportation system

The establishment of lunar bases is the next logical step in the exploration of space. Permanent lunar bases will support scientific investigation, the industrialization of space, and the development of self-sufficiency on the Moon. Scientific investigation and research and development would lead to applications utilizing lunar material resources. By utilizing these resources, the industrialization of space can become a reality. The above two factors coupled with the development of key and enabling technologies would lead to achievement of self-sufficiency of the lunar base. Attention was focused on specific design(s) to be pursued during subsequent stages in advanced courses. Some of the objectives in the project included: (1) minimizing the transportation of construction material and fuel from earth, or maximizing the use of the lunar material; (2) use of novel materials and light weight structures; (3) use of new manufacturing methods and technology such as magnetically levitated, or superconducting materials; and (4) innovative concepts of effectively utilizing the exotic lunar conditions, i.e. high thermal gradients, lack of atmosphere, zero wind forces, and lower gravity, etc.

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The F-92 RELIANT: Air transport system design simulation

The design proposal of a semester long design project by group 'F' for AE 441 is addressed. In formulating this design, the driving philosophy was not just to fulfill the mission requirements (discussed in chapter two), but to do so in a creative manner - this explains the unconventional aircraft design, named the F-92 RELIANT. Although unconventional, and perhaps more expensive to produce, the design has distinct advantages which could only be attained through such a creative design. Major components of the F-92 Reliant include: (1) unobstructed cargo bay, 1024 cu. in. capability; (2) loading ramp; (3) dual wing configuration; and (4) polyhedral wing configuration. These design components either originated or evolved to create an aircraft that would most effectively meet the goals of cargo transportation in AeroWorld at minimum cost.

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Aircraft Weather Mitigation for the Next Generation Air Transportation System

Atmospheric effects on aviation are described by Mahapatra (1999) as including (1) atmospheric phenomena involving air motion - wind shear and turbulence; (2) hydrometeorological phenomena - rain, snow and hail; (3) aircraft icing; (4) low visibility; and (5) atmospheric electrical phenomena. Aircraft Weather Mitigation includes aircraft systems (e.g. airframe, propulsion, avionics, controls) that can be enacted (by a pilot, automation or hybrid systems) to suppress and/or prepare for the effects of encountered or unavoidable weather or to facilitate a crew operational decision-making process relative to weather. Aircraft weather mitigation can be thought of as a continuum (Figure 1) with the need to avoid all adverse weather at one extreme and the ability to safely operate in all weather conditions at the other extreme. Realistic aircraft capabilities fall somewhere between these two extremes. The capabilities of small general aviation aircraft would be expected to fall closer to the "Avoid All Adverse Weather" point, and the capabilities of large commercial jet transports would fall closer to the "Operate in All Weather Conditions" point. The ability to safely operate in adverse weather conditions is dependent upon the pilot s capabilities (training, total experience and recent experience), the airspace in which the operation is taking place (terrain, navigational aids, traffic separation), the capabilities of the airport (approach guidance, runway and taxiway lighting, availability of air traffic control), as well as the capabilities of the airplane. The level of mitigation may vary depending upon the type of adverse weather. For example, a small general aviation airplane may be equipped to operate "in the clouds" without outside visual references, but not be equipped to prevent airframe ice that could be accreted in those clouds.

Stough, H. Paul, III↗

High-Purity Aluminum Magnet Technology for Advanced Space Transportation Systems

Basic research on advanced plasma-based propulsion systems is routinely focused on plasmadynamics, performance, and efficiency aspects while relegating the development of critical enabling technologies, such as flight-weight magnets, to follow-on development work. Unfortunately, the low technology readiness levels (TRLs) associated with critical enabling technologies tend to be perceived as an indicator of high technical risk, and this, in turn, hampers the acceptance of advanced system architectures for flight development. Consequently, there is growing recognition that applied research on the critical enabling technologies needs to be conducted hand in hand with basic research activities. The development of flight-weight magnet technology, for example, is one area of applied research having broad crosscutting applications to a number of advanced propulsion system architectures. Therefore, NASA Marshall Space Flight Center, Louisiana State University (LSU), and the National High Magnetic Field Laboratory (NHMFL) have initiated an applied research project aimed at advancing the TRL of flight-weight magnets. This Technical Publication reports on the group's initial effort to demonstrate the feasibility of cryogenic high-purity aluminum magnet technology and describes the design, construction, and testing of a 6-in-diameter by 12-in-long aluminum solenoid magnet. The coil was constructed in the machine shop of the Department of Physics and Astronomy at LSU and testing was conducted in NHMFL facilities at Florida State University and at Los Alamos National Laboratory. The solenoid magnet was first wound, reinforced, potted in high thermal conductivity epoxy, and bench tested in the LSU laboratories. A cryogenic container for operation at 77 K was also constructed and mated to the solenoid. The coil was then taken to NHMFL facilities in Tallahassee, FL. where its magnetoresistance was measured in a 77 K environment under steady magnetic fields as high as 10 T. In addition, the temperature dependence of the coil's resistance was measured from 77 to 300 K. Following this series of tests, the coil was transported to NHMFL facilities in Los Alamos, NM, and pulsed to 2 T using an existing capacitor bank pulse generator. The coil was completely successful in producing the desired field without damage to the windings.

Goodrich, R. G.↗