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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 451 records · Page 25
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Bioenergy for climate change mitigation: Scale and sustainability

Many global climate change mitigation pathways presented in IPCC assessment reports rely heavily on the deployment of biomass for bioenergy, often used in conjunction with carbon capture and storage (BECCS). We review the literature on bioenergy, including the modelling of bioenergy in integrated assessment models (IAMs) and bottom-up modelling and non-modelling studies on the implications of bioenergy use. We summarise the limitations of existing modelling studies and what is known about the potential co-benefits and adverse side-effects of bioenergy systems. We find that the implications of bioenergy supply on mitigation and other sustainability criteria are context dependent and influenced by feedstock, management regime, climatic region, scale of deployment and the counterfactual land use and energy system. However, due to limitations of the existing models, and uncertainty over the future context with respect to the many variables that influence availability of biomass and land resources, it is not possible to precisely quantify the sustainability implications for different scales of bioenergy implementation. Given these uncertainties, the dependence on large-scale deployment of bioenergy in mitigation scenarios carries risks. The deployment of bioenergy technologies and the evolution of biomass supply chains at a scale that achieves significant mitigation and carbon sequestration requires integrative policies, coordinated institutions and improved governance mechanisms. As a result, bioenergy, and the use of land to produce biomass, is an essential part of many climate mitigation strategies but there are limits to its use due to trade-offs with sustainability.

09 BIOMASS FUELS↗
NASA NTRS1998

Precise Image-Based Motion Estimation for Autonomous Small Body Exploration

Space science and solar system exploration are driving NASA to develop an array of small body missions ranging in scope from near body flybys to complete sample return. This paper presents an algorithm for onboard motion estimation that will enable the precision guidance necessary for autonomous small body landing. Our techniques are based on automatic feature tracking between a pair of descent camera images followed by two frame motion estimation and scale recovery using laser altimetry data. The output of our algorithm is an estimate of rigid motion (attitude and position) and motion covariance between frames. This motion estimate can be passed directly to the spacecraft guidance and control system to enable rapid execution of safe and precise trajectories.

Johnson, Andrew E.↗
NASA NTRS1977

Automatic flight performance of a transport airplane on complex microwave landing system paths

Essential characteristics of the U.S. microwave landing system (MLS) and the TCV B-737 aircraft used in flight demonstrations are described, with special emphasis on the analysis of the approach paths. MLS is used to provide the aircraft with guidance for automatic control on complex, curved descending paths with precision turns into short final approaches terminating in landing and rollout, even when subjected to strong and gusty tail- and cross-wind components and severe wind shear. The tracking performance achieved on these paths under MLS guidance is examined in detail, and the wind environment where the flights are conducted are quantified. The flights demonstrate the utility of the wide-area coverage of MLS for curved, descending paths commencing with a standard RNAV approach into a terminal area and continuation of this approach throughout the MLS coverage and onto the runway.

Walsh, T. M.↗
NASA NTRS1997

On Use of Global Positioning Technology for Solution of Wake Vortex Problem

Improved precision of the flight paths used by aircraft to approach and depart airports is becoming available when the Global Positioning System (GPS) is implemented at airports. An overview will be given of published information on how GPS precision guidance at airports can be used to avoid encounters with the lift-generated vortices shed by preceding aircraft during landing. It is pointed out that GPS provides two needed services to bring about improved avoidance capability. Firstly, GPS pseudolites are being built and installed at airports so that, when coupled with autopilot systems currently available on subsonic transport aircraft, the aircraft can make precision approaches for zero visibility landings. The same equipment can also be used for precision approaches for wake-vortex avoidance. Secondly, regular monitoring of atmospheric motions along the approach corridor can be obtained by use of GPS equipment on board aircraft that are in the flight corridors. That is, wind velocity is determined by use of GPS equipment to measure the ground speed of the aircraft and then combined with onboard instrumentation to measure the airspeed of the aircraft. The difference between the two measurements yields the wind velocity. When the measured wind velocities are transmitted to an airport ground station they are used to monitor whether air motions adverse for safety in the flight corridor are present. If any parts of the corridor are unsafe, the spacing of the aircraft, or the location of the flight corridor being used, is modified. It is estimated that the spacings between any combination of aircraft can then be safely reduced to a uniform 3 n. mi. Information to be presented is contained in an article published in the AIAA Journal of Aircraft, May-June 1996.

Rossow, Vernon J.↗
NASA NTRS2010

Orion Entry Display Feeder and Interactions with the Entry Monitor System

The Orion spacecraft is designed to return astronauts to a landing within 10 km of the intended landing target from low Earth orbit, lunar direct-entry, and lunar skip-entry trajectories. Al pile the landing is nominally controlled autonomously, the crew can fly precision entries manually in the event of an anomaly. The onboard entry displays will be used by the crew to monitor and manually fly the entry, descent, and landing, while the Entry Monitor System (EMS) will be used to monitor the health and status of the onboard guidance and the trajectory. The entry displays are driven by the entry display feeder, part of the Entry Monitor System (EMS). The entry re-targeting module, also part of the EMS, provides all the data required to generate the capability footprint of the vehicle at any point in the trajectory, which is shown on the Primary Flight Display (PFD). It also provides caution and warning data and recommends the safest possible re-designated landing site when the nominal landing site is no longer within the capability of the vehicle. The PFD and the EMS allow the crew to manually fly an entry trajectory profile from entry interface until parachute deploy having the flexibility to manually steer the vehicle to a selected landing site that best satisfies the priorities of the crew. The entry display feeder provides data from the ENIS and other components of the GNC flight software to the displays at the proper rate and in the proper units. It also performs calculations that are specific to the entry displays and which are not made in any other component of the flight software. In some instances, it performs calculations identical to those performed by the onboard primary guidance algorithm to protect against a guidance system failure. These functions and the interactions between the entry display feeder and the other components of the EMS are described.

Baird, Darren↗
NASA NTRS1979

Calibration of the Space Shuttle Microwave Scanning Beam Landing System using a laser tracker

Verification tests of the Space Shuttle Microwave Scanning Beam Landing System (MSBLS) performed with respect to the Precision Laser Tracking System are reported. MSBLS ground station measurements of the azimuth, elevation and range of a NASA Jetstar aircraft equipped with a laser retroreflector, a MSBLS antenna and commissioning instruments including a MSBLS navigation set of the type installed in the Orbiter, during the performance of radial, orbital and glideslope runs with respect to the ground station were compared with laser ground station measurements of aircraft position. Data obtained from flight testing at Shuttle landing sites reveal MSBLS distance measuring equipment performance to be very good, with elevation errors found at very low elevation angles and azimuth errors as a function of aircraft attitude. The Precision Laser Tracking System has thus proven to be a satisfactory instrument for determining MSBLS performance, and an ideal instrument for its calibration.

Ford, K.↗
NASA NTRS2001

Exploration of Titan Using Vertical Lift Aerial Vehicles

Autonomous vertical lift aerial vehicles (such as rotorcraft or powered-lift vehicles) hold considerable potential for supporting planetary science and exploration missions. Vertical lift aerial vehicles would have the following advantages/attributes for planetary exploration: (1) low-speed and low-altitude detailed aerial surveys; (2) remote-site sample return to lander platforms; (3) precision placement of scientific probes; (4) soft landing capability for vehicle reuse (multiple flights) and remote-site monitoring; (5) greater range, speed, and access to hazardous terrain than a surface rover; and (6) greater resolution of surface details than an orbiter or balloons. Exploration of Titan presents an excellent opportunity for the development and usage of such vehicles. Additional information is contained in the original extended abstract.

Young, L. A.↗
NASA NTRS2008

Microstrip Yagi Antenna with Dual Aperture-Coupled Feed

A proposed microstrip Yagi antenna would operate at a frequency of 8.4 GHz (which is in the X band) and would feature a mechanically simpler, more elegant design, relative to a prior L-band microstrip Yagi antenna. In general, the purpose of designing a microstrip Yagi antenna is to combine features of a Yagi antenna with those of a microstrip patch to obtain an antenna that can be manufactured at low cost, has a low profile, and radiates a directive beam that, as plotted on an elevation plane perpendicular to the antenna plane, appears tilted away from the broadside. Such antennas are suitable for flush mounting on surfaces of diverse objects, including spacecraft, aircraft, land vehicles, and computers. Stated somewhat more precisely, what has been proposed is a microstrip antenna comprising an array of three Yagi elements. Each element would include four microstrip-patch Yagi subelements: one reflector patch, one driven patch, and two director patches. To obtain circular polarization, each driven patch would be fed by use of a dual offset aperture-coupled feed featuring bow-tie-shaped apertures. The selection of the dual offset bow-tie aperture geometry is supported by results found in published literature that show that this geometry would enable matching of the impedances of the driven patches to the 50-Omega impedance of the microstrip feedline while maintaining a desirably large front-to-back lobe ratio.

Pogorzelski, Ronald↗
NASA NTRS2007

Mars-Approach Navigation Using In Situ Orbiters

A document discusses the continuing development of a navigation system that would enable a spacecraft to approach Mars on a trajectory precise enough to enable the spacecraft to land within 1 km of a specified location on the Martian surface. This degree of accuracy would represent an order-of-magnitude improvement over that now obtained in radiometric tracking by use of the Deep Space Network. The navigation system would be implemented largely in software running in digital processors in the Electra transceiver, the Mars Network s standard radio transceiver, that would be in both the approaching spacecraft and Mars Network orbiter. The Mars Network is an ad hoc constellation of existing and future Mars science orbiters and dedicated telecommunication orbiters that has been established as a communication and navigation infrastructure to support the exploration of Mars. The software would exploit the sensory and data-processing capabilities of the Electra transceivers to gather Doppler-shift and other radiometric tracking data and process those data into trajectories data that would be accurate to within 0.3 km at the point of entry into the Martian atmosphere (as needed to land within 1 km of a target surface location).

Duncan, Courtney↗
NASA NTRS2014

A Range Correction for Icesat and Its Potential Impact on Ice-sheet Mass Balance Studies

We report on a previously undocumented range error in NASA's Ice, Cloud and land Elevation Satellite (ICESat) that degrades elevation precision and introduces a small but significant elevation trend over the ICESat mission period. This range error (the Gaussian-Centroid or 'G-C'offset) varies on a shot-to-shot basis and exhibits increasing scatter when laser transmit energies fall below 20 mJ. Although the G-C offset is uncorrelated over periods less than1 day, it evolves over the life of each of ICESat's three lasers in a series of ramps and jumps that give rise to spurious elevation trends of −0.92 to −1.90 cm yr(exp −1), depending on the time period considered. Using ICESat data over the Ross and Filchner-Ronne ice shelves we show that (1) the G-C offset introduces significant biases in ice-shelf mass balance estimates, and (2) the mass balance bias can vary between regions because of different temporal samplings of ICESat.We can reproduce the effect of the G-C offset over these two ice shelves by fitting trends to sample-weighted mean G-C offsets for each campaign, suggesting that it may not be necessary to fully repeat earlier ICESat studies to determine the impact of the G-C offset on ice-sheet mass balance estimates.

mass balance↗
NASA NTRS1983

The calibration and flight test performance of the space shuttle orbiter air data system

The Space Shuttle air data system (ADS) is used by the guidance, navigation and control system (GN&C) to guide the vehicle to a safe landing. In addition, postflight aerodynamic analysis requires a precise knowledge of flight conditions. Since the orbiter is essentially an unpowered vehicle, the conventional methods of obtaining the ADS calibration were not available; therefore, the calibration was derived using a unique and extensive wind tunnel test program. This test program included subsonic tests with a 0.36-scale orbiter model, transonic and supersonic tests with a smaller 0.2-scale model, and numerous ADS probe-alone tests. The wind tunnel calibration was further refined with subsonic results from the approach and landing test (ALT) program, thus producing the ADS calibration for the orbital flight test (OFT) program. The calibration of the Space Shuttle ADS and its performance during flight are discussed in this paper. A brief description of the system is followed by a discussion of the calibration methodology, and then by a review of the wind tunnel and flight test programs. Finally, the flight results are presented, including an evaluation of the system performance for on-board systems use and a description of the calibration refinements developed to provide the best possible air data for postflight analysis work.

Dean, A. S.↗
NASA NTRS1976

Review of operational aspects of initial experiments utilizing the U.S. MLS

An exercise to support the Federal Aviation Administration in demonstrating the U.S. candidate for an international microwave landing system (MLS) was conducted by NASA. During this demonstration the MLS was utilized to provide the TCV Boeing 737 research airplane with guidance for automatic control during transition from conventional RNAV to MLS RNAV in curved, descending flight; flare; touchdown; and roll-out. Flight profiles, system configuration, displays, and operating procedures used in the demonstration are described, and preliminary results of flight data analysis are discussed. Recent experiences with manually controlled flight in the NAFEC MLS environment are also discussed. The demonstration shows that in automatic three-dimensional flight, the volumetric signal coverage of the MLS can be exploited to enable a commercial carrier class airplane to perform complex curved, descending paths with precision turns into short final approaches terminating in landing and roll-out, even when subjected to strong and gusty tail and cross wind components and severe wind shear.

Walsh, T. M.↗
DOE OSTI2020

Erratum to: Soft- and reactive landing of ions onto surfaces: concepts and applications

Soft- and reactive landing of mass-selected ions is gaining attention as a promising approach for the precisely-controlled preparation of materials on surfaces that are not amenable to deposition using conventional methods. A broad range of ionization sources and mass filters are available that make ion soft-landing a versatile tool for surface modification using beams of hyperthermal (<100?eV) ions. The ability to select the mass-to-charge ratio of the ion, its kinetic energy and charge state, along with precise control of the size, shape, and position of the ion beam on the deposition target distinguishes ion soft landing from other surface modification techniques. Soft- and reactive landing have been used to prepare interfaces for practical applications as well as precisely-defined model surfaces for fundamental investigations in chemistry, physics, and materials science. For instance, soft- and reactive landing have been applied to study the surface chemistry of ions isolated in the gas-phase, prepare arrays of proteins for high-throughput biological screening, produce novel carbon-based and polymer materials, enrich the secondary structure of peptides and the chirality of organic molecules, immobilize electrochemically-active proteins and organometallics on electrodes, create thin films of complex molecules, and immobilize catalytically active organometallics as well as ligated metal clusters. In addition, soft landing has enabled investigation of the size-dependent behavior of bare metal clusters in the critical subnanometer size regime where chemical and physical properties do not scale predictably with size. The morphology, aggregation, and immobilization of larger bare metal nanoparticles, which are directly relevant to the design of catalysts as well as improved memory and electronic devices, have also been studied using ion soft landing. This review article begins in section 1 with a brief introduction to the existing applications of ion soft- and reactive landing. Section 2 provides an overview of the ionization sources and mass filters that have been used to date for soft landing of mass-selected ions. A discussion of the competing processes that occur during ion deposition as well as the types of ions and surfaces that have been investigated follows in section 3. Section 4 discusses the physical phenomena that occur during and after ion soft landing, including retention and reduction of ionic charge along with factors that impact the efficiency of ion deposition. The influence of soft landing on the secondary structure and biological activity of complex ions is addressed in section 5. Lastly, an overview of the structure and mobility as well as the catalytic, optical, magnetic, and redox properties of bare ionic clusters and nanoparticles deposited onto surfaces is presented in section 6. © 2015 Wiley Periodicals, Inc. Mass Spec Rev 35:439–479, 2016.

Johnson, Grant E.↗
DOE OSTI2020

Seedling Chloroplast Responses Induced by N-Linolenoylethanolamine Require Intact G-Protein Complexes

In animals, several long-chain N-acylethanolamines (NAEs) have been identified as endocannabinoids and are autocrine signals that operate through cell surface G-protein coupled, cannabinoid receptors. Despite the occurrence of N-acylethanolamines in land plants, including non-vascular plants, their precise signaling properties and molecular targets are not well defined. Here we show that the activity of N-linolenoylethanolamine (NAE 18:3) requires an intact G-protein complex. Specifically, genetic ablation of the Gβγ dimer or loss of the full set of atypical Gα subunits strongly attenuates an NAE 18:3-induced de-greening of cotyledons in Arabidopsis seedlings. This effect involves, at least in part, transcriptional regulation of chlorophyll biosynthesis and catabolism genes. In addition, there is feedforward transcriptional control of G-protein signaling components and G-protein interactors. These results are consistent with NAE 18:3 being a lipid signaling molecule in plants with a requirement for G-proteins to mediate signal transduction, a situation similar, but not identical, to the action of NAE endocannabinoids in animal systems.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1975

The analysis of the pilot's cognitive and decision processes

Articles are presented on pilot performance in zero-visibility precision approach, failure detection by pilots during automatic landing, experiments in pilot decision-making during simulated low visibility approaches, a multinomial maximum likelihood program, and a random search algorithm for laboratory computers. Other topics discussed include detection of system failures in multi-axis tasks and changes in pilot workload during an instrument landing.

Curry, R. E.↗
NASA NTRS1993

Helicopter approach capability using the differential global positioning system

The results of flight tests to determine the feasibility of using the Global Positioning System (GPS) in the differential mode (DGPS) to provide high accuracy, precision navigation, and guidance for helicopter approaches to landing are presented. The airborne DGPS receiver and associated equipment is installed in a NASA UH-60 Black Hawk helicopter. The ground-based DGPS reference receiver is located at a surveyed test site and is equipped with a real-time VHF data link to transmit correction information to the airborne DGPS receiver. The corrected airborne DGPS information, together with the preset approach geometry, is used to calculate guidance commands which are sent to the aircraft's approach guidance instruments. The use of DGPS derived guidance for helicopter approaches to landing is evaluated by comparing the DGPS data with the laser tracker truth data. Both standard (3 deg) and steep (6 deg and 9 deg) glideslope straight-in approaches were flown. DGPS positioning accuracy based on a time history analysis of the entire approach was 0.2 m (mean) +/- 1.8 m (2 sigma) laterally and -2.0 m (mean) +/- 3.5 m (2 sigma) vertically for 3 deg glideslope approaches, -0.1 m (mean) +/- 1.5 m (2 sigma) laterally and -1.1 m (mean) +/- 3.5 m (2 sigma) vertically for 6 deg glideslope approaches and 0.2 m (mean) +/- 1.3 m (2 sigma) laterally and -1.0 m (mean) +/- 2.8 m (2 sigma) vertically for 9 deg glideslope approaches. DGPS positioning accuracy at the 200 ft decision height (DH) on a standard 3 deg slideslope approach was 0.3 m (mean) +/- 1.5 m (2 sigma) laterally and -2.3 m (mean) +/- 1.6 m (2 sigma) vertically. These errors indicate that the helicopter position based on DGPS guidance satisfies the International Civil Aviation Organization (ICAO) Category 1 (CAT 1) lateral and vertical navigational accuracy requirements.

Kaufmann, David N.↗
NASA NTRS1993

Helicopter approach capability using the differential Global Positioning System

The results of flight tests to determine the feasibility of using the Global Positioning System (GPS) in the differential mode (DGPS) to provide high accuracy, precision navigation and guidance for helicopter approaches to landing are presented. The airborne DGPS receiver and associated equipment is installed in a NASA UH-60 Black Hawk helicopter. The ground-based DGPS reference receiver is located at a surveyed test site and is equipped with a real-time VHF data link to transmit correction information to the airborne DGPS receiver. The corrected airborne DGPS information, together with the preset approach geometry, is used to calculate guidance commands which are sent to the aircraft's approach guidance instruments. The use of DGPS derived guidance for helicopter approaches to landing is evaluated by comparing the DGPS data with the laser tracker truth data. Both standard (3 degrees) and steep (6 degrees and 9 degrees) glidescope straight-in approaches were flown. DGPS positioning accuracy based on a time history analysis of the entire approach was 0.2 m (mean) +/- 1.8 m (2 sigma) laterally and -2.0 m (mean) +/- 3.5 m (2 sigma) vertically for 3 degree glidescope approaches, -0.1 m (mean) +/- 1.5 m (2 sigma) laterally and -1.1 m (mean) +/- 3.5 m (2 sigma) vertically for 6 degree glidescope approaches, and 0.2 m (mean) +/- 1.3 m (2 sigma) laterally and -1.0 m (mean) +/- 2.8 (2 sigma) vertically for 9 degree glidescope approaches. DGPS positioning accuracy at the 200 ft decision height on a standard 3 degree glidescope approach was 0.3 m (mean) +/- 1.5 m (2 sigma) laterally and -2.3 m (mean) +/- 1.6 m (2 sigma) vertically. These errors indicate that the helicopter position based on DGPS guidance satisfies the International Civil Aviation Organization Category 1 lateral and vertical accuracy requirements.

Kaufmann, David N.↗
NASA NTRS1994

Helicopter Approach Capability Using the Differential Global Positioning System

The results of flight tests to determine the feasibility of using the Global Positioning System (GPS) in the Differential mode (DGPS) to provide high accuracy, precision navigation and guidance for helicopter approaches to landing are presented. The airborne DGPS receiver and associated equipment is installed in a NASA UH-60 Black Hawk helicopter. The ground-based DGPS reference receiver is located at a surveyed test site and is equipped with a real-time VHF data link to transmit correction information to the airborne DGPS receiver. The corrected airborne DGPS information, together with the preset approach geometry, is used to calculate guidance commands which are sent to the aircraft's approach guidance instruments. The use of DGPS derived guidance for helicopter approaches to landing is evaluated by comparing the DGPS data with the laser tracker truth data. The errors indicate that the helicopter position based on DGPS guidance satisfies the International Civil Aviation Organization (ICAO) Category 1 (CAT 1) lateral and vertical navigational accuracy requirements.

Kaufmann, David N.↗