SEARCH · Search NASA
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Report dicusses system for management of data from Pilot Field Experiment (PiFEx) program, which consists of series of experiments on propagation of signals from transmitter at one fixed location to transponder on tower at another fixed location and from transponder to mobile receiver in van. Purpose of experiments to simulate signal-propagation conditions of land-mobile/satellite communication system.
Computational fluid dynamics (CFD) methods based on the Reynolds averaged Navier-Stokes (RANS) equations are extensively employed in the design of hypersonic airbreathing engines. A fundamental weakness in these methods is the accurate mathematical modeling of turbulence and turbulence-combustion interactions. This paper is one of a companion pair of papers which describe the use of the combined dual pump CARS and newly developed interferometric Rayleigh scattering optical system to acquire time-accurate turbulence and mixing data with which to aid calibration and verification of the current turbulence models. This test program consisted of a pilot laboratory-scale experiment used to develop the optical system and data acquisition techniques, and a significantly larger experiment to acquire the necessary turbulence data. The flow is an axially-symmetric, supersonic, combusting, free jet that provides good optical access, consisting of a central jet of hot "vitiated air" and a coflow jet of hydrogen or ethylene fuel. In this paper the development of both experiments is described. Facility and flow visualization data are presented for various types of flames, including the flames selected for detailed study with the CARS/Rayleigh optical techniques.
The U.S. DOE Superior Energy Performance (SEP) program provides recognition to industrial and commercial facilities that achieve certification to the ISO 50001 energy management system standard and third party verification of energy performance improvements. Over 50 industrial facilities are participating and 28 facilities have been certified in the SEP program. These facilities find value in the robust, data driven energy performance improvement result that the SEP program delivers. Previous analysis of SEP certified facility data demonstrated the cost effectiveness of SEP and identified internal staff time to be the largest cost component related to SEP implementation and certification. This paper analyzes previously reported and newly collected data of costs and benefits associated with the implementation of an ISO 50001 and SEP certification. By disaggregating “sunk energy management system (EnMS) labor costs”, this analysis results in a more accurate and detailed understanding of the costs and benefits of SEP participation. SEP is shown to significantly improve and sustain energy performance and energy cost savings, resulting in a highly attractive return on investment. To illustrate these results, a payback function has been developed and is presented. On average facilities with annual energy spend greater than $2M can expect to implement SEP with a payback of less than 1.5 years. Finally, this paper also observes and details decreasing facility costs associated with implementing ISO 50001 and certifying to the SEP program, as the program has improved from pilot, to demonstration, to full launch.
Since the passing of the June 28, 2006 Act, Andra has incorporated in its step-wise design development of the French high level waste (HLW) and intermediate level long lived waste (IL-LLW) deep geological repository (DGR, aka Cigeo) various requirements linked to 'reversibility' at different stages of the repository life cycle (from its construction phase to its final closure). Reversibility is based on a number of practical dispositions including the progressivity of the development and deployment of the facility, the flexibility of the nature of operations being carried out, the adaptability of the facility to future modifications and the possible retrieval of waste. The capacity to retrieve waste from Cigeo, also called 'retrievability', bears specific requirements. On a shorter term, one must demonstrate that the waste container retrieval operations are technically safe and feasible over at least 100 years. The current paper starts with two acceptations: retrievability and reversibility. It details how those two notions are defined and inter-linked. The 'Retrievability Scale' as proposed by OECD/NEA (and adopted by Andra) is also reminded. The needs for demonstration of retrieval operations are also exposed for the two categories of waste containers disposed of in Cigeo (IL-LLW and HLW) within the context of their respective emplacement configurations (in disposal horizontal vaults and micro-tunnels) at different stages of the repository life cycle. The technical part of the paper is then focused on a practical case story: a technological test campaign (still running) of HLW container retrieval out of a steel cased disposal micro-tunnel. On a test bench built on surface to simulate (create) the environmental conditions that may prevail inside a HLW micro-tunnel at time of retrieval, it was possible to check whether the mechanical means developed for the purpose were adequate and sufficient. The test case story is exposed, c/w the problems and challenges encountered (high temperature impairing the retrieval robot's proper functioning, presence of corrosion products...). The trouble-shooting solutions implemented and the results are commented. This article concludes with a critical analysis of the methods and equipment used, the results obtained and provides some perspectives of improvement. The positive outcomes of this technical test campaign pave the way for planning the in situ retrieval tests to be programmed in the 'industrial pilot phase' of Cigeo (to be implemented over the ten first years of operations, including the active and inactive test period and the first years of disposal activities): the industrial pilot phase is presently scheduled around 2026-2036 (provided the Cigeo construction is authorized in 2021, following the licensing request filing scheduled in 2018). The issues of IL-LLW containers retrieval (for which specific solutions are also studied and technical demonstrations engaged or planned) are also briefly presented. (authors)
In 2011 the US Department of Energy/National Nuclear Security Administration (DOE/NNSA) Nuclear Criticality Safety Program (NCSP) developed and piloted a 2-week nuclear criticality safety (NCS) practitioner course to support training and qualification of new NCS staff. The course was developed in accordance with the American National Standard Institute/American Nuclear Society (ANSI/ANS) standard for NCS training and qualifications (ANSI/ANS-8.26-2007). In 2013, an NCS manager's course was developed for process supervisors, managers, regulators, and other professionals with NCS-related responsibilities. These courses consist of classroom education, facility training, and hands-on subcritical and critical experiments training. Each course is currently offered twice per year. The 2-week practitioner course offers a week of classroom training, with practical workshops and exercises focused on teaching students how to perform an NCS evaluation. The second week of training involves hands-on critical and subcritical experiments and measurements. The first week is offered in Las Vegas, Nevada, at the DOE Nevada Field Office or the National Atomic Testing Museum. Depending on the student's clearance level, the second week is offered at Sandia National Laboratory (SNL) (uncleared and L-cleared students) or at the National Criticality Experiments Research Center (NCERC) (Q-cleared students). The 1-week manager's course is offered at SNL or NCERC, depending on clearance or interest, and includes classroom and hands-on critical and subcritical experiments and measurements. This paper provides an overview and status report for the DOE/NNSA NCSP training courses in NCS and provides information about future course offerings. (author)
In the Space Exploration Initiative, Ka-band frequencies are likely to carry the bulk of the communications traffic both in the vicinity of and on the return links from the moon and Mars. The four exploration architectures identified by the Synthesis Group are examined and Ka-band technology requirements to meet the data traffic needs and schedule are identified. Specific Ka-band technology requirements identified are: transmitters - 0.5 to 200 W with high efficiency; antennas - 5m and 9m diameter, with multiple beams and/or scanning beams; and spacecraft receivers - noise figure of 2 dB. For each component, the current state of technology is assessed and needed technology development programs are identified. It is concluded that to meet the schedules of lunar and Mars precursor missions beginning in approximately the year 2000, aggressive technology development and advanced development programs are required immediately for Ka-band communications systems components. Additionally, the greater data transmission rates for the cargo and piloted phases of the exploration program require further Ka-band communications technology developments targeted for operations beginning in about 2010.
The results of an evaluation of NASA's Applications Pilot Test (APT) and Applications System Verification and Transfer (AVST) Programs are presented. These programs sponsor cooperative projects between NASA and potential users of remote sensing (primarily LANDSAT) technology from federal and state government and the private sector. Fifteen specific projects, seven APT's and eight ASVT's, are examined as mechanisms for technology development, test, and transfer by comparing their results against stated objectives. Interviews with project managers from NASA field centers and user agency representatives provide the basis for project evaluation from NASA and user perspectives.
Under this program, a process to synthesize nano-sized doped boron powder by a plasma synthesis process was developed and scaled up from 20 gram batches at program start to over 200 grams by program end. Over 75 batches of boron nanopowder were made by RF plasma synthesis. Particle sizes were typically in the 20-200 nm range. The powder was synthesized by the reductive pyrolysis of BCl 3 in hydrogen in an RF plasma. A wide range of process parameters were investigated including plasma power, torch geometry, gas flow rates, and process pressure. The powder-in-tube technique was used to make monofilament and multifilament superconducting wires. MgB 2 wire made with Specialty Materials plasma synthesized boron nanopowder exhibited superconducting properties that significantly exceeded the program goals. Superconducting critical currents, J c , in excess of 10 5 A cm -2 at magnetic fields of 8 tesla were reproducibly achieved. The upper critical magnetic field in wires fabricated with program boron powder were H c2 (0) = 37 tesla, demonstrating the potential of these materials for high field magnet applications. T c in carbon-doped MgB 2 powder showed a systematic decrease with increasing carbon precursor gas flows, indicating the plasma synthesis process can give precise control over dopant concentrations. Synthesis rates increased by a factor of 400% over the course of the program, demonstrating the scalability of the powder synthesis process. The plasma synthesis equipment at Specialty Materials has successfully and reproducibly made high quality boron nanopowder for MgB 2 superconductors. Research and development from this program enabled Specialty Materials to successfully scale up the powder synthesis process by a factor of ten and to double the size of its powder pilot plant. Thus far the program has been a technical success. It is anticipated that continued systematic development of plasma processing parameters, dopant chemistry and concentration, wire processing technology, and collection technology will lead to the commercialization of boron nanopowder as a precursor for MgB 2 superconductors. Potential commercial applications include magnets for magnetic resonance imaging (MRI), fault current limiters, wind turbine generators.
This program to protect the Mercury astronauts - based on quality assurance, intensive inspections, and ASIS - has important future implications.
Design concepts for pilot interaction with highly computerized systems and particularly the dialog aspects (transfer of information back and forth between the pilot and the system) are examined. Principles for blending the various input-output media are needed. Applied artificial intelligence aspects dealing with input and output grammar, message understanding, and message prioritization are studied.
Designers of the next-generation fighter and attack airplanes are faced with the requirements of good high angle-of-attack maneuverability as well as efficient high speed cruise capability with low radar cross section (RCS) characteristics. As a result, they are challenged with the task of making critical design trades to achieve the desired levels of maneuverability and performance. This task has highlighted the need for comprehensive, flight-validated lateral-directional control power design guidelines for high angles of attack. A joint NASA/U.S. Navy study has been initiated to address this need and to investigate the complex flight dynamics characteristics and controls requirements for high angle-of-attack lateral-directional maneuvering. A multi-year research program is underway which includes groundbased piloted simulation and flight validation. This paper will give a status update of this program that will include a program overview, description of test methodology and preliminary results.
A research program to study in flight the display, sensor, and computer requirements for airborne, manually piloted zero-zero landing systems is being undertaken at the Ames Research Center. An evaluation has been made, on a flight simulator, of the display which will be used in the flight tests. Results show that on the simulator the pilots performed at least as well when they used the display for zero-zero approaches and landings as they did when they made simulated ILS approaches followed by simulated VFR breakouts and landings. In some aspects, particularly in the presence of crosswind, performance for the zero-zero display landings was somewhat better than for the ILS-VFR landings. Eight configurations of the display were studied in an attempt to evaluate the several elements in the display. There was no evident difference among the eight display configurations. The pilots who participated in the simulator program doubt that this result will carry over into flight.
This paper represents a first step in developing the criteria for pilot interaction with advanced controls and displays in a single pilot IFR (SPIFR) environment. The research program presented is comprised of an analytical phase and an experimental phase. The analytical phase consisted of a review of fundamental considerations for pilot workload taking into account existing data, and using that data to develop a SPIFR pilot workload model. The rationale behind developing such a model was based on the concept that it is necessary to identify and quantify the most important components of pilot workload to guide the experimental phase of the research which consisted of an abbreviated flight test program. The purpose of the flight tests was to evaluate the workload associated with certain combinations of controls and displays in a flight environment. This was accommplished as a first step in building a data base for single pilot IFR controls and displays.
The objective of this work was to identify and estimate complexity and risks associated with the development and testing of new low-cost medium-scale X-plane aircraft primarily focused on air transport operations. Piloting modes that were evaluated for this task were manned, remotely piloted, and unmanned flight research programs. This analysis was conducted early in the data collection period for X-plane concept vehicles before preliminary designs were complete. Over 50 different aircraft and system topics were used to evaluate the three piloting control modes. Expert group evaluations from a diverse set of pilots, engineers, and other experts at Aeronautics Research Mission Directorate centers within the National Aeronautics and Space Administration provided qualitative reasoning on the many issues surrounding the decisions regarding piloting modes. The group evaluations were numerically rated to evaluate each topic quantitatively and were used to provide independent criteria for vehicle complexity and risk. An Edwards Air Force Base instruction document was identified that emerged as a source of the effects found in our qualitative and quantitative data. The study showed that a manned aircraft was the best choice to align with test activities for transport aircraft flight research from a low-complexity and low-risk perspective. The study concluded that a manned aircraft option would minimize the risk and complexity to improve flight-test efficiency and bound the cost of the flight-test portion of the program. Several key findings and discriminators between the three modes are discussed in detail.
The objective of this work was to identify and estimate complexity and risks associated with the development and testing of new low-cost medium-scale X-plane aircraft primarily focused on air transport operations. Piloting modes that were evaluated for this task were manned, remotely piloted, and unmanned flight research programs. This analysis was conducted early in the data collection period for X-plane concept vehicles before preliminary designs were complete. Over 50 different aircraft and system topics were used to evaluate the three piloting control modes. Expert group evaluations from a diverse set of pilots, engineers, and other experts at Aeronautics Research Mission Directorate centers within the National Aeronautics and Space Administration provided qualitative reasoning on the many issues surrounding the decisions regarding piloting modes. The group evaluations were numerically rated to evaluate each topic quantitatively and were used to provide independent criteria for vehicle complexity and risk. An Edwards Air Force Base instruction document was identified that emerged as a source of the effects found in our qualitative and quantitative data. The study showed that a manned aircraft was the best choice to align with test activities for transport aircraft flight research from a low-complexity and low-risk perspective. The study concluded that a manned aircraft option would minimize the risk and complexity to improve flight-test efficiency and bound the cost of the flight-test portion of the program. Several key findings and discriminators between the three modes are discussed in detail.
Flight experiments were conducted on Ames Research Center's V/STOL Systems Research Aircraft (VSRA) to assess the influence of advanced control modes and head-up displays (HUD's) on flying qualities for precision approach and landing operations. Evaluations were made for decelerating approaches to hover followed by a vertical landing and for slow landings for four control/display mode combinations: the basic YAV-8B stability augmentation system; attitude command for pitch, roll, and yaw; flightpath/acceleration command with translational rate command in the hover; and height-rate damping with translational-rate command. Head-up displays used in conjunction with these control modes provided flightpath tracking/pursuit guidance and deceleration commands for the decelerating approach and a mixed horizontal and vertical presentation for precision hover and landing. Flying qualities were established and control usage and bandwidth were documented for candidate control modes and displays for the approach and vertical landing. Minimally satisfactory bandwidths were determined for the translational-rate command system. Test pilot and engineer teams from the Naval Air Warfare Center, the Boeing Military Airplane Group, Lockheed Martin, McDonnell Douglas Aerospace, Northrop Grumman, Rolls-Royce, and the British Defense Research Agency participated in the program along with NASA research pilots from the Ames and Lewis Research Centers. The results, in conjunction with related ground-based simulation data, indicate that the flightpath/longitudinal acceleration command response type in conjunction with pursuit tracking and deceleration guidance on the HUD would be essential for operation to instrument minimums significantly lower than the minimums for the AV-8B. It would also be a superior mode for performing slow landings where precise control to an austere landing area such as a narrow road is demanded. The translational-rate command system would reduce pilot workload for demanding vertical landing tasks aboard ship and in confined land-based sites.
Piloting aspects of the lifting body vehicles are discussed in this paper by two of the pilots assigned to the flight program. Subjects discussed include: approach, landing, and energy management considerations; field of view requirements, stability considerations, and vehicle riding qualities, including the effects of turbulence. Remarks pertinent to the various subject areas are made by each pilot.
Severe storms and turbulence, icing, visibility, and lightning are discussed in new programs on aircraft operations. The education of pilots and ground service personnel are reviewed. More available information of weather programs and services are examined.