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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1976

An experimental and analytical investigation of effect on isolated boattail drag of varying Reynolds numbers up to 130,000,000

An investigation was conducted to determine whether large Reynolds number effects occur on isolated boattails, including an analytical study and tests in a 1/3-meter transonic cryogenic tunnel. This investigation was conducted at an angle of attack of 0 deg at Mach numbers from 0.6 to 0.9 for Reynolds numbers up to 130 million. Results indicate that as the Reynolds number was increased, the static pressure coefficients in the expansion region of the boattail became more negative whereas those in the recompression region became more positive. These two trends were compensating and, as a result, there was only a small effect (if any) of Reynolds numbers on boattail pressure drag.

Reubush, D. E.↗
NASA NTRS1942

The direct-stress fatigue strength of 17S-T aluminum alloy throughout the range from 1/2 to 500,000,000 cycles of stress

Fatigue-test were conducted on six specimens made from 3/4-inch-diameter 17S-T rolled-and-drawn rod for the purpose of obtaining additional data on the fatigue life of the material at stresses up to the static strength. The specimens were tested in direct tension using a stress range from zero to a maximum in tension. A static testing machine was used to apply repeated loads in the case of the first three specimens; the other three specimens were tested in a direct tension-compression fatigue machine. The direct-stress fatigue curve obtained for the material indicates that, in the range of stresses above about two-thirds the tensile strength, the fatigue strength is higher than might be expected by simply extrapolating the ordinary curve of stress plotted against the number of cycles determined at lower stresses.

Hartmann, E C↗
NASA NTRS2002

Prominence Motions Observed at High Cadences in Temperatures from 10,000 to 250,000 K

We report here for the first time observations of prominence velocities over a wide range of temperatures and with a high time cadence. Our study of ultraviolet movies of prominences reveals that multithermal features with speeds of 5-70 km/s perpendicular to the line of sight are common in the prominences which showed traceable motions. These speeds are noticeably higher than the typical speeds of 5-20 km/s observed in \Ha\ data from "quiet" prominences and are more typical of "activated" prominences in which speeds of up to 40 km/s have been reported. The observations were performed using five separate datasets taken by the Solar and Heliospheric Observatory's Coronal Diagnostic Spectrometer (SOHO/CDS) in its wide slit overlap program mode in lines from He approx.I, O approx. V, and Mg approx. IX and a separate prominence observation taken with both the Transition Region and Coronal Explorer (TRACE) in its 1216 and 1600 \A\ bands and in \Ha\ by the Swedish Vacuum Solar Telescope (SVST) at La Palma. The movies were taken with cadences $> 1$ image per minute and were made simultaneously or near-simultaneously in spectral lines formed at two or more temperatures.

Kucera, T. A.↗
NASA NTRS2008

Merging of the USGS Atlas of Mercury 1:5,000,000 Geologic Series

After 30 years, the planet Mercury is going to give us new information. The NASA MESSENGER [1] already made its first successful flyby on December 2007 while the European Space Agency and the Japanese Space Agency ISAS/JAXA are preparing the upcoming mission BepiColombo [2]. In order to contribute to current and future analyses on the geology of Mercury, we have started to work on the production of a single digital geologic map of Mercury derived from the merging process of the geologic maps of the Atlas of Mercury, produced by the United States Geological Survey, based on Mariner 10 data. The aim of this work is to merge the nine maps so that the final product reflects as much as possible the original work. Herein we describe the data we used, the working environment and the steps made for producing the final map.

Frigeri, A.↗
NASA NTRS2016

Wind Tunnel Balance Calibration: Are 1,000,000 Data Points Enough?

Measurement systems are typically calibrated based on standard practices established by a metrology standards laboratory, for example the National Institute for Standards and Technology (NIST), or dictated by an organization's metrology manual. Therefore, the calibration is designed and executed according to an established procedure. However, for many aerodynamic research measurement systems a universally accepted standard, traceable approach does not exist. Therefore, a strategy for how to develop a calibration protocol is left to the developer or user to define based on experience and recommended practice in their respective industry. Wind tunnel balances are one such measurement system. Many different calibration systems, load schedules and procedures have been developed for balances with little consensus on a recommended approach. Especially lacking is guidance the number of calibration data points needed. Regrettably, the number of data points tends to be correlated with the perceived quality of the calibration. Often, the number of data points is associated with ones ability to generate the data rather than by a defined need in support of measurement objectives. Hence the title of the paper was conceived to challenge recent observations in the wind tunnel balance community that shows an ever increasing desire for more data points per calibration absent of guidance to determine when there are enough. This paper presents fundamental concepts and theory to aid in the development of calibration procedures for wind tunnel balances and provides a framework that is generally applicable to the characterization and calibration of other measurement systems. Questions that need to be answered are for example: What constitutes an adequate calibration? How much data are needed in the calibration? How good is the calibration? This paper will assist a practitioner in answering these questions by presenting an underlying theory on how to evaluate a calibration based on objective measures. This will enable the developer and user to design calibrations with quantified performance in terms of their capability to meet the user's objectives and a basis for comparing existing calibrations that may have been developed in an ad-hoc manner.

Rhew, Ray D.↗
DOE OSTI2024

Freewheeling: What Six Locations, 61,000 Trips, and 242,000 Miles in Colorado Reveal about How E-Bikes Improve Mobility Options

Personal micromobility modes such as bicycles, e-bikes and scooters offer low- or zero-emission transportation alternatives to single occupancy vehicles (SOVs). However, the lack of supporting data has led to a dearth of data-driven research on the usage of personally owned e-bikes, including variations due to weather, geography and demographics. In this paper, we present an overview of the longitudinal findings from the CanBikeCO program, focused on e-bike adoption and use rates across different demographics, trip characteristics, and geographies. The CanBikeCO program recorded travel survey data from late July 2021 to December 31, 2022, from low-income Colorado households who were provided with e-bikes for personal use by the Colorado Energy Office (CEO). This data was collected in six different communities across Colorado following the mini-pilot program that was conducted in Fall 2020. To collect data for the survey, the program used the NREL OpenPATH application, which combines passive data collection with semantic information such as trip mode and purpose labels. To the best of our knowledge, there is no prior travel survey data on personally owned e-bikes with this range and scope. This unique dataset yielded several insights. One is that commute trips among participants had nearly 17% higher shares of e-bikes than all trips combined. E-bikes were stated to most often replace cars (34% of e-bike trips) and personal micromobility (22%). Participants favored walking for trips less than 1 mile, e-bikes for trips 1-3 miles, and e-bikes, cars or shared rides for trips 3-20 miles. Seasonality accounted for a 10% decrease and subsequent recovery in e-bike mileage on a per user basis. E-bikes are also appealing across age groups, even among older individuals, and see decreased utilization similar to regular bikes or walking during winter months. We also find that e-bike use may be related to characteristics of land use and urban form, occupation and income as well as household car ownership. We conclude that, for this population, who are mainly part of low-income households, the emissions added by the use of e-bikes (in the case of replacement of non-motorized modes) are outweighed by the strong single occupancy vehicle (SOV) travel replacement. As a whole, our findings suggest a considerable potential for energy savings and emissions reductions from personal e-bike ownership.

ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1989

Fluctuation history of Great Salt Lake, Utah, during the last 13,000 years, part 2

Great Salt Lake level fluctuations from 13,000 yr B.P. to the present were interpreted by examination of shoreline geomorphic features, shoreline deposits, archeologic sites, isotopic data, and palynologic data. After the conclusion of the Bonneville paleolake cycle, between 13,000 and 12,000 yr B.P. the lake regressed to levels low enough to deposit a littoral oxidized red bed stratum and a pelagic Glauber's salt layer. A late Pleistocene lake cycle occurred between 12,000 and 10,000 yr B.P. depositing several beaches, the highest reaching an altitude of about 4250 ft (1295.3 m). The lake regressed after 10,000 yr B.P., only to rise to 4230 ft (1289.2 m) between 9700 and 9400 yr B.P. and then gradually lower at least 15 ft (4.5 m) or more. Lake levels fluctuated between 4212 and 4180 ft (1284 and 1274 m) for the next 4000 years. A late Holocene lake cycle, constrained by radiocarbon ages between 3440 and 1400 yr B.P., is reported at a highest static level of 4221 ft (1286.5 m). After a lake level drop to altitudes ranging between 4210 and 4205 ft (1283.2 and 1281.6 m), a 4217 ft (1285.7 m) level was reached after 400 yr B.P. This level lowered to 4214 ft (1284.4 m) in the mid to late 1700 s A.D. The lake levels have since stabilized aroung a 4200 ft (1280 m) mean.

Murchison, Stuart B.↗