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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 NTRS1989

Report on the 2-D Model Intercomparison Workshop held January 11-16, 1987 in Fort Myers Beach, Florida, chapter 2

In the attempts to understand the processes which affect ozone in the stratosphere, and to predict future ozone levels, a variety of computer models were developed and employed. To oversimplify somewhat, the models range from 1-D models with intricately detailed photochemistry but only the crudest representation of transport, to 3-D general circulation models with intricately detailed dynamics and no photochemistry at all. Each of these has its appropriate uses. It was felt that there was much to be gained from intermediate models incorporating an extensive treatment of photochemistry with a dynamical framework which at least recognizes that atmospheric motions are advective as well as diffusive, and that both chemistry and dynamics are subject to latitudinal and seasonal variations. Thus the 2-D, zonally averaged models have begun to play a larger role in the last seven years, both in attempting to understand observed distributions of trace species and in attempting to assess the probable effects of antropogenic perturbations. There are many choices to be made in developing the model. It was the purpose of the 2-D model Intercomparison Workshop to permit discussion of the choices made and the behavior of the resulting models. The goal was not to identify a best set of choices, but rather to identify areas in which the models are sensitive to the choices made, and to develop a sense of where these models as a class do well or poorly in simulating the observed atmosphere.

Guthrie, Paul D.↗
NASA NTRS2000

Atmospheric Boundary Layer Wind Data During the Period January 1, 1998 Through January 21, 1999 at the Dallas-Fort Worth Airport: Data and Processing - Volume 2

The NASA Langley Research Center's Aircraft Vortex Spacing System (AVOSS) requires accurate winds and turbulence to determine aircraft wake vortex behavior near the ground. Volume 1 described the wind input and quality analysis process. This volume documents the data available during the period January 1998 through January 1999 and the partitioning and concatenation of files for time of day, turbulence, non duplication, cross wind profile quality and ceiling and visibility. It provides the resultant filtered files for the first three partitions as well as identification of ceiling/visibility conditions when they were below 5000 feet and 5 miles respectively. It also includes the wind profile quality flags to permit automatic selection of files for AVOSS application using selected ceiling/visibility and wind profile quality values and flags (or no flags).

Zak, J. Allen↗
NASA NTRS2001

Runway Incursion Prevention System ADS-B and DGPS Data Link Analysis Dallas-Fort Worth International Airport

A Runway Incursion Prevention System (RIPS) was tested at the Dallas - Ft. Worth International Airport in October 2000. The system integrated airborne and ground components to provide both pilots and controllers with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warning of runway incursions in order to prevent runway incidents while also improving operational capability. Rockwell Collins provided and supported a prototype Automatic Dependent Surveillance - Broadcast (ADS-B) system using 1090 MHz and a prototype Differential GPS (DGPS) system onboard the NASA Boeing 757 research aircraft. This report describes the Rockwell Collins contributions to the RIPS flight test, summarizes the development process, and analyzes both ADS-B and DGPS data collected during the flight test. In addition, results are report on interoperability tests conducted between the NASA Advanced General Aviation Transport Experiments (AGATE) ADS-B flight test system and the NASA Boeing 757 ADS-B system.

Timmerman, J.↗
NASA NTRS2004

Use of Remote Sensing and GIS in Search for Lewis and Clark's Rock Fort Camp Site of The Dalles, Oregon

It is assumed that researchers can go to the journals of the expedition to find the precise locations of specific campsites. Of the core group of 33 people on the expedition, scholars know that at least 9 individuals kept journals. The location of three of those journals is unknown, and they may have been destroyed. However, a close examination for the six available journals demonstrates that not everyone described campside locations the same way, which adds to the confusion.

Karsmizki, Ken↗
NASA NTRS2018

TCAS Alerts from Simulated Urban Air Mobility Flights Along FAA Helicopter Routes in Dallas-Fort Worth

This is a presentation of the current state of a TCAS study being conducted by the ATM-X project. This study examines the rate at which an urban air mobility vehicle flying along existing helicopter routes near DFW will trigger alerts on the TCAS II systems equipped on commercial airliners flying in the D10 TRACON of DFW airspace. The presentation will cover initial results, as well as next steps on the path towards producing a full paper. These initial results show that some aircraft could fly along published helicopter routes, while obeying published restrictions, and fly into and out of DFW airport without triggering any TCAS RAs, so long as the airport is operating in South Flow and the UAM vehicles approach and depart; the airport in the same direction as commercial traffic. Attempting to take off opposite the direction of commercial traffic produces a large number of TCAS RAs. Future work will examine North Flow, check sensitivity to aircraft performance, and examine alternative routes.

helicopter routes↗
NASA NTRS2003

Multi-Satellite Observations of Oceanic Lightning

This paper will present several case studies of active oceanic lightning storms. Measurements by instruments on the Tropical Rainfall Measuring Mission (TRMM) and Fast On-orbit Recording of Transient Events (FORTE) platforms demonstrate that the two sets of sensors reinforce and complement one another. There is spatial and temporal coincidence between the optical data sets from Lightning Imaging Sensor (LIS) on TRMM and the photo-diode detector on FORTE. The LIS flash analysis provides a framework to interpret the stroke level data from FORTE. For these cases, the VHF receiver on FORTE is slaved to the optical system to provide stroke level radio frequency (RF) diagnostics. The occasions when TRMM and FORTE simultaneously have a lightning storm in their overlapping fields of view are extremely rare. One case study in the Gulf of Mexico is within range of land based sensor networks. These networks confirm the interpretation of satellite data and well as provide context for the storm conditions.

Boeck, W. L.↗
NASA NTRS1994

Site velocities before and after the Loma Prieta and Gulf of Alaska earthquakes determined from VLBI

We use geodetic data from Very Long Baseline Interferometry (VLBI) to determine the pre- and postseismic velocities of two sites. We then place limits on variations in interseismic strain buildup. The 1987 and 1988 Gulf of Alaska earthquakes (each Ms = 7.6) broke the Pacific plate interior. During the earthquakes the Cape Yakataga site moved 78 mm toward southwest. During the 1989 Loma Prieta earthquake (Ms = 7.1) the Fort Ord site moved 48 mm toward north. Baselines (a) from Fairbanks to Cape Yakataga and (b) from Mojave to Fort Ord change at nearly the same rate before and after the earthquakes. Postseismic transients, which we determine from differences between post- and preseismic rates, are minor: at Cape Yakataga the transient is 3 +/- 4 mm in a postseismic interval of 23 months, and at Fort Ord the transient is 6 +/- 5 mm in 21 months. The slip beneath the Loma Prieta rupture needed to generate the Fort Ord transient is 0.22 +/- 0.19 m, one-tenth the coseismic slip (2 m). We analyze elastic lithosphere-viscous asthenosphere models to determine that the characteristic time describing exponential decay in deep fault slip is longer than 6 years. The VLBI measurements are consistent with uniform interseismic strain buildup. They disagree with fast postseismic rates caused by an asthenosphere with very low viscosity.

Argus, Donald F.↗
NASA NTRS2014

Benefits Analysis of Multi-Center Dynamic Weather Routes

Dynamic weather routes are flight plan corrections that can provide airborne flights more than user-specified minutes of flying-time savings, compared to their current flight plan. These routes are computed from the aircraft's current location to a flight plan fix downstream (within a predefined limit region), while avoiding forecasted convective weather regions. The Dynamic Weather Routes automation has been continuously running with live air traffic data for a field evaluation at the American Airlines Integrated Operations Center in Fort Worth, TX since July 31, 2012, where flights within the Fort Worth Air Route Traffic Control Center are evaluated for time savings. This paper extends the methodology to all Centers in United States and presents benefits analysis of Dynamic Weather Routes automation, if it was implemented in multiple airspace Centers individually and concurrently. The current computation of dynamic weather routes requires a limit rectangle so that a downstream capture fix can be selected, preventing very large route changes spanning several Centers. In this paper, first, a method of computing a limit polygon (as opposed to a rectangle used for Fort Worth Center) is described for each of the 20 Centers in the National Airspace System. The Future ATM Concepts Evaluation Tool, a nationwide simulation and analysis tool, is used for this purpose. After a comparison of results with the Center-based Dynamic Weather Routes automation in Fort Worth Center, results are presented for 11 Centers in the contiguous United States. These Centers are generally most impacted by convective weather. A breakdown of individual Center and airline savings is presented and the results indicate an overall average savings of about 10 minutes of flying time are obtained per flight.

NAS based Benefits Analysis↗
NASA NTRSDate not supplied

NASA's Heliophysics Flight Opportunities in Research and Technology Program

The Heliophysics Flight Opportunities in Research and Technology (H-FORT) program performs space and science and science-enabling investigations that use platforms including Small Satellites, CubeSats, Hosted Rideshare Payloads, and International Space Station (ISS) attached payloads. The H-FORT program encourages the development of technologies that will enable investigation of heliophysics science questions. The program also encourages the use of innovation, commercially available spaceflight hardware, rideshare launch opportunities, and high risk to drive the cost of achieving science to a fraction of what was previously possible. H-FORT missions also provide an opportunity for preparing future leaders of NASA spaceflight missions and most missions are supported by academic institutions and involve both graduate and under-graduate students. Since starting the program in 2013, 27 missions have been awarded, twelve missions and seventeen spacecraft have flown, three missions are waiting for launch, eleven missions are in development, and one mission was not completed as planned. This paper will provide an overview of the Heliophysics Flight Opportunities in Research and Technology (H-FORT) program and will provide a summary of the missions that have been awarded. This will include mission successes, challenges, failures, and lessons learned.

Thomas E. Johnson↗
NASA NTRS1982

A cross spectral analysis of high-latitude Pc 5 pulsations in the morning sector

An analysis of the spatial phase and amplitude structures of the ground Pc 5 pulsations in the morning sector was carried out using data from the North American IMS magnetometer network. Signals in the X, Y, and Z components were found to propagate from noon to the nightside with an apparent phase velocity of 13 km/sec. The phase was determined to vary with latitude, with total latitudinal phase differences of 200 and 90 deg, respectively, for the X and Y components. Corresponding latitudinal phase differences in the vertical components were 550 deg for the Alaska chain, and 360 deg for the Fort Churchill chain. Phase variation in the Fort Churchill chain was attributed to the ionospheric Hall current related to the field line resonance and the earth induction current. The earth induction current in the shallower regions near Fort Yukon is a necessary factor to explain the large variation in the Alaska chain.

Saka, O.↗
NASA NTRS1994

Automated knowledge-base refinement

Over the last several years, we have developed several systems for automatically refining incomplete and incorrect knowledge bases. These systems are given an imperfect rule base and a set of training examples and minimally modify the knowledge base to make it consistent with the examples. One of our most recent systems, FORTE, revises first-order Horn-clause knowledge bases. This system can be viewed as automatically debugging Prolog programs based on examples of correct and incorrect I/O pairs. In fact, we have already used the system to debug simple Prolog programs written by students in a programming language course. FORTE has also been used to automatically induce and revise qualitative models of several continuous dynamic devices from qualitative behavior traces. For example, it has been used to induce and revise a qualitative model of a portion of the Reaction Control System (RCS) of the NASA Space Shuttle. By fitting a correct model of this portion of the RCS to simulated qualitative data from a faulty system, FORTE was also able to correctly diagnose simple faults in this system.

Mooney, Raymond J.↗
NASA NTRSDate not supplied

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas​. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS​. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. ​A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗
NASA NTRS1976

The relative merits of several numerical techniques for solving the compressible Navier-Stokes equations

Four explicit finite difference techniques designed to solve the time-dependent, compressible Navier Stokes equations are compared. These techniques are: (1) MacCormack, (2) modified Du Fort-Frankel, (3) modified hopscotch, and (4) Brailovskaya. The comparison was made numerically by solving the quasi-one dimensional Navier Stokes equations for the flow in a converging-diverging nozzle. Solutions with and without standing normal shock waves were computed for unit Reynolds numbers (based on total conditions) ranging from 45374 to 2269. The results indicate that all four techniques are comparable in accuracy; however, the modified hopscotch scheme is two to three times faster than the Brailovskaya and MacCormack schemes and three to six times faster than the modified Du Fort-Frankel scheme.

Holst, T. L.↗
NASA NTRS1976

The use of LANDSAT DCS and imagery in reservoir management and operation

The author has identified the following significant results. A graph that shows the snow water equivalent data during the 1975-76 winter season for the Ninemile and Michaud Farms snow pillows located in northern Maine is shown. The Bournes transducers used in the snow pillow interface were tested after field use under controlled laboratory conditions of temperature and pressure. It was found that the temperature calibration curve for the Bournes transducers became erratic below 0 C. On 8-10 August 1976, the remainder of hurricane, Belle, travelled through Vermont, New Hampshire, northern Maine, and on into Canada's Maritime Provinces dumping three inches of rain in many areas. In Canada and Maine, local storms dropped up to two inches during the following week. The Saint John River reached near flood stages at Fort Kent, Maine. During this storm, DCP data were received from Fort Kent, Ninemile Bridge, and Saint Francis River in New Brunswick. Resulting high runoff after these storms was studied in connection with the proposed Dickey-Lincoln School dams to be built in that area, and significantly, it was found that creditable flood hydrographs could be generated from LANDSAT DCP data in spite of the voids caused by the satellite being below the horizon.

Cooper, S.↗
NASA NTRS1981

The reduction, verification and interpretation of MAGSAT magnetic data over Canada

Procedures were established to select quiet, least-disturbed MAGSAT data in an effort to study the magnetic field originating in the solid Earth. A preliminary map of scalar field anomalies over Canada and adjacent regions was produced. Data from Fort Churchill magnetic observatory (an auroral zone station) were used in classifying MAGSAT passes as quiet, unsettled, or disturbed. Determinations of long-term quiet levels at Canadian magnetic observatories are being made. For the time interval of each MAGSAT pass, the deviations of the mean hourly values of the magnetic field components are determined from these quiet levels, in particular for Fort Churchill. Primary processing all CHRONINT tapes received to date, involved decoding orbit records, decimating data records, selecting time intervals and latitude intervals, and producing output tapes carrying records with data point time, position and magnetic information. Subsequent processing converts the coordinate system from geocentric to geodetic and removes a reference field.

Coles, R. L.↗
NASA NTRS1985

Plasma irregularities associated with a morning discrete auroral arc - Radar interferometer observations and theory

A description is given of E region auroral plasma irregularities associated with an intense auroral morning arc observed over Fort Churchill by radar. The observations are compared with data from an all-sky camera (ASC) operated at Fort Churchill by the National Research Council of Canada. The particular event described was chosen because of the rapid variation in structure and motion of the arc as it traveled through the radar beam. The horizontal vector electron drift velocity and electric field along the poleward boundary of the morning discrete auroral arc was successfully measured with a radar interferometer. This instrument provided information concerning the temporal and spatial structure of the electrostatic plasma turbulence in the arc. The observations are described.

Providakes, J.↗