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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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NASA NTRSDate not supplied

The Global Water Monitor: Lake, Wetland, and River Reach Monitoring for Resource Management and Hazard Observation

The Global Water Monitor is a monitoring program offering surface water-related products for lakes, reservoirs, river reaches, and wetlands, https://blueice.gsfc.nasa.gov/gwm. These products are derived from multiple satellite-based altimetry and multispectral imaging platforms. The primary measurements are water level, slope, and extent, derived from a series of NASA and other agency instruments (Sentinel-3,-6, ICESat-2, SWOT, MODIS). The system serves stakeholders, the US Department of Agriculture Foreign Agricultural Service and the US Geological Survey, as well as various international, national, state, and intelligence agencies, engineers, ecologists, and hydrological researchers. Considering the sensitivity of ground-based data and the remote accessibility of many basins, the satellites offer global coverage, accuracy, and continuity of measurements. Observation of storage fluctuations in lakes and reservoirs provides users with knowledge of short and long-term drought conditions that can affect both water and energy resources. Emphasis is on changing climatic conditions, water sharing between nations, and regional stability. Measurements across a wetland complex can assist with efforts to assess hydrological dynamics with a focus on conservation efforts that aid both natural ecology and the sharing of precious water resources – the latter potentially being required in a basin across the municipal, crop irrigation, aquaculture, livestock, and power station spectrum. Observations of river reaches assists in the collection of basic hydraulic information, particularly in gauge-poor regions, for modelling efforts and the estimation of discharge, and at high-latitudes satellite-based river observations serve projects that warn of spring melts and flood hazards. We look at how recent improvements in instrument technology and mission operations are assisting with acquiring true global coverage and cross-validation efforts, and how stakeholders interact with the project in terms of setting requirements, product format, and accessibility methods. Examples show the application of the products across a range of programs, and in addition to meeting operational requirements, how the multi-decadal surface water levels are creating a high-quality timeline of Earth Data Records.

Lakes↗
NASA NTRSDate not supplied

Trajectory Engineering with Modular Patched Conics for Entry Systems and TPS (TEMPEST)

Brief Presenter Biography (35 word limit): Bohdan Wesely is an Aerospace Engineer in the Entry Systems and Technology Division at Ames. He has worked on a variety of projects for NASA including integrated TPS (thermal protection system) flight hardware deliveries and testing services for commercial partners. Introduction: TEMPEST is a new trajectory analysis framework that is designed to fill the gap between dedicated flight mechanics tools and aerothermal and TPS sizing tools. The project started as an SJSU master’s thesis and has since evolved into a general conceptual design tool capable of studying a wide variety of entry problems. Development is ongoing in the Entry Systems and Technology Division at NASA ARC. Why TEMPEST: Space missions involving entry into a planetary atmosphere involve a series of unique requirements across multiple disciplines. Whether it is traditional entry descent and landing (EDL), or aerocapture, the vehicle must navigate to its target landing location or orbit state, and the TPS must protect the payload during entry. The design process typically involves iterative handoffs between various flight mechanics, flow solver, and material response level tools. During the early conceptual phase, a wide variety of feasible trajectories are simulated in a Monte Carlo scenario which broadly satisfy the mission or landing requirements. Next, computational fluid dynamics (CFD), direct simulation Monte Carlo (DSMC), and other flow solver analyses are performed at various key trajectory points to generate an aero-database, heating and TPS design requirements also emerge at this stage. At this point, with updated aerodynamics from the various flow solvers, trajectories can be re-run, this in turn can change the required freestream conditions for the CFD tools, and as a project progresses, these analyses converge, and uncertainty is reduced. However, there is always a “hand-off” occurring between two inherently coupled phenomena. Analysis Description: One of the goals with TEMPEST is to use a variety of first principles estimation methods coupled with an atmosphere model to predict vehicle aerothermodynamics across the entire flight regime while propagating a 3 or 6 degree of freedom (DoF) trajectory. Aerodynamics methods include modified Newtonian, Maxwell and Cercignani- Lampis-Lord (CLL) for continuum, transitional, and free molecular flow regimes. Aerothermodynamics include boundary layer and reference enthalpy methods, and Mutation++ for non-equilibrium chemistry modeling. TEMPEST is also capable of stitching multiple trajectory segments together to study mission scenarios like multi-pass aerocapture and aero-gravity assists. Most of the program is implemented in MATLAB using modern system objects, it relies on several C++ shared libraries for supporting tools like Gmsh, the Global Reference Atmospheric Model (GRAM), and Mutation++. The various first principles aerothermal estimation methods are discretized across either a structured axisymmetric panel mesh or an unstructured tri-mesh generated from an open-source tool such as Gmsh, this allows solutions on the same mesh to be compared across tools such as CB-Aero. CFD Coupling. A physics-aware, gaussian process CFD anchoring scheme is proposed to adjust the various first principles methods as a CFD database is populated. One goal for this anchoring module is to inform the project where CFD should be run. Full knowledge of the entire trajectory, atmosphere, and aerothermodynamics allows for easier identification of high sensitivity areas and uncertainty quantification. While the first principles effects are well known and proven accurate in existing tools such as CB- Aero and Cart3D, a physics aware CFD anchoring scheme increases tool credibility across a project lifecycle. Material Response Modeling. Correct TPS sizing is critical for optimizing mass for science payloads and ensuring mission success. The process typically involves a thermal analysis along the trajectory with surface heating environments as a boundary condition. Several design constraints are maximum bondline temperature and maximum recession with various margining techniques. The material response tool FIAT, developed out of NASA Ames, is currently being integrated into the TEMPEST environment. TPS recession, shape change, mass loss, and mass property alteration are all factors that can perturb an entry trajectory. For missions like Mars 2020, recession was minimal and was safely handled separately as a post process. For missions such as Jupiter Galileo with a high TPS mass fraction or asteroid entries, recession plays a major role. The proposed fully coupled scheme is to use an epoch-based approach where the trajectory integration is halted after a recession threshold, the energy balance and FIAT are solved at each panel, the mesh, aerodynamics, and mass properties are updated, and the trajectory continues. Several computational tradeoffs have been made during the development of TEMPEST to limit the cost of a single trajectory and preserve its utility as a conceptual, rapid iteration tool. Conclusion: Development of TEMPEST is ongoing and the project is still in its infancy. This talk aims to showcase its unique capabilities to support future NASA entry systems missions.

Bohdan O Wesely↗
NASA NTRS1991

Multi-cathode unbalanced magnetron sputtering systems

Ion bombardment of a growing film during deposition is necessary in many instances to ensure a fully dense coating, particularly for hard coatings. Until the recent advent of unbalanced magnetron (UBM) cathodes, reactive sputtering had not been able to achieve the same degree of ion bombardment as other physical vapor deposition processes. The amount of ion bombardment of the substrate depends on the plasma density at the substrate, and in a UBM system the amount of bombardment will depend on the degree of unbalance of the cathode. In multi-cathode systems, the magnetic fields between the cathodes must be linked to confine the fast electrons that collide with the gas atoms. Any break in this linkage results in electrons being lost and a low plasma density. Modeling of the magnetic fields in a UBM cathode using a finite element analysis program has provided great insight into the interaction between the magnetic fields in multi-cathode systems. Large multi-cathode systems will require very strong magnets or many cathodes in order to maintain the magnetic field strength needed to achieve a high plasma density. Electromagnets offer the possibility of independent control of the plasma density. Such a system would be a large-scale version of an ion beam enhanced deposition (IBED) system, but, for the UBM system where the plasma would completely surround the substrate, the acronym IBED might now stand for Ion Blanket Enhanced Deposition.

Sproul, William D.↗
NASA NTRS1974

Investigation of radar discrimination of sea ice

The ability of radar to discriminate sea ice types and their thickness was studied. Radar backscatter measurements at 400 MHz (multi-polarization) and 13.3 GHz (VV polarization) obtained from NASA Earth Resources Aircraft Program Mission 126 were analyzed in detail. The scatterometer data were separated into seven categories of sea ice according to age and thickness as interpreted from stereo aerial photographs. The variations of radar backscatter cross-section with sea ice thickness at various angles are presented at the two frequencies. There is a reversal of angular character of radar return from sea ice less than 18 cm thick at the two frequencies. Multi-year ice (sea ice greater than 180 cm thick) gives strongest return at 13.3 GHz. First-year ice (30 cm to 90 cm thick) gives strongest return at 400 MHz. Open water can be differentiated at both the frequencies. Four-polarization 16.5 GHz radar imagery was also obtained. Open water and three categories of sea ice can be identified on the images. The results of the imagery analysis are consistent with the radar scatterometer results.

Parashar, S. K.↗
NASA NTRSDate not supplied

NASA Omics Archive Project

The space environment consists of a complex set of hazards including altered gravity, radiation, psychological/physiological stress, isolation, and confinement leading to complex biological responses. Advances in biotechnology capabilities offer considerable potential to provide novel insight into those responses as well as innovative diagnostic, treatment, and countermeasure solutions for astronauts as NASA begins to travel beyond low Earth orbit. Omics data (genomics, transcriptomics, proteomics, etc.) is one example that can provide NASA with critical knowledge of how a crewmember’s genetics, environment, and lifestyle can be used to develop individualized approaches for disease prevention, advance diagnostics, and improve treatment strategies. NASA ventured into the field of omics on human subjects with the successful completion of the NASA Twins Study which was the first step in mapping the multi-omic profile of astronauts to understand and mitigate the health consequences of spaceflight. The Human Research Program aims to build upon the success of the Twins Study with the NASA Omics Archive flight study, establishing a longitudinal biospecimen archive and efficiently generating a comprehensive high-quality multi-omic dataset from astronauts for the purpose of studying molecular, metabolic, and microbial changes associated with longduration spaceflight missions. The goal is to facilitate scientific and medical research community efforts to characterize and mitigate spaceflight health and performance risks. In this presentation, we will review details regarding the biospecimen and data archive to be generated by the NASA Omics Archive flight study. Data generated as part of this project will be archived in the NASA Life Sciences Portal (NLSP) and be made available for future hypothesis-driven research efforts or occupational surveillance through Institutional Review Board-approved data sharing and retrospective data requests submitted to the Life Sciences Data Archive (LSDA) team. We will also present results of a ground study performed to evaluate in-house procedures, new sample collection hardware, and vendor capabilities. The data repository generated and the samples to be archived by this study will enable future research efforts to assess an astronauts’ unique molecular and genetic profile with respect to individual spaceflight responses. Results of which will be instrumental in enabling precision health capabilities to better assess and mitigate spaceflight risks, detect disease states earlier, and actively monitor countermeasure treatments, ultimately improving clinical outcomes during future exploration class missions.

C. A. Theriot↗
NASA NTRS2021

NASA Electric Vertical Takeoff and Landing (eVTOL) Aircraft Technology for Public Services – A White Paper

History has shown that our personal life is highly dependent on the technology that people have developed. A strategic scan of the aerospace environment at the beginning of the 21st century strongly suggests that the world might be approaching a new age of airpower—the era of electrified/hybrid aircraft propulsion. Undeniably, starting from the Montgolfier Brothers balloon flight in 1783, to the Wright Brothers piston engine flight in 1903, and the jet engine of the 1960s, or the space age of today, one can say that leaps in propulsion technology have marked the different ages of human flight. The technological advancements, brought at the beginning of 21st century by the revolution in data exchange, computational power, sensors, wireless communication, internet, and autonomy, contributed to the vision of this new age of propulsion we are approaching. Historically, conventional vertical takeoff and landing (VTOL) aircraft have been equipped with propulsion units relying on complex internal combustion machines (turbines, piston engines, for example), and complex mechanical arrangements (gearboxes, shafts, variable pitch propeller). By contrast, electric VTOL aircraft (eVTOL)1 rely on simpler propulsion units (electric motors and in some cases fixed-pitch propellers). This promotes redundancy and improves tolerance to failures, in turn improving safety. The use of simpler electric propulsion units should also allow significant acquisition and operating cost reductions. Whether full-electric (relying solely on batteries) or hybrid-electric (relying on a combination of batteries, fuel-powered engines, and generators.), eVTOLs are also expected to generate less noise and air pollution than conventional aircraft with similar payloads. According to the 2019 Annual Review of IATA (International Air Transport Association) [ref.1], due to an expected increase in air transport traffic by 5% every year and a doubling of air transport passenger numbers to 8.2 billion by 2037 significant challenges are posed to the aviation industry. Furthermore, this report does not factor in the expected demand for short-range (intra-city) air transportation, which is in development and yet to be operational. The increased demand to fly creates a responsibility to expand in a sustainable manner and an endeavor to develop more environmentally-friendly aircraft. eVTOL aircraft, either piloted or autonomous, is gathering considerable interest worldwide. Modern and novel full-electric or hybrid-electric eVTOL configurations enable a new paradigm shift in air transportation as the aviation industry remains committed to its goals of carbon-neutral growth from 2020 onwards and cutting CO2 emissions to half 2005 levels by 2050. While electric power has been used for decades, recent developments in mobile electric/hybrid propulsion coupled with advanced materials and autonomous systems may create the possibility to transition into the next age of air mobility propelled by electric/hybrid VTOL aircraft technology. Although eVTOL aircraft might seem like an incremental improvement or even a counterintuitive regression with regard to past VTOL development, it has in fact the potential to transform air mobility across a wide range of government applications. Previous transformations in aviation generated dramatic leaps in performance, but the cost was commensurate with performance, limiting quantity produced. This next age appears to take a different approach. Performance may not increase, but at this moment technology is poised for future urban mobility that will spawn commercial passenger drone services, that is, autonomous (pilotless) air taxis and thereby add a new dimension to the urban transportation mix of the future [ref. 2]. Advances in electric propulsion, autonomous flight technology, and 5G communication networks will enable this fast new-growing market to become a reality. It is now time to envision the introduction of electric/hybrid eVTOL aircraft for Public Services2. We believe that in the next decades eVTOL aircraft will have the potential to become an essential tool to Public Service agencies around the world in applications such as firefighting, public safety, search and rescue, disaster relief and law enforcement. This is due to several major factors. • First, with the increasing popularity of small, unmanned aircraft vehicles (UAVs) or drones, many companies today are focusing on the development of passenger UAVs designed to accommodate up to five passengers or equivalent cargo payload. Many such configurations are electric or hybrid-electric designs with VTOL capabilities. Several of these projects have started a flight test program and many more are expected to be in the experimental and development phase in 2020. Such revolutionary vehicles could be in commercial operations by 2030. These eVTOL systems could be ready for selected Public Services missions even sooner. • Second, although these advanced eVTOL vehicles under development still need access to fuel (hybrid) and/or electric charging capability, they can take off and land from almost anywhere. Therefore, such vehicles, both manned and unmanned can be successfully integrated for the critical missions of the Public Services with extra deployment flexibilities. • Third, advancement in electric propulsion systems in the automotive industry together with NASA’s leading efforts in electrification of aircraft propulsion systems, FAA’s ongoing active eVTOL certification programs, and EASA’s proposed framework for the certification of electric/hybrid small category VTOL aircraft in Europe [ref. 3] will help accelerate industry electric propulsion system development and integration. • Finally, eVTOL vehicles could be deployed for Public Services sooner than air taxi or other commercial applications, since Public Services missions may be more easily approved based on specific mission criteria, localized airworthiness authority for public-use aircraft3, and are normally operating under centralized airspace management and control by the theater command. Moreover, public perception and acceptance are generally less of a concern when operations save lives and benefit the wider community. The prioritized introduction of eVTOL aircraft in Public Services is ambitious, but we believe it is achievable in the coming decades if fundamental enablers (people and technologies) are engaged in defining the objectives and needs of these missions. The revolution that is currently taking place in eVTOL aircraft represents an unprecedented opportunity to develop a safer, more affordable, more available and more environmentally friendly future of vertical flight. To ensure that these novel aircraft meet the future expectations of Public Services, it is essential to take a collaborative and multi-disciplinary approach to their development, across engineering disciplines, policy-making, program management, business case development, manufacturing, and flight demonstrations. It should be noted that the term eVTOL (in the near term) used throughout this publication implies aircraft capable of transporting up to 5 persons which may or may not include a pilot if operated fully autonomously, assuming an average of 200 pounds (91 kg) per person or equivalent payload and a range up to 60 miles plus a suitable reserve. Hybrid or hydrogen powered eVTOLs would have greater range. For example, a “3-seat” eVTOL aircraft may only be able to carry two fully equipped firemen, and payload capacity is more relevant when used for the supply mission. Moreover, this paper concentrates on the “last-mile” solutions with a deployment time of no more than 6 hours. Although not specifically discussed in this document, it is understood that the future of Transformative Vertical Flight in general and Public Services, in particular, will also involve smaller UAVs that will undoubtedly play a crucial role in future aerial operations. For example, smaller unmanned aircraft may be used to dispatch medical supplies, portable filtration systems or perform the Search task of future Search and Rescue (SAR) operations. Close collaboration between the aircraft industry, the Civil Aviation Authorities (CAA), e.g., Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Transport Canada Civil Aviation (TCCA) and the Department of Defense (DoD) certifiers, will help identify Public Services requirements, define expectations and limit development cost and timescales. Take the US Air Force Agility Prime as an example, the majority of the eVTOL application opportunities and mission elements identified are in line with the NASA TVF WG-4 objectives and use cases. Together, it forms a strong partnership to accelerate the development, certification, and practical deployment for public service missions. The US Air Force Agility Prime has been a collaboration partner on this white paper, and provided valuable input and recommendations. Most of the eVTOL public service mission elements discussed in this paper and additional use cases envisioned by the NASA TVF WG-4 team are shared by the Agility Prime program. The focus and efforts of the Agility Prime in product and system development, industry and government partnership, accelerated certifications as well as early test and deployment are totally in sync with the path forward recommended by this white paper. This kind of collaboration and partnership will help enable the practical use of the eVTOL for public service missions, benefit the eVTOL public acceptance, and accelerate the eVTOL industry revolution.

Johnny T. Doo↗
NASA NTRS1989

The implementation of the graphics of program EAGLE: A numerical grid generation code on NASA Langley SNS computer system

Program EAGLE (Eglin Arbitrary Geometry Implicit Euler) Numerical Grid Generation System is a composite (multi-block) algebraic or elliptic grid generation system designed to discretize the domain in and/or around any arbitrarily shaped three dimensional regions. This system combines a boundary conforming surface generation scheme and includes plotting routines designed to take full advantage of the DISSPLA Graphics Package (Version 9.0). Program EAGLE is written to compile and execute efficiently on any Cray machine with or without solid state disk (SSD) devices. Also, the code uses namelist inputs which are supported by all Cray machines using the FORTRAN compiler CFT77. The namelist inputs makes it easier for the user to understand the inputs and operation of Program EAGLE. EAGLE's numerical grid generator is constructed in the following form: main program, EGG (executive routine); subroutine SURFAC (surface generation routine); subroutine GRID (grid generation routine); and subroutine GRDPLOT (grid plotting routines). The EAGLE code was modified to use on the NASA-LaRC SNS computer (Cray 2S) system. During the modification a conversion program was developed for the output data of EAGLE's subroutine GRID to permit the data to be graphically displayed by IRIS workstations, using Plot3D. The code of program EAGLE was modified to make operational subroutine GRDPLOT (using DI-3000 Graphics Software Packages) on the NASA-LaRC SNS Computer System. How to implement graphically, the output data of subroutine GRID was determined on any NASA-LaRC graphics terminal that has access to the SNS Computer System DI-300 Graphics Software Packages. A Quick Reference User Guide was developed for the use of program EAGLE on the NASA-LaRC SNS Computer System. One or more application program(s) was illustrated using program EAGLE on the NASA LaRC SNS Computer System, with emphasis on graphics illustrations.

Houston, Johnny L.↗
NASA NTRS1999

Two Phase Technology Development Initiatives

Three promising thermal technology development initiatives, vapor compression thermal control system, electronics cooling, and electrohydrodynamics applications are outlined herein. These technologies will provide thermal engineers with additional tools to meet the thermal challenges presented by increased power densities and reduced architectural options that will be available in future spacecraft. Goddard Space Flight Center and the University of Maryland are fabricating and testing a 'proto- flight' vapor compression based thermal control system for the Ultra Long Duration Balloon (ULDB) Program. The vapor compression system will be capable of transporting approximately 400 W of heat while providing a temperature lift of 60C. The system is constructed of 'commercial off-the-shelf' hardware that is modified to meet the unique environmental requirements of the ULDB. A demonstration flight is planned for 1999 or early 2000. Goddard Space Flight Center has embarked upon a multi-discipline effort to address a number of design issues regarding spacecraft electronics. The program addressed the high priority design issues concerning the total mass of standard spacecraft electronics enclosures and the impact of design changes on thermal performance. This presentation reviews the pertinent results of the Lightweight Electronics Enclosure Program. Electronics cooling is a growing challenge to thermal engineers due to increasing power densities and spacecraft architecture. The space-flight qualification program and preliminary results of thermal performance tests of copper-water heat pipes are presented. Electrohydrodynamics (EHD) is an emerging technology that uses the secondary forces that result from the application of an electric field to a flowing fluid to enhance heat transfer and manage fluid flow. A brief review of current EHD capabilities regarding heat transfer enhancement of commercial heat exchangers and capillary pumped loops is presented. Goddard Space Flight Center research efforts applying this technique to fluid management and fluid pumping are discussed.

Didion, Jeffrey R.↗
NASA NTRS1999

Mars Comm/Nav MicroSat Network Using the Multi-Mission Bus Launched Piggyback by Ariane 5

Recently, NASA's Jet Propulsion Laboratory completed a Mars Exploration Program Architecture Definition Study with strong international participation. The recommendations of this study include establishment of a low cost in-situ communications and navigation satellite network to provide enabling and enhancing support for the international exploration of Mars. This would be the first step toward establishing a "virtual presence throughout the solar system" as called for in NASA's Strategic Plan. Response to the proposed comm/nav satellite network has been very favorably received, as reflected by the inclusion of a line item in NASA's budget submittal to Congress, which provides funding for implementation of the network with first launch in the 2003 opportunity. Funding has already been provided for a phase A study being conducted this year. This paper presents the planned implementation of the comm/nav network, which will utilize microsats based on a multi-mission spacecraft bus being designed for launch by the Ariane 5 as a secondary payload. A companion paper at this conference, entitled "The Multi-Purpose Mars Micro-Mission System Design Utilizing Ariane 5 Piggyback Launch", describes the multimission bus design. This paper addresses the application of the multi-mission bus to the comm/nav microsat mission. Following an introduction, which provides the background that has led to the proposed comm/nav network, the paper discusses the projected user needs with emphasis on the various possible robotic missions (landers, rovers, ascent vehicles, balloons, aircraft, etc.) progressing toward eventual piloted missions. Next, the paper describes the concept for an evolving network of comm/nav microsats and the expected capability to satisfy the user needs. Results of communications and navigation performance analysis are summarized for attractive satellite constellation configurations. The important comm/nav microsat functional requirements on the multi-mission spacecraft bus are described with discussion of the mission-system tradeoffs for the driving requirements. The functional design of the in-situ communications / navigation package, which constitutes the payload of the microsat, is also described. The paper also includes discussion of technologies which are of specific importance to the implementation of the comm/nav microsat network.

Hastrup, R. C.↗
NASA NTRS2000

A Solution Methodology and Computer Program to Efficiently Model Thermodynamic and Transport Coefficients of Mixtures

A solution methodology has been developed to efficiently model multi-specie, chemically frozen, thermally perfect gas mixtures. The method relies on the ability to generate a single (composite) set of thermodynamic and transport coefficients prior to beginning a CFD solution. While not fundamentally a new concept, many applied CFD users are not aware of this capability nor have a mechanism to easily and confidently generate new coefficients. A database of individual specie property coefficients has been created for 48 species. The seven coefficient form of the thermodynamic functions is currently used rather then the ten coefficient form due to the similarity of the calculated properties, low temperature behavior and reduced CPU requirements. Sutherland laminar viscosity and thermal conductivity coefficients were computed in a consistent manner from available reference curves. A computer program has been written to provide CFD users with a convenient method to generate composite specie coefficients for any mixture. Mach 7 forebody/inlet calculations demonstrated nearly equivalent results and significant CPU time savings compared to a multi-specie solution approach. Results from high-speed combustor analysis also illustrate the ability to model inert test gas contaminants without additional computational expense.

Ferlemann, Paul G.↗
NASA NTRS1996

MCTP Summer Research Internship Program. Research Presentation Day: Experience Mathematics and Science in the Real World

This paper presents the summaries of the MCTP Summer Research Internship Program. Technological areas discussed include: Mathematical curriculum development for real world problems; Rain effects on air-water gas exchange; multi-ring impact basins on mars; developing an interactive multimedia educational cd-rom on remote sensing; a pilot of an activity for for the globe program; fossils in maryland; developing children's programming for the american horticultural society at river farm; children's learning, educational programs of the national park service; a study of climate and student satisfaction in two summer programs for disadvantaged students interested in careers in mathematics and science; the maryland governor's academy, integrating technology into the classroom; stream sampling with the maryland biological stream survey (MBSS); the imaging system inspection software technology, the preparation and detection of nominal and faulted steel ingots; event-based science, the development of real-world science units; correlation between anxiety and past experiences; environmental education through summer nature camp; enhancing learning opportunities at the Salisbury zoo; plant growth experiment, a module for the middle school classroom; the effects of proxisome proliferators in Japanese medaka embryos; development of a chapter on birth control and contraceptive methodologies as part of an interactive computer-based education module on hiv and aids; excretion of gentamicin in toadfish and goldfish; the renaissance summer program; and Are field trips important to the regional math science center?

Source record↗
NASA NTRS1992

High-temperature strain measurement techniques: Current developments and challenges

Since 1987, a very substantial amount of R&D has been conducted in an attempt to develop reliable strain sensors for the measurements of structural strains during ground testing and hypersonic flight, at temperatures up to at least 2000 deg F. Much of the effort has been focused on requirements of the NASP Program. This presentation is limited to the current sensor development work and characterization studies carried out within that program. It is basically an assessment as to where we are now and what remains to be done in the way of technical accomplishments to meet the technical challenges posed by the requirements and constraints established for the NASP Program. The approach for meeting those requirements and constraints has been multi-disciplinary in nature. It was recognized early on that no one sensor could meet all these requirements and constraints, largely because of the large temperature range (cryogenic to at least 2000 deg F) and many other factors, including the most challenging requirement that the sensor system be capable of obtaining valid 'first cycle data'. Present candidate alloys for resistance-type strain gages include Fe-Cr-Al and Pd-Cr. Although they have superior properties regarding withstanding very high temperatures, they exhibit large apparent strains that must either be accounted for or cancelled out by various techniques, including the use of a dual-element, half-bridge dummy gage, or electrical compensation networks. A significant effort is being devoted to developing, refining, and evaluating the effectiveness of those techniques over a broad range in temperature and time. In the quest to obtain first-cycle data, ways must be found to eliminate the need to prestabilize or precondition the strain gage, before it is attached to the test article. It should be noted that present NASP constraints do not permit prestabilization of the sensor, in situ. Gages are currently being 'heat treated' during manufacture in both the wire- and foil-type resistance strain gages, and evaluation is in progress. In addition, the 'gage-on-shim' concept is being revisited. That concept will permit heat treatment of the gage during manufacture, before attachment on the test article. Also, it may permit the individual calibration of each gage regarding gage factor and apparent strain. Candidate alloys for the NASP include titanium metal-matrix and carbon-carbon composites. Although those materials have very attractive properties at elevated temperatures in terms of strength and weight, they pose significant attachment problems. Methods for making reliable strain gage and thermocouple attachments to them are currently under development. Experience to date indicates that Rokide attachment of the sensor directly to the protective coating is easier than to the base material itself. However, interpreting strain data from gages attached in this way may prove difficult because of possible cracks in the coating that form 'islands' and the mobility of those 'islands'. It is concluded, therefore, that major technical challenges lie ahead as we proceed to meet the stringent strain sensor requirements and constraints of the NASP Program.

Lemcoe, M. M.↗
NASA NTRS1999

Engineered Solutions to Reduce Occupational Noise Exposure at the NASA Glenn Research Center: A Five-Year Progress Summary (1994-1999)

At the NASA John H. Glenn Research Center at Lewis Field (formerly the Lewis Research Center), experimental research in aircraft and space propulsion systems is conducted in more than 100 test cells and laboratories. These facilities are supported by a central process air system that supplies high-volume, high-pressure compressed air and vacuum at various conditions that simulate altitude flight. Nearly 100,000 square feet of metalworking and specialized fabrication shops located on-site produce prototypes, models, and test hardware in support of experimental research operations. These activities, comprising numerous individual noise sources and operational scenarios, result in a varied and complex noise exposure environment, which is the responsibility of the Glenn Research Center Noise Exposure Management Program. Hearing conservation, community noise complaint response and noise control engineering services are included under the umbrella of this Program, which encompasses the Occupational Safety and Health Administration (OSHA) standard on occupational noise exposure, Sec. 29CFR 1910.95, as well as the more stringent NASA Health Standard on Hearing Conservation. Prior to 1994, in the absence of feasible engineering controls, strong emphasis had been placed on personal hearing protection as the primary mechanism for assuring compliance with Sec. 29CFR 1910.95 as well as NASA's more conservative policy, which prohibits unprotected exposure to noise levels above 85 dB(A). Center policy and prudent engineering practice required, however, that these efforts be extended to engineered noise controls in order to bring existing work areas into compliance with Sec. 29CFR 1910.95 and NASA's own policies and to ensure compliance for new installations. Coincident with the establishment in 1995 of a NASA wide multi-year commitment of funding for environmental abatement projects, the Noise Exposure Management Program was established, with its focus on engineering approaches to reducing occupational and community noise exposure. The organization and mission of this Program were documented shortly after its inception, and individual programmatic components have been the subject of subsequent papers. This paper summarizes the status and accomplishments of the engineering aspects of the Program from a five-year retrospective viewpoint and includes a review of retrofit noise control solution strategies, which have not been previously documented.

Cooper, Beth A.↗
NASA NTRS1992

Remote sensing of the atmosphere by multi-channel radiometers

To characterize Earth/space communication links, the Jet Propulsion Laboratory's (JPL's) Radiowave Propagation Program supports a number of propagation studies. Low-availability satellite links and their propagation vagaries at Ka and millimeter-wave bands constitute a major effort within this program. Since 1987, this program has funded the Wave Propagation Laboratory (WPL) of the National Oceanic and Atmospheric Administration (NOAA) to conduct multiple-frequency radiometric observations of the atmosphere. Measurements of atmospheric emission and attenuation at 20, 31, and 90 GHz at different locations are presented. Single-station and joint-station statistics are derived. A linear regression scheme for the prediction of fade statistics in one channel using fade data from the other two channels is presented.

Davarian, Faramaz↗
NASA NTRS2005

Development of High Resolution Hard X-Ray Telescope with Multi-Layer Coatings

This is the annual report for the third year of a three-year program. Previous annual reports have described progress achieved in the first and second years. The major objective of this program is the development of a focusing hard X-ray telescope with moderately high angular resolution, i.e. comparable to the telescopes of XMM-Newton. The key ingredients of the telescope are a depth graded multilayer coatings and electroformed nickel substrates that are considerably lighter weight than those of previous missions such as XMM-Newton, which have had conventional single metal layer reflective coatings and have operated at much lower energy X-rays. The ultimate target mission for this technology is the Hard X-Ray Telescope (HXT) of the Constellation X-Ray Mission. However, it is applicable to potential SMEX and MIDEX programs as well. We are building upon technology that has proven to be successful in the XMM-Newton and SWIFT missions. The improvements that we are adding are a significant reduction in mass without much loss of angular resolution and an order of magnitude extension of the bandwidth through the use of multilayer coatings. The distinctive feature of this approach compared to those of other hard X-ray telescope programs is that we expect the angular resolution to be superior than telescopes made by other methods thanks to the structural integrity of the substrates. They are thin walled complete cylinders of revolution with a Wolter Type 1 figure; the front half is a parabola, the rear half a hyperbola.

Gorenstein, Paul↗
NASA NTRS1975

An investigation of the failure and fracture behavior of graphite/epoxy laminates

A fundamental investigation of the fracture behavior of fiber reinforced composites is discussed. It is suggested that experimental and analytical investigations should compliment each other. Further, it is suggested that in order to understand and mathematically model composite fracture it is necessary to explore, understand and characterize the stress-strain behavior of each type of laminate tested from initial loading to incipient fracture. That is, it is not only necessary to perform fracture studies but it is necessary to perform stress-strain characterization and failure studies as well. For this reason a literature survey is presented in which these three elements are discussed. An experimental program to determine tensile properties of unnotched and notched unidirectional and multi-directional laminates composed of Hercules AS Fiber and 3501 Resin is described. Experimental unnotched moduli and strengths are presented, discussed and compared to lamination theory predictions. It is shown that rate effects are small and that lamination theory gives good results for moduli but not for strengths.

Brinson, H. F.↗