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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

Flying Qualities Research Challenges

Traditional flying qualities requirements for airplane dynamics are based on airplane modal response characteristics derived from linear small-perturbation analysis. These requirements are supported by a large experimental data base. The challenge to the flying qualities community is to demonstrate how flying qualities, the control system and aircraft configuration are still closely linked. This is evident in the definition of flying qualities and, as far as pilots are concerned, that flying qualities are still the measure of overall design success.

Steven M Sliwa↗
NASA NTRS1990

Interaction of feel system and flight control system dynamics on lateral flying qualities

An experimental investigation of the influence of lateral feel system characteristics on fighter aircraft roll flying qualities was conducted using the variable stability USAF NT-33. Forty-two evaluation flights were flown by three engineering test pilots. The investigation utilized the power approach, visual landing task and up-and-away tasks including formation, gun tracking, and computer-generated compensatory attitude tracking tasks displayed on the Head-Up Display. Experimental variations included the feel system frequency, force-deflection gradient, control system command type (force or position input command), aircraft roll mode time constant, control system prefilter frequency, and control system time delay. The primary data were task performance records and evaluation pilot comments and ratings using the Cooper-Harper scale. The data highlight the unique and powerful effect of the feel system of flying qualities. The data show that the feel system is not 'equivalent' in flying qualities influence to analogous control system elements. A lower limit of allowable feel system frequency appears warranted to ensure good lateral flying qualities. Flying qualities criteria should most properly treat the feel system dynamic influence separately from the control system, since the input and output of this dynamic element is apparent to the pilot and thus, does not produce a 'hidden' effect.

Bailey, R. E.↗
NASA NTRS1993

Effect of geometry, static stability, and mass distribution on the tumbling characteristics of generic flying-wing models

Results from an investigation to determine the low-speed tumbling characteristics of twelve generic flying-wing models are summarized. There is a concern that airplanes with flying-wing planforms could inadvertently enter an out-of-control tumbling motion under certain conditions. The objectives of this investigation were to: 1) identify the geometric and mass-related parameters that cause flying wings to be capable of sustained tumbling, 2) analyze some of the driving mechanisms that cause tumbling, and 3) determine the feasibility of using computer simulations to predict the tumbling characteristics of flying wings. Free-tumble and free-to-pitch tests were conducted with dynamically-scaled, generic flying wing models. The use of computer simulations as a predictive tool for tumbling was explored. Results indicated that center-of-gravity location, mass distribution, and geometric aspect ratio strongly affected the tumbling characteristics of the models tested and that positive static stability did not necessarily preclude tumbling. The magnitude of dynamic effects were found to be of the same order as static effects for the models undergoing autorotation-in-pitch. The simulations indicated that the dynamic terms in the equations of motion used to predict tumbling must be obtained using experimental methods that account for the large amplitude/high pitch-rate environment that characterizes tumbling.

Fremaux, C. M.↗
NASA NTRS1936

Tanks Test of a Model of the Hull of the Navy PB-1 Flying Boat - N.A.C.A. Model 52

A model of the hull of the Navy PB-1 flying boat was tested in the N.A.C.A. tank as part of a program intended to provide information regarding the water performance of hulls of flying boats of earlier design for which hydrodynamic data have heretofore been unavailable. Tests were made according to the general method over the range of practical loadings with the model both fixed in trim and free to trim. A free-to-trim test according to the specific method was also made for the design load and take-off speed corresponding to those of the full-scale flying boat. The resistance obtained from the fixed-trim test was found to be about the same as that of the model of the NC flying-boat hull, and greater at the hump but smaller at high speeds than that of a model of the Sikorsky S-40 flying-boat hull.

Allison, John M↗
NASA NTRS1996

Lateral-Directional Eigenvector Flying Qualities Guidelines for High Performance Aircraft

This report presents the development of lateral-directional flying qualities guidelines with application to eigenspace (eigenstructure) assignment methods. These guidelines will assist designers in choosing eigenvectors to achieve desired closed-loop flying qualities or performing trade-offs between flying qualities and other important design requirements, such as achieving realizable gain magnitudes or desired system robustness. This has been accomplished by developing relationships between the system's eigenvectors and the roll rate and sideslip transfer functions. Using these relationships, along with constraints imposed by system dynamics, key eigenvector elements are identified and guidelines for choosing values of these elements to yield desirable flying qualities have been developed. Two guidelines are developed - one for low roll-to-sideslip ratio and one for moderate-to-high roll-to-sideslip ratio. These flying qualities guidelines are based upon the Military Standard lateral-directional coupling criteria for high performance aircraft - the roll rate oscillation criteria and the sideslip excursion criteria. Example guidelines are generated for a moderate-to-large, an intermediate, and low value of roll-to-sideslip ratio.

Davidson, John B.↗
NASA NTRS2000

Enabling Spacecraft Formation Flying through Position Determination, Control and Enhanced Automation Technologies

Formation Flying is revolutionizing the way the space community conducts science missions around the Earth and in deep space. This technological revolution will provide new, innovative ways for the community to gather scientific information, share that information between space vehicles and the ground, and expedite the human exploration of space. Once fully matured, formation flying will result in numerous sciencecraft acting as virtual platforms and sensor webs, gathering significantly more and better science data than call be collected today. To achieve this goal, key technologies must be developed including those that address the following basic questions posed by the spacecraft: Where am I? Where is the rest of the fleet? Where do I need to be? What do I have to do (and what am I able to do) to get there? The answers to these questions and the means to implement those answers will depend oil the specific mission needs and formation configuration. However, certain critical technologies are common to most formations. These technologies include high-precision position and relative-position knowledge including Global Positioning System (GPS) mid celestial navigation; high degrees of spacecraft autonomy inter-spacecraft communication capabilities; targeting and control including distributed control algorithms, and high precision control thrusters and actuators. This paper provides an overview of a selection of the current activities NASA/DoD/Industry/Academia are working to develop Formation Flying technologies as quickly as possible, the hurdles that need to be overcome to achieve our formation flying vision, and the team's approach to transfer this technology to space. It will also describe several of the formation flying testbeds, such as Orion and University Nanosatellites, that are being developed to demonstrate and validate many of these innovative sensing and formation control technologies.

Bristow, John↗
NASA NTRS2002

Results of NASA's First Autonomous Formation Flying Experiment: Earth Observing-1 (EO-1)

NASA's first autonomous formation flying mission completed its primary goal of demonstrating an advanced technology called enhanced formation flying. To enable this technology, the Flight Dynamics Analysis Branch at the Goddard Space Flight Center implemented a universal 3-axis formation flying algorithm in an autonomous executive flight code onboard the New Millennium Program's (NMP) Earth Observing-1 (EO-1) spacecraft. This paper describes the mathematical background of the autonomous formation flying algorithm, the onboard flight design and the validation results of this unique system. Results from fully autonomous maneuver control are presented as comparisons between the onboard EO-1 operational autonomous control system called AutoCon, its ground-based predecessor used in operations, and the original standalone algorithm. Maneuvers discussed encompass reactionary, routine formation maintenance, and inclination control. Orbital data is also examined to verify that all formation flying requirements were met.

Folta, David↗
NASA NTRS2002

Results Of NASA's First Autonomous Formation Flying Experiment: Earth Observing-1 (EO-1)

NASA's first autonomous formation flying mission completed its primary goal of demonstrating an advanced technology called Enhanced Formation Flying. To enable this technology, a team at the Goddard Space Flight Center implemented a universal 3-axis formation flying algorithm in an autonomous executive flight code onboard the New Millennium Program's (NMP) Earth Observing-1 (EO-1) spacecraft. This paper describes the mathematical background of the autonomous formation flying algorithm, the onboard flight design and the validation results of this unique system. Results from fully autonomous maneuver control are presented as comparisons between the onboard EO-1 operational autonomous control system called AutoCon(trademark), its ground-based predecessor used in operations, and the original standalone algorithm. Maneuvers discussed encompass reactionary, routine formation maintenance, and inclination control. Orbital data is also examined to verify that all formation flying requirements were met.

Folta, David↗
NASA NTRS2015

Looking Back and Looking Forward: Reprising the Promise and Predicting the Future of Formation Flying and Spaceborne GPS Navigation Systems

A retrospective consideration of two 15-year old Guidance, Navigation and Control (GN&C) technology 'vision' predictions will be the focus of this paper. A look back analysis and critique of these late 1990s technology roadmaps out-lining the future vision, for two then nascent, but rapidly emerging, GN&C technologies will be performed. Specifically, these two GN&C technologies were: 1) multi-spacecraft formation flying and 2) the spaceborne use and exploitation of global positioning system (GPS) signals to enable formation flying. This paper reprises the promise of formation flying and spaceborne GPS as depicted in the cited 1999 and 1998 papers. It will discuss what happened to cause that promise to be mostly unfulfilled and the reasons why the envisioned formation flying dream has yet to become a reality. The recent technology trends over the past few years will then be identified and a renewed government interest in spacecraft formation flying/cluster flight will be highlighted. The authors will conclude with a reality-tempered perspective, 15 years after the initial technology roadmaps were published, predicting a promising future of spacecraft formation flying technology development over the next decade.

Bauer, Frank H.↗
NASA NTRS2017

Flight Tests of a Remaining Flying Time Prediction System for Small Electric Aircraft in the Presence of Faults

This paper addresses the problem of building trust in the online prediction of a battery powered aircraft's remaining flying time. A series of flight tests is described that make use of a small electric powered unmanned aerial vehicle (eUAV) to verify the performance of the remaining flying time prediction algorithm. The estimate of remaining flying time is used to activate an alarm when the predicted remaining time is two minutes. This notifies the pilot to transition to the landing phase of the flight. A second alarm is activated when the battery charge falls below a specified limit threshold. This threshold is the point at which the battery energy reserve would no longer safely support two repeated aborted landing attempts. During the test series, the motor system is operated with the same predefined timed airspeed profile for each test. To test the robustness of the prediction, half of the tests were performed with, and half were performed without, a simulated powertrain fault. The pilot remotely engages a resistor bank at a specified time during the test flight to simulate a partial powertrain fault. The flying time prediction system is agnostic of the pilot's activation of the fault and must adapt to the vehicle's state. The time at which the limit threshold on battery charge is reached is then used to measure the accuracy of the remaining flying time predictions. Accuracy requirements for the alarms are considered and the results discussed.

Hogge, Edward F.↗
NASA NTRS2018

Remaining Flying Time Prediction Implementing Battery Prognostics Framework for Electric UAV's

In this paper the problem of building trust in the online safety prediction of an fixed wing small electric unmanned aerial vehicles (e-UAV) for remaining flying time is addressed. A series of flight tests are described to verify the performance of the remaining flying time prediction algorithm. The estimate of remaining flying time is used to activate an alarm when the predicted remaining time falls below a threshold of two minutes. This updates the pilot to transition to the landing sequence of the flight profile. A second alarm is activated when the battery state of charge (SOC) falls below a specified safety limit threshold. This SOC threshold is the point at which the battery energy reserve would no longer safely support enough aborted landing attempts. During the test flights, the motor system is operated with the same predefined timed airspeed profile for each test. To test the robustness of the developed prediction algorithm, partial tests were performed with and remaining were performed without a simulated power train fault. To simulate a partial power train fault in the e-UAV the pilot engages a resistor bank at a specified time during the test flight. The flying time prediction system is agnostic of the pilot's activation of the fault and must adapt to the vehicle's state. The time at which the limit threshold on battery SOC is reached, it is then used to measure the accuracy of the remaining flying time predictions. This is demonstrated through comparing results from two battery models being developed. Accuracy requirements for the alarms are considered and the results discussed.

Kulkarni, Chetan↗
DOE OSTI2023

Early age hydration behavior of portland cement-based binders incorporating fly ash contaminated with flue gas desulfurization products

Fly ash co-mingled with flue gas desulfurization (FGD) products are currently discarded as off-specification materials based on their high SO3 content. However, previous studies have shown that performance of these fly ashes varies significantly based on FGD product type and as such they may be viable for use in low-CO2 concrete as supplementary cementitious materials (SCMs). In this study, fly ashes with three different types of FGD products including calcium sulfite hemihydrate, calcium sulfate (with some unreacted lime), and sodium sulfate (with some unreacted sodium carbonate) were evaluated. The early age hydration behavior in blended cementitious systems at 20% cement replacement level was studied using Vicat setting time tests, isothermal calorimetry, in-situ quantitative X-ray diffraction, and pore solution analysis. The cause of the setting time retardation and flash setting observed in fly ashes with calcium sulfite hemihydrate and sodium carbonate, respectively, were identified and suitable beneficiation options were suggested for the valorized use of these materials in low-CO 2 concrete.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Chemical degradation of fly ash blended concrete with the seasonal variation of rainwater in a radioactive waste repository: A thermodynamic modeling approach

Highlights: • The thermodynamic model for the cementitious system was successfully developed. • The chemical degradation of concrete was greatly affected by rainwater types. • Inorganic carbon species in rainwater reduced the chemical resistance of concrete. • The durability of concrete to rainwater decreased with increasing fly ash content. This study presents a long-term degradation behavior of fly ash blended concrete in a vault type low- and intermediate-level radioactive waste (LILW) repository by thermodynamic equilibrium calculations using PHREEQC combined with CEMDATA18 database. Since rainwater plays a predominant role as leachate for the concrete waste container in the repository, the effect of chemical properties of seasonal rainwater on the chemical degradation of concrete was analyzed. In addition, the impact of the blending with fly ash on the chemical degradation was evaluated through a gradual replacement of ordinary Portland cement (OPC) by fly ash. Regardless of the replacement level, autumn rainwater showed the greatest influence on the concrete degradation owing to the presence of inorganic carbon species, which induce the carbonation. The resistance of concrete to chemical degradation by rainwater was persistently reduced due to the decreasing formation of portlandite and calcium silicate hydrate (C-S-H) with increasing replacement level.

36 MATERIALS SCIENCE↗
DOE OSTI2021

New insights into the role of fly ash in mitigating alkali-silica reaction (ASR) in concrete

Alkali-silica reaction (ASR) mitigation mechanisms of fly ash in concrete are still being debated and remain an interesting research topic. This study provides new insights into the role of aluminum oxide (Al{sub 2}O{sub 3}) in fly ash particles on ASR mitigation. A comprehensive test program was conducted and included expansion measurements, dissolution model experiments of exposed and embedded borosilicate glass elements, analyses of pore and immersion solutions, quantification of Ca(OH){sub 2} content, and microstructural analyses. It was found that in addition to the traditionally accepted mitigation mechanisms such as alkali binding, diffusion control and reduction in available Ca(OH){sub 2}, dissolution control of reactive aggregates by aluminum discharged from fly ash particles also contributed to the ASR mitigation. Re-introducing alkalis to fly ash-incorporated concrete prisms which exhibited undeleterious expansion under a long-term ASR exposure triggered and significantly increased the subsequent expansion.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Optimum concentration of fly ash nanoparticles to stabilize CO 2 foams for aquifer and soil remediation

Contamination caused by non-aqueous phase liquids (NAPLs) in aquifers and soil is an important challenge that requires effective remediation techniques. One potential approach is through the use of CO 2 foams to displace NAPLs from permeable media. CO 2 foams generated only by surfactants are not stable enough for the efficient removal of NAPLs contamination. This shortcoming may be alleviated via the use of nanoparticles (NPs)-surfactant mixtures as a stabilizing agent. This work focuses on the evaluation of the optimum concentration of fly ash nanoparticles for stabilizing CO 2 foam with the combined action of the surfactant. The performance of this foam is evaluated in remediating a contaminated 41 mm × 36 mm surrogate permeable medium in a microfluidic device. Mixtures of fly ash, a by-product of coal-burning power plants, and alpha-olefin sulfonate (AOS) and lauramidopropyl betaine (LAPB) surfactants are used to generate stable foams. The results show that a 1000 mg/L AOS-LAPB surfactant solution along with 1000 mg/L of fly ash NPs produces the best performance. Formation of deposits in the matrix is observed. These deposits, which are more prominent at higher NP concentrations, appear to adversely affect displacement, displacement efficiency and remediation of the medium. This study demonstrates that using fly ash nanoparticles and optimizing their concentration can effectively stabilize CO 2 foams and improve the displacement efficiency for aquifer and soil remediation.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

Enhancing phase identification in waste-to-energy fly ashes: Role of Raman spectroscopy, background fluorescence, and photobleaching

Waste-to-Energy (WTE) facilities incinerate ~11% (~ 222 Mt) of global solid waste, generating bottom and fly ashes. Landfilling these ashes is costly, and risks releasing contaminants into the environment. Instead, using WTE ashes in secondary industrial applications can circumvent such environmental risks. However, their secondary use is restricted by their inconsistent mineralogy, which may vary due to fluctuating waste composition and combustion conditions. Therefore, there is a need for rapid and reliable monitoring of WTE fly ash mineralogy. Here, we evaluate the employment of Raman spectroscopy for that purpose. Our initial investigation of 12 unique WTE fly ashes resulted in excessive fluorescence, rendering key Raman peaks obscure. To address this issue, we report that a mere 2 minutes of photobleaching can significantly reduce this fluorescence, facilitating the detection of calcite, calcium sulfate, zincite, and carbon – phases previously undetectable in original spectra. Furthermore, these results show the potential of Raman spectroscopy for rapid monitoring of WTE fly ash mineralogy, which could be beneficial in diverting these ashes from landfill.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Reassessing early-age strength development of high-volume fly ash concretes for precast buildings

Increasing beneficial use of fresh or landfilled fly ash as a replacement for Portland cement can be more challenging for the construction of precast buildings or similar applications requiring rapid strength development. Therefore, the framework presented in this paper aims to reassess high-volume fly ash concretes but in the context of facilitating more sustainable precast buildings. More specifically, the framework was used to characterize strength development of concrete mixes with a target minimum 24-hour compressive strength of 24.1 MPa (3500 psi), selected as an example strength development metric to demonstrate the framework, and comprised of 40% Class C, Class F, and landfilled (harvested) fly ash – as a high-volume replacement of Type III or Type IL cement. High-early strength was driven by optimized dosages of commercial grade gypsum and accelerating admixtures, in addition to optimal aggregate packing and mix proportioning strategies. Early-age mechanical properties including compressive strength, modulus of rupture, and modulus of elasticity were reevaluated within 24 hours of batching with respect to common precast production demands. Simple data analyses were then used to highlight cases where currently accepted design provisions for the aforementioned properties are either overly-conservative or unconservative with respect to test data. Furthermore, the framework and demonstration of example mixes presented herein aim to promote confidence for using larger fractions of fresh or landfilled fly ashes for precast buildings to further enhance environmental benefits without sacrificing pertinent early-age structural performance.

42 ENGINEERING↗
DOE OSTI2020

Selective sulfur removal from semi-dry flue gas desulfurization coal fly ash for concrete and carbon dioxide capture applications

High-sulfur mixed fly ash residues from semi-dry flue gas desulfurization units in coal-fired power plants are unsuitable for use as supplementary cementitious material (SCM) for concrete production or carbon dioxide utilization. In this work, we explore the potential for upcycling a representative spray dry absorber ash (10.44 wt% SO 3 ) into concrete-SCM by selective sulfur removal via weak acid dissolution while simultaneously exploring the possibility for CO 2 capture. Towards this effort, parametric studies varying liquid-to-solid ratio, acidity, and CO 2 pressure were conducted in a batch reactor to establish the sulfur removal characteristics in de-ionized water, nitric acid, and carbonic acid, respectively. The dissolution studies show that the leaching of sulfur from calcium sulfite hemihydrate, which is the predominant S phase, is rapid and achieves a concentration plateau within 5 min, and subsequently, appears to be controlled by the primary mineral solubility. Here, preferential S removal was sufficient to meet SCM standards (e.g., 5.0 wt% as per ASTM C618) using all three washing solutions with 0.62–0.72 selectivity (S^), defined as the molar ratio of S to Ca in the leachate, for a raw fly ash with bulk S^ = 0.3. Acid dissolution with 1.43 meq/g of ash or under 5 atm CO 2 retained > 18 wt% CaO and other Si-, Al-rich phases in the fly ash. Based on the experimental findings, two sulfur removal schemes were suggested for either integration with CO 2 capture and utilization processes using flue gas or to produce fly ash for use as a SCM.

01 COAL, LIGNITE, AND PEAT↗