Search NASA⌕ Search

SEARCH · Search NASA

Results for “STANDARD ATMOSPHERE”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1999

High Speed Civil Transport Aircraft Simulation: Reference-H Cycle 1, MATLAB Implementation

The mathematical model and associated code to simulate a high speed civil transport aircraft - the Boeing Reference H configuration - are described. The simulation was constructed in support of advanced control law research. In addition to providing time histories of the dynamic response, the code includes the capabilities for calculating trim solutions and for generating linear models. The simulation relies on the nonlinear, six-degree-of-freedom equations which govern the motion of a rigid aircraft in atmospheric flight. The 1962 Standard Atmosphere Tables are used along with a turbulence model to simulate the Earth atmosphere. The aircraft model has three parts - an aerodynamic model, an engine model, and a mass model. These models use the data from the Boeing Reference H cycle 1 simulation data base. Models for the actuator dynamics, landing gear, and flight control system are not included in this aircraft model. Dynamic responses generated by the nonlinear simulation are presented and compared with results generated from alternate simulations at Boeing Commercial Aircraft Company and NASA Langley Research Center. Also, dynamic responses generated using linear models are presented and compared with dynamic responses generated using the nonlinear simulation.

Sotack, Robert A.↗
NASA NTRS2011

The NASA Marshall Space Flight Center Earth Global Reference Atmospheric Model-2010 Version

Reference or standard atmospheric models have long been used for design and mission planning of various aerospace systems. The NASA Marshall Space Flight Center Global Reference Atmospheric Model was developed in response to the need for a design reference atmosphere that provides complete global geographical variability and complete altitude coverage (surface to orbital altitudes), as well as complete seasonal and monthly variability of the thermodynamic variables and wind components. In addition to providing the geographical, height, and monthly variation of the mean atmospheric state, it includes the ability to simulate spatial and temporal perturbations.

Leslie, F. W.↗
NASA NTRS1973

Comparison of Lidar and In-Situ Measurements of Stratospheric Aerosols

This paper will present the results of a comparative study conducted in Laramie, Wyoming, during the summer and fall of 1972, as part of the Department of Transportation's Climatic Impact Assessment Program (ClAP). The study included independent, and nearly simultaneous, measurements of stratospheric aerosols using a LIDAR system and a balloon-borne in-situ particle counter. The LIDAR provides a remote measurement of volume backscatter (aerosols and molecules) in a narrow wavelength region centered at the ruby wavelength (6943R); whereas the balloon-borne in-situ counter measures aerosol concentration by counting aerosols greater than approx. 0.30 microns in diameter as they are pumped through a chamber and scatter white light forward into photo-detectors. The comparison of measurements that will be discussed using the two techniques involves formulating the LIDAR data so that it is compatible with the counter data. The formulation includes separation of the scattering due to aerosols from the total and displaying this in terms of aerosol scattering function. Aerosol scattering function is proportional to aerosol concentration if the aerosol parameters, such as size distribution and composition, are constant with altitude. In separating the aerosol scattering from the total, the need for real atmospheric number density over the Standard Atmosphere is also discussed.

Melfi, S. H.↗
NASA NTRS2011

DBD Plasma Actuators for Flow Control in Air Vehicles and Jet Engines - Simulation of Flight Conditions in Test Chambers by Density Matching

Dielectric Barrier Discharge (DBD) Plasma actuators for active flow control in aircraft and jet engines need to be tested in the laboratory to characterize their performance at flight operating conditions. DBD plasma actuators generate a wall-jet electronically by creating weakly ionized plasma, therefore their performance is affected by gas discharge properties, which, in turn, depend on the pressure and temperature at the actuator placement location. Characterization of actuators is initially performed in a laboratory chamber without external flow. The pressure and temperature at the actuator flight operation conditions need to be simultaneously set in the chamber. A simplified approach is desired. It is assumed that the plasma discharge depends only on the gas density, while other temperature effects are assumed to be negligible. Therefore, tests can be performed at room temperature with chamber pressure set to yield the same density as in operating flight conditions. The needed chamber pressures are shown for altitude flight of an air vehicle and for jet engines at sea-level takeoff and altitude cruise conditions. Atmospheric flight conditions are calculated from standard atmosphere with and without shock waves. The engine data was obtained from four generic engine models; 300-, 150-, and 50-passenger (PAX) aircraft engines, and a military jet-fighter engine. The static and total pressure, temperature, and density distributions along the engine were calculated for sea-level takeoff and for altitude cruise conditions. The corresponding chamber pressures needed to test the actuators were calculated. The results show that, to simulate engine component flows at in-flight conditions, plasma actuator should be tested over a wide range of pressures. For the four model engines the range is from 12.4 to 0.03 atm, depending on the placement of the actuator in the engine. For example, if a DBD plasma actuator is to be placed at the compressor exit of a 300 PAX engine, it has to be tested at 12.4 atm for takeoff, and 6 atm for cruise conditions. If it is to be placed at the low-pressure turbine, it has to be tested at 0.5 and 0.2 atm, respectively. These results have implications for the feasibility and design of DBD plasma actuators for jet engine flow control applications. In addition, the distributions of unit Reynolds number, Mach number, and velocity along the engine are provided. The engine models are non-proprietary and this information can be used for evaluation of other types of actuators and for other purposes.

Ashpis, David E.↗
NASA NTRS1990

Atmospheric and wind modeling for ATC

The section on atmospheric modeling covers the following topics: the standard atmosphere, atmospheric variations, atmosphere requirements for ATC, and implementation of a software model for Center/Tracon Advisory System (CTAS). The section on wind modeling covers the following topics: wind data -- NOAA profiler system; wind profile estimation; incorporation of various data types into filtering scheme; spatial and temporal variation; and software implementation into CTAS. The appendices contain Matlab codes for atmospheric routines and for wind estimation.

Slater, Gary L.↗
NASA NTRS2007

Piloted Ignition Delay of PMMA in Space Exploration Atmospheres

In order to reduce the risk of decompression sickness associated with extravehicular activity (EVA), NASA is designing the next generation of exploration vehicles and habitats with a different cabin environment than used previously. The proposed environment uses a total cabin pressure of 52.7 to 58.6 kPa with an oxygen concentration of 30 to 34% by volume and was chosen with material flammability in mind. Because materials may burn differently under these conditions and there is little information on how this new environment affects the flammability of the materials onboard, it is important to conduct material flammability experiments at the intended exploration atmosphere. One method to evaluate material flammability is by its ease of ignition. To this end, piloted ignition delay tests were conducted in the Forced Ignition and Spread Test (FIST) apparatus subject to this new environment. In these tests, polymethylmethacylate (PMMA) was exposed to a range of oxidizer flow velocities and externally applied heat fluxes. Tests were conducted for a baseline case of normal pressure and oxygen concentration, low pressure (58.6 kPa) with normal oxygen (21%), and low pressure with 32% oxygen concentration conditions to determine the individual effect of pressure and the combined effect of pressure and oxygen concentration on the ignition delay. It was found that reducing the pressure while keeping the oxygen concentration at 21% reduced the ignition time by 17% on average. Increasing the oxygen concentration at low pressures reduced the ignition time by an additional 10%. It was also noted that the critical heat flux for ignition decreases at exploration atmospheres. These results show that tests conducted in standard atmospheric conditions will underpredict the ignition of materials intended for use on spacecraft and that, at these conditions, materials are more susceptible to ignition than at current spacecraft atmospheres.

McAllister, Sara↗
NASA NTRS1988

A 3-dimensional numerical simulation of the atmospheric injection of aerosols by a hypothetical basaltic fissure eruption

Researchers simulated the atmospheric response to a hypothetical basaltic fissure eruption using heating rates based on the Roza flow eruption. The simulation employs the Colorado State University Regional Atmospheric Model (RAMS) with scavenging effects. The numerical model is a three-dimensional non-hydrostatic time-split compressible cloud/mesoscale model. Explicit microphysics include prediction of cloud, rain, crystal, and hail precipitation types. Nucleation and phoretic scavenging are predicted assuming that the pollutant makes an effective cloud droplet nucleus. Smoke is carried as a passive tracer. Long and short wave radiation heating tendencies, including the effects of the smoke, are parameterized. The longwave emission by the lava surface is neglected in the parameterization and included as an explicit heating term instead. A regional scale domain of 100 x 100 km in the horizontal and 22 km high is used. The horizontal grid spacing is taken to be 2 km and the vertical spacing is taken to be 0.75 km. The initial atmospheric state is taken to be horizontally homogenous and based on the standard atmospheric sounding. The fissure is assumed to be 90 km long and oriented in a zig/zag pattern.

Tripoli, Gregory J.↗
NASA NTRS1979

Measurements of spectrally integrated atmospheric transmittance in the O2 Schumann-Runge bands and derived oxygen column densities - 76-102 km

Atmospheric transmittances integrated over wavelength intervals corresponding approximately to the (15-0) through (4-0) Schumann-Runge bands of O2 have been determined from EUV solar spectra (wavelengths between 1768 and 1948 A) photographed at seven altitudes between 102 and 76 km with a rocket-borne spectrograph having a resolution of 0.07 A. The observed transmittances are compared with atmospheric transmittances predicted from three models of the O2 absorption cross section. The predicted transmittances have also been used to derive column densities of atmospheric O2 from the observations. The results are compared with values calculated from the U.S. Standard Atmosphere (1976) and with oxygen column densities determined by Prinz and Brueckner (1977) from EUV solar spectra of the Schumann-Runge continuum (wavelength below 1750 A) and of the H-Lyman alpha line (1216 A) recorded on the same films used in the present research. The comparisons test the utility of the models for studies of atmospheric photochemistry, suggest which models may be best for this purpose, and indicate how the models can be improved.

Longmire, M. S.↗
NASA NTRS1980

Energetics and thermal structure of the middle atmosphere

A study of a large number of temperature measurements in the middle atmosphere shows a much more complex thermal structure of this region than described in the U.S. Standard Atmosphere, 1976. The mesopause height which is generally assumed to be at 80 km varies between 70 and 100 km, often with two minima in temperature at about 70 and 100 km and a maximum between 80-85 km. By solving the energy balance equation and the equations of continuity, the physical significance of the observed thermal structure is discussed in terms of the energetics of the various regions of the middle atmosphere. It is show that the solar UV radiation plays a major role only in the energy budget of the stratosphere and the lower thermosphere. The energetics of the mesosphere is primarily influenced by the dissipation of eddy energy. The temperature in the region is a good indicator of the eddy diffusivity and can be used in deriving the eddy diffusion coefficient.

Chandra, S.↗
NASA NTRS1988

Mobile lidar system for measurement of water vapor mixing ratio and ozone number density

The Water Vapor Lidar was modified and extended to make differential absorption measurements of ozone. Water vapor measurements make use of a weak molecular scattering process known as Raman scattering. It is characterized by a shift in wavelength of the scattered beam of light relative to the incident one. Some of the energy of the incident photon is converted to vibrational or rotational energy within the molecule leaving the scattered photon shifted to a slightly longer wavelength. When performing water vapor measurements, profiles are acquired of water vapor mixing ratio from near the ground to beyond 7 km every 2 minutes. By forming a color composite image of the individual profiles, the spatial and temporal evolution of water vapor is visible with vertical resolution of 75 to 150m and temporal resolution of 2 minutes. The ozone lidar is intended for use as a cross calibration facility for other stationary ozone lidar systems. The ozone measurement employs the technique known as differential absorption. The backscattered laser radiation from two different wavelengths is measured. Successful measurements of 308 nm returns were made from 80 km with an averaging period of 6 hours. Using these data and a standard atmosphere density curve, an ozone number density profile was made which agrees very well with the standard ozone curve between 20 and 40 km.

Whiteman, D.↗
NASA NTRS1996

Waveform Freezing of Sonic Booms Revisited

Nonlinear distortion of sonic booms propagating in the atmosphere is strongly affected by stratification and geometrical spreading. For a downward propagating sonic boom in a standard atmosphere, stratification and spreading cause a slowing down of nonlinear distortion. In certain cases a stage is reached where no further distortion takes place. When this happens, the waveform is said to be frozen. In previous work the authors argued that for most HSCT designs and flight conditions being considered, the sonic boom is not frozen when it reaches the ground. The criterion used was the value of the distortion distance x bar is a measure of the nonlinear distortion suffered by the wave (and is closely related to Hayes's E variable). The aircraft must be at an altitude greater than 27 km (80,000 ft) for x bar at the groun be within 95% of its asymptotic value. However, work reported here demonstrates that the ground waveform is much closer to the frozen state than indicated by the previous analysis. In the new analysis, duration of the sonic boom is used as the criterion for judging closeness of approach tz frozen state. In order for the duration of the sonic boom at the ground to be within 95% of its frozen value, the flight altitude of the aircraft needs to be only 15 km (45,000 ft).

Cleveland, Robin O.↗
NASA NTRS1976

Non-LTE profiles of strong solar lines

The complete linearization method is applied to the formation of strong lines in the solar atmosphere. Transitions in Na(I), Mg(I), Ca(I), Mg(II), and Ca(II) are computed with a standard atmosphere and microturbulent velocity model. The computed profiles are compared to observations at disk center.

Schneeberger, T. J.↗
NASA NTRS2017

Summary of Propagation Cases of the Second AIAA Sonic Boom Prediction Workshop

A summary is provided for the propagation portion of the second AIAA Sonic Boom Workshop held January 8, 2017 in conjunction with the AIAA SciTech 2017 conference. Near-field pressure waveforms for two cases were supplied and ground signatures at multiple azimuthal angles as well as their corresponding loudness metrics were requested from 10 participants, representing 3 countries. Each case had some required runs, as well as some optional runs. The required cases included atmospheric profiles with measured data including winds, using Radiosonde balloon data at multiple geographically spread locations, while the optional cases included temperature and pressure profiles from the US Standard atmosphere. The humidity profiles provided for the optional cases were taken from ANSI guidance, as the authors were unaware of an accepted standard at the time the cases were released to the participants. Participants provided ground signatures along with the requested data, including some loudness metrics using their best practices, which included lossy as well as lossless schemes. All the participants' submissions, for each case, are compared and discussed. Noise or loudness measures are calculated and detailed comparisons and statistical analyses are performed and presented. It has been observed that the variation in the loudness measures and spread between participants' submissions increased as the computation proceeded from under-track locations towards the lateral cut-off. Lessons learned during this workshop are discussed and recommendations are made for potential improvements and possible subsequent workshops as we collectively attempt to refine our analysis methods.

Rallabhandi, Sriram↗
NASA NTRSDate not supplied

Summary of Propagation Cases of the Third AIAA Sonic Boom Prediction Workshop

A summary is provided for the propagation portion of the Third AIAA Sonic Boom Prediction Workshop held January 5, 2020 in conjunction with the AIAA SciTech 2020 conference. Near-field pressure waveforms for two cases were supplied at multiple azimuthal angles. Ground signatures across the breadth of the sonic boom primary carpet and their corresponding loudness metrics were requested. Each case had some required, as well as some optional, runs. The required cases included atmospheric profiles with measured data including winds. Optional cases included a level-acceleration sonic boom focusing case as well as prediction under standard atmospheric conditions. Participants provided ground signatures along with several loudness metrics using their best sonic boom prediction practices. All the participants' submissions are compared and discussed for each case. Noise or loudness measures are calculated and detailed comparisons and statistical analyses are performed and presented. Compared to previous workshops, the selected cases in the current workshop have much lower boom loudness levels. As was observed in the past workshops, the variation in the loudness measures and spread between participants' submissions increased as the computation proceeded from under-track locations towards the lateral cut-off. Lessons learned during this workshop are discussed and recommendations are made for potential improvements and possible subsequent workshops as we collectively attempt to refine our analysis methods.

SBPW3↗
NASA NTRS2019

Vicarious Calibration of GOCI for the SeaDAS Ocean Color Retrieval

A key on-orbit calibration step for satellite remote sensing of ocean color is the vicarious calibration. This establishes the final gains for each spectral band on the sensor that minimize bias in the retrieved ocean color signal. The vicarious calibration is specific to the instrument and the atmospheric correction algorithm. The vicarious calibration gains for the Geostationary Ocean Color Imager (GOCI) are presented here, which were derived to optimize the performance ofNASA's standard atmospheric correction algorithm as implemented in the l2gen code and distributed through the SeaDAS open-source software package. Following NASA's protocols, the near-infrared(NIR) bands were calibrated first, and the visible bands were then calibrated relative to this fixed NIR calibration. The gain for the 745-nm NIR band was derived using a fixed aerosol model, which waschosen based on the Angstrom Coefficients derived from MODIS onAqua (MODISA). For the vicarious gains of the visible bands, twosources for the target water-leaving radiances were tested: matchupsfrom MODISA and climatological data from SeaWiFS. A validation analysis using AERONET-OC data shows an improvement in sensor performance when compared with results using the current vicarious gains and results using no vicarious calibration. Good agreement was found in vicarious gains derived using both concurrent MODISA and climatological SeaWiFS as vicarious calibration data sources. These results support the use of a concurrent sensor for the vicarious calibration when in situ data are not available and demonstrate that using climatology from a well-calibrated sensor like SeaWiFSfor the vicarious calibration is a valid alternative when it is not possible to use a concurrent sensor or in situ data. We recommend using the gains derived from concurrent GOCI matchups with MODISA for GOCI processing in SeaDAS/l2gen.

Concha, Javier↗
NASA NTRS1956

Ram-jet Performance

The ram jet is basically one of the most dimple types of aircraft engine. It consists only of an inlet diffuser, a combustion system, and an exit nozzle. A typical ram-jet configuration is shown in figure 128. The engine operates on the Brayton cycle, and ideal cycle efficiency depends only on the ratio of engine to ambient pressure. The increased, engine pressures are obtained by ram action alone, and for this reason the ram jet has zero thrust at zero speed. Therefore, ram-jet-powered aircraft must be boosted to flight speeds close to a Mach number of 1.0 before appreciable thrust is generated by the engine. Since pressure increases are obtained by ram action alone, combustor-inlet pressures and temperatures are controlled by the flight speed, the ambient atmospheric condition, and by the efficiency of the inlet diffuser. These pressures and temperatures, as functions of flight speed and altitude, are shown in figure 129 for the NACA standard atmosphere and for practical values of diffuser efficiency. It can be seen that very wide ranges of combustor-inlet temperatures and pressures may be encountered over the ranges of flight velocity and altitude at which ram jets may be operated. Combustor-inlet temperatures from 500 degrees to 1500 degrees R and inlet pressures from 5 to 100 pounds per square inch absolute represent the approximate ranges of interest in current combustor development work. Since the ram jet has no moving parts in the combustor outlet, higher exhaust-gas temperatures than those used in current turbojets are permissible. Therefore, fuel-air ratios equivalent to maximum rates of air specific impulse or heat release can be used, and, for hydrocarbon fuels, this weight ratio is about 0.070. Lower fuel-air ratios down to about 0.015 may also be required to permit efficient cruise operation. This fuel-air-ratio range of 0.015 to 0.070 used in ram jets can be compared with the fuel-air ratios up to 0.025 encountered in current turbojets. Ram-jet combustor-inlet velocities range from 150 to 400 feet per second. These high linear velocities combined with the relatively low pressure ratios obtainable in ram jets require that the pressure drop through the combustor be kept low to avoid excessive losses in cycle efficiency. It has been estimated that, for a long-range ram-jet engine, an increase in pressure loss of one dynamic head would require a compensating 1-percent increase in combustion efficiency. Therefore, combustor pressure-loss coefficients (pressure drop/impact pressure) of the order of 1 to 4 are found in most current engines. The operating conditions described impose major problems in the design of stable and efficient ram-jet combustion systems. This chapter presents a survey of ram-jet combustor research and, where possible, points out criteria that may be useful in the design of ram-jet combustion systems.

Cervenko, A. J.↗