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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 NTRS2021

Parametric Study of State-of-Charge for an Electric Aircraft in Urban Air Mobility

The envisioned concept of urban air mobility is anticipated to support passenger transportation, cargo delivery, and emergency services in major metropolitan areas with increasing autonomy levels in the future. Distributed electric propulsion powered electric vertical takeoff and landing aircraft are expected to enable urban air mobility. However, the low specific energy of onboard lithium-ion polymer batteries and wind conditions impose constraints on flight endurance. Therefore, to enable autonomous urban air mobility operations using electric aircraft, one of the critical steps from a safety and efficiency perspective is to understand how various operational and environmental conditions impact the state-of-charge of the onboard lithium-ion polymer batteries. This research performs a parametric study of the state-of-charge for a NASA-proposed conceptual multirotor aircraft flight in the urban environment. The parameters considered for the parametric analysis are cruise airspeed, cruise altitude, climb and descent profiles, wind conditions (wind magnitude, wind direction relative to the route, and wind magnitude uncertainty), and required time of arrival.

Urban Air Mobility↗
NASA NTRS2021

Parametric Study of State of Charge for an Electric Aircraft in Urban Air Mobility

The envisioned concept of urban air mobility is anticipated to support passenger transportation, cargo delivery, and emergency services in major metropolitan areas with increasing autonomy levels in the future. Distributed electric propulsion powered electric vertical takeoff and landing aircraft are expected to enable urban air mobility. However, the low specific energy of onboard lithium-ion polymer batteries and wind conditions impose constraints on flight endurance. Therefore, to enable autonomous urban air mobility operations using electric aircraft, one of the critical steps from a safety and efficiency perspective is to understand how various operational and environmental conditions impact the state-of-charge of the onboard lithium-ion polymer batteries. This research performs a parametric study of the state-of-charge for a NASA-proposed conceptual multirotor aircraft flight in the urban environment. The parameters considered for the parametric analysis are cruise airspeed, cruise altitude, climb and descent profiles, wind conditions (wind magnitude, wind direction relative to the route, and wind magnitude uncertainty), and required time of arrival.

Urban Air Mobility↗
NASA NTRS1980

STS-1 operational flight profile. Volume 5: Descent, cycle 3

The trajectory data presented are to be used for orbiter systems and subsystems evalation, flight and mission control center software verification, flight techniques and timeline development, crew training, and evaluation of operational mission suitability. The entry profile is very similar to cycle 2, however, elevon and body flap temperature margins have increased and the elevon schedule was changed. The terminal area energy management (TAEM) profile was completely reshaped to conform with new angle of attack constraints and left hand turn around the heading alignment cylinder. Also, the entry/TAEM interface was adjusted to minimize guidance induced angle of attack transients across the interface. The approach and landing phase was reshaped for a 20 deg glideslope and reduced velocity at touchdown. The definition of the runway threshold was standardized for all landing sites. This results in a shift at Edwards Air Force Base in aim points and touchdown relative to the threshold of 1000 feet. The rollout remains essentially unchanged with the exception of the speedbrake, which is now deployed to 50 percent at touchdown.

Moore, R.↗
NASA NTRS1986

Local flow management/profile descent algorithm. Fuel-efficient, time-controlled profiles for the NASA TSRV airplane

The Local Flow Management/Profile Descent (LFM/PD) algorithm designed for the NASA Transport System Research Vehicle program is described. The algorithm provides fuel-efficient altitude and airspeed profiles consistent with ATC restrictions in a time-based metering environment over a fixed ground track. The model design constraints include accommodation of both published profile descent procedures and unpublished profile descents, incorporation of fuel efficiency as a flight profile criterion, operation within the performance capabilities of the Boeing 737-100 airplane with JT8D-7 engines, and conformity to standard air traffic navigation and control procedures. Holding and path stretching capabilities are included for long delay situations.

Groce, J. L.↗
NASA NTRS1980

STS-1 operational flight profile. Volume 5: Descent cycle 3. Appendix D: GRTLS six degree of freedom Monte Carlo dispersion analysis

The results of a six degree of freedom (6-DOF) nonlinear Monte Carlo dispersion analysis for the latest glide return to landing site (GRTLS) abort trajectory for the Space Transportation System 1 Flight are presented. For this GRTLS, the number two main engine fails at 262.5 seconds ground elapsed time. Fifty randomly selected simulations, initialized at external tank separation, are analyzed. The initial covariance matrix is a 20 x 20 matrix and includes navigation errors and dispersions in position and velocity, time, accelerometer bias, and inertial platform misalinements. In all 50 samples, speedbrake, rudder, elevon, and body flap hinge moments are acceptable. Transitions to autoland begin before 9,000 feet and there are no tailscrapes. Navigation derived dynamic pressure accuracies exceed the flight control system constraints above Mach 2.5. Three out of 50 landings exceeded tire specification limit speed of 222 knots. Pilot manual landings are expected to reduce landing speed by landing farther downrange.

Montez, M. N.↗
NASA NTRS2015

Minimum-Cost Aircraft Descent Trajectories with a Constrained Altitude Profile

An analytical formula for solving the speed profile that accrues minimum cost during an aircraft descent with a constrained altitude profile is derived. The optimal speed profile first reaches a certain speed, called the minimum-cost speed, as quickly as possible using an appropriate extreme value of thrust. The speed profile then stays on the minimum-cost speed as long as possible, before switching to an extreme value of thrust for the rest of the descent. The formula is applied to an actual arrival route and its sensitivity to winds and airlines' business objectives is analyzed.

altitude restrictions↗
NASA NTRS2010

Predictability of Top of Descent Location for Operational Idle-Thrust Descents

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its uncertainty models, commercial flights executed idle-thrust descents at a specified descent speed, and the recorded data included the specified descent speed profile, aircraft weight, and the winds entered into the FMS as well as the radar data. The FMS computed the intended descent path assuming idle thrust after top of descent (TOD), and the controllers and pilots then endeavored to allow the FMS to fly the descent to the meter fix with minimal human intervention. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location were extracted from the radar data. Using approximately 70 descents each in Boeing 757 and Airbus 319/320 aircraft, multiple regression estimated TOD location as a linear function of the available predictive factors. The cruise and meter fix altitudes, descent speed, and wind clearly improve goodness of fit. The aircraft weight improves fit for the Airbus descents but not for the B757. Except for a few statistical outliers, the residuals have absolute value less than 5 nmi. Thus, these predictive factors adequately explain the TOD location, which indicates the data do not include excessive noise.

Stell, Laurel L.↗
NASA NTRS1982

Optimal short-range trajectories for helicopters

An optimal flight path algorithm using a simplified altitude state model and a priori climb cruise descent flight profile was developed and applied to determine minimum fuel and minimum cost trajectories for a helicopter flying a fixed range trajectory. In addition, a method was developed for obtaining a performance model in simplified form which is based on standard flight manual data and which is applicable to the computation of optimal trajectories. The entire performance optimization algorithm is simple enough that on line trajectory optimization is feasible with a relatively small computer. The helicopter model used is the Silorsky S-61N. The results show that for this vehicle the optimal flight path and optimal cruise altitude can represent a 10% fuel saving on a minimum fuel trajectory. The optimal trajectories show considerable variability because of helicopter weight, ambient winds, and the relative cost trade off between time and fuel. In general, reasonable variations from the optimal velocities and cruise altitudes do not significantly degrade the optimal cost. For fuel optimal trajectories, the optimum cruise altitude varies from the maximum (12,000 ft) to the minimum (0 ft) depending on helicopter weight.

Slater, G. L.↗
NASA NTRS1983

Optimal short range trajectories for helicopters

An optimal flight path algorithm using a simplified altitude state model and an apriori climb-cruise-descent flight profile has been developed and applied to determine minimum fuel and minimum cost trajectories for a helicopter flying a fixed range trajectory. The performance model is based on standard flight manual data and is such that on-line trajectory optimization is feasible with a relatively small computer. The results show that the optimal flight path and optimal cruise altitude can represent a 10 percent fuel saving on a minimum fuel trajectory. The optimal trajectories show considerable variability due to helicopter weight, ambient winds and the relative cost trade-off between time and fuel. In general, 'reasonable' variations from the optimal velocities and cruise altitudes do not significantly degrade the optimal cost.

Slater, G. L.↗
NASA NTRS1990

Lidar and aircraft studies of deep Cirrus systems from the 1986 FIRE IFO

Several NCAR King Air flight missions were conducted during the Wisconsin FIRE IFO experiment in support of the University of Utah polarization lidar observations of deep cirrus cloud systems at the Wausau ground site. Data collected from four cirrus systems are included in this analysis, including those of 22 and 28 October, and 1 and 2 November. Lidar data were generally obtained at 2 min intervals in the zenith direction over observation periods that ranged from approximately 4 to 10 h, bracketing the aircraft missions. The data were processed to yield height-time (HTI) displays of lidar linear depolarization ratio sigma and relative range-normalized return power P. King Air operations consisted of a combination of rapid profiling and Lagrangian spiral descents and stacked racetrack patterns in the vicinity of the field site. From the spiral descents are constructed vertical profiles of ice particle concentration N(sub i) and ice mass content IWC derived from PMS 2-D probe imagery and, when detected, FSSP cloud droplet concentration N(sub W) and liquid water content, LWC. Aircraft flight leg data are presented for the vertical velocity W and the same ice and water cloud content parameters. In addition, aerosol particle concentrations obtained with the ASAS probe are examined, and photographs of ice particles collected in-situ on oil-coated slides are presented to illustrate ice particle habit.

Sassen, Kenneth↗
NASA NTRS1990

Boundary layer roll circulations during FIRE

The probable mechanism underlying the development of boundary layer roll circulations are studied using wind and temperature profiles measured by the National Center for Atmospheric Research (NCAR) Electra during the stratocumulus phase of the First ISCCP Regional Experiment (FIRE). The expected, or preferred, roll orientations, horizontal wavelengths, and propagation periods are determined by finding the minimum values of the dynamic and thermodynamic forcing parameters, which here are the eddy Reynolds number (Re) and moist Rayleigh number (Ra sub m). These minimum values depend on the height z sub T of the capping temperature inversion and on the values of the Fourier coefficients of the background height-dependent vector wind profile. As input to our nonlinear spectral model, descent and ascent runs by the Electra provide for initial estimates of the inversion height and the wind profiles. In the first phase of the investigation presented here, a mechanism is said to be a probable contributor to the development of roll circulations within the stratocumulus-topped boundary layer if the modeled roll orientation and wavelengths agree with their observed values. Preliminary results using the 14-coefficient model of Haack-Hirschberg (1988) are discussed for the 7 July 1987 Electra Mission 188-A (Flight 5). This mission was flown across a sharp cloud boundary that was within a LANDSAT/SPOT scene. The stratocumulus deck was relatively solid in the eastern part of the scene, while there was a rapid decrease in cloud cover to scattered cumulus clouds aligned in streets to the west. These cloud streets were oriented nearly parallel to the mean wind direction in the layer, which was approximately 340 degrees. The hypothesis that roll circulations occurred in both the relatively clear and the cloudy regions is investigated using as model input a descent profile obtained in the relatively clear air and an ascent profile obtained in the cloudy air. Initial results for the clear air case are that the pure inflection point mode is not possible and the pure thermal mode was oriented 35 degrees to the right of the mean wind direction. The origin of this unacceptably large discrepancy between the observed and modeled results will be investigated further and the conclusions reported at the next FIRE workshop.

Shirer, Hampton N.↗
NASA NTRS2017

Ozone Production by Corona Discharges During a Convective Event in DISCOVER-AQ Houston

An ozonesonde launched near electrically active convection in Houston, TX on 5 September 2013 during the NASA DISCOVER-AQ project measured a large enhancement of ozone throughout the troposphere. A separate ozonesonde was launched from Smith Point, TX (approx. 58 km southeast of the Houston site) at approximately the same time as the launch from Houston and did not measure that enhancement. Furthermore, ozone profiles for the descent of both sondes agreed well with the ascending Smith Point profile, suggesting a highly localized event in both space and time in which an anomalously large enhancement of 70 - 100 ppbv appeared in the ascending Houston ozonesonde data. Compared to literature values, such an enhancement appears to be the largest observed to date. Potential sources of the localized ozone enhancement such as entrainment of urban or biomass burning emissions, downward transport from the stratosphere, photochemical production from lightning NO(sub x), and direct ozone production from corona discharges were investigated using model simulations. We conclude that the most likely explanation for the large ozone enhancement is direct ozone production by corona discharges. Integrating the enhancement seen in the Houston ozone profile and using the number of electrical discharges detected by the NLDN (or HLMA), we estimate a production of 2.48 x 10(exp. 28) molecules of ozone per flash which falls within the range of previously recorded values (9.89 x 10(exp. 26) - 9.82 x 10)exp. 28) molecules of ozone per flash). Since there is currently no parameterization for the direct production of ozone from corona discharges we propose the implementation of an equation into a chemical transport model. Ultimately, additional work is needed to further understand the occurrence and impact of corona discharges on tropospheric chemistry on short and long timescales.

ozone↗
NASA NTRS1990

N2O as a dynamical tracer in the Arctic vortex

This paper reports N2O measurements obtained by the Airborne Tunable Laser Absorption Spectrometer from 14 flights of the NASA ER-2 aircraft during the 1989 Airborne Arctic Stratospheric Expedition field campaign. In the altitude range expected for ozone loss, N2O has a long photochemical lifetime, making it an excellent tracer of lower stratospheric air motions. As in the southern hemisphere, the zonal wind speed maximum and large gradients of potential vorticity and N2O identify the vortex edge. The N2O profiles inside the vortex indicate net descent relative to outside the vortex and to the summer polar lower stratosphere. The descent of the N2O profile during the Arctic night relative to the summer profile is comparable to the downward shift in the vertical profile observed in the 1987 Antarctic winter vortex. Winter profiles at the poles are very similar above the 435 K potential temperature surface, but divergent below.

Loewenstein, M.↗
NASA NTRS2020

Artemis Sustained Translational Acceleration Limits: Human Tolerance Evidence from Apollo to ISS

The designers of the next generation of lunar landers may adopt novel, crew-body orientations outside of our flight history or applied to flight durations and environments outside of our experience. Current sustained translational acceleration requirements in NASA-STD-3001 are applicable only to crewmembers in a seated posture and are thus inadequate to address human tolerance in non-seated configurations. Initial designs for the Apollo Lunar Module (LM) included seats for both commander and pilot; however, these were subsequently removed from the vehicle due to mass constraints and a willingness to accept the unknown risks for short-duration missions given the limited human physiologic data at the time. In the years since Apollo, our evidence base has grown immensely. Initial Artemis mission timelines under consideration will be longer than the longest Apollo mission, by a significant margin, with timeframes more analogous to longer Space Shuttle missions. Given the incidence of postflight orthostatic intolerance following shuttle missions, a significant risk may exist for lander design(s) pursuing a standing crew configuration similar to Apollo LM. New sustained translational acceleration limits developed to address this risk are presented herein. These limits were derived from evaluations of Apollo biomedical and flight profile data during lunar descent and ascent operations, Soyuz and Space Shuttle flight profile and post-landing biomedical data, and analogue bed rest post-exposure data on orthostatic intolerance.

James M. Pattarini↗