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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

Unsteady separated flows - Novel experimental approach

A novel experimental technique, commonly referred to as laser speckle velocimetry or particle image displacement velocimetry (PIDV), is developed for the measurement of instantaneous velocity fields in unsteady and steady flows. The main advantage of this technique is the fact that the velocity field is measured with sufficient accuracy so that the distribution of vorticity can be calculated with accuracy. The PIDV technique, which is ideally suited for the study of unsteady separated flows, has been utilized to measure the development of the separated flow field generated by a high angle-of-attack (alpha = 30 deg) NACA 0012 airfoil, started impulsively from rest.

Krothapalli, A.↗
NASA NTRS2021

Deconvolution of SNPP VIIRS Solar Diffuser Bidirectional Reflectance Distribution Function On-orbit Change Factor

The Earth-observing Visible Infrared Imaging Radiometer Suite (VIIRS) on the Suomi National Polar-orbiting Partnership satellite regularly calibrates its reflective solar bands (RSBs), primarily through observing an onboard sunlit solar diffuser (SD). The on-orbit change of the value of the SD bidirectional reflectance distribution function (BRDF) is quantified by a numerical factor, called the H-factor, and is determined by the onboard SD stability monitor (SDSM). Because the spectral response function of an SDSM detector spreads in wavelength, the directly measured H-factor is the true H-factor convolved with the spectral response function. To find the true H-factor, we use the traditional direct method and an innovative iterative approach to separately deconvolve the measured H-factor. Our iterative approach relies on two properties of the SDSM detector spectral response function: the central peak width is narrow enough so that the H-factor does not change much over the peak width, and the dominance of the spectral response function’s integral with respect to the wavelength over the width. The iterative approach is more accurate, of a smaller noise impact, much more flexible in terms of interpolation and extrapolation of function values, and faster. We have used deconvolved H-factors to calibrate the NASA SNPP VIIRS RSB Collections 1 and 2 Level-1B products.

SNPP VIIRS↗
NASA NTRS2022

Separating Propulsive Mass and Energy for Space Applications

Initially and traditionally, space access and in-space propulsion utilized combustion and expulsion of chemical “fuels” carried on board, with performance governed by the rocket equation. These chemicals produced energy, and after combustion, constituted the propulsive mass/momentum. The best such chemicals in terms of Isp that are deemed safe engineering/mission wise are hydrogen and oxygen, producing some 450 seconds of Isp. There are more reactive chemicals, such as fluorine, which have higher Isp, but also have serious safety issues. Propulsion in atmospheres can ingest atmospheric constituents (aka “airbreathing propulsion”) which provide additional propulsive mass when heated and a component of the combustion/energy generation process. This utilization of non-stored/carried propulsive mass provides partial separation of propulsive mass and energy and produces higher Isp. The other approach to separating propulsive mass and energy is to, either on board or added from offboard, supply additional energy, such as from nuclear or solar sources. This is the approach for fission nuclear thermal and electric propulsion, which can provide an Isp in excess of 800 seconds of Isp. Other processes or in addition to thermal expansion, such as electro-magnetics, can be employed to increase exit velocity and Isp. Separating propulsive mass and energy for space faring is commonly referred to as a means to circumvent the rocket equation and is capable of producing major benefits for the development of commercial deep space and space faring in general including affordable fast transits to mitigate the human health impacts of galactic cosmic radiation (GCR) and microG. The key to higher than chemical Isp, beyond H2-O2, and beyond the radiated energy and systems limitations of solar for space faring, is a light weight, high energy density source, either on board or via utilization of energy beaming to the vehicle. Traditional energy sources include chemical, heat, electrics, mechanical, photons, and nuclear. Propulsive mass can be carried on board, sourced beyond the surface of Earth via in-situ resource utilization (ISRU), and includes harvesting from atmospheres. High Isp via electromagnetic related propulsive mass acceleration requires sufficient ionization and conductivity. The major metrics for space propulsion are costs, safety, Isp, weight, and thrust level, the latter dependent upon mission requirements. High thrust for human missions is needed to reduce time exposed to radiation and microG and high thrust is required for space access. Costs of space access are reducing via reusability, printing manufacture, and robotization of manufacturing and operation. Chemical rockets provide high thrust from the expansion of the heated mass constituents at high mass flow. The other high thrust propulsion approach is magnetohydrodynamics (MHD), which, in addition to high thrust, has a high Isp of over 2,000 seconds of Isp. The VASIMIR engine offers some 5,000 seconds of Isp at high thrust [ref. 3]. Electric propulsion cycles are capable of Isp much higher than that but at low thrust levels using available energy sources. With cost as a major metric, reusable rockets and improved manufacturing and operations are rapidly greatly lowering the costs of space access, which could provide/supply in space fuel depots and affordable chemical propulsion for the desired human fast transits (e.g., some 200-day round trips to Mars). The other option for fast transits is VASIMIR, given a nuclear on-board energy source that has the requisite many megawatts of power and an alpha, kgs of weight/kW of energy produced, on the order of one (i.e., a light weight, high energy density energy source). The purpose of this report is to examine the options beyond traditional rocket engines, where propulsive mass and energy are combined, specifically the separation of propulsive mass and energy. This report considers the spectrum of advanced energetics, sources of propulsive mass, conductivity enhancement approaches, energy beaming possibilities, and candidate propulsion cycles. Suggestions are made for various combinatorial, system level, beyond traditional combustion rocket, space propulsion approaches for human deep space missions given the changing conditions of increased knowledge of deep space resources for ISRU, revolutionary energetics, and technology advancements writ large.

Dennis M. Bushnell↗
NASA NTRS2019

Generation of a Reduced-Order Model of an Unmanned Combat Air Vehicle Using Indicial Response Functions

Within the NATO STO AVT-251 Task Group, a generic Unmanned Combat Air Vehicle (UCAV) planform was redesigned based on requirements derived from parts of the flight envelope of the defined mission. Because of the lambda-shape planform and associated flow phenomena including shocks and vortices, the aerodynamic design process relies heavily on high-fidelity predictions from computational fluid dynamics (CFD). These simulations enable accurate flight dynamics predictions, allowing for the identification of any potential performance issues early in the design process. Potentially, a complete flight dynamics model can be derived from CFD calculations provided that the underlying reduced order model (ROM) captures the underlying physics contained within the CFD results. This work investigates the creation of a nonlinear ROM using indicial response functions. The response functions are obtained using a grid motion approach that separates the effects of angle of attack and pitch rate. This approach is demonstrated using three different CFD codes from various organizations: ENSOLV at Royal Netherlands Aerospace Centre, USM3D at NASA Langley Research Center, and Kestrel at the United States Air Force Academy. ROM predictions were generated for a manoeuver resembling a low-speed pull-up. The predictions are found to be sensitive to the quality of the steady-state solutions from which step-response calculations were started, as well as the convergence of the step responses themselves. Nevertheless, the indicial response method is shown to provide aerodynamic predictions with acceptable accuracy including transient effects, and as such is a promising method for computationally efficient flight dynamics predictions.

Michel P.C. van Rooij↗
NASA NTRS2011

Canopy Spectral Invariants: Application to Classification of Forest Types from Hyperspectral Data - Part 2

Many studies have been conducted to demonstrate the ability of hyperspectral data to discriminate plant dominant species. Most of them have employed the use of empirically based techniques, which are site specific, requires some initial training based on characteristics of known leaf and/or canopy spectra and therefore may not be extendable to operational use or adapted to changing or unknown land cover. In this paper we propose a physically based approach for separation of dominant forest type using hyperspectral data. The radiative transfer theory of canopy spectral invariants underlies the approach, which facilitates parameterization of the canopy reflectance in terms of the leaf spectral scattering and two spectrally invariant and structurally varying variables - recollision and directional escape probabilities. The methodology is based on the idea of retrieving spectrally invariant parameters from hyperspectral data first, and then relating their values to structural characteristics of three-dimensional canopy structure. Theoretical and empirical analyses of ground and airborne data acquired by Airborne Visible/Infrared Imaging Spectrometer (AVIRIS) over two sites in New England, USA, suggest that the canopy spectral invariants convey information about canopy structure at both the macro- and micro-scales. The total escape probability (one minus recollision probability) varies as a power function with the exponent related to the number of nested hierarchical levels present in the pixel. Its base is a geometrical mean of the local total escape probabilities and accounts for the cumulative effect of canopy structure over a wide range of scales. The ratio of the directional to the total escape probability becomes independent of the number of hierarchical levels and is a function of the canopy structure at the macro-scale such as tree spatial distribution, crown shape and size, within-crown foliage density and ground cover. These properties allow for the natural separation of dominant forest classes based on the location of points on the total escape probability vs the ratio log-log plane.

Schull, M. A.↗
NASA NTRS2005

Kurtosis Approach for Nonlinear Blind Source Separation

In this paper, we introduce a new algorithm for blind source signal separation for post-nonlinear mixtures. The mixtures are assumed to be linearly mixed from unknown sources first and then distorted by memoryless nonlinear functions. The nonlinear functions are assumed to be smooth and can be approximated by polynomials. Both the coefficients of the unknown mixing matrix and the coefficients of the approximated polynomials are estimated by the gradient descent method conditional on the higher order statistical requirements. The results of simulation experiments presented in this paper demonstrate the validity and usefulness of our approach for nonlinear blind source signal separation.

kurtosis↗
NASA NTRS1996

A Risk Assessment Model for Reduced Aircraft Separation: A Quantitative Method to Evaluate the Safety of Free Flight

As new technologies and procedures are introduced into the National Airspace System, whether they are intended to improve efficiency, capacity, or safety level, the quantification of potential changes in safety levels is of vital concern. Applications of technology can improve safety levels and allow the reduction of separation standards. An excellent example is the Precision Runway Monitor (PRM). By taking advantage of the surveillance and display advances of PRM, airports can run instrument parallel approaches to runways separated by 3400 feet with the same level of safety as parallel approaches to runways separated by 4300 feet using the standard technology. Despite a wealth of information from flight operations and testing programs, there is no readily quantifiable relationship between numerical safety levels and the separation standards that apply to aircraft on final approach. This paper presents a modeling approach to quantify the risk associated with reducing separation on final approach. Reducing aircraft separation, both laterally and longitudinally, has been the goal of several aviation R&D programs over the past several years. Many of these programs have focused on technological solutions to improve navigation accuracy, surveillance accuracy, aircraft situational awareness, controller situational awareness, and other technical and operational factors that are vital to maintaining flight safety. The risk assessment model relates different types of potential aircraft accidents and incidents and their contribution to overall accident risk. The framework links accident risks to a hierarchy of failsafe mechanisms characterized by procedures and interventions. The model will be used to assess the overall level of safety associated with reducing separation standards and the introduction of new technology and procedures, as envisaged under the Free Flight concept. The model framework can be applied to various aircraft scenarios, including parallel and in-trail approaches. This research was performed under contract to NASA and in cooperation with the FAA's Safety Division (ASY).

Cassell, Rick↗
NASA NTRS2021

Sulfur Molecules in Space by X-rays: A Computational Study

X-ray astronomy lacks high resolution spectra of interstellar dust analogues and molecules, severely hampering interstellar medium studies based on upcoming X-ray missions. Various theoretical approaches may be used to address this problem, but they must first be shown to reproduce reliable spectra compared to the experiment. In this work, we calculate the sulfur Kedge X-ray absorption spectra of H2S, SO2, and OCS, whose spectra are already known from X-ray experiments and predict the X-ray spectrum of CS, which as far as we are aware has not been measured, thereby hampering its detection by X-ray telescopes. We chose these four molecules as the astrochemistry of sulfur is an unsolved problem and as the four molecules are already known to exist in space. We consider three types of methods for modeling the X-ray spectra: more accurate calculations with the algebraic-diagrammatic construction (ADC) and the CC2, CCSD, and CC3coupled cluster (CC) approaches as well as more affordable ones with transition potential density functional theory (TP-DFT). A comparison of our computational results to previously reported experimental spectra shows that the core−valence separation (CVS)approaches CVS-ADC(2)-x and CVS-CC3 generally yield a good qualitative level of agreement with the experiment, suggesting that they can be used for interpreting measured spectra, while the TP-DFT method is not reliable for these molecules. However, quantitative agreement with the experiment is still outside the reach of the computational methods studied in this work.

Goranka Bilalbegovic↗
NASA NTRS1990

Photon detection with parallel asynchronous processing

An approach to photon detection with a parallel asynchronous signal processor is described. The visible or IR photon-detection capability of the silicon p(+)-n-n(+) detectors and the parallel asynchronous processing are addressed separately. This approach would permit an independent analog processing channel to be dedicated to every pixel. A laminar architecture consisting of a stack of planar arrays of the devices would form a 2D array processor with a 2D array of inputs located directly behind a focal-plane detector array. A 2D image data stream would propagate in neuronlike asynchronous pulse-coded form through the laminar processor. Such systems can integrate image acquisition and image processing. Acquisition and processing would be performed concurrently as in natural vision systems. The possibility of multispectral image processing is addressed.

Coon, D. D.↗
NASA NTRS1995

Dynamic neural networks based on-line identification and control of high performance motor drives

In the automated and high-tech industries of the future, there wil be a need for high performance motor drives both in the low-power range and in the high-power range. To meet very straight demands of tracking and regulation in the two quadrants of operation, advanced control technologies are of a considerable interest and need to be developed. In response a dynamics learning control architecture is developed with simultaneous on-line identification and control. the feature of the proposed approach, to efficiently combine the dual task of system identification (learning) and adaptive control of nonlinear motor drives into a single operation is presented. This approach, therefore, not only adapts to uncertainties of the dynamic parameters of the motor drives but also learns about their inherent nonlinearities. In fact, most of the neural networks based adaptive control approaches in use have an identification phase entirely separate from the control phase. Because these approaches separate the identification and control modes, it is not possible to cope with dynamic changes in a controlled process. Extensive simulation studies have been conducted and good performance was observed. The robustness characteristics of neuro-controllers to perform efficiently in a noisy environment is also demonstrated. With this initial success, the principal investigator believes that the proposed approach with the suggested neural structure can be used successfully for the control of high performance motor drives. Two identification and control topologies based on the model reference adaptive control technique are used in this present analysis. No prior knowledge of load dynamics is assumed in either topology while the second topology also assumes no knowledge of the motor parameters.

Rubaai, Ahmed↗
NASA NTRS1992

Inlet distortion effects in aircraft propulsion system integration

A tutorial survey of inlet flow distortion effects on engine performance and stability is presented. Inlet distortions in aero engines arise through a variety of causes. They can be essentially steady, due to non-axisymmetric intake duct geometry, or time varying, for example from flow separation off the lip of the inlet during maneuvers or shock-induced separation during supersonic flight. Whatever the cause, the result is generally a decrease in performance and, more importantly, a lessening of the stable flow range of the compressor. The distortions are generally three-dimensional. It is an extremely useful simplification to break them, at least conceptually, into radial and circumferential non-uniformities and approach each separately. Purely radial distortions can be treated by the methods that were developed for designing compressors in nominally axisymmetric inlet flow, and this type of distortion will be only briefly discussed. Circumferential non-uniformities, however, introduce additional fluid dynamic features into the analysis of compressor behavior and often have the larger impact on performance and stability. Thus we concentrate mainly on the effects of steady circumferential inlet flow distortion.

J. P. Longley↗
NASA NTRS1991

Application and flight test of linearizing transformations using measurement feedback to the nonlinear control problem

The design of nonlinear controllers has relied on the use of detailed aerodynamic and engine models that must be associated with the control law in the flight system implementation. Many of these controllers were applied to vehicle flight path control problems and have attempted to combine both inner- and outer-loop control functions in a single controller. An approach to the nonlinear trajectory control problem is presented. This approach uses linearizing transformations with measurement feedback to eliminate the need for detailed aircraft models in outer-loop control applications. By applying this approach and separating the inner-loop and outer-loop functions two things were achieved: (1) the need for incorporating detailed aerodynamic models in the controller is obviated; and (2) the controller is more easily incorporated into existing aircraft flight control systems. An implementation of the controller is discussed, and this controller is tested on a six degree-of-freedom F-15 simulation and in flight on an F-15 aircraft. Simulation data are presented which validates this approach over a large portion of the F-15 flight envelope. Proof of this concept is provided by flight-test data that closely matches simulation results. Flight-test data are also presented.

Antoniewicz, Robert F.↗
NASA NTRS2011

Carbon Dioxide Removal via Passive Thermal Approaches

A paper describes a regenerable approach to separate carbon dioxide from other cabin gases by means of cooling until the carbon dioxide forms carbon dioxide ice on the walls of the physical device. Currently, NASA space vehicles remove carbon dioxide by reaction with lithium hydroxide (LiOH) or by adsorption to an amine, a zeolite, or other sorbent. Use of lithium hydroxide, though reliable and well-understood, requires significant mass for all but the shortest missions in the form of lithium hydroxide pellets, because the reaction of carbon dioxide with lithium hydroxide is essentially irreversible. This approach is regenerable, uses less power than other historical approaches, and it is almost entirely passive, so it is more economical to operate and potentially maintenance- free for long-duration missions. In carbon dioxide removal mode, this approach passes a bone-dry stream of crew cabin atmospheric gas through a metal channel in thermal contact with a radiator. The radiator is pointed to reject thermal loads only to space. Within the channel, the working stream is cooled to the sublimation temperature of carbon dioxide at the prevailing cabin pressure, leading to formation of carbon dioxide ice on the channel walls. After a prescribed time or accumulation of carbon dioxide ice, for regeneration of the device, the channel is closed off from the crew cabin and the carbon dioxide ice is sublimed and either vented to the environment or accumulated for recovery of oxygen in a fully regenerative life support system.

Lawson, Michael↗
NASA NTRS2019

Investigation of Reduced-Order Modeling for Aircraft Stability and Control Prediction

High-fidelity computational fluid dynamics tools offer the potential to approximate increments for ground-to-flight scaling effects, as well as to augment the dynamic damping derivative data for motion-based flight simulators. Unfortunately, the computational expense is currently prohibitive for populating a complete simulator database. This work investigates an existing surrogate-based, indicial response reduced-order model methodology as a means to efficiently augment a flight simulator database with high-fidelity nonlinear aerodynamic damping derivatives. Creation of the reduced-order model is based on the superposition integrals of the step response with the derivative of its corresponding input signal. Step responses are calculated using a computational grid motion approach that separates the effects of angle of attack and sideslip angle from angular rates, and rates from angle of attack and sideslip. It is demonstrated that the transients produced during the start of a forced-oscillation motion are captured by the reduced-order model to the level of fidelity of a comparable computational solution. Aerodynamic coefficients computed within minutes by the reduced-order model for an aircraft undergoing an 18-second half Lazy-8 maneuver and a 25-second Immelmann turn maneuver are compared with those from full computational flight solutions that required days to complete. Finally, a cost-benefit assessment is included that demonstrates a compelling advantage for this approach. d for maneuvering, flexible vehicles.

Frink, Neal T.↗
NASA NTRS2019

Airborne Radar for sUAS Sense and Avoid

A primary challenge for the safe integration of small UAS operations into the National Airspace System (NAS) is traffic deconfliction, both from manned and unmanned aircraft. The UAS Traffic Management (UTM) project being conducted at the National Aeronautics and Space Administration (NASA) considers a layered approach to separation provision, ranging from segregation of operations through airspace volumes (geofences) to autonomous sense and avoid (SAA) technologies for higher risk, densely occupied airspace. Cooperative SAA systems, such as Automatic Dependent Surveillance-Broadcast (ADS-B) and/or vehicle-to-vehicle communication systems provide significant additional risk mitigation but they fail to adequately mitigate collision risks for non-cooperative (non-transponder equipped) airborne aircraft. The RAAVIN (Radar on Autonomous Aircraft to Verify ICAROUS Navigation) flight test being conducted by NASA and the Mid-Atlantic Aviation Partnership (MAAP) was designed to investigate the applicability and performance of a prototype, commercially available sUAS radar to detect and track non-cooperative airborne traffic, both manned and unmanned. The radar selected for this research was a Frequency Modulated Continuous Wave (FMCW) radar with 120 degree azimuth and 80 degree elevation field of view operating at 24.55GHz center frequency with a 200 MHz bandwidth. The radar transmits 2 watts of power thru a Metamaterial Electronically Scanning Array antenna in horizontal polarization. When the radar is transmitting, personnel must be at least 1 meter away from the active array to limit nonionizing radiation exposure. The radar physical dimensions are 18.7cm by 12.1cm by 4.1cm and it weighs less than 820 grams making it well suited for installation on small UASs. The onboard, SAA capability, known as ICAROUS, (Independent Configurable Architecture for Reliable Operations of Unmanned Systems), developed by NASA to support sUAS operations, will provide autonomous guidance using the traffic radar tracks from the onboard radar. The RAAVIN set of studies will be conducted in three phases. The first phase included outdoor, ground-based radar evaluations performed at the Virginia Tech’s Kentland Farm testing range in Blacksburg, VA. The test was designed to measure how well the radar could detect and track a small UAS flying in the radar’s field of view. The radar was used to monitor 5 test flights consisting of outbound, inbound and crossing routes at different ranges and altitudes. The UAS flown during the ground test was the Inspire 2, a quad copter weighing less than 4250 grams (10 pounds) at maximum payload. The radar was set up to scan and track targets over its full azimuthal field of view from 0 to 40 degrees in elevation. The radar was configured to eliminate tracks generated from any targets located beyond 2000 meters from the radar and moving at velocities under 1.45 meters per second. For subsequent phases of the study the radar will be integrated with a sUAS platform to evaluate its performance in flight for SAA applications ranging from sUAS to manned GA aircraft detections and tracking. Preliminary data analysis from the first outdoor ground tests showed the radar performed well at tracking the vehicle as it flew outbound and repeatedly maintained a track out to 1000 meters (maximum 1387 meters) until the vehicle slowed to a stop to reverse direction to fly inbound. As the Inspire flew inbound tracks from beyond 800 meters, a reacquisition time delay was consistently observed between when the Inspire exceeds a speed of 1.45 meters per second and when the radar indicated an inbound target was present and maintained its track. The time delay varied between 6 seconds to over 37 seconds for the inbound flights examined, and typically resulted in about a 200 meter closure distance before the Inspire track was maintained. The radar performed well at both acquiring and tracking the vehicle as it flew crossing routes out past 400 meters across the azimuthal field of view. The radar and ICAROUS software will be integrated and flown on a BFD-1400-SE8-E UAS during the next phase of the RAAVIN project. The main goal at the conclusion of this effort is to determine if this radar technology can reliably support minimum requirements for SAA applications of sUAS. In particular, the study will measure the range of vehicle detections, lateral and vertical angular errors, false and missed/late detections, and estimated distance at closest point of approach after an avoidance maneuver is executed. This last metric is directly impacted by sensor performance and indicates its suitability for the task.

Szatkowski, George N.↗
NASA NTRS1973

High latitude proton precipitation and light-ion density profiles during the magnetic storm initial phase

Measurements of precipitating protons and light ion densities by experiments on OGO-4 indicate that widespread proton precipitation occurs in predawn hours during the magnetic storm initial phase from the latitude of the high-latitude ion trough, or plasmapause , up to Lambda 75 deg. A softening of the proton spectrum is apparent as the plasmapause is approached. The separation of the low-latitude precipitation boundaries for 7.3 kev and 23.8 kev protons is approximately 1 deg, compared with a 3.6 deg separation which has been computed using the formulas of Gendrin and Eather and Carovillano. Consideration of probable proton drift morphology leads to the conclusion that protons ase injected in predawn hours, with widespread precipitation occurring in the region outside the plasmapause. Protons less energetic than approximately 7 kev drift eastward, while the more energetic protons drift westward, producing the observed dawn-dusk asymmetry for the lower-energy protons.

Burch, J. L.↗
NASA NTRS1973

An approach to the synthesis of separate surface automatic flight control systems.

A method is presented for the analysis of separate surface automatic flight control systems. The feasibility of such systems is demonstrated by the analysis of an example system, a separate surface wing-leveler for a Cessna 172. This example system employs a separate surface aileron with 15% of the basic airplane roll control power. A 90% reduction in bank-angle gust response can be obtained when compared with the basic airplane. The system does not feed back to the pilot's wheel. When failed (even hardover) the pilot retains more than adequate control of the airplane.

Roskam, J.↗
NASA NTRS1973

High-latitude proton precipitation and light ion density profiles during the magnetic storm initial phase.

Measurements of precipitating protons and light ion densities by experiments on Ogo 4 indicate that widespread proton precipitation occurs in predawn hours during the magnetic storm initial phase from the latitude of the high-latitude ion trough, or plasmapause, up to latitudes greater than 75 deg. A softening of the proton spectrum is apparent as the plasmapause is approached. The separation of the low-latitude precipitation boundaries for 7.3-keV and 23.8-keV protons is less than about 1 deg, compared with a 3.6-deg separation that has been computed by using the formulas of Gendrin and Eather and Carovillano. Consideration of probable proton drift morphology leads to the conclusion that protons are injected in predawn hours, widespread precipitation occurring in the region outside the plasmapause. Protons less energetic than 7 keV drift eastward, whereas the more energetic protons drift westward, producing the observed dawn-dusk asymmetry for the lower-energy protons.

Burch, J. L.↗