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

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NASA NTRS1994

Navy Omni-Directional Vehicle (ODV) development program

The Omni-Directional Vehicle (ODV) development program sponsored by the Office of Naval Research at the Coastal Systems Station has investigated the application of ODV technology for use in the Navy shipboard environment. ODV technology as originally received by the Navy in the form of the Cadillac-Gage Side Mover Vehicle was applicable to the shipboard environment with the potential to overcome conditions of reduced traction, ship motion, decks heeled at high angles, obstacles, and confined spaces. Under the Navy program, ODV technology was investigated and a series of experimental vehicles were built and successfully tested under extremely demanding conditions. The ODV drive system has been found to be applicable to autonomous, remotely, or manually operated vehicles. Potential commercial applications include multi-directional forklift trucks, automatic guided vehicles employed in manufacturing environments, and remotely controlled platforms used in nuclear facilities or for hazardous waste clean up tasks.

Mcgowen, Hillery↗
NASA NTRS2018

Building a QC Database of Meteorological Data from NASA KSC and the United States Air Force's Eastern Range

The National Aeronautics and Space Administration's (NASA) Marshall Space Flight Center (MSFC) Natural Environments Branch (EV44) provides atmospheric databases and analysis in support of space vehicle design and day-of-launch operations for NASA and commercial launch vehicle programs launching from the NASA Kennedy Space Center (KSC), co-located on the United States Air Force's Eastern Range (ER) at the Cape Canaveral Air Force Station. The ER complex is one of the most heavily instrumented sites in the United States with over 31 towers measuring various atmospheric parameters on a continuous basis. An inherent challenge with large datasets consists of ensuring erroneous data are removed from databases, and thus excluded from launch vehicle design analyses. EV44 has put forth great effort in developing quality control (QC) procedures for individual meteorological instruments, however no standard QC procedures for all databases currently exists resulting in QC databases that have inconsistencies in variables, development methodologies, and periods of record. The goal of this activity is to use the previous efforts to develop a standardized set of QC procedures from which to build meteorological databases from KSC and the ER, while maintaining open communication with end users from the launch community to develop ways to improve, adapt and grow the QC database. Details of the QC procedures will be described. As the rate of launches increases with additional launch vehicle programs, It is becoming more important that weather databases are continually updated and checked for data quality before use in launch vehicle design and certification analyses.

Brenton, J. C.↗
NASA NTRS2018

Building a Quality Controlled Database of Meteorological Data from NASA Kennedy Space Center and the United States Air Force's Eastern Range

The National Aeronautics and Space Administration's (NASA) Marshall Space Flight Center (MSFC) Natural Environments Branch (EV44) has provided atmospheric databases and analysis in support of space vehicle design and day-of-launch operations for NASA and commercial launch vehicle programs launching from the NASA Kennedy Space Center (KSC), co-located on the United States Air Force's Eastern Range (ER) at the Cape Canaveral Air Force Station. The ER complex is one of the most heavily instrumented sites in the United States with over 31 towers measuring various atmospheric parameters on a continuous basis. An inherent challenge with large sets of data consists of ensuring erroneous data is removed from databases, and thus excluded from launch vehicle design analyses. EV44 has put forth great effort in developing quality control (QC) procedures for individual meteorological instruments, however no standard QC procedures for all databases currently exists resulting in QC databases that have inconsistencies in variables, methodologies, and periods of record. The goal of this activity is to use the previous efforts by EV44 to develop a standardized set of QC procedures from which to build meteorological databases from KSC and the ER, while maintaining open communication with end users from the launch community to develop ways to improve, adapt and grow the QC database. Details of the QC procedures will be described. As the rate of launches increases with additional launch vehicle programs, it is becoming more important that weather databases are continually updated and checked for data quality before use in launch vehicle design and certification analyses.

Brenton, James C.↗
NASA NTRS2018

Building a QC Database of Meteorological Data From NASA KSC and the United States Air Force's Eastern Range

The National Aeronautics and Space Administration's (NASA) Marshall Space Flight Center (MSFC) Natural Environments Branch (EV44) has provided atmospheric databases and analysis in support of space vehicle design and day-of-launch operations for NASA and commercial launch vehicle programs launching from the NASA Kennedy Space Center (KSC), co-located on the United States Air Force's Eastern Range (ER) at the Cape Canaveral Air Force Station. The ER is one of the most heavily instrumented sites in the United States measuring various atmospheric parameters on a continuous basis. An inherent challenge with the large databases that EV44 receives from the ER consists of ensuring erroneous data are removed from the databases, and thus excluded from launch vehicle design analyses. EV44 has put forth great effort in developing quality control (QC) procedures for individual meteorological instruments; however, no standard QC procedures for all databases currently exist resulting in QC databases that have inconsistencies in variables, methodologies, and periods of record. The goal of this activity is to use the previous efforts by EV44 to develop a standardized set of QC procedures from which to build flags within the meteorological databases from KSC and the ER, while maintaining open communication with end users from the launch community to develop ways to improve, adapt and grow the QC database. Details of the QC checks are described. The flagged data points will be plotted in a graphical user interface (GUI) as part of a manual confirmation that the flagged data do indeed need to be removed from the archive. As the rate of launches increases with additional launch vehicle programs, more emphasis is being placed to continually update and check weather databases for data quality before use in launch vehicle design and certification analyses.

Brenton, James C.↗
NASA NTRS1989

Compendium of small class ELV capabilities, costs, and constraints

Both NASA and DARPA are investigating programs to provide flight demonstration opportunities for new commercially developed rockets. Development of such rockets will be decisive for the success of expendable launch vehicle (ELV) commercialization. The costs and capabilities associated with the various vehicles are discussed here, emphasizing the constraints on their development and widespread utilization. An overview is presented of related international launch vehicle development plans, and the market for small ELVs in the 1990s is discussed.

Poniatowski, Karen S.↗
NASA NTRS2005

Wake Vortex Wingtip-Turbine Powered Circulation Control High-Lift System

NASA s Vehicle Systems Program is investing in aeronautics technology development across six vehicle sectors, in order to improve future air travel. These vehicle sectors include subsonic commercial transports, supersonic vehicles, Uninhabited Aerial Vehicles (UAVs), Extreme Short Takeoff and Landing (ESTOL) vehicles, Rotorcraft, and Personal Air Vehicles (PAVs). While the subsonic transport is firmly established in U.S. markets, the other vehicle sectors have not developed a sufficient technology or regulatory state to permit widespread, practical use. The PAV sector has legacy products in the General Aviation (GA) market, but currently only accounts for negligible revenue miles, sales, or market share of personal travel. In order for PAV s to ever capture a significant market, these small aircraft require technologies that permit them to be less costly, environmentally acceptable, safer, easier to operate, more efficient, and less dependent on large support infrastructures.

Moore, Mark D.↗
NASA NTRS2014

Acoustic Test Characterization of Melamine Foam for Usage in NASA's Payload Fairing Acoustic Attenuation Systems

The external acoustic liftoff levels predicted for NASA's future heavy lift launch vehicles are expected to be significantly higher than the environment created by today's commercial launch vehicles. This creates a need to develop an improved acoustic attenuation system for future NASA payload fairings. NASA Glenn Research Center initiated an acoustic test series to characterize the acoustic performance of melamine foam, with and without various acoustic enhancements. This testing was denoted as NEMFAT, which stands for NESC Enhanced Melamine Foam Acoustic Test, and is the subject of this paper. Both absorption and transmission loss testing of numerous foam configurations were performed at the Riverbank Acoustical Laboratory in July 2013. The NEMFAT test data provides an initial acoustic characterization and database of melamine foam for NASA. Because of its acoustic performance and lighter mass relative to fiberglass blankets, melamine foam is being strongly considered for use in the acoustic attenuation systems of NASA's future launch vehicles.

Hughes, William O.↗
NASA NTRS2014

Acoustic Test Characterization of Melamine Foam for Usage in NASA's Payload Fairing Acoustic Attenuation Systems

The external acoustic liftoff levels predicted for NASA's future heavy lift launch vehicles are expected to be significantly higher than the environment created by today's commercial launch vehicles. This creates a need to develop an improved acoustic attenuation system for future NASA payload fairings. NASA Glenn Research Center initiated an acoustic test series to characterize the acoustic performance of melamine foam, with and without various acoustic enhancements. This testing was denoted as NEMFAT, which stands for NESC Enhanced Melamine Foam Acoustic Test, and is the subject of this paper. Both absorption and transmission loss testing of numerous foam configurations were performed at the Riverbank Acoustical Laboratory in July 2013. The NEMFAT test data provides an initial acoustic characterization and database of melamine foam for NASA. Because of its acoustic performance and lighter mass relative to fiberglass blankets, melamine foam is being strongly considered for use in the acoustic attenuation systems of NASA's future launch vehicles.

Hughes, William O.↗
NASA NTRS1993

Access to space studies

The National Aeronautics and Space Administration is currently considering possible directions in Earth-to-orbit vehicle development under a study called 'Access to Space.' This agency-wide study is considering commercial launch vehicles, human transportation, space station logistics, and other space transportation requirements over the next 40 years. Three options are being considered for human transportation: continued use of the Space Shuttle; development of a small personnel carrier (personnel logistics system (PLS)); or development of an advanced vehicle such as a single-stage-to-orbit (SSTO). Several studies related to the overall Access to Space study are reported in this document.

Martin, James A.↗
NASA NTRS1999

Risk Reduction on X-33/RLV Engines

Risk management has received considerable attention in the X-33 and Reusable Launch Vehicle (RLV) program due to aggressive schedules, limited funding. and planned private investment to develop the commercial VentureStar vehicle. As an X-33 and RLV team member and main propulsion supplier, Boeing Rocketdyn Propulsion and Power has addressed risk through a methodical application of systems engineering in identifying, assessing, and mitigating risks. The methods employed involve rigorous risk mitigation planning early in development, continuous risk monitoring and assessment during the course of development, and the systematic verification of compliance with technical requirements prior to delivery. In addition, an engine system reliability analysis was conducted to reduce risk. In July 1996, NASA selected Lockheed Martin's "Skunk Works" (LMSW) as the lead contractor for the X-33 and RLV program. The X-33 vehicle is a half-scale pathfinder for the full-scale RLV. The LMSW RLV design is a lifting body shaped vehicle employing linear aerospike engine provided propulsion. The initial X-33 flight is planned for the summer of 2000, and the initial VentureStar flight is planned for between 2005 and 2007.

Crowley, Tim↗
NASA NTRS1974

Metallic oxide switches using thick film technology

Metallic oxide thick film switches were processed on alumina substrates using thick film technology. Vanadium pentoxide in powder form was mixed with other oxides e.g., barium, strontium copper and glass frit, ground to a fine powder. Pastes and screen printable inks were made using commercial conductive vehicles and appropriate thinners. Some switching devices were processed by conventional screen printing and firing of the inks and commercial cermet conductor terminals on 96% alumina substrates while others were made by applying small beads or dots of the pastes between platinum wires. Static, and dynamic volt-ampere, and pulse tests indicate that the switching and self-oscillatory characteristics of these devices could make them useful in memory element, oscillator, and automatic control applications.

Patel, D. N.↗
NASA NTRS2013

Unique Offerings of the ISS as an Earth Observing Platform

The International Space Station offers unique capabilities for earth remote sensing. An established Earth orbiting platform with abundant power, data and commanding infrastructure, the ISS has been in operation for twelve years as a crew occupied science laboratory and offers low cost and expedited concept-to-operation paths for new sensing technologies. Plug in modularity on external platforms equipped with structural, power and data interfaces standardizes and streamlines integration and minimizes risk and start up difficulties. Data dissemination is also standardized. Emerging sensor technologies and instruments tailored for sensing of regional dynamics may not be worthy of dedicated platforms and launch vehicles, but may well be worthy of ISS deployment, hitching a ride on one of a variety of government or commercial visiting vehicles. As global acceptance of the urgent need for understanding Climate Change continues to grow, the value of ISS, orbiting in Low Earth Orbit, in complementing airborne, sun synchronous polar, geosynchronous and other platform remote sensing will also grow.

Cooley, Victor M.↗
NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗
NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗
NASA NTRSDate not supplied

Effect of Engine Thrust and Isp Tradeoffs and Alternate Propellants on ΔV Budget and Architecture Mass for 1st Generation Nuclear Thermal Propulsion Flight Test Systems

Following the first Nuclear Thermal Propulsion (NTP) system test, also known as DRACO, the next NTP system to be developed would be the 1st Generation NTP system. An analysis was conducted to determine the performance of different vehicle configurations utilizing hydrogen (H-NTP), ammonia (A-NTP), and methane (M-NTP) as propellants launched onboard commercial launch vehicles. This was enabled by a quasi-steady-state power balance engine model and vehicle component physics that sized the vehicle system using Master Equipment List (MEL) parameters. The analysis considered configuration cases outlined by a matrix of different mission classes and vehicle configurations that covered the design space of the 1st Generation NTP system to explore various propellant options, engine architectures, and mission scopes. Four mission classes were evaluated which included single burn missions performing maneuvers having a ΔV of 1 km/s and 2.5 km/s followed by 2-burn and 4-burn missions that aimed to exhaust the launch vehicles volume or mass limitations. In all cases, the NTP systems with the lowest thrust class had the longest burn time of which A-NTP and M-NTP systems provided the longest and shortest burn times depending on the launch vehicle used while H-NTP systems tended to cluster together in the middle. Longer burn times could be useful as a testing platform to increase the time for data accumulation. Across the multi-burn cases, H-NTP systems were found to be volume limited while A-NTP and M-NTP systems were mass limited. Both single burn missions showed that A-NTP configurations provided the lowest dry mass given that ammonia had the highest density with comparable performance to M-NTP systems and no requirement for cryocoolers. The results showed that beyond the propellant selection type, the launch vehicle selection, which included Starship, New Glenn, Vulcan, Falcon 9 (recoverable), and Falcon Heavy (recoverable), was a primary driving factor in the test vehicle’s capabilities. Trends were determined based on a set of dimensionless parameters that included the mass ratio of inert mass to initial wetted mass, ratio of specific impulse to burn time, and a dimensionless engine parameter (ratio of impulse to engine momentum). These relationships found the “knees-in-the-curves” that could be a significant point of reference for the designer as they indicate a change in the trend which is located at a specific impulse to burn time ratio of 1, a mass ratio of 0.6, and an engine performance parameter of 4. This study did not attempt to make a recommendation rather provide the tools for the reader to select their own configuration based on their needs.

Propellant↗
NASA NTRS2010

NASA Astronauts on Soyuz: Experience and Lessons for the Future

The U. S., Russia, and, China have each addressed the question of human-rating spacecraft. NASA's operational experience with human-rating primarily resides with Mercury, Gemini, Apollo, Space Shuttle, and International Space Station. NASA s latest developmental experience includes Constellation, X38, X33, and the Orbital Space Plane. If domestic commercial crew vehicles are used to transport astronauts to and from space, Soyuz is another example of methods that could be used to human-rate a spacecraft and to work with commercial spacecraft providers. For Soyuz, NASA's normal assurance practices were adapted. Building on NASA's Soyuz experience, this report contends all past, present, and future vehicles rely on a range of methods and techniques for human-rating assurance, the components of which include: requirements, conceptual development, prototype evaluations, configuration management, formal development reviews (safety, design, operations), component/system ground-testing, integrated flight tests, independent assessments, and launch readiness reviews. When constraints (cost, schedule, international) limit the depth/breadth of one or more preferred assurance means, ways are found to bolster the remaining areas. This report provides information exemplifying the above safety assurance model for consideration with commercial or foreign-government-designed spacecraft. Topics addressed include: U.S./Soviet-Russian government/agency agreements and engineering/safety assessments performed with lessons learned in historic U.S./Russian joint space ventures

Source record↗
NASA NTRS2021

Simulation and Modeling Concepts for Secure Airspace Operations

This paper examines cyber security vulnerabilities of Urban Air Mobility operations. With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, and the cyber resiliency of the current and future air traffic management system.

Urban Air Mobility↗
NASA NTRS2021

Simulation and Modeling Concepts for Secure Airspace Operations

This paper examines cyber security vulnerabilities of Urban Air Mobility operations. With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, and the cyber resiliency of the current and future air traffic management system.

Urban Air Mobility↗