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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 91 records · Page 5
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NASA NTRS1981

Nacelle Aerodynamic and Inertial Loads (NAIL) project. Appendix B

The testing was conducted on the Boeing-owned 747 RA001 test bed airplane during the concurrent 767/JT9D-7R4 engine development program. Following a functional check flight conducted from Boeing Field International (BFI) on 3 October 1980, the airplane and test personnel were ferried to Valley Industrial Park (GSG) near Glasgow, Montana, on 7 October 1980. The combined NAL and 7670JT9D-7R4 test flights were conducted at the Glasgow remote test site, and the airplane was returned to Seattle on 26 October 1980.

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NASA NTRS1982

Multibeam antenna for 30/20 GHz advanced communications satellite using offset shaped, dual reflector surfaces

Progress in the Antenna Technology Study being performed by NASA to characterize an antenna system with a scaning beam with a half-power beam diameter of around 0.3 deg and a minimum width over which the sidelobes stay below the -30 dB level is reported. Continuous U.S. (CONUS) coverage is desired by the satellite antenna system, with 10-20 fixed beams for trunk coverage and a rapidly scanned narrow beam for customer premises. The design specifies 24 beamwidths from east to west and 10 beamwidths from south to north. Reflector parameters have been identified to optimally focus all beams from a planar feed array. An example of coverage expected with the design demonstrates optimized beams for Seattle, Oklahoma City, and Miami, with -3 dB contours in circles 0,25 deg in diameter and a peak directivity of 55 dB. Experimental work was scheduled for 1983.

Smoll, A. E.↗
NASA NTRS1986

Global distribution of peroxyacetyl nitrate

Peroxyacetyl nitrate (PAN) atmospheric concentration samples were collected hourly from an ocean vessel 50 mi off the continental coast traveling from Seattle to Chile in 1984. Air concentration data for PAN and light hydrocarbons (LHC) were also taken by aircraft in the same period over Wyoming and Colorado and over the eastern Pacific. The PAN concentrations were higher and more variable in the Northern Hemisphere than in the Southern Hemisphere, increased with altitude, and were higher in the winter than in summer. The summer PAN concentrations were higher in the continental troposphere than in the marine troposphere. The results show that photochemical models of the atmosphere which do not account for the reaction between nonmethane hydrocarbons and PAN will probably overestimate the abundances of NO(x) and HNO3. The collection of further PAN concentration data is recommended as a means to characterizing the moderating role of PAN in the photochemistry of the troposphere.

Singh, H. B.↗
NASA NTRS1992

Space environmental effects on LDEF low Earth orbit exposed graphite reinforced polymer matrix composites

The Long Duration Exposure Facility (LDEF) was deployed on April 7, 1984 in low earth orbit (LEO) at an altitude of 482 kilometers. On board experiments experienced the harsh LEO environment including atomic oxygen (AO), ultraviolet radiation (UV), and thermal cycling. During the 5.8 year mission, the LDEF orbit decayed to 340 kilometers where significantly higher AO concentrations exist. LDEF was retrieved on January 12, 1990 from this orbit. One experiment on board LDEF was M0003, Space Effects on Spacecraft Materials. As a subset of M0003 nearly 500 samples of polymer, metal, and glass matrix composites were flown as the Advanced Composites Experiment M0003-10. The Advanced Composites Experiment is a joint effort between government and industry with the Aerospace Corporation serving as the experiment integrator. A portion of the graphite reinforced polymer matrix composites were furnished by the Boeing Defense and Space Group, Seattle, Washington. Test results and discussions for the Boeing portion of M0003-10 are presented. Experiment and specimen location on the LDEF are presented along with a quantitative summary of the pertinent exposure conditions. Matrix materials selected for the test were epoxy, polysulfone, and polyimide. These composite materials were selected due to their suitability for high performance structural capability in spacecraft applications. Graphite reinforced polymer matrix composites offer higher strength to weight ratios along with excellent dimensional stability. The Boeing space exposed and corresponding ground control composite specimens were subjected to post flight mechanical, chemical, and physical testing in order to determine any changes in critical properties and performance characteristics. Among the more significant findings are the erosive effect of atomic oxygen on leading edge exposed specimens and microcracking in non-unidirectionally reinforced flight specimens.

George, Pete↗
NASA NTRS1992

Z306 molecular contamination ad hoc committee results

LDEF external surfaces which did not receive significant amounts of atomic oxygen were observed to be coated with a brown contamination, apparently the result of a condensed organic residue darkened due to UV radiation exposure. During the initial Materials Special Investigation Group (MSIG) Meeting after LDEF deintegration, held in Seattle - July 1990, this organic contamination was the subject of much discussion. The amount of contamination was thought to be significant and its source was immediately believed to be the Z306 black thermal control coating used to coat the entire inner surface of LDEF. Due to the size of the structure, it was not feasible to bake-out the coating. However, initial data on the contamination film was confusing in that significant amounts of silicon was observed by several different researchers. Silicon (from silicone) was not expected to be a potential outgassing product of the Z306 polyurethane coating. To investigate the connection between external contamination and the interior paint, a MSIG ad hoc committee was formed.

Golden, Johnny L.↗
NASA NTRS1991

First NASA Advanced Composites Technology Conference, Part 2

Presented here is a compilation of papers presented at the first NASA Advanced Composites Technology (ACT) Conference held in Seattle, Washington, from 29 Oct. to 1 Nov. 1990. The ACT program is a major new multiyear research initiative to achieve a national goal of technology readiness before the end of the decade. Included are papers on materials development and processing, innovative design concepts, analysis development and validation, cost effective manufacturing methodology, and cost tracking and prediction procedures. Papers on major applications programs approved by the Department of Defense are also included.

Davis, John G., Jr.↗
NASA NTRS1993

The use of a vegetation index for assessment of the urban heat island effect

A vegetation index and radiative surface temperature were derived from NOAA-11 Advanced Very High Resolution Radiometer (AVHRR) data for the Seattle, WA region from 28 June through 4 July 1991. The vegetation index and surface temperature values were computed for locations of weather observation stations within the region and compared to observed minimum air temperatures. These comparisons were used to evaluate the use of AVHRR data to assess the influence of the urban environment on observed minimum air temperatures (the urban heat island effect). AVHRR derived normalized difference vegetation index (NDVI) and radiant surface temperature data from a one week composite product were both related significantly to observed minimum temperatures, however, the vegetation index accounted for a greater amount of the spatial variation observed in mean minimum temperatures. The difference in the NDVI between urban and rural regions appears to be an indicator of the difference in surface properties (i.e., evaporation and heat storage capacity) between the two environments that are responsible for differences in urban and rural minimum temperatures.

Gallo, K. P.↗
NASA NTRS1994

Mount Rainier active cascade volcano

Mount Rainier is one of about two dozen active or recently active volcanoes in the Cascade Range, an arc of volcanoes in the northwestern United States and Canada. The volcano is located about 35 kilometers southeast of the Seattle-Tacoma metropolitan area, which has a population of more than 2.5 million. This metropolitan area is the high technology industrial center of the Pacific Northwest and one of the commercial aircraft manufacturing centers of the United States. The rivers draining the volcano empty into Puget Sound, which has two major shipping ports, and into the Columbia River, a major shipping lane and home to approximately a million people in southwestern Washington and northwestern Oregon. Mount Rainier is an active volcano. It last erupted approximately 150 years ago, and numerous large floods and debris flows have been generated on its slopes during this century. More than 100,000 people live on the extensive mudflow deposits that have filled the rivers and valleys draining the volcano during the past 10,000 years. A major volcanic eruption or debris flow could kill thousands of residents and cripple the economy of the Pacific Northwest. Despite the potential for such danger, Mount Rainier has received little study. Most of the geologic work on Mount Rainier was done more than two decades ago. Fundamental topics such as the development, history, and stability of the volcano are poorly understood.

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NASA NTRS1994

Second International Symposium on Magnetic Suspension Technology, part 2

In order to examine the state of technology of all areas of magnetic suspension and to review related recent developments in sensors and controls approaches, superconducting magnet technology, and design/implementation practices, the 2nd International Symposium on Magnetic Suspension Technology was held at the Westin Hotel in Seattle, WA, on 11-13 Aug. 1993. The symposium included 18 technical sessions in which 44 papers were presented. The technical sessions covered the areas of bearings, bearing modelling, controls, vibration isolation, micromachines, superconductivity, wind tunnel magnetic suspension systems, magnetically levitated trains (MAGLEV), rotating machinery and energy storage, and applications. A list of attendees appears at the end of the document.

Groom, Nelson J.↗
NASA NTRS1995

Prepsolv (TM): The optimum alternative to 1,1,1-trichloroethane and methyl ethyl ketone for hand-wipe cleaning of aerospace materials

Engineers at Hercules Aerospace, a rocket motor manufacturer in Utah, have worked closely with chemists at Glidco Organics to study the feasibility of using terpenes for zero-residue wipe cleaning. The result of this work is a technological breakthrough, in which the barrier to ultra-low non-volatile residue formation has been broken. After 2 years of development and testing, SCM Glidco Organics has announced the availability of Glidsafe(registered trademark) Prepsolv(TM): a state-of-the-art ultra-low residue terpene wipe cleaning agent that does not require rinsing. Prepsolv(TM) can successfully be used in simple hand-wipe cleaning processes without fear of leaving surface residues. Industry testing has confirmed that Prepsolv(TM) is not only highly effective, but can even be less expensive to use than traditional cleaning solvents like methyl chloroform. This paper addresses the features and benefits of Prepsolv(TM), and presents performance and material compatibility data that characterizes this unique cleaning agent. Since its commercialization, Hercules Aerospace has chosen Prepsolv(TM) as the optimum cleaning agent to replace ozone-depleting solvents in their weapons factory in Magna, UT. Likewise, Boeing has approved Prepsolv(TM) for cleaning components in the manufacture of commercial aircraft at their facilities in Seattle, WA and Wichita, KS. Additional approvals are forthcoming for this uniquely safe and effective solvent.

Gallagher, R. Scott↗
NASA NTRS1990

Are highly parallel systems ready for prime time?

This is the edited and abbreviated transcript of a panel discussion held on May 9, 1989, in Los Angeles, during the conference "Parallel Computational Fluid Dynamics-Implementations and Results Using MIMD Computers." The purpose of the conference was to discuss recent developments in the use of MIMD parallel computers in high-performance computational fluid dynamics. The intent of the panel discussion was to summarize the findings of the meeting, and to give a perspective on the state of the art in using parallel computers for solving large-scale engineering and scientific application problems. The panelists were Creon Levit (NAS Systems Division, NASA-Ames Research Center, Moffett Field, California), Kent Misegades (Cray Research, Inc., Mendota Heights, Minnesota), Gary Montry (Myrias Computer Corporation, Albuquerque, New Mexico), Ken Neves (Boeing Computer Services, Seattle, Washington), Anthony Patera (Massachusetts Institute of Technology, Cambridge, Massachusetts), and Justin Rattner (Intel Scientific Computers, Beaverton, Oregon).

Simon, Horst D.↗
NASA NTRS1996

Flying Cars

Flying cars have nearly mythical appeal to nonpilots, a group that includes almost the whole human race. The appeal resides in the perceived utility of flying cars, vehicles that offer portal-to-portal transportation, yet break the bonds of road and traffic and travel freely through the sky at the drivers will. Part of the appeal is an assumption that flying cars can be as easy to fly as to drive. Flying cars have been part of the dream of aviation since the dawn of powered flight. Glenn Curtiss built, displayed, and maybe even flew a flying car in 1917, the Curtiss Autoplane. Many roadable airplanes were built in the 1930's, like the Waterman Arrowbile and the Fulton Airphibian. Two flying cars came close to production in the early 1950's. Ted Hall built a series of flying cars culminating in the Convaircar, sponsored by Consolidated Vultee, General Motors, and Hertz. Molt Taylor built and certified his Aerocar, and Ford came close to producing them. Three Aerocars are still flyable, two in museums in Seattle and Oshkosh, and the third owned and flown by Ed Sweeny. Flying cars do have problems, which so far have prevented commercial success. An obvious problem is complexity of the vehicle, the infrastructure, or both. Another is the difficulty of matching low power for normal driving with high power in flight. An automobile uses only about 20 hp at traffic speeds, while a personal airplane needs about 160 hp at speeds typical of flight. Many automobile engines can deliver 160 hp, but not for very long. A more subtle issue involves the drag of automobiles and airplanes. A good personal airplane can fly 30 miles per gallon of fuel at 200 mph. A good sports car would need 660 hp at the same speed and would travel only 3 miles per gallon. The difference is drag area, about 4.5 sq ft for the automobile and 1.4 sq ft for the airplane. A flying car better have the drag area of the airplane, not the car!

Crow, Steven↗
NASA NTRS1996

A Concept for the Use and Integration of Super-Conducting Magnets in Structural Systems in General and Maglev Guideway Mega-Structures in Particular

Recent breakthroughs in several different fields now make it possible to incorporate the use of superconducting magnets in structures in ways which enhance the performance of structural members or components of structural systems in general and Maglev guideway mega-structures in particular. The building of structural systems which connect appropriately scaled superconducting magnets with the post-tensioned tensile components of beams, girders, or columns would, if coupled with 'state of the art' structure monitoring, feedback and control systems, and advanced computer software, constitute a distinct new generation of structures that would possess the unique characteristic of being heuristic and demand or live-load responsive. The holistic integration of powerful superconducting magnets in structures so that they do actual structural work, creates a class of 'technologically endowed' structures that, in part - literally substitute superconductive electric power and magnetism for concrete and steel. The research and development engineering, and architectural design issues associated with such 'technologically endowed' structural system can now be conceptualized, designed, computer simulates built and tested. The Maglev guideway mega-structure delineated herein incorporates these concepts, and is designed for operation in the median strip of U.S. Interstate Highway 5 from San Diego to Seattle an Vancouver, and possibly on to Fairbanks, Alaska. This system also fits in the median strip of U.S. Interstate Highway 55 and 95 North-South, and 80 and 10, East-West. As a Western Region 'Peace Dividend' project, it could become a National or Bi-National research, design and build, super turnkey project that would create thousands of jobs by applying superconducting, material science, electronic aerospace and other defense industry technologies to a multi-vehicle, multi-use Maglev guideway megastructure that integrates urban mass transit Lower Speed (0-100 mph), High Speed (100-200 mph), Super Speed (200-400 mph), and Hypersonic evacuated tube (400-10,000 mph) Maglev systems.

Ussery, Wilfred T.↗
NASA NTRS1997

A Presentation on Robust Flutter Margin Analysis and a Flutterometer

This paper documents an invited presentation given to The Boeing Company, Seattle, Washington, on September 9, 1997. The audience consisted of structural dynamic and flight test engineers from the Boeing Commercial Airplane Group who were interested in discussing research which may be applied to future flight flutter test programs. A method to compute robust flutter margins is described which is a significant departure from traditional methods. This method uses the structured singular value, mu, to compute a flutter margin which directly accounts for modeling errors such that a worst-case flutter margin is computed with respect to those errors. This method may be applied in several ways. A post-flight application uses data sets from multiple test points to compute worst-case flutter margins and a worst-case flight envelope. An on-line implementation computes flutter margins at each test point to track the flutter margins during a flight test. This on-line implementation is the basis for a flutterometer flight test tool that displays the distance to flutter at a given test point. Such a tool was not previously possible using traditional flutter flight test analysis methods. The F/A-18 System Research Aircraft was used to demonstrate these applications using flight data recorded from test points throughout the flight envelope.

Lind, Rick C.↗
NASA NTRS1998

Mechanical Design of High Lift Systems for High Aspect Ratio Swept Wings

The NASA Ames Research Center is working to develop a methodology for the optimization and design of the high lift system for future subsonic airliners with the involvement of two partners. Aerodynamic analysis methods for two dimensional and three dimensional wing performance with flaps and slats deployed are being developed through a grant with the aeronautical department of the University of California Davis, and a flap and slat mechanism design procedure is being developed through a contract with PKCR, Inc., of Seattle, WA. This report documents the work that has been completed in the contract with PKCR on mechanism design. Flap mechanism designs have been completed for seven (7) different mechanisms with a total of twelve (12) different layouts all for a common single slotted flap configuration. The seven mechanisms are as follows: Simple Hinge, Upside Down/Upright Four Bar Linkage (two layouts), Upside Down Four Bar Linkages (three versions), Airbus A330/340 Link/Track Mechanism, Airbus A320 Link/Track Mechanism (two layouts), Boeing Link/Track Mechanism (two layouts), and Boeing 767 Hinged Beam Four Bar Linkage. In addition, a single layout has been made to investigate the growth potential from a single slotted flap to a vane/main double slotted flap using the Boeing Link/Track Mechanism. All layouts show Fowler motion and gap progression of the flap from stowed to a fully deployed position, and evaluations based on spanwise continuity, fairing size and number, complexity, reliability and maintainability and weight as well as Fowler motion and gap progression are presented. For slat design, the options have been limited to mechanisms for a shallow leading edge slat. Three (3) different layouts are presented for maximum slat angles of 20 deg, 15 deg and 1O deg all mechanized with a rack and pinion drive similar to that on the Boeing 757 airplane. Based on the work of Ljungstroem in Sweden, this type of slat design appears to shift the lift curve so that higher lift is achieved with the deployed slat with no increase in angle of attack. The layouts demonstrate that these slat systems can be designed with no need for slave links, and an experimental test program is outlined to experimentally validate the lift characteristics of the shallow slat.

Rudolph, Peter K. C.↗
NASA NTRS1997

Analysis of Returned Comet Nucleus Samples

This volume contains abstracts that have been accepted by the Program Committee for presentation at the Workshop on Analysis of Returned Comet Nucleus Samples, held in Milpitas, California, January 16-18, 1989. Conveners are Sherwood Chang (NASA Ames Research Center) and Larry Nyquist (NASA Johnson Space Center). Program Committee members are Thomas Ahrens (ex-officio; California Institute of Technology), Lou Allamandola (NASA Ames Research Center), David Blake (NASA Ames Research Center), Donald Brownlee (University of Washington, Seattle), Theodore E. Bunch (NASA Ames Research Center), Humberto Campins (Planetary Science Institute), Jeff Cuzzi (NASA Ames Research Center), Eberhard Griin (Max-Plank-Institut fiir Kemphysik), Martha Hanner (Jet Propulsion Laboratory), Alan Harris (Jet Propulsion Laboratory), John Kerrid-e (University of Califomia, Los Angeles), Yves Langevin (University of Paris), Gerhard Schwehm (ESTEC), and Paul Weissman (Jet Propulsion Laboratory). Logistics and administrative support for the workshop were provided by the Lunar and Planetary Institute Projects Office.

Chang, Sherwood↗
NASA NTRS1998

National Educators' Workshop: Update 1997. Standard Experiments in Engineering Materials, Science, and Technology

This document contains a collection of experiments presented and demonstrated at the National Educators' Workshop: Update 97, held at Boeing Commercial Airplane Group, Seattle, Washington, on November 2-5, 1997. The experiments related to the nature and properties of engineering materials and provided information to assist in teaching about materials in the education community.

Gardner, James E.↗
NASA NTRS1999

NASA Aeronautics Multidisciplinary Analysis and Design Fellowship Program

This program began as a grant from NASA Headquarters, NGT-10025, which was in effect from 10/l/93 until 10/31/96. The remaining funding for this effort was transferred from NASA Headquarters to NASA Langley and a new grant NGT-1-52155 was issued covering the period II/l/96 to 5/15/99. This report serves as the final report of NGT-1-52155. For a number of years, Virginia Tech had been on the forefront of research in the area of multidisciplinary analysis and design. In June of 1994, faculty members from aerospace and ocean engineering, engineering science and mechanics, mechanical engineering, industrial engineering, mathematics and computer sciences, at Virginia Tech joined together to form the Multidisciplinary Analysis and Design (MAD) Center for Advanced Vehicles. The center was established with the single goal: to perform research that is relevant to the needs of the US industry and to foster collaboration between the university, government and industry. In October of 1994, the center was chosen by NASA headquarters as one of the five university centers to establish a fellowship program to develop a graduate program in multidisciplinary analysis and design. The fellowship program provides full stipend and tuition support for seven U. S. students per year during their graduate studies. The grant is currently being administered by the NMO Branch of NASA Langley. To advise us regarding the problems faced by the industry, an industrial advisory board has been formed consisting of representatives from industry as well as government laboratories. The present membership includes major aerospace companies: Aurora Flight Sciences, Boeing: Philadelphia, Boeing: Long Beach, Boeing: Seattle, Boeing: St. Louis, Cessna, Ford, General Electric, Hughes, Lockheed-Martin: Palo Alto, Northrop-Grumman, Sikorsky, smaller, aerospace software companies: Aerosoft, Phoenix Integration and Proteus Engineering, along with representatives from government agencies, including: NASA Ames, Langley and Lewis. The function of the advisory board is to channel information from its member companies to faculty members concerning problems that need research attention in the general area of multidisciplinary design optimization (MDO). The faculty and their graduate students make presentations to the board on their research. The board makes recommendations on the research and suggests new areas and problems which need attention. Many students participating in the program spend 3-6 months in industry working on their research projects. We are completing the fifth year of the fellowship program and have had four advisory board meetings in Blacksburg. Ten students have spent the three month periods in industry. In addition to the research element of the MAD Center efforts we also have an academic component. We have developed a menu of design-related graduate courses and two new courses: one in Aerospace Manufacturing and another in MDO. Some of the MAD Center activities are described on the world-wide web at http://www.aoe.vt.edu/mads.html The MAD Center represents an innovative approach for joint Industry-Government-University cooperation in the development of a comprehensive program in engineering education which addresses the design needs of industry. The following charts list detail of the grant: mission of the MAD center, faculty members, purpose of the advisory board, board members, summary of the graduate and undergraduate program, history of the fellowship program, mission of the fellowship program, requirements of MAD fellows, course requirements, students supported, advisory board participants, and MAD center research papers

Grossman, B.↗