SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Explore the source record for details and available documents.
The physical conditions in the inner parsec of accretion disks believed to orbit the central black holes in active galactic nuclei can be probed by imaging the absorption of background radio emission by ionized gas in the disk.
Methods for forming holey carbon allotropes and graphene nanomeshes are provided by the various embodiments. The various embodiments may be applicable to a variety of carbon allotropes, such as graphene, graphene oxide, reduced graphene oxide, thermal exfoliated graphene, graphene nanoribbons, graphite, exfoliated graphite, expanded graphite, carbon nanotubes (e.g., single-walled carbon nanotubes, double-walled carbon nanotubes, few-walled carbon nanotubes, multi-walled carbon nanotubes, etc.), carbon nanofibers, carbon fibers, carbon black, amorphous carbon, fullerenes, etc. The methods may produce holey carbon allotropes without the use of solvents, catalysts, flammable gas, additional chemical agents, or electrolysis to produce the pores (e.g., holes, etc.) in the carbon allotropes. In an embodiment, a carbon allotrope may be heated at a working window temperature for a working period of time to create holes in the carbon allotrope.
By measuring from active-region magnetograms a proxy of the free energy in the active region fs magnetic field, it has been found previously that (1) there is an abrupt upper limit to the free energy the field can hold that increases with the amount of magnetic field in the active region, the active region fs magnetic flux content, and (2) the free energy is usually near its limit when the field explodes in a CME/flare eruption. That is, explosive active regions are concentrated in a main-sequence path bordering the free-energy ]limit line in (flux content, free-energy proxy) phase space. Here, from measurement of Marshall Space Flight Center vector magnetograms, we find the magnetic condition that underlies the free ]energy limit and the accompanying main sequence of explosive active regions. Using a suitable free ]energy proxy measured from vector magnetograms of 44 active regions, we find that (1) in active regions at and near their free ]energy limit, the ratio of magnetic-shear free energy to the non ]free magnetic energy the potential field would have is approximately 1 in the core field, the field rooted along the neutral line, and (2) this ratio is progressively less in active regions progressively farther below their free ]energy limit. This shows that most active regions in which this core-field energy ratio is much less than 1 cannot be triggered to explode; as this ratio approaches 1, most active regions become capable of exploding; and when this ratio is 1 or greater, most active regions are compelled to explode. From these results we surmise the magnetic condition that determines the free ]energy limit is the ratio of the free magnetic energy to the non-free energy the active region fs field would have were it completely relaxed to its potential ]field configuration, and that this ratio is approximately 1 at the free-energy limit and in the main sequence of explosive active regions.
An investigation has been made in the Langley free-flight tunnel to obtain an experimental verification of the theoretical rudder-free stability characteristics of an airplane model equipped with conventional rudders having negative floating tendencies and negligible friction. The model used in the tests was equipped with a conventional single vertical tail having rudder area 40 percent of the vertical tail area. The model was tested both in free flight and mounted on a strut that allowed freedom only in yaw. Tests were made with three different amounts of rudder aerodynamic balance and with various values of mass, moment of inertia, and center-of-gravity location of the rudder. Most of the stability derivatives required for the theoretical calculations were determined from forced and free-oscillation tests of the particular model tested. The theoretical analysis showed that the rudder-free motions of an airplane consist largely of two oscillatory modes - a long-period oscillation somewhat similar to the normal rudder-fixed oscillation and a short-period oscillation introduced only when the rudder is set free. It was found possible in the tests to create lateral instability of the rudder-free short-period mode by large values of rudder mass parameters even though the rudder-fixed condition was highly stable. The results of the tests and calculation indicated that for most present-day airplanes having rudders of negative floating tendency, the rudder-free stability characteristics may be examined by simply considering the dynamic lateral stability using the value of the directional-stability parameter Cn(sub p) for the rudder-free condition in the conventional controls-fixed lateral-stability equations. For very large airplanes having relatively high values of the rudder mass parameters with respect to the rudder aerodynamic parameters, however, analysis of the rudder-free stability should be made with the complete equations of motion. Good agreement between calculated and measured rudder-free stability characteristics was obtained by use of the general rudder-free stability theory, in which four degrees of lateral freedom are considered. When this assumption is made that the rolling motions alone or the lateral and rolling motions may be neglected in the calculations of rudder-free stability, it is possible to predict satisfactorily the characteristics of the long-period (Dutch roll type) rudder-free oscillation for airplanes only when the effective-dihedral angle is small. With these simplifying assumptions, however, satisfactory prediction of the short-period oscillation may be obtained for any dihedral. Further simplification of the theory based on the assumption that the rudder moment of inertia might be disregarded was found to be invalid because this assumption made it impossible to calculate the characteristics of the short-period oscillations.
The use of conventional tin-lead (SnPb) in circuit board manufacturing is under ever-increasing political scrutiny due to increasing regulations concerning lead. The "Restriction of Hazardous Substances" (RoHS) directive enacted by the European Union (EU) and a pact between the United States National Electronics Manufacturing Initiative (NEMI), Europe's Soldertec at Tin Technology Ltd. and the Japan Electronics and Information Technology Industries Association (JEITA) are just two examples where worldwide legislative actions and partnerships/agreements are affecting the electronics industry. As a result, many global commercial-grade electronic component suppliers are initiating efforts to transition to lead-free (Pb-free) in order to retain their worldwide market. Pb-free components are likely to find their way into the inventory of aerospace or military assembly processes under current government acquisition reform initiatives. Inventories "contaminated" by Pb-free will result in increased risks associated with the manufacturing, product reliability, and subsequent repair of aerospace and military electronic systems. Although electronics for military and aerospace applications are not included in the RoHS legislation, engineers are beginning to find that the commercial industry's move towards RoHS compliance has affected their supply chain and changed their parts. Most parts suppliers plan to phase out their non-compliant, leaded production and many have already done so. As a result, the ability to find leaded components is getting harder and harder. Some buyers are now attempting to acquire the remaining SnPb inventory, if it's not already obsolete. Original Equipment Manufacturers (OEMs), depots, and support contractors have to be prepared to deal with an electronics supply chain that increasingly provides more and more parts with Pb-free finishes-some labeled no differently than their Pb counterparts-while at the same time providing the traditional Pb parts. The longer the transition period, the greater the likelihood of Pb-free parts inadvertently being mixed with Pb parts and ending up on what are supposed to be Pb systems. As a result, OEMs, depots, and support contractors need to take action now to either abate the influx of Pb-free parts, or accept it and deal with the likely interim consequences of reduced reliability due to a wide variety of matters, such as Pb contamination, high temperature incompatibility, and tin whiskering. Allowance of Pb-free components produces one of the greatest risks to the reliability of a weapon system. This is due to new and poorly understood failure mechanisms, as well as unknown long-term reliability. If the decision is made to consciously allow Pb-free solder and component finishes into SnPb electronics, additional effort (and cost) will be required to make the significant number of changes to drawings and task order procedures. This project is a follow-on effort to the Joint Council on Aging Aircraft/Joint Group on Pollution Prevention (JCAA/JG-PP) Pb-free Solder Project which was the first group to test the reliability of Pb-free solder joints against the requirements of the aerospace and military community.
A series of free-mass designs for the ultrasonic/ sonic driller/corer (USDC) has been developed to maximize the transfer of energy from the piezoelectric transducer through the horn to the bit, as well as to minimize potential jamming. A systematic development was made producing novel designs of free-mass configurations where the impact force is spread across a minimal area maximizing the impact on the bit. The designed free masses were made to operate at high temperatures (500 C) as on Venus, and they can be made to operate at extremely low temperature, too. In normal operation, the free mass bounces between the horn and the bit, impacting both repeatedly. The impact stress profile, maximum stress, contact time duration, and the required yielding stress for the materials of the free mass, bit, and horn are all affected by the contact area. A larger contact area results in lower stress in the contact region, and avoids yielding of the materials. However, before the excitation voltage is applied to the transducer, the horn, free mass, and the bit are pressed together. Larger contact area results in a stronger coupling of the bit to the horn transducer, which greatly changes the vibration characteristics of the transducer, and makes the USDC difficult to start. To obtain optimum performance, a catalog of free-mass designs is required, allowing maximum flexibility during trade-off for these conflicting contact area requirements. For this purpose, seven different designs were conceived: point contacts, circular contacts, point/circular contacts, line contacts, ring contacts, line/ring contacts, and dashed line contacts. Besides point/circular and line/ring contacts, the free mass can be designed as any of the above shapes. Depending on the ratio of the diameter to the height, and the free-mass retention method used (the cup or rod), the free mass can be configured with one or more sliding surfaces on the outside or inside diameter surface or both. Matching horn tips and free mass may also offer some utility in maximizing the stress pulse.
In the development of automatic assembling technologies for space structures, it is an indispensable matter to investigate and simulate the movements of robot satellites concerned with mission operation. The movement investigation and simulation on the ground will be effectively realized by a free motion simulator. Various types of ground systems for simulating free motion have been proposed and utilized. Some of these methods are a neutral buoyancy system, an air or magnetic suspension system, a passive suspension balance system, and a free flying aircraft or drop tower system. In addition, systems can be simulated by computers using an analytical model. Each free motion simulation method has limitations and well known problems, specifically, disturbance by water viscosity, limited number of degrees-of-freedom, complex dynamics induced by the attachment of the simulation system, short experiment time, and the lack of high speed super-computer simulation systems, respectively. The basic idea presented here is to realize 3-dimensional free motion. This is achieved by combining a spherical air bearing, a cylindrical air bearing, and a flat air bearing. A conventional air bearing system has difficulty realizing free vertical motion suspension. The idea of free vertical suspension is that a cylindrical air bearing and counter balance weight realize vertical free motion. This paper presents a design concept, configuration, and basic performance characteristics of an innovative free motion simulator. A prototype simulator verifies the feasibility of 3-dimensional free motion simulation.
This article describes the initial discovery and development of new approaches to SiC homoepitaxial and heteroepitaxial growth. These approaches are based upon the previously unanticipated ability to effectively supress two-dimensional nucleation of 3C-SiC on large basal plane terraces that form between growth steps when epitaxy is carried out on 4H- and 6H-SiC nearly on-axis substrates. After subdividing the growth surface into mesa regions, pure stepflow homoeptixay with no terrace nucleation was then used to grow all existing surface steps off the edges of screw-dislocation-free mesas, leaving behind perfectly on-axis (0001) basal plane mesa surfaces completely free of atomic-scale steps. Step-free mesa surfaces as large as 0.4 mm x 0.4 mm were experimentally realized, with the yield and size of step-free mesas being initally limited by substrate screw dislocations. Continued epitaxial growth following step-free surface formation leads to the formation of thin lateral cantilevers that extend the step-free surface area from the top edge of the mesa sidewalls. By selecting a proper pre-growth mesa shape and crystallographic orientation, the rate of cantilever growth can be greatly enhanced in a web growth process that has been used to (1) enlarge step-free surface areas and (2) overgrow and laterally relocate micropipes and screw dislocations. A new growth process, named step-free surface heteroepitaxy, has been developed to achieve 3C-SiC films on 4H- and 6H-SiC substrate mesas completely free of double positioning boundary and stacking fault defects. The process is based upon the controlled terrace nucleation and lateral expansion of a single island of 3C-SiC across a step-free mesa surface. Experimental results indicate that substrateepilayer lattice mismatch is at least partially relieved parallel to the interface without dislocations that undesirably thread through the thickness of the epilayer. These results should enable realization of improved SiC homojunction and heterojunction devices. In addition, these experiments offer important insights into the nature of polytypism during SiC crystal growth.
Drag-free satellites provide autonomous precision orbit determination, accurately map the static and time varying components of Earth's mass distribution, aid in our understanding of the fundamental force of gravity, and will ultimately open up a new window to our universe through the detection and observation of gravitational waves. At the heart of this technology is a gravitational reference sensor, which (a) contains and shields a free-floating proof mass from all non-gravitational forces, and (b) precisely measures the position of the test mass inside the sensor. Thus, both test mass and spacecraft follow a pure geodesic in spacetime. By tracking the position of a low Earth orbiting drag-free satellite we can directly determine the detailed shape of geodesics and through analysis, the higher order harmonics of the Earths geopotential. This paper explores two different drag-free control systems on small satellites. The first drag-free control system is a continuously compensated single thruster 3-unit CubeSat with a suspension-free spherical proof-mass. A feedback control system commands the thruster and Attitude and Determination Control System to fly the tender spacecraft with respect to the test mass. The spheres position is sensed with a LED-based differential optical shadow sensor, its electric charge controlled by photoemission using UV LEDs, and the spacecraft position is maintained with respect to the sphere using an ion electrospray propulsion system. This configuration is the most fuel-efficient drag-free system possible today. The second drag-free control system is an electro-statically suspended cubical proof-mass that is operated with a low duty cycle, limiting suspension force noise over brief, known time intervals on a small GRACE-II -like satellite. The readout is performed using a laser interferometer, which is immune to the dynamic range limitations of voltage references. This system eliminates the need for a thruster, enabling drag-free control systems for passive satellites. In both cases, the test mass position, GPS tracking data, and commanded actuation, either thrust or suspension system, can be analyzed to estimate the 3-axis drag forces acting on the satellite. The data produces the most precise maps of upper atmospheric drag forces and with additional information, detailed models that describe the dynamics of the upper atmosphere and its impact on all satellites that orbit the Earth. This paper highlights the history, applications, design, laboratory technology development and highly detailed simulation results of each control system.
A model helicopter rotor with a free tip was tested in a wind tunnel to show the effect of the free tip on rotor performance and oscillatory loads. The free-tip rotor has blade tips that are free to pitch independently of the remainder of the blade. A nearly constant pitching moment is applied to the tip so the tip will produce a nearly steady lift around the azimuth. The aerodynamic development of the free tip is reviewed. The development process concentrated on configuring the tip to have the capability of fast response to angle-of-attack perturbations. Wind tunnel test results show the free-tip rotor configuration requires less power than a fixed-tip configuration in forward flight. In addition, the free tip causes substantial reduction in blade-flapwise vibratory loads. However, blade-chordwise loads were increased. Pitch-link vibratory loads were also reduced by the free-tip configuration. Discussion is presented on the reasons that the use of the free tip caused reduced power and smaller vibratory loads.
A user-oriented computer program, CAS22, was developed that is applicable to aerodynamic analysis and transonic shock-free redesign of existing two-dimensional cascades of airfoils. This FORTRAN program can be used: (1) as an analysis code for full-potential, transonic, shocked or shock-free cascade flows; (2) as a design code for shock-free cascades that uses Sobieczky's fictitious-gas concept; and (3) as a shock-free design code followed automatically by the analysis in order to confirm that the newly obtained cascade shape provides for an entirely shock-free transonic flow field. A four-level boundary-conforming grid of an O type is generated. The shock-free design is performed by implementing Sobieczky's fictitious-gas concept of elliptic continuation from subsonic into supersonic flow domains. Recomputation inside each supersonic zone is performed by the method of characteristics in the rheograph plane by using isentropic gas relations. Besides converting existing cascade shapes with multiple shocked supersonic regions into shock-free cascades, CAS22 can also unchoke previously choked cascades and make them shock free.
We present highlights from the American Society for Precision Engineering's 2004 winter topical meeting entitled Free-Form Optics: Design, Fabrication, Metrology, Assembly. We emphasize those papers that are most relevant to astronomical optics. Optical surfaces that transcend the bounds of rotational symmetry have been implemented in novel optical systems with fantastic results since the release of Polaroid's first instant camera. Despite these successes, free-form optics have found only a few niche applications and have yet to enter the mainstream. The purpose of this meeting is to identify the state of the art of free-form optics design, fabrication, metrology and assembly and to identify the technical and logistical challenges that inhibit their widespread use. Issues that will be addressed include: What are free-form optics? How can optical systems be made better with free-form optics? How can designers use free-form optics? How can free-form optics be fabricated? How can they be measured? How are free-form optical systems assembled? Control of multi-axis systems.
NASA's Johnson Space Center is a big place, encompassing 1,620 acres and more than a hundred buildings. Furthermore, there are reportedly 15 thousand employees, all of which have somewhere to be. To facilitate the movement of all these people JSC has historically relied on human power. Pedaling their way towards deep space, bicycles have been the go to method. Currently there are about 200 Free Range Bicycles at JSC. Free Range Bicycles belong to nobody, except NASA, and are available for anybody to use. They are not to be locked or hidden (although frequently are) and the intention is that there will always be a bike to hop on to get where you're going (although it may not be the bike you rode in on). Although not without its own shortcomings, the Free Range Bicycle Program has continued to provide low cost, simple transportation for NASA's JSC. In addition to the approximately 200 Free Range Bicycles, various larger divisions (like engineering) will often buy a few dozen bikes for their team members to use or individuals will bring their own personal bike to either commute or use on site. When these bicycles fall into disrepair or are abandoned (from retirees etc) they become a problem at JSC. They are an eye sore, create a safety hazard and make it harder to find a working bike in a time of need. The Free Range Program hopes to address this first problem by "tagging out" abandoned or out of service bicycles. A bright orange "DO NOT OPERATE" tag is placed on the bike and given a serial number for tracking purposes. See picture to the right. If the bike has an active owner with intentions to repair the bike the bottom of the tag has instructions for how to claim the abandoned bicycle. After being tagged the owner of the bicycle has 30 days to claim the bicycle and either haul it off site or get it repaired (and labeled) in accordance with Johnson's Bicycle Policy. If the abandoned bicycle is not claimed within 30 days it becomes the property of the Government. The bicycle is then (in short) repaired, labeled, documented and converted to a free range bicycle. Bikes beyond repair are cannibalized of useable parts and then scrapped. That was nearly the first thing I did when arriving at work. After getting settled in and coordinating the purchase of 50 new bicycles (elaboration below); I started combing the Center. Bikes are hidden and tucked away in the oddest of places and it was my priority to root all of them out. I tagged 70 bikes on the center, setting a record. I tagged so many bikes I ran out tags and had to make more. Long ago it was discovered that the same harsh elements that wreak havoc on the bikes, destroy the tags before the 30 day timeframe. The tags are labeled with instructions on how to claim the bike and numbered, then these paper labels are laminated with packing tape. It sounds like a simple process but nothing fits right, everything has to be trimmed, put on straight and is generally a pain in the neck. So I made an assembly process and knocked out a few hundred to save having to do it again for a while. I walked the center and tagged bikes at every building hiding in nearly every nook and cranny. Thus, in conclusion, I've done many things here at JSC on my first term and had a blast doing it. I've learned a lot from my multi-faceted roles and continual challenges. In short I've done my best to get folks at JSC on bikes and keep folks at JSC on bikes and tended a flock of free range bicycles. Everything from turning the rusty bolts and oiling chains to coordinating a $20,000 deal on 50 new free range bicycles. I am proud of the bicycle shop I have built and am infinitely grateful to the people who lead, help, guide and support me. I have fixed a great number of bicycles and cleaned the center of unsightly and unsafe piles of bicycles. I am immensely thankful for this opportunity to learn and serve and appreciate the privilege of coming back for a second term. A second term, in which I will continue to develop this awesome program.
This project is a follow-on effort to the Joint Council on Aging AircraftJoint Group on Pollution Prevention (JCAAJG-PP) Pb-free Solder Project and NASA-DoD Lead-Free Electronics Project which were the first projects to test the reliability of Pb-free solder joints against the requirements of the aerospace and military community. This effort would continue to build on the results from the JCAAJG-PP Lead-Free Solder Project and NASA-DoD Lead-Free Electronics Project while focusing on a particular failure mechanism currently plaguing Pb-free assemblies, pad cratering.The NASA-DoD Lead-Free Electronics Project confirmed that pad cratering is one of the dominant failure modes that occur in various board level reliability tests, especially under dynamic loading. Pad Cratering is a latent defect that may occur during assembly, rework, and post assembly handling and testing.
The results from a wind tunnel test of a small scale free-tip rotor are analyzed. The free-tip rotor has blade tips that are free to weathervane into the tip's relative wind, thus producing a more uniform lift around the azimuth. The free-tip assembly, which includes the controller, functioned flawlessly throughout the test. In a test of the free-tip's response after passing through a vertical air jet, the tip pitched freely and in a controlled manner. Analysis of the tip's response characteristics showed the free-tip system's damped natural frequency to be 5.2 per rev. Tip pitch angle responses to the local airstream are presented for an advance-ratio range of 0.1 to 0.397 and for a solidity weighted rotor lift coefficient range of 0.038 to 0.092. Harmonic analysis of the responses showed a dominance by the first harmonic. As a result of the tip being free, forward flight power requirements were reduced by 8% or more. More power reduction was recorded for high thrust conditions. In addition to the power reduction, flatwise blade bending moments were reduced by as much as 30% at the inboard blade stations.
A method using curved vortex elements was developed for helicopter rotor free wake calculations. The Basic Curve Vortex Element (BCVE) is derived from the approximate Biot-Savart integration for a parabolic arc filament. When used in conjunction with a scheme to fit the elements along a vortex filament contour, this method has a significant advantage in overall accuracy and efficiency when compared to the traditional straight-line element approach. A theoretical and numerical analysis shows that free wake flows involving close interactions between filaments should utilize curved vortex elements in order to guarantee a consistent level of accuracy. The curved element method was implemented into a forward flight free wake analysis, featuring an adaptive far wake model that utilizes free wake information to extend the vortex filaments beyond the free wake regions. The curved vortex element free wake, coupled with this far wake model, exhibited rapid convergence, even in regions where the free wake and far wake turns are interlaced. Sample calculations are presented for tip vortex motion at various advance ratios for single and multiple blade rotors. Cross-flow plots reveal that the overall downstream wake flow resembles a trailing vortex pair. A preliminary assessment shows that the rotor downwash field is insensitive to element size, even for relatively large curved elements.
The influence of several effects on mode localization in free-free multispan beams is investigated. Finite-element methods are used to study localization as a function of Timoshenko beam effects, imperfection strength, coupling strength, and imperfection type. The multispan beam study is conducted with random realizations of a forty-span free-free beam. In addition, free and forced response of free-free trusses and frames is investigated. Results indicate that, for the trusses and frames considered, the dynamic behavior can be approximated by continuum modeling approaches for only the lowest few global modes. Also, for reasonable values of modal damping, localized modes play a subtle role in the overall structural response.