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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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DOE OSTI2011

Waste Isolation Pilot Plant Environmental Monitoring Plan (Rev. 6)

This Environmental Monitoring Plan (EMP) explains the rationale and design criteria for the Environmental Monitoring Program, extent and frequency of monitoring and measurements, procedures for laboratory analyses, quality assurance (QA) requirements, program implementation procedures, and direction for the preparation and disposition of reports. This EMP describes radiological environmental monitoring, nonradiological environmental monitoring, and land management and surveillance programs during the facility's operational life.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS1980

AD-1 oblique wing aircraft program

The oblique wing concept for super- and subsonic transport was assessed by analysis and wind tunnel radio control model and remotely piloted vehicle testing. A one-sixth scale wind tunnel model and a low speed manned oblique wing research airplane (AD-1) were developed. Model wind tunnel test data on dynamic structural response characteristics were used in a simulator to develop the control system. The airplane is of simple design with fiber glass skin, weight of approximately 2100 lbs and speeds of up to 175 knots at altitudes up to 15,000 ft. Flight testing will investigate handling and flying qualities, oblique wing flight control characteristics, aeroelastic wing design and will compare actual with predicted aerodynamic characteristics. Nineteen flights were made at 12,000 to 13,000 feet with speeds of 100-160 knots. Flutter clearance as a function of wing sweep angle is now under investigation.

Andrews, W. H.↗

DOE OSTI2017

Application of automated measurement and verification to utility energy efficiency program data

Trustworthy savings calculations are critical to convincing regulators of both the cost-effectiveness of energy efficiency program investments and their ability to defer supply-side capital investments. Today’s methods for measurement and verification (M&V) of energy savings constitute a significant portion of the total costs of energy efficiency programs. They also require time-consuming data acquisition. A spectrum of savings calculation approaches is used, with some relying more heavily on measured data and others relying more heavily on estimated, modeled, or stipulated data. The increasing availability of “smart” meters and devices that report near-real time data, combined with new analytical approaches to quantify savings, offers the potential to conduct M&V more quickly and at lower cost, with comparable or improved accuracy. Commercial energy management and information systems (EMIS) technologies are beginning to offer these ‘M&V 2.0’ capabilities, and program administrators want to understand how they might assist programs in quickly and accurately measuring energy savings. This paper presents the results of recent testing of the ability to use automation to streamline the M&V process. In this paper, we apply an automated whole-building M&V tool to historic data sets from energy efficiency programs to begin to explore the accuracy, cost, and time trade-offs between more traditional M&V, and these emerging streamlined methods that use high-resolution energy data and automated computational intelligence. For the data sets studied we evaluate the fraction of buildings that are well suited to automated baseline characterization, the uncertainty in gross savings that is due to M&V 2.0 tools’ model error, and indications of labor time savings, and how the automated savings results compare to prior, traditionally determined savings results. The results show that 70% of the buildings were well suited to the automated approach. In a majority of the cases (80%) savings and uncertainties for each individual building were quantified to levels above the criteria in ASHRAE Guideline 14. In addition the findings suggest that M&V 2.0 methods may also offer time-savings relative to traditional approaches. Lastly, we discuss the implications of these findings relative to the potential evolution of M&V, and pilots currently being launched to test how M&V automation can be integrated into ratepayer-funded programs and professional implementation and evaluation practice.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS1991

CLASS: Coherent Lidar Airborne Shear Sensor. Windshear avoidance

The coherent lidar airborne shear sensor (CLASS) is an airborne CO2 lidar system being designed and developed by Lockheed Missiles and Space Company, Inc. (LMSC) under contract to NASA Langley Research Center. The goal of this program is to develop a system with a 2- to 4-kilometer range that will provide a warning time of 20 to 40 seconds, so that the pilot can avoid the hazards of low-altitude wind shear under all weather conditions. It is a predictive system which will warn the pilot about a hazard that the aircraft will experience at some later time. The ability of the system to provide predictive warnings of clear air turbulence will also be evaluated. A one-year flight evaluation program will measure the line-of-sight wind velocity from a wide variety of wind fields obtained by an airborne radar, an accelerometer-based reactive wind-sensing system, and a ground-based Doppler radar. The success of the airborne lidar system will be determined by its correlation with the windfield as indicated by the onboard reactive system, which indicates the winds actually experienced by the NASA Boeing 737 aircraft.

Targ, Russell↗

NASA NTRS2019

Overview of the PLEXIL Plan Execution Technology and its Applications in Autonomous Piloting Projects at NASA

Automated planning is a key Artificial Intelligence technology enabling Unmanned Aerial Systems (UAS) and the eminent reality of Urban Air Mobility (UAM). It produces plans, which formalize procedures often performed by humans. Plans differ from other kinds of computer programs in their ability to react and interact with a dynamically changing environment. Aviation plans must encode the procedural knowledge, reasoning capability, and capacity for multi-tasking held by competent human pilots. Correct execution of these plans (performed by software called an executive) in the dynamic airspace environment is vital to the success of each automated flight, and the safety of the vehicle and all things in its path. In the early 2000s NASA developed a plan representation language and executive called PLEXIL (Plan Execution Interchange Language) that has successfully been applied in several NASA aviation and UAS projects. Autonomy Operating System (AOS), Cockpit Hierarchical Automated Planning and Execution (CHAP-E), and ICAROUS are all projects that have used PLEXIL to help encode and automatically execute flight procedures, some normally performed by human pilots. AOS also automates a subset of pilot/Air Traffic Control communication towards enabling UAS entry into the National Airspace. PLEXIL has been open-source software since 2008 and has seen usage in a wide range of prototypical autonomy applications in academia, government, and industry. In this presentation, we describe PLEXIL and highlight its significant accomplishments in the aviation domain.

Dalal, Michael↗

NASA NTRS1983

An Automated Stall-Speed Warning System

The NASA Dryden Flight Research Facility embarked upon a project with the United States Army Aviation Engineering Flight Activity (USAAEFA) to develop and test a stall-speed warning system. NASA designed and built an automated stall-speed warning system which presents both airspeed and stall speed to the pilot. The airspeed and stall speed are computed in real time by monitoring the basic aerodynamic parameters (dynamic pressure, horizontal and vertical accelerations, and pressure altitude) and other parameters (elevator and flap positions, engine torques, and fuel flow). In addition, an aural warning at predetermined stall margins is presented to the pilot through a voice synthesizer. Once the system was designed and installed in the aircraft, a flight-test program of less than 20 hr was anticipated to determine the stall-speed software coefficients. These coefficients would then be inserted in the system's software and then test flown over a period of about 10 hr for the purposes of evaluation.

Dynamic Pressure↗

DOE OSTI2020

Innovative Pathways: Transforming Impact Investments to Working Capital For Early Stage Cleantech Companies: Los Angeles Cleantech Incubator (January 1, 2020 to March 31, 2020)

Project Objectives: The focus for the entirety of the last quarter was on the completion of the pilot loan funding within our portfolio, and the closing out of our DOE-CAP Grant: “Innovative Pathways: Transforming Impact Investments to Working Capital for Early Stage Cleantech Companies.” The fourteenth quarter (Q14) of the program performance was also dedicated toward two main activities: the continued fundraising efforts for a formalized LACI debt fund, as well as finalization of the lending processes for pilot underwriting amongst the LACI Team and with Mission Driven Finance. This quarter marked key successes around the workflows of the DOE-CAP grant, specifically around fund capitalization efforts. Activities during the thirteenth quarter included: 1. Finalization of the DOE-CAP grant activities and work-flows; 2. Due diligence, underwriting and issuance of one (1) loan in Q1 2021 and three (3) in Q4 2020 for technology providers in grant-funded zero emissions mobility & community pilots, in partnership with LACI and local organizations, totaling ten (10) total loans; 3. Development of fundraising and marketing materials, and distribution to 30+ possible funding sources over the course of Q13 & Q14; and 4. Reinvigoration of conversations with Mission Driven Finance, the prospective underwriting partner for key activities and governance documents, and finalization of all loan processing activities once the fund is capitalized

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

NASA NTRS1998

NAESA Augmentation Pilot Project

This project was one project within the Native American Earth and Space Academy (NAESA). NAESA is a national initiative comprised of several organizations that support programs which focus on 1) enhancing the technological, scientific and pedagogical skills of K-14 teachers who instruct Native Americans, 2) enhancing the understanding and applications of science, technology, and engineering of college-bound Native Americans and teaching them general college "survival skills" (e.g., test taking, time management, study habits), 3) enhancing the scientific and pedagogical skills of the faculty of tribally-controllcd colleges and community colleges with large Native American enrollments, and 4) strengthening the critical relationships between students, their parents, tribal elders, and their communities. This Augmentation Pilot Project focused on the areas of community-school alliances and intemet technology use in teaching and learning and daily living addressing five major objectives.

Hoover, John J.↗

NASA NTRS1995

Optimal Trajectories and Control Strategies for the Helicopter in One-Engine-Inoperative Terminal-Area Operations

Engine failure represents a major safety concern to helicopter operations, especially in the critical flight phases of takeoff and landing from/to small, confined areas. As a result, the JAA and FAA both certificate a transport helicopter as either Category-A or Category-B according to the ability to continue its operations following engine failures. A Category-B helicopter must be able to land safely in the event of one or all engine failures. There is no requirement, however, for continued flight capability. In contrast, Category-A certification, which applies to multi-engine transport helicopters with independent engine systems, requires that they continue the flight with one engine inoperative (OEI). These stringent requirements, while permitting its operations from rooftops and oil rigs and flight to areas where no emergency landing sites are available, restrict the payload of a Category-A transport helicopter to a value safe for continued flight as well as for landing with one engine inoperative. The current certification process involves extensive flight tests, which are potentially dangerous, costly, and time consuming. These tests require the pilot to simulate engine failures at increasingly critical conditions, Flight manuals based on these tests tend to provide very conservative recommendations with regard to maximum takeoff weight or required runway length. There are very few theoretical studies on this subject to identify the fundamental parameters and tradeoff factors involved. Furthermore, a capability for real-time generation of OEI optimal trajectories is very desirable for providing timely cockpit display guidance to assist the pilot in reducing his workload and to increase safety in a consistent and reliable manner. A joint research program involving NASA Ames Research Center, the FAA, and the University of Minnesota is being conducted to determine OEI optimal control strategies and the associated optimal,trajectories for continued takeoff (CTO), rejected takeoff (RTO), balked landing (BL), and continued landing (CL) for a twin engine helicopter in both VTOL and STOL terminal-area operations. This proposed paper will present the problem formulation, the optimal control solution methods, and the key results of the trajectory optimization studies for both STOL and VTOL OEI operations. In addition, new results concerning the recently developed methodology, which enable a real-time generation of optimal OEI trajectories, will be presented in the paper. This new real-time capability was developed to support the second piloted simulator investigation on cockpit displays for Category-A operations being scheduled for the NASA Ames Vertical Motion Simulator in June-August of 1995. The first VMS simulation was conducted in 1994 and reported.

Chen, Robert T. N.↗

NASA NTRS2013

Speech Recognition Interfaces Improve Flight Safety

"Alpha, Golf, November, Echo, Zulu." "Sierra, Alpha, Golf, Echo, Sierra." "Lima, Hotel, Yankee." It looks like some strange word game, but the combinations of words above actually communicate the first three points of a flight plan from Albany, New York to Florence, South Carolina. Spoken by air traffic controllers and pilots, the aviation industry s standard International Civil Aviation Organization phonetic alphabet uses words to represent letters. The first letter of each word in the series is combined to spell waypoints, or reference points, used in flight navigation. The first waypoint above is AGNEZ (alpha for A, golf for G, etc.). The second is SAGES, and the third is LHY. For pilots of general aviation aircraft, the traditional method of entering the letters of each waypoint into a GPS device is a time-consuming process. For each of the 16 waypoints required for the complete flight plan from Albany to Florence, the pilot uses a knob to scroll through each letter of the alphabet. It takes approximately 5 minutes of the pilot s focused attention to complete this particular plan. Entering such a long flight plan into a GPS can pose a safety hazard because it can take the pilot s attention from other critical tasks like scanning gauges or avoiding other aircraft. For more than five decades, NASA has supported research and development in aviation safety, including through its Vehicle Systems Safety Technology (VSST) program, which works to advance safer and more capable flight decks (cockpits) in aircraft. Randy Bailey, a lead aerospace engineer in the VSST program at Langley Research Center, says the technology in cockpits is directly related to flight safety. For example, "GPS navigation systems are wonderful as far as improving a pilot s ability to navigate, but if you can find ways to reduce the draw of the pilot s attention into the cockpit while using the GPS, it could potentially improve safety," he says.

Source record↗

NASA NTRS1980

SPS pilot signal design and power transponder analysis, volume 2, phase 3

The problem of pilot signal parameter optimization and the related problem of power transponder performance analysis for the Solar Power Satellite reference phase control system are addressed. Signal and interference models were established to enable specifications of the front end filters including both the notch filter and the antenna frequency response. A simulation program package was developed to be included in SOLARSIM to perform tradeoffs of system parameters based on minimizing the phase error for the pilot phase extraction. An analytical model that characterizes the overall power transponder operation was developed. From this model, the effects of different phase noise disturbance sources that contribute to phase variations at the output of the power transponders were studied and quantified. Results indicate that it is feasible to hold the antenna array phase error to less than one degree per power module for the type of disturbances modeled.

Lindsey, W. C.↗

NASA NTRS1997

An Investigation of General Aviation Problems and Issues: An Integration of Pilot-Cockpit Interface Research

The General Aviation (GA) industry has suffered a ten-year decline in the number of airplanes sold. This decline is due mainly to the increase cost associated with purchasing, insuring, maintaining, operating, and pilot training a GA airplane. In response to this decline the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA) developed a program (Advanced General Aviation Transport Experiments - AGATE) to address these issues. The purpose of AGATE focused within this report is to reduce the costs to acquire and maintain instrument-flight-proficiency. The AGATE program defined four elements necessary to accomplish these goals: (1) new and intuitive cockpit displays and controls, (2) situation technologies for weather, traffic, and navigation, (3) expert systems for system monitoring, and (4) reduced cost training methods. One recognized need for the GA pilot and airplane is to provide cockpit displays and systems already available to transport category airplane. These displays such as Electronic Flight and Instrument System (EFIS), graphic weather and traffic displays, and flight management systems. The goal of this grant was to develop the AGATE GA Display Evaluation Workstation as a tool to test these existing and emerging technologies in the GA environment.

Bortolussi, Michael R.↗

NASA NTRS1978

Effects of dynamic aeroelasticity on handling qualities and pilot rating

Pilot performance parameters, such as pilot ratings, tracking errors, and pilot comments, were recorded and analyzed for a longitudinal pitch tracking task on a large, flexible aircraft. The tracking task was programmed on a fixed-base simulator with a CRT attitude director display of pitch angle command, pitch angle, and pitch angle error. Parametric variations in the undamped natural frequencies of the two lowest frequency symmetric elastic modes were made to induce varying degrees of rigid body and elastic mode interaction. The results indicate that such mode interaction can drastically affect the handling qualities and pilot ratings of the task.

Swaim, R. L.↗

NASA NTRS1998

Operational Concepts for Uninhabited Tactical Aircraft

This paper describes experiences with five remotely piloted flight research vehicle projects in the developmental flight test phase. These projects include the Pathfinder, Perseus B, Altus, and X-36 aircraft and the Highly Maneuverable Aircraft Technology (HiMAT). Each of these flight projects was flown at the NASA Dryden Flight Research Center. With the exception of the HiMAT, these projects are a part of the Flight Research Base Research and Technology (R&T) Program of the NASA Aeronautics and Space Transportation Technology Enterprise. Particularly with respect to operational interfaces between the ground-based pilot or operator, this paper draws from those experiences, then provides some rationale for extending the lessons learned during developmental flight research to the possible situations involved in the developmental flights proceeding deployed uninhabited tactical aircraft (UTA) operations. Two types of UTA control approaches are considered: autonomous and remotely piloted. In each of these cases, some level of human operator or pilot control blending is recommended. Additionally, "best practices" acquired over years of piloted aircraft experience are drawn from and presented as they apply to operational UTA.

Deets, Dwain A.↗

NASA NTRS1998

Operational Concepts for Uninhabited Tactical Aircraft

This paper describes experiences with five remotely piloted flight research vehicle projects in the developmental flight test phase. These projects include the Pathfinder, Perseus B, Altus, and X-36 aircraft and the Highly Maneuverable Aircraft Technology (HiMAT). Each of these flight projects was flown at the NASA Dryden Flight Research Center. With the exception of the HIMAT, these projects are a part of the Flight Research Base Research and Technology (R&T) Program of the NASA Aeronautics and Space Transportation Technology Enterprise. Particularly with respect to operational interfaces between the ground-based pilot or operator, this paper draws from those experiences, then provides some rationale for extending the lessons learned during developmental flight research to the possible situations involved in the developmental flights proceeding deployed uninhabited tactical aircraft (UTA) operations. Two types of UTA control approaches are considered: autonomous and remotely piloted. In each of these cases, some level of human operator or pilot control blending is recommended. Additionally, "best practices" acquired over years of piloted aircraft experience are drawn from and presented as they apply to operational UTA.

Deets, Dwain A.↗

NASA NTRS2000

Project Georgia High School/High Tech

The High School/High Tech initiative of the President's Committee on Employment of Disabilities, Georgia's application of the collaborative "Georgia Model" and NASA's commitment of funding have shown that opportunities for High School/High Tech students are unlimited. In Georgia, the partnership approach to meeting the needs of this program has opened doors previously closed. As the program grows and develops, reflecting the needs of our students and the marketplace, more opportunities will be available. Our collaboratives are there to provide these opportunities and meet the challenge of matching our students with appropriate education and career goals. Summing up the activities and outcomes of Project Georgia High School/High Tech is not difficult. Significant outcomes have already occurred in the Savannah area as a result of NASA's grant. The support of NASA has enabled Georgia Committee to "grow" High School/High Tech throughout the region-and, by example, the state. The success of the Columbus pilot project has fostered the proliferation of projects, resulting in more than 30 Georgia High School High Tech programs-with eight in the Savannah area.

Source record↗

NASA NTRS1991

X-15 Contributions to the X-30

Some of the less publicized flight test results from the X-15 program that might relate to sustained high-speed flight in the atmosphere are presented. The topics covered include: (1) energy management and range considerations; (2) the advantages of pilot-in-the-loop and redundant-emergency systems; (3) a summary of some of the aerodynamic heating problems that were encountered; and (4) some comments on the advantages of an early flight test program and gradual expansion of the flight envelope.

Hoey, Robert G.↗

DOE OSTI2018

Program Incubation and Commercialization Best Practices Report

As a reminder, the primary task of the 4C Program is to increase the commercialization rate of cleantech companies in California. Commercialization, broadly defined, is the innovation continuum of developing and introducing a new product or service into the market. For measurability, the 4C Program defines commercialization as encompassing a startup’s: (a) preparation, (b) incubation, (c) commercial-scale pilot / demonstration, and (d) first customer.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗