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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 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Jet-Surface Interaction Noise from High-Aspect Ratio Nozzles: Test Summary

Noise and flow data have been acquired for a 16:1 aspect ratio rectangular nozzle exhausting near a simple surface at the NASA Glenn Research Center as part of an ongoing effort to understand, model, and predict the noise produced by current and future concept aircraft employing a tightly integrated engine airframe designs. The particular concept under consideration in this experiment is a blended-wing-body airframe powered by a series of electric fans exhausting through slot nozzle over an aft deck. The exhaust Mach number and surface length were parametrically varied during the test. Far-field noise data were acquired for all nozzle surface geometries and exhaust flow conditions. Phased-array noise source localization data and in-flow pressure data were also acquired for a subset of the isolated (no surface) and surface configurations; these measurements provide data that have proven useful for modeling the jet-surface interaction noise source and the surface effect on the jet-mixing noise in round jets. A summary of the nozzle surface geometry, flow conditions tested, and data collected are presented.

Propulsion Noise↗
NASA NTRS2016

Airborne Spectral BRDF of Various Surface Types (Ocean, Vegetation, Snow, Desert, Wetlands, Cloud Decks, Smoke Layers) for Remote Sensing Applications

In this paper we describe measurements of the bidirectional reflectance-distribution function (BRDF) acquired over a 30-year period (1984-2014) by the National Aeronautics and Space Administration's (NASA's) Cloud Absorption Radiometer (CAR). Our BRDF database encompasses various natural surfaces that are representative of many land cover or ecosystem types found throughout the world. CAR's unique measurement geometry allows a comparison of measurements acquired from different satellite instruments with various geometrical configurations, none of which are capable of obtaining such a complete and nearly instantaneous BRDF. This database is therefore of great value in validating many satellite sensors and assessing corrections of reflectances for angular effects. These data can also be used to evaluate the ability of analytical models to reproduce the observed directional signatures, to develop BRDF models that are suitable for sub-kilometer-scale satellite observations over both homogeneous and heterogeneous landscape types, and to test future spaceborne sensors. All of these BRDF data are publicly available and accessible in hierarchical data format (http:car.gsfc.nasa.gov/).

albedo↗
NASA NTRS1982

On the automatic generation of FEM models for complex gears - A work-in-progress report

A description is presented of the development and use of a preprocessor to create a NASTRAN finite element model of a complex spur, helical, or spiral bevel gear quickly, inexpensively, and accurately. The preprocessor creates a ready to run NASTRAN input deck including the executive, case control, and bulk data sections. It generates nodes and solid elements to model spur, helical, or spiral bevel gear teeth with integral shafting. Either a complete gear shafting model or a symmetric model is created. The fundamental building block of the gear model is the base layer. The base layer is the mesh configuration of one layer of one tooth segment which is in turn duplicated, translated, and rotated to create the completed model of the gear. Once the base layer is created, the construction of the finite element model is straightforward.

Drago, R. J.↗
NASA NTRS1986

Flow prediction for propfan engine installation effects on transport aircraft at transonic speeds

An Euler-based method for aerodynamic analysis of turboprop transport aircraft at transonic speeds has been developed. In this method, inviscid Euler equations are solved over surface-fitted grids constructed about aircraft configurations. Propeller effects are simulated by specifying sources of momentum and energy on an actuator disc located in place of the propeller. A stripwise boundary layer procedure is included to account for the viscous effects. A preliminary version of an approach to embed the exhaust plume within the global Euler solution has also been developed for more accurate treatment of the exhaust flow. The resulting system of programs is capable of handling wing-body-nacelle-propeller configurations. The propeller disks may be tractors or pushers and may represent single or counterrotation propellers. Results from analyses of three test cases of interest (a wing alone, a wing-body-nacelle model, and a wing-nacelle-endplate model) are presented. A user's manual for executing the system of computer programs with formats of various input files, sample job decks, and sample input files is provided in appendices.

Samant, S. S.↗
NASA NTRS1982

Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project. ACT/Control/Guidance System study, volume 1

The active control technology (ACT) control/guidance system task of the integrated application of active controls (IAAC) technology project within the NASA energy efficient transport program was documented. The air traffic environment of navigation and air traffic control systems and procedures were extrapolated. An approach to listing flight functions which will be performed by systems and crew of an ACT configured airplane of the 1990s, and a determination of function criticalities to safety of flight, are the basis of candidate integrated ACT/Control/Guidance System architecture. The system mechanizes five active control functions: pitch augmented stability, angle of attack limiting, lateral/directional augmented stability, gust load alleviation, and maneuver load control. The scope and requirements of a program for simulating the integrated ACT avionics and flight deck system, with pilot in the loop, are defined, system and crew interface elements are simulated, and mechanization is recommended. Relationships between system design and crew roles and procedures are evaluated.

Source record↗
NASA NTRS2008

A Simulation Testbed for Airborne Merging and Spacing

The key innovation in this effort is the development of a simulation testbed for airborne merging and spacing (AM&S). We focus on concepts related to airports with Super Dense Operations where new airport runway configurations (e.g. parallel runways), sequencing, merging, and spacing are some of the concepts considered. We focus on modeling and simulating a complementary airborne and ground system for AM&S to increase efficiency and capacity of these high density terminal areas. From a ground systems perspective, a scheduling decision support tool generates arrival sequences and spacing requirements that are fed to the AM&S system operating on the flight deck. We enhanced NASA's Airspace Concept Evaluation Systems (ACES) software to model and simulate AM&S concepts and algorithms.

Santos, Michel↗
DOE OSTI2023

Is Clean Hydrogen Production a Good Fit for Questa? Intermediate Feasibility Study Results

NREL conducted a feasibility study for a clean hydrogen production facility that would be located in Questa, New Mexico. This slide deck presents the history of the coalition of stakeholders that received NREL technical assistance through the Department of Energy's Communities Leading Energy Action Program. It describes how hydrogen is generated and its end uses. It describes two conceptual applications explored in the feasibility analysis, a grid-tied power generation and long-term storage application and a heavy-duty vehicle fueling application. The presentation details the configuration of these to applications in the Questa pilot facility, including system components, required inputs (water, electricity, and land for pv generation), and outputs in kilograms of hydrogen, megawatt hours of power delivered, and hours of vehicle hours of operation. The presentation addresses key concerns raised by groups engaged through a public outreach process, including safety, health, and environmental issues; water use; visual impacts; and costs and alternatives.

heavy-duty vehicle fueling↗
NASA NTRS2004

Pilot Preferences for Information Provided and Its Format for Status, Alerts, and Controls

With the increased use of cathode ray tubes (CRTs) in flight decks and the computing power available, it is possible to combine status screens, alerts/procedures screens, and control screens onto a single display. This report presents the results of a survey designed to assess the perceived helpfulness and need of various pieces of information that could be included on status and control screens. The results from the survey indicate that operators want parameter ranges that change depending on the current aircraft configuration shown on bow-tie or dial displays. These displays should show the current value, normal range, alert type and range, and predictive information. Respondents wanted to see system relationships to one another for both component control and menu selection. When bringing up these various displays, this information should come up with a single button push. Finally, checklists should sense when a component has changed to the desired state.

Trujillo, Anna C.↗
NASA NTRS1982

Why twin-fuselage aircraft

Operational and design features of twin-fuselage aircraft are outlined, noting capabilities of transporting 100-400 passengers at subsonic speeds at an efficiency of around 190 passenger mi/gal. Wings for two body aircraft are lighter and are designed more from an aerodynamics point of view due to reductions in the bending moment. A 280 passenger configuration would need a 172 ft wingspan, compared to a 155 ft wingspan for a conventional aircraft, but the conventional wings would have a larger area. The higher aspect ratio contributed to the increased efficiency of the twin body operation. A lower wetted fuselage area is calculated for the two body aircraft with passenger capacities over 190, and twin fuselages are shown to have a higher passenger packaging density than double-deck widebodies. Finally, simple compounding of existing aircraft such as the DC-9 into a two-body shape is projected to offer a 1.9 factor increase in passenger mi/gal.

Houbolt, J. C.↗
NASA NTRS1990

Douglas flight deck design philosophy

The systems experience gained from 17 years of DC-10 operation was used during the design of the MD-11 to automate system operation and reduce crew workload. All functions, from preflight to shutdown at the termination of flight, require little input from the crew. The MD-11 aircraft systems are monitored for proper operation by the Aircraft Systems Controllers (ASC). In most cases, system reconfiguration as a result of a malfunction is automated. Manual input is required for irreversible actions such as engine shutdown, fuel dump, fire agent discharge, or Integrated Drive Generator (IDG) disconnect. During normal operations, when the cockpit is configured for flight, all annunciators on the overhead panel will be extinguished. This Dark Cockpit immediately confirms to the crew that the panels are correctly configured and that no abnormalities are present. Primary systems annunciations are shown in text on the Alert Area of the Engine and Alert Display (EAD). This eliminates the need to scan the overhead. The MD-11 aircraft systems can be manually controlled from the overhead area of the cockpit. The center portion of the overhead panel is composed of the primary aircraft systems panels, which include FUEL, AIR, Electrical (ELEC) and Hydraulic (HYD) systems, which are easily accessible from both flight crew positions. Each Aircraft Systems Controller (ASC) has two automatic channels and a manual mode. All rectangular lights are annunciators. All square lights are combined switches and annunciators called switch/lights. Red switch/lights on the overhead (Level 3 alerts) are for conditions requiring immediate crew action. Amber (Level 2 or Level 1 alerts) indicates a fault or switch out of position requiring awareness or crew interaction. Overhead switches used in normal operating conditions will illuminate blue when in use (Level 0 alerts) such as WING ANTI-ICE - ON. An overhead switch/light with BLACK LETTERING on an amber or red background indicates a system failure and that crew interaction is required. A switch/light with blue or amber lettering and a BLACK BACKGROUND indicates a switch out of normal position and that crew action is necessary only if the system is in manual operation.

Oldale, Paul↗
NASA NTRS1979

Operation and evaluation of the terminal configured vehicle mission simulator in an automated terminal area metering and spacing ATC environment

The development of a mission simulator for use in the Terminal Configured Vehicle (TCV) program is outlined. The broad objectives of the TCV program are to evaluate new concepts in airborne systems and in operational flight procedures. These evaluations are directed toward improving terminal area capacity and efficiency, improving approach and landing capability in adverse weather, and reducing noise impact in the terminal area. A description is given of the design features and operating principles of the two major components of the TCV Mission Simulator: the TCV Aft Flight Deck Simulation and the Terminal Area Air Traffic Model Simulation, and their merger to form the TCV Mission Simulator. The first research study conducted in the Mission Simulator is presented along with some preliminary results.

Houck, J. A.↗
NASA NTRS1984

A deployable structure and solar array controls experiment for STEP

A candidate configuration for a controls experiment on the Space Technology Experiments Platform (STEP) is described. The elements of the experiment are the mast, the solar array, and an articulation module between the two. The characteristic dimensions are very compatible for integration on a pallet such a STEP's proposed configuration. The controls' objective would be the measurement of orbiter interaction as well as the system identification of the appendages. The flight experiment configuration would also provide a test bed for various active vibration controls concepts. The instrumentation being considered would measure accelerations, strains, displacements, and temperatures. The deployable mast has eight elements defining a structural bay. Uniaxial measurements would be required to define loads at a cross section of the structure. Displacements due to thermal distortion of the mast and the local state of the solar concentrator may be measured by an optical ranging technique from the orbiter aft flight deck.

Nishimoto, T. S.↗
NASA NTRS1995

Biocybernetic system evaluates indices of operator engagement in automated task

A biocybernetic system has been developed as a method to evaluate automated flight deck concepts for compatibility with human capabilities. A biocybernetic loop is formed by adjusting the mode of operation of a task set (e.g., manual/automated mix) based on electroencephalographic (EEG) signals reflecting an operator's engagement in the task set. A critical issue for the loop operation is the selection of features of the EEG to provide an index of engagement upon which to base decisions to adjust task mode. Subjects were run in the closed-loop feedback configuration under four candidate and three experimental control definitions of an engagement index. The temporal patterning of system mode switching was observed for both positive and negative feedback of the index. The indices were judged on the basis of their relative strength in exhibiting expected feedback control system phenomena (stable operation under negative feedback and unstable operation under positive feedback). Of the candidate indices evaluated in this study, an index constructed according to the formula, beta power/(alpha power + theta power), reflected task engagement best.

Cerebral Cortex/physiology↗
NASA NTRS1966

Summary of NACA/NASA Variable-Sweep Research and Development Leading to the F-111 (TFX)

On November 24, 1962, the United States ushered in a new era of aircraft development when the Department of Defense placed an initial development contract for the world's first supersonic variable-sweep aircraft - the F-111 or so-called TFX (tactical fighter-experimental). The multimission performance potential of this concept is made possible by virtue of the variable-sweep wing - a research development of the NASA and its predecessor, the NACA. With the wing swept forward into the maximum span position, the aircraft configuration is ideal for efficient subsonic flight. This provides long-range combat and ferry mission capability, short-field landing and take-off characteristics, and compatibility with naval aircraft carrier operation. With the wing swept back to about 650 of sweep, the aircraft has optimum supersonic performance to accomplish high-altitude supersonic bombing or interceptor missions. With the wing folded still further back, the aircraft provides low drag and low gust loads during supersonic flight "on the deck" (altitudes under 1000 feet). The concept of wing variable sweep, of course, is not new. Initial studies were conducted at Langley as early as 1945, and two subsonic variable-sweep prototypes (Bell X-5 and Grumman XF-IOF) were flown as early as 1951/52. These were subsonic aircraft, however, and the great advantage of variable sweep in improving supersonic flight efficiency could not be realized. Further~ the structures of these early aircraft were complicated by the necessity for translating the ~ing fore and aft to achieve satisfactory longitUdinal stability as the wing sweep was varied. Late in 1958 a research breakthrough at Langley provided the technology for designing a variable-sweep wing having satisfactory stability through a wide sweep angle range without the necessity for fore and aft translation of the wing. In this same period there evolved within the military services an urgent requirement for a versatile fighter-bomber that could fly efficiently at subsonic and supersonic speeds at high altitude and "on the deck". The application of variable sweep to this mission requirement then became obvious.

Source record↗
NASA NTRS1980

Terminal configured vehicle program: Test facilities guide

The terminal configured vehicle (TCV) program was established to conduct research and to develop and evaluate aircraft and flight management system technology concepts that will benefit conventional take off and landing operations in the terminal area. Emphasis is placed on the development of operating methods for the highly automated environment anticipated in the future. The program involves analyses, simulation, and flight experiments. Flight experiments are conducted using a modified Boeing 737 airplane equipped with highly flexible display and control equipment and an aft flight deck for research purposes. The experimental systems of the Boeing 737 are described including the flight control computer systems, the navigation/guidance system, the control and command panel, and the electronic display system. The ground based facilities used in the program are described including the visual motion simulator, the fixed base simulator, the verification and validation laboratory, and the radio frequency anechoic facility.

Source record↗
NASA NTRS2020

Design Variants of a Common Habitat for Moon and Mars Exploration

The Common Habitat is a long-duration habitat concept based on the Skylab II architecture that leverages a single, multi-destination design applicable to microgravity Mars transit, 1/6 g lunar surface, 3/8 g Mars surface, and 1 g Earth. A trade study for the Common Habitat will address vertical versus horizontal internal orientation and a crew size of four or eight crew. This has resulted in the creation of four variants of the Common Habitat: Four Crew Horizontal Configuration, Four Crew Vertical Configuration, Eight Crew Horizontal Configuration, and Eight Crew Vertical Configuration. Design guidelines that shaped the four configurations are discussed, including: mission duration, destinations/missions, pressure vessel, hatches and docking, subsystems and utilities, lander integration and offloading, and eight-crew extensibility. Functional capabilities for crew-related systems are also discussed, including: private habitation, meal preparation, meal consumption, medical operations, exercise, group socialization and recreation, human waste collection, hygiene, logistics, spacecraft monitoring and commanding, mission planning, robotics and teleoperation, scientific research, maintenance and fabrication, and EVA. Each of the four Common Habitat designs will be presented, with a deck-by-deck description of each workstation, crew station, or subsystem along with an assessment of its degree of compliance with the guidelines and functional capabilities. Finally, forward work will be identified that will down-select a single Common Habitat. This includes multiple analyses that will be performed on the four variants, a down-selection process, and design refinement goals for the selected variant.

Habitability↗
NASA NTRS1984

A shuttle derived utility vehicle for delivery of small payloads to orbit

A small-payload utility-vehicle (UV) configuration for the Space Shuttle is proposed and illustrated with drawings, diagrams, and graphs, and tables. The primary modification to the Shuttle involves removal of the solid-rocket boosters and addition of three Shuttle main engines to the external tank, resulting in an overall weight reduction from about 4.53 to 2.07 Mlbs and a per-flight cost savings of 16 percent. For current Shuttle parameters, such a UV could carry up to 2 klbs of payload in the forebody mid-deck, the entire payload bay being occupied by fuel tanks with capacity 180 klbs; with advanced-technology weight reductions of 15 percent in Orbiter subsystem dry weights (including structures), the UV could carry up to 17 klbs of payload using only 125 klbs of internally loaded propellants, allowing a 15-ft cargo space.

Macconochie, I. O.↗
NASA NTRS1992

Assured crew return vehicle post landing configuration design and test

The 1991-1992 senior Mechanical and Aerospace Engineering Design class continued work on the post landing configurations for the Assured Crew Return Vehicle (ACRV) and the Emergency Egress Couch (EEC). The ACRV will be permanently docked to Space Station Freedom fulfilling NASA's commitment of Assured Crew Return Capability in the event of an accident or illness aboard Space Station Freedom. The EEC provides medical support and a transportation surface for an incapacitated crew member. The objective of the projects was to give the ACRV Project Office data to feed into their feasibility studies. Four design teams were given the task of developing models with dynamically and geometrically scaled characteristics. Groups one and two combined efforts to design a one-fifth scale model for the Apollo Command Module derivative, an on-board flotation system, and a lift attachment point system. This model was designed to test the feasibility of a rigid flotation and stabilization system and to determine the dynamics associated with lifting the vehicle during retrieval. However, due to priorities, it was not built. Group three designed a one-fifth scale model of the Johnson Space Center (JSC) benchmark configuration, the Station Crew Return Alternative Module (SCRAM) with a lift attachment point system. This model helped to determine the flotation and lifting characteristics of the SCRAM configuration. Group four designed a full scale EEC with changeable geometric and geometric and dynamic characteristics. This model provided data on the geometric characteristics of the EEC and on the placement of the CG and moment of inertia. It also gave the helicopter rescue personnel direct input to the feasibility study. Section 1 describes in detail the design of a one-fifth scale model of the Apollo Command Module Derivative (ACMD) ACRV. The objective of the ACMD Configuration Model Team was to use geometric and dynamic constraints to design a one-fifth scale working model of the Apollo Command Module Derivative (ACMD) configuration with a Lift Attachment Point (LAP) System. This model was required to incorporate a rigidly mounted flotation system and the egress system designed the previous academic year. The LAP system was to be used to determine the dynamic effects of locating the lifting points at different locations on the vehicle. The team was then to build and test the model; however, due to priorities, this did not occur. To better simulate the ACMD after a water landing, the nose cone section was removed and the deck area exposed. The areas researched during the design process were construction, center of gravity and moment of inertia, and lift attachment points.

Source record↗