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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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A 5-state close-coupling calculation (5s-5p-4d-6s-6p) was carried out for positron-Rb scattering in the energy range 3.7 to 28.0 eV. In contrast to the results of similar close-coupling calculations for positron-Na and positron-K scattering the (effective) total integrated cross section has an energy dependence which is contrary to recent experimental measurements.
Calculations of collision strengths for electron-impact excitations of S II from the ground state 3p3 4S0 to excited states 3p4 4P, 3d 4F, 3d 4D, 4s 4P, and 3d 4P were carried out using the R-matrix code described by Berrington et al. (1978) and the NIEM code described by Henry et al. (1981). Results are presented for the thermally averaged collision strengths for the five-state and six-state calculations. Convergence behaviors were examined by comparison with the six-state calculations and the previously obtained two-state calculations. Uncertainties for these transitions were estimated to be within 20 percent, except for the 4S0 - 3p4 4P transition in which a 40 percent uncertainty was estimated.
Nonresonance spectral lines of Mg XII and Mg XI emitted by magnesium laser-produced plasmas have been observed in the extreme-vacuum-ultraviolet region and their transitions classified. As many as eight beams of the Omega laser system of the Laboratory for Laser Energetics at the University of Rochester were linearly focused onto magnesium-coated flat targets to produce linear plasma radiation sources from 3 to 6 mm long. The spectra were photographed end-on with a grazing-incidence spectrograph. The identified Mg XII lines are classified as 2s-3p, 2p-3d, 2s-4p, 2p-4d, and 3d-4f transitions. The identified Mg XI lines are classified as 1s2s-1s3p, 1s2p-1s3d, 1s2p-1s4d, 1s3p-1s4d, and 1s3d-1s4f.
Information on time-based operations in an advanced air traffic control (ATC) environment is given in viewgraph form. The objectives are to develop and evaluate procedures and clearances for 4D equipped aircraft, study the effect of dissimilar airborne and ground based speed strategies, and evaluate the effectiveness and acceptability of ATC automation tools. Information is given on ATC simulation, ATC automation tools, Denver arrival airspace, time-based ATC procedures, and future plans.
NASA-Langley has been conducting and sponsoring research in airborne energy management for a number of years. During the course of this research, two fundamental techniques for the generation of 4D (fixed time) descent trajectories have emerged as viable candidates for advanced flight management systems. The first technique utilizes speed schedules of constant Mach number transitioning to constant calibrated airspeed chosen empirically to produce minimum fuel usage. The second technique computes cost optimized speed schedules of variable airspeed developed through application of optimal control theory. Both techniques have been found to produce reasonable and flyable descent trajectories. The formulation of the algorithms for each technique is evaluated and their suitability for operations in realistic conditions is discussed. Operational factors considered include: airplace speed, thrust, and altitude rate constaints; wind, temperature, and pressure variations; Air Traffic Control altitude, speed, and time constaints; and pilot interface and guidance considerations. Time flexibility, fuel usage, and airborne computational requirements were the primary performance measures.
The control point form (CPF) provides explicit control of physical grid shape and grid spacing through the movement of the control points. The control point array, called a control net, is a space grid type arrangement of locations in physical space with an index for each direction. As an algebraic method CPF is efficient and works well with interactive computer graphics. A family of menu-driven, interactive grid-generation computer codes (TURBO) is being developed by using CPF. Key features of TurboI (a TURBO member) are discussed and typical results are presented. TurboI runs on any IRIS 4D series workstation.
Advanced earth orbital spacecraft system (AEOSS) enables users to project the required power, weight, and cost for a generic earth-orbital spacecraft system. These variables are calculated on the component and subsystem levels, and then the system level. The included six subsystems are electric power, thermal control, structure, auxiliary propulsion, attitude control, and communication, command, and data handling. The costs are computed using statistically determined models that were derived from the flown spacecraft in the past and were categorized into classes according to their functions and structural complexity. Selected design and performance analyses for essential components and subsystems are also provided. AEOSS has the feature permitting a user to enter known values of these parameters, totally and partially, at all levels. All information is of vital importance to project managers of subsystems or a spacecraft system. AEOSS is a specially tailored software coded from the relational database program of the Acius' 4th Dimension with a Macintosh version. Because of the licensing agreements, two versions of the AEOSS documents were prepared. This version, AEOSS Runtime Manual, is permitted to be distributed with a finite number of the restrictive 4D Runtime version. It can perform all contained applications without any programming alterations.
NASA-Langley's Advanced Transport Operating Systems Program employs a heavily instrumented, B 737-100 as its Transport Systems Research Vehicle (TRSV). The TRSV has been used during the demonstration trials of the Time Reference Scanning Beam Microwave Landing System (TRSB MLS), the '4D flight-management' concept, ATC data links, and airborne windshear sensors. The credibility obtainable from successful flight test experiments is often a critical factor in the granting of substantial commitments for commercial implementation by the FAA and industry. In the case of the TRSB MLS, flight test demonstrations were decisive to its selection as the standard landing system by the ICAO.
The technology and objectives of the satellite are delineated with emphasis given to the implications of sea-level measurements and the importance of large-scale oceanic circulation. The satellite altimeter system is described which comprises radar altimetry and orbit determination, and the utility of the system is discussed relative to the GEOS-3 and Seasat. A radiometer measures the sea-surface microwave-brightness temperature at three frequencies, and the laser-reflector array provides orbit determination. The three-year primary mission is expected to collect sea-level data to a precision of a few cm and interpret the in situ data to present a 4D global description of oceanic circulation. The data can be used to assess wind-forcing, heat-transport, and wave-interaction algorithms, as well as to assess large-scale meteorological parameters.
As a demonstration of the performance capabilities of trellis codes using multidimensional signal sets, a Viterbi decoder was designed. The choice of code was based on two factors. The first factor was its application as a possible replacement for the coding scheme currently used on the Hubble Space Telescope (HST). The HST at present uses the rate 1/3 nu = 6 (with 2 (exp nu) = 64 states) convolutional code with Binary Phase Shift Keying (BPSK) modulation. With the modulator restricted to a 3 Msym/s, this implies a data rate of only 1 Mbit/s, since the bandwidth efficiency K = 1/3 bit/sym. This is a very bandwidth inefficient scheme, although the system has the advantage of simplicity and large coding gain. The basic requirement from NASA was for a scheme that has as large a K as possible. Since a satellite channel was being used, 8PSK modulation was selected. This allows a K of between 2 and 3 bit/sym. The next influencing factor was INTELSAT's intention of transmitting the SONET 155.52 Mbit/s standard data rate over the 72 MHz transponders on its satellites. This requires a bandwidth efficiency of around 2.5 bit/sym. A Reed-Solomon block code is used as an outer code to give very low bit error rates (BER). A 16 state rate 5/6, 2.5 bit/sym, 4D-8PSK trellis code was selected. This code has reasonable complexity and has a coding gain of 4.8 dB compared to uncoded 8PSK (2). This trellis code also has the advantage that it is 45 deg rotationally invariant. This means that the decoder needs only to synchronize to one of the two naturally mapped 8PSK signals in the signal set.
The objective of this research is to use available satellite measurements of temperature and constituent concentrations to test the conceptual picture of stratospheric chemistry and transport. This was originally broken down into two sub-goals: first, to use the constituent data to search for critical tests of our understanding of stratospheric chemistry and second, to examine constituent transport processes emphasizing interactions with chemistry on various time scales. A third important goal which has evolved is to use the available solar backscattered ultraviolet (SBUV) and Total Ozone Mapping Spectrometer (TOMS) data from Nimbus 7 to describe the morphology of recent changes in Antarctic and global ozone with emphasis on searching for constraints to theories. The major effort now being pursued relative to the two original goals is our effort as a theoretical team for the Arctic Airborne Stratospheric Expedition (AASE). Our effort for the AASE is based on the 3D transport and chemistry model at Goddard. Our goal is to use this model to place the results from the mission data in a regional and global context. Specifically, we set out to make model runs starting in late December and running through March of 1989, both with and without heterogeneous chemistry. The transport is to be carried out using dynamical fields from a 4D data assimilation model being developed under separate funding from this task. We have successfully carried out a series of single constituent transport experiments. One of the things demonstrated by these runs was the difficulty in obtaining observed low N2O abundances in the vortex without simultaneously obtaining very high ozone values. Because the runs start in late December, this difficulty arises in the attempt to define consistent initial conditions for the 3D model. To accomplish a consistent set of initial conditions, we are using the 2D photochemistry-transport model of Jackman and Douglass and mapping in potential temperature, potential vorticity space as developed by Schoeberl and coworkers.
Energy optimized Gaussian basis sets of triple-zeta quality for the atoms Rb-Xe have been derived. Two series of basis sets are developed: (24s 16p 10d) and (26s 16p 10d) sets which were expanded to 13d and 19p functions as the 4d and 5p shells become occupied. For the atoms lighter than Cd, the (24s 16p 10d) sets with triple-zeta valence distributions are higher in energy than the corresponding double-zeta distribution. To ensure a triple-zeta distribution and a global energy minimum, the (26s 16p 10d) sets were derived. Total atomic energies from the largest basis sets are between 198 and 284 (mu)E(sub H) above the numerical Hartree-Fock energies.
The control point form (CPF) provides explicit control of physical grid shape and grid spacing through the movement of the control points. The control point array, called a control net, is a space grid type arrangement of locations in physical space with an index for each direction. As an algebraic method CPF is efficient and works well with interactive computer graphics. A family of menu-driven, interactive grid-generation computer codes (TURBO) is being developed by using CPF. Key features of TurboI (a TURBO member) are discussed and typical results are presented. TurboI runs on any IRIS 4D series workstation.
Recent developments in the field of data assimilation have pointed to variational analysis (essentially least-squares fitting of a model solution to observed data) using the adjoint method as a new direction that holds the potential of major improvements over the current optimal interpolation method. This paper describes the initial effort in the development of a 4D variational analysis system. Although the development is based on the Goddard Laboratory for Atmospheres General Circulation Model (GCM), the methods and procedures described in this paper can be applied to any model. The adjoint code that computes the gradients needed in the analysis can be written directly from the GCM code. An easy error-detection technique was devised in the construction of the adjoint model. Also, a method of determining the weights and the preconditioning scales for the cases where model-generated data, which are error free, are used as observation is proposed. Two test experiments show that the dynamics part of the system has been successfully completed.
4D model provides atmospheric parameter values either automatically at positions along linear path or along any set of connected positions specified by user. Based on actual data, GRAM provides thermal wind shear for monthly mean winds, percent deviation from standard atmosphere, mean vertical wind, and perturbation data for each position.
Future multi-vehicle operations will involve multiple scenarios that will require a planning tool for the rapid, interactive creation of fuel-efficient trajectories. The planning process must deal with higher-order, non-linear processes involving dynamics that are often counter-intuitive. The optimization of resulting trajectories can be difficult to envision. An interaction proximity operations planning system is being developed to provide the operator with easily interpreted visual feedback of trajectories and constraints. This system is hosted on an IRIS 4D graphics platform and utilizes the Clohessy-Wiltshire equations. An inverse dynamics algorithm is used to remove non-linearities while the trajectory maneuvers are decoupled and separated in a geometric spreadsheet. The operator has direct control of the position and time of trajectory waypoints to achieve the desired end conditions. Graphics provide the operator with visualization of satisfying operational constraints such as structural clearance, plume impingement, approach velocity limits, and arrival or departure corridors. Primer vector theory is combined with graphical presentation to improve operator understanding of suggested automated system solutions and to allow the operator to review, edit, or provide corrective action to the trajectory plan.
Efforts to parallelize the VGRIDSG unstructured surface grid generation program are described. The inherent parallel nature of the grid generation algorithm used in VGRIDSG was exploited on a cluster of Silicon Graphics IRIS 4D workstations using the message passing libraries Application Portable Parallel Library (APPL) and Parallel Virtual Machine (PVM). Comparisons of speed up are presented for generating the surface grid of a unit cube and a Mach 3.0 High Speed Civil Transport. It was concluded that for this application, both APPL and PVM give approximately the same performance, however, APPL is easier to use.
Historically, development of airborne flight management systems (FMS) and ground-based air traffic control (ATC) systems has tended to focus on different objectives with little consideration for operational integration. A joint program, between NASA's Ames Research Center (Ames) and Langley Research Center (Langley), is underway to investigate the issues of, and develop systems for, the integration of ATC and airborne automation systems. A simulation study was conducted to evaluate a profile negotiation process (PNP) between the Center/TRACON Automation System (CTAS) and an aircraft equipped with a four-dimensional flight management system (4D FMS). Prototype procedures were developed to support the functional implementation of this process. The PNP was designed to provide an arrival trajectory solution which satisfies the separation requirements of ATC while remaining as close as possible to the aircraft's preferred trajectory. Results from the experiment indicate the potential for successful incorporation of aircraft-preferred arrival trajectories in the CTAS automation environment. Fuel savings on the order of 2 percent to 8 percent, compared to fuel required for the baseline CTAS arrival speed strategy, were achieved in the test scenarios. The data link procedures and clearances developed for this experiment, while providing the necessary functionality, were found to be operationally unacceptable to the pilots. In particular, additional pilot control and understanding of the proposed aircraft-preferred trajectory, and a simplified clearance procedure were cited as necessary for operational implementation of the concept.