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.
A ballast circuit employing a constant current diode and a vacuum tube that can provide a constant current over a voltage range of 1000 volts. The simple circuit can prove useful in studying voltage breakdown characteristics.
The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.
The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.
Doppler echocardiography is one of the most useful clinical tools for the assessment of left ventricular (LV) diastolic function. Doppler indices of LV filling and pulmonary venous (PV) flow are used not only for diagnostic purposes but also for establishing prognosis and evaluating the effect of therapeutic interventions. The utility of these indices is limited, however, by the confounding effects of different physiologic variables such as LV relaxation, compliance and filling pressure. Since alterations in these variables result in changes in Doppler indices of opposite direction, it is often difficult to determine the status of a given variable when a specific Doppler filling pattern is observed. Recently, color M-mode and tissue Doppler have provided useful insights in the study of diastolic function. These new Doppler applications have been shown to provide an accurate estimate of LV relaxation and appear to be relatively insensitive to the effects of preload compensation. This review will focus on the complementary role of color M-mode and tissue Doppler echocardiography and traditional Doppler indices of LV filling and PV flow in the assessment of diastolic function.
The simulation of clouds containing Supercooled Large Droplets has received increasing attention due to the introduction of Appendix O and future associated requirements for means of compliance. Supercooled Large Droplet conditions can cover four orders of magnitude in drop sizes, imposing a larger instrument measurement challenge than for Appendix C conditions. Wind tunnel facilities have adopted different instrumentation for liquid water content measurement, with fundamentally different principles of operation. In order to explore the comparability of the different instruments used for Appendix C and SLD measurement, and its impact on confidence in measurements used for means of compliance, a project was established to conduct a series of dedicated tests at three wind tunnel facilities. To date, liquid water content measurements have been completed using a Multi-Element sensor as the common instrument at two of the facilities. The data have provided preliminary information suggesting that substantial inter-facility differences likely exist in liquid water content estimates in Supercooled Large Droplet conditions that appear to be largely attributable to the choice of calibration instruments. These results are dependent on the assumption that the Multi-Element probe would produce equivalent measurements at the two facilities if the liquid water content were the same, regardless of other environmental differences that may exist between the two facilities. Planned further testing with other liquid water content measurement techniques may provide further information to confirm or refute the results of this study.
The simulation of clouds containing Supercooled Large Droplets has received increasing attention due to the introduction of Appendix O and future associated requirements for means of compliance. Supercooled Large Droplet conditions can cover four orders of magnitude in drop sizes, imposing a larger instrument measurement challenge than for Appendix C conditions. Wind tunnel facilities have adopted different instrumentation for liquid water content measurement, with fundamentally different principles of operation. In order to explore the comparability of the different instruments used for Appendix C and SLD measurement, and its impact on confidence in measurements used for means of compliance, a project was established to conduct a series of dedicated tests at three wind tunnel facilities. To date, liquid water content measurements have been completed using a Multi-Element sensor as the common instrument at two of the facilities. The data have provided preliminary information suggesting that substantial inter-facility differences likely exist in liquid water content estimates in Supercooled Large Droplet conditions that appear to be largely attributable to the choice of calibration instruments. These results are dependent on the assumption that the Multi-Element probe would produce equivalent measurements at the two facilities if the liquid water content were the same, regardless of other environmental differences that may exist between the two facilities. Planned further testing with other liquid water content measurement techniques may provide further information to confirm or refute the results of this study.
An analytical model and corresponding computer program for studying disturbances of liquid propellants in typical engine feedline systems were developed. The model includes the effects of steady turbulent mean flow, the influence of distributed compliances, the effects of local compliances, and various factors causing structural-hydraulic coupling. The computer program was set up such that the amplitude and phase of the terminal pressure/input excitation is calculated over any desired frequency range for an arbitrary assembly of various feedline components. A user's manual is included.
This Final Report summarizes the activities performed by Science Applications International Corporation (SAIC) under contract NAS 8-40431 "Cost and Schedule Analytical Techniques Development Contract" (CSATD) during Option Year 3 (December 1, 1997 through November 30, 1998). This Final Report is in compliance with Paragraph 5 of Section F of the contract. This CSATD contract provides technical products and deliverables in the form of parametric models, databases, methodologies, studies, and analyses to the NASA Marshall Space Flight Center's (MSFC) Engineering Cost Office (PP03) and the Program Plans and Requirements Office (PP02) and other user organizations. Detailed Monthly Reports were submitted to MSFC in accordance with the contract's Statement of Work, Section IV "Reporting and Documentation". These reports spelled out each month's specific work performed, deliverables submitted, major meetings conducted, and other pertinent information. Therefore, this Final Report will summarize these activities at a higher level. During this contract Option Year, SAIC expended 25,745 hours in the performance of tasks called out in the Statement of Work. This represents approximately 14 full-time EPs. Included are the Huntsville-based team, plus SAIC specialists in San Diego, Ames Research Center, Tampa, and Colorado Springs performing specific tasks for which they are uniquely qualified.
The effect of stitching on mode I and mode II strain energy release rates for debond configurations is studied using an analysis based on plate finite elements and the virtual crack closure technique. The stitches were modeled as discrete nonlinear fastener elements with a compliance determined by experiment. The axial and shear behavior of the stitches was considered with both the compliances and failure loads assumed to be independent. The mode I strain energy release rate, G(sub I), was shown to decrease once the debond had grown beyond the first row of stitches and was reduced to zero for long debonds, however, the mode II strain energy release rate, G(sub II), continued to be of significant magnitude over the range of debond lengths considered.
Preliminary studies for pogo prevention on the shuttle vehicle are reported. The importance of the effect of oscillatory outflow from a hydroelastic tank is displayed in terms of excitation of normal modes for a structure containing that tank assuming its outlet is closed. Evaluation of an approximate propulsion frequency response at undamped feedline resonance reveals the conditions for which the contribution of tank outflow is destabilizing and also provides a criterion for identifying those structural modes which are of potential significance for system stability. Various finite-element and normal-mode models for hydraulic feedlines are evaluated relative to accuracy of admittances of a long line. A procedure is recommended for modeling a feed system to minimize the required number of second-order equations. Specific recommendations are made for the analytical estimation of pump cavitation compliance and a first estimate for the shuttle pumps is given. Weakness in past practices of pump testing are identified and a new three-phase program is proposed. Finally results of numerical studies on the early vehicle configuration are presented. It is concluded that an accumulator between the boost and main pump offers promise of higher effectiveness than one at the engine inlet.
Many popular and widely used paint stripping products have traditionally contained methylene chloride as their main active ingredient. However, the Environmental Protection Agency (EPA) has critically curved the allowable use of methylene chloride under the National Emission Standard for Hazardous Air Pollutants regulating Aerospace Manufacturing and Rework Facilities . Compliance with this rule was mandatory by September 1998 for affected facilities. An effort is underway to identify and evaluate alternative depainting technologies emphasizing those believed both effective and environmentally benign. On behalf of the EPA and in cooperation with the United States Air Force, the National Aeronautics and Space Administration is conducting a technical assessment of several alternative technologies ( i.e. : chemical stripping, two CO2 blasting processes, CO2 xenon lamp coating removal, CO2 Laser stripping, plastic media blasting, sodium bicarbonate wet stripping, high pressure water stripping, and wheat starch blasting). These depainting processes represent five removal method categories, namely abrasive, impact, cryogenic, thermal, and/or molecular bonding dissociation. This paper discusses the test plan and parameters for this interagency study. Several thicknesses of clad and non-clad aluminum substrates were used to prepare test specimens. Each depainting process has been assigned a specimen lot, all of which have completed three to five stripping cycles. Numerous metallurgical evaluations are underway to assess the impact of these alternative depainting processes upon the structural integrity of the substrate.
Design concepts for an improved automotive gas turbine powertrain are discussed. Twenty percent fuel economy improvement (over 1976), competitive costs (initial and life cycle), high reliability/life, low emissions, and noise/safety compliance were among the factors considered. The powertrain selected consists of a two shaft gas turbine engine with variable geometry aerodynamic components and a single disk rotating regenerator. The regenerator disk, gasifier turbine rotor, and several hot section flowpath parts are ceramic. The powertrain utilizes a conventional automatic transmission. The closest competitor was a single shaft turbine engine matched to a continuously variable transmission (CVT). Both candidate powertrain systems were found to be similar in many respects; however, the CVT represented a significant increase in development cost, technical risk, and production start-up costs over the conventional automatic transmission. Installation of the gas turbine powertrain was investigated for a transverse mounted, front wheel drive vehicle.
The exceptional progress in the field of Artificial Intelligence (AI) systems, enabled by Machine Learning (ML) technology in recent years provides historic opportunities for the aviation industry. Current certification standards for avionics were developed prior to the ML renaissance and have several fundamental incompatibilities with the ML technology. WG-114 is working hard to release a new standard as soon as possible but for now there is no recognized means of compliance for ML based systems even of low criticality. In this talk, we present the custom ML workflow that can be used comply with all objectives of the current certification standards for a low-criticality (DAL D and C) ML-based system. To illustrate the practical application of the custom ML workflow we present a case study of a system based on a Deep Neural Network (DNN) intended to detect and identify airport runway signs. We present the system design, data generation, training, and verification in detail and describe how the design assurance objectives can be met for a DAL D and DAL C systems.
Finite-element analysis was conducted on a double-cantilever-beam (DCB) specimen of carbon-epoxy (T300/3501-6) orthogonal interlocked fabric composites. The mode I strain-energy release rate G(I) was evaluated to investigate the influence of through-the-thickness (z-axis) fibers on crack driving force as a function of crack length. The analysis showed good agreement with experimental results for both compliance and G(I). The presence of z-axis fibers sharply reduced G(I) in comparison to the traditional two-dimensional laminated material. A parametric study revealed that increasing the z-axis fiber stiffness reduces G(I). Progressive debonding of the z-axis reinforcement was also modeled. G(I) increased as the fiber debonded but was significantly less than in the two-dimensional laminated material in all cases.
The purpose of the NASA Institutional Review Board (IRB) is to review research activities involving human subjects to ensure that ethical standards for the care and protection of human subjects have been met and research activities are in compliance with all pertinent federal, state and local regulations as well as NASA policies. NASA IRB's primary role is the protection of human subjects in research studies. Protection of human subjects is the shared responsibility of NASA, the IRB, and the scientific investigators. Science investigators who plan to conduct NASA-funded human research involving NASA investigators, facilities, or funds must submit and coordinate their research studies for review and approval by the NASA IRB prior to initiation. The IRB has the authority to approve, require changes in, or disapprove research involving human subjects. Better knowledge of the NASA IRB policies, procedures and guidelines should help facilitate research protocol applications and approvals. In this presentation, the myths and truths of NASA IRB policies and procedures will be discussed. We will focus on the policies that guide a protocol through the NASA IRB and the procedures that principal investigators must take to obtain required IRB approvals for their research studies. In addition, tips to help ensure a more efficient IRB review will be provided. By understanding the requirements and processes, investigators will be able to more efficiently prepare their protocols and obtain the required NASA IRB approval in a timely manner.
This presentation describes work perform under the Advanced Air Mobility project - Automated Flight and Contingency Management subproject on developing industry representative powered lift aircraft and aircraft automation capabilities for the purpose of developing evaluation methods and Means of Compliance.
Conceptual models are a key part of the foundation of scientific study. Scientific data discovery and retrieval are often inaccurate and incomplete because these models are not sufficiently well-incorporated into data retrieval systems. Systems often don’t provide the necessary tools to those producing scientific data to fully and unambiguously annotate them and the result is consumers of the data cannot find them efficiently. The capability of data archives to provide these tools to link data to underlying conceptual models is one of dimensions of the recently developed “FAIR” principles (https://www.go-fair.org/fair-principles/ ), and is key to many automated processes being able to operate on these data, particularly analytics involving artificial intelligence. We used an open-source web service to measure the FAIR compliance of the three data archives operated by NASA for the biological and physical sciences: the Life Sciences Data Archive, the Physical Sciences Informatics database, and GeneLab. The service ingests references to data sets in these archives, and then executes domain-non-specific examinations of these data and metadata that test compliance to the FAIR principles. Of the 22 metrics tested, GeneLab passed 11 (50%), and PSI and LSDA each passed 7 (32%). These data were gathered using only one representative data set from each archive and we anticipate variability in results as we continue to apply these metrics to other data. A preliminary study of the failure traces for each metric suggests there is a wide range of effort and complexity in the enhancements required for each system to elevate FAIR compliance, and this is the subject of continued investigation. This information has been and will likely continue to be important information in planning these enhancements, with the goal of increased readiness of the data for automated processes.
The following NASA Contractor Report documents the in-depth studies on select technologies that could support long-term aeronautical mobile communications operating concepts. This work was performed during the third and final phase of NASA s Technology Assessment for the Federal Aviation Administration (FAA)/EUROCONTROL Future Communications Study (FCS) under a multiyear NASA contract. It includes the associated findings of ITT Corporation and NASA Glenn Research Center to the FAA as of the end of May 2007. The activities documented in this report focus on three final technology candidates identified by the United States, and were completed before sufficient information about two additional technology candidates proposed by EUROCONTROL was made available. A separate report to be published by NASA/CR-2008-215144, entitled Final Report on Technology Investigations for Provision of Future Aeronautical Communications will include an assessment of all five final candidate technologies considered by the U.S. agencies (FAA and NASA) and EUROCONTROL. It will also provide an overview of the entire technology assessment process, including final recommendations. All three phases of this work were performed in compliance with the Terms of Reference for the Action Plan number 17 (AP-17) cooperative research agreement among EUROCONTROL, FAA, and NASA along with the general guidance of the FAA and EUROCONTROL available throughout this study.