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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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Performance of experimental annular turbojet combustors at simulated high altitude supersonic flight conditions
High altitude performance and reentry flight control of X-15 aircraft
The detection of ocean color changes, thought to be due to chlorophyll concentrations and gelbstoffe variations, is attempted from high altitude (11.3km) and low altitude (0.3km). The atmospheric back scattering is shown to reduce contrast, but not sufficiently to obscure color change detection at high altitudes.
High altitude balloon flight interferometer data, high resolution spectra of Co2, and earth atmosphere carbon dioxide distribution review
Effect of hypothermia on tolerance of acute hypoxia in dogs at high altitude
Integrated circuit control and timing system of high altitude rocket radar
A design study has been conducted for unmanned, microwave-powered airplanes that must fly with long endurance at high altitude. They are proposed to conduct communications-relay, observation, or various scientific missions above approximately 55,000 feet altitude. The special characteristics of the microwave-power system and high-altitude, low-speed vehicle are reviewed. Examples of both sizing and performance analysis are used to suggest design procedure guidelines.
High-altitude water-vapor abundance from ground- based microwave observations
High altitude base heating of 4-engine rocket nozzle configuration
A Universities Space Research Association (USRA) sponsored (undergraduate) study is presented on the feasibility and design of a high altitude reconnaissance/research aircraft. The aircraft mission was to carry 1,000-3,000 lb of atmospheric pollutant monitoring equipment for 1-5 hr at an altitude of 100,000-130,000 ft. Three configurations subject to the same mission requirements were studied in detail. The three designs analyzed were the tandem-wing-twin-boom, joined wing, and conventional twin-boom configurations. The performance of the three proposed configurations is presented and shows that high altitude flight is possible with current technology. Different possible propulsion systems were investigated and suggestions are made for further investigation and better optimization of the designs.
The scope of this paper is the development and recent field deployments of the High-Altitude Imaging Wind and Rain Airborne Profiler (HIWRAP), which was funded under the NASA Instrument Incubator Program (IIP) [1]. HIWRAP is a dual-frequency (Ka- and Ku-band), dual-beam (300 and 400 incidence angles), conical scanning, Doppler radar system designed for operation on the NASA high-altitude (65,000 ft) Global Hawk Unmanned Aerial System (UAS). It utilizes solid state transmitters along with a novel pulse compression scheme that results in a system with compact size, light weight, less power consumption, and low cost compared to radars currently in use for precipitation and Doppler wind measurements. By combining measurements at Ku- and Ka-band, HIWRAP is able to image winds through measuring volume backscattering from clouds and precipitation. In addition, HIWRAP is also capable of measuring surface winds in an approach similar to SeaWinds on QuikScat. To this end, HIWRAP hardware and software development has been completed. It was installed on the NASA WB57 for instrument test flights in March, 2010 and then deployed on the NASA Global Hawk for supporting the Genesis and Rapid Intensification Processes (GRIP) field campaign in August-September, 2010. This paper describes the scientific motivations of the development of HIWRAP as well as system hardware, aircraft integration and flight missions. Preliminary data from GRIP science flights is also presented.
Two current turbojet engines were operated with gaseous-hydrogen and JP-4 fuels at very high altitudes and a simulated Mach number of 0.8. With gaseous hydrogen as the fuel stable operation was obtained at altitudes up to the facility limit of about 90,000 feet and the specific fuel consumption was only 40 percent of that with JP-4 fuel. With JP-4 as the fuel combustion was unstable at altitudes above 60,000 to 65,000 feet and blowout limits were reached at 75,000 to 80,000 feet. Over-all performance, component efficiencies, and operating range were reduced considerable at very high altitudes with both fuels.
High altitude hypersonic viscous flow degradation of L/D effects on entry vehicle lateral range capability
Test firing of Apollo escape system at high altitude
Performance of composite solid propellant at simulated high altitudes
Ionospheric electron density studied by separating high altitude probe
High altitude balloon-top measurements of cosmic dust
High altitude characteristics of Van Allen radiation belt and effects on Gemini 10 and Gemini 11 space flights