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A family of four-stage third-order explicit Runge-Kutta schemes is derived that requires only two storage locations and has desirable stability characteristics. Error control is achieved by embedding a second-order scheme within the four-stage procedure. Certain schemes are identified that are as efficient and accurate as conventional embedded schemes of comparable order and require fewer storage locations.
Trajectory and mission requirement data are presented for Earth-Mars opposition class and conjunction class round trip stopover mission opportunities available during the time period year 2000 to year 2045. The opposition class mission employs the gravitational field of Venus to accelerate the space vehicle on either the outbound or inbound leg. The gravitational field of Venus was used to reduce the propulsion requirement associated with the opposition class mission. Representative space vehicle systems are sized to compare the initial mass required in low Earth orbit of one mission opportunity with another mission opportunity. The interplanetary space vehicle is made up of the spacecraft and the space vehicle acceleration system. The space vehicle acceleration system consists of three propulsion stages. The first propulsion stage performs the Earth escape maneuver; the second stage brakes the spacecraft and Earth braking stage into the Mars elliptical orbit and effects the escape maneuver from the Mars elliptical orbit. The third propulsion stage brakes the mission module into an elliptical orbit at Earth return. The interplanetary space vehicle was assumed to be assembled in and depart from the space station circular orbit.
This second volume of appendixes is a companion to Volume 1 of this report which summarizes results of a critical technology enablement effort with the stratified charge rotary engine (SCRE) focusing on a power section of 0.67 liters (40 cu. in.) per rotor in single and two rotor versions. The work is a continuation of prior NASA Contracts NAS3-23056 and NAS3-24628. Technical objectives are multi-fuel capability, including civil and military jet fuel and DF-2, fuel efficiency of 0.355 Lbs/BHP-Hr. at best cruise condition above 50 percent power, altitude capability of up to 10Km (33,000 ft.) cruise, 2000 hour TBO and reduced coolant heat rejection. Critical technologies for SCRE's that have the potential for competitive performance and cost in a representative light-aircraft environment were examined. Objectives were: the development and utilization of advanced analytical tools, i.e. higher speed and enhanced three dimensional combustion modeling; identification of critical technologies; development of improved instrumentation; and to isolate and quantitatively identify the contribution to performance and efficiency of critical components or subsystems. A family of four-stage third-order explicit Runge-Kutta schemes is derived that required only two locations and has desirable stability characteristics. Error control is achieved by embedding a second-order scheme within the four-stage procedure. Certain schemes are identified that are as efficient and accurate as conventional embedded schemes of comparable order and require fewer storage locations.
At pressure ratios lower than the design value, convergent-divergent (C-D) nozzles often undergo a flow resonance accompanied by the emission of acoustic tones. The phenomenon, driven by the unsteady shock within the divergent section of the nozzle, has been studied experimentally by Zaman et al. In this paper, the space-time conservation element solution element (CE/SE) method is employed to numerically investigate the phenomenon. The computations are performed for a given nozzle geometry for several different pressure ratios. Sustained 'limit cycle' oscillations are encountered in all cases. The oscillation frequencies, their variation with pressure ratio including a 'stage jump', agree well with the experimental results. The unsteady flow data confirm that stage 1 of the resonance (fundamental) involves a one-quarter standing wave while stage 2 (third harmonic) involves a three-quarter standing wave within the divergent section of the nozzle. Details of the shock motion, and the flow and near acoustic field, are documented for one case each of stages 1 and 2.
Artifacts that are fabricated with the help of molecular-beam epitaxy (MBE) are undergoing development for use as dimensional calibration standards with submicron widths. Such standards are needed for calibrating instruments (principally, scanning electron microscopes and scanning probe microscopes) for measuring the widths of features in advanced integrated circuits. Dimensional calibration standards fabricated by an older process that involves lithography and etching of trenches in (110) surfaces of single-crystal silicon are generally reproducible to within dimensional tolerances of about 15 nm. It is anticipated that when the artifacts of the present type are fully developed, their critical dimensions will be reproducible to within 1 nm. These artifacts are expected to find increasing use in the semiconductor-device and integrated- circuit industries as the width tolerances on semiconductor devices shrink to a few nanometers during the next few years. Unlike in the older process, one does not rely on lithography and etching to define the critical dimensions. Instead, one relies on the inherent smoothness and flatness of MBE layers deposited under controlled conditions and defines the critical dimensions as the thicknesses of such layers. An artifact of the present type is fabricated in two stages (see figure): In the first stage, a multilayer epitaxial wafer is grown on a very flat substrate. In the second stage, the wafer is cleaved to expose the layers, then the exposed layers are differentially etched (taking advantage of large differences between the etch rates of the different epitaxial layer materials). The resulting structure includes narrow and well-defined trenches and a shelf with thicknesses determined by the thicknesses of the epitaxial layers from which they were etched. Eventually, it should be possible to add a third fabrication stage in which durable, electronically inert artifacts could be replicated in diamondlike carbon from a master made by MBE and etching as described above.
The stiffness of a flat specimen, made of graphite epoxy (T300/934), was measured during reverse fatigue loading. Laminates of basic layup, unidirectional cross-ply and angle-ply, as well as multidirectional (isotropic) layup, were tested. It was found that all the laminates exhibit rapid stiffness degradation on the last (third) fatigue stage. Except for the 0-deg unidirectional laminate, the last stage starts at about 70 to 80 percent of the fatigue life, regardless of the load level and the final mode of failure (tension or compression). It is shown that, for this material, stiffness degradation is a result of crack accumulation, mainly along the fibers, even for the fiber dominated laminates. This general phenomenon can serve to predict usable safe life of laminates under fatigue loading.
Currently the geostationary type of satellite is the only one used to provide commercial mobile-satellite communication services. Low earth orbit (LEO) satellite systems are now being proposed as a future alternative. By the implementation of LEO satellite systems, predicted at between 5 and 8 years time, mobile space/terrestrial technology will have progressed to the third generation stage of development. This paper considers the system issues that will need to be addressed when developing a dual mode terminal, enabling access to both terrestrial and LEO satellite systems.
A large-eddy simulation (LES) code that utilizes high-resolution numerical schemes is described and applied to a compressible jet flow. The code is written in a general manner such that the accuracy/resolution of the simulation can be selected by the user. Time discretization is performed using a family of low-dispersion Runge-Kutta schemes, selectable from first- to fourth-order. Spatial discretization is performed using central differencing schemes. Both standard schemes, second- to twelfth-order (3 to 13 point stencils) and Dispersion Relation Preserving schemes from 7 to 13 point stencils are available. The code is written in Fortran 90 and uses hybrid MPI/OpenMP parallelization. The code is applied to the simulation of a Mach 0.9 jet flow. Four-stage third-order Runge-Kutta time stepping and the 13 point DRP spatial discretization scheme of Bogey and Bailly are used. The high resolution numerics used allows for the use of relatively sparse grids. Three levels of grid resolution are examined, 3.5, 6.5, and 9.2 million points. Mean flow, first-order turbulent statistics and turbulent spectra are reported. Good agreement with experimental data for mean flow and first-order turbulent statistics is shown.
NASA’s Space Launch System, designed for human exploration of deep space and offering enabling benefits for a variety of science missions, is entering the final stages of preparation for its first launch, while simultaneously making progress toward future missions. SLS offers robust payload mass, volume, and characteristic energy that can be used not only for human exploration but for a variety of science missions, including probes to the outer solar system and beyond. In addition, while the vehicle is optimized to be a super-heavy lifter for lunar orbit as a staging area for the lunar surface or Mars, the addition of commercially available propulsion systems as third and/or fourth stages allows SLS to deliver unmatched performance for ultra-high C3 missions. Studies show that while the baseline SLS Block 2 vehicle can deliver about 8 t directly to the Jovian system at a C3 of 83, the addition of a Centaur upper stage would raise that mass to more than 15 t. The New Horizons spacecraft, with mass less than 0.5 t, launched toward Pluto with a record C3 of 158 km2/sec2. By comparison, an SLS Block 2 with an Orion 30B and Star 48BV payload stages could launch equivalent mass to a C3 more than double that of the New Horizons launch. (While the study has been conducted based on contemporary cryo stages and solid stages, this analysis provides real-world data for the range of performance this capability enables even as the specific stages available evolve.) Studies have shown it may be possible to reach 80-90 AU within a decade. The initial Block 1 vehicle for the first launch, Artemis I, is completely manufactured and all the elements are at NASA’s Kennedy Space Center (KSC) with the exception of the core stage, and manufacturing is in progress for the next several flights. Following the completion of the Green Run test series at NASA’s Stennis Space Center, the Artemis I core stage will be refurbished and delivered to KSC for stacking for launch in the second half of 2021. With the Artemis I vehicle fully manufactured and assembly of solid rocket boosters beginning, NASA and its industry partners have made significant progress manufacturing successive vehicles. Hardware for the next two launches is currently in production. NASA is committed to SLS as a key component of its launch architecture. Agency planning manifests outline the launch vehicle’s role in human lunar exploration over the next decade as it moves from its Block1 configuration to its intermediate Block 1B configuration and its ultimate Block 2 configuration.In addition, NASA has issued contracts with prime contractors for SLS hardware for delivery well into the 2030s.
The first four stages were found to cause a major part of the poor low-speed efficiency of this compressor. The low design-speed over-all pressure ratio at surge was caused by the first and the twelfth to fifteenth stages. The multiple over-all performance curves in the intermediate-speed range were at least partly the result of double-branched characteristic curves for the third and seventh stages.
An apparatus for training the human visual accommodation system is described. Specifically, the apparatus is useful for training personnel to volitionally control focus to the far point (normally infinity) from a position of myopia due to functional causes. The functional causes could be due, for example, to a behavioral accommodative spasm or the effects of an empty field. The device may also be used to measure accommodation, the accommodation resting position and the near and far points of vision. The device comprises a number of optical elements arranged on a single optical axis. Several of the elements are arranged in order on a movable stage in fixed relationship to each other: a light source, a lens, a target, an aperture and/or a second lens. On a base and in fixed relationship to each other are eyepiece and third lens. A stage generates an image of the target and the stage is movable with respect to the base by means of a knob. The device is utilized for the various training and test functions by following a series of procedural steps, and interchanging the apertures as necessary for the selected procedure.
Modal data determination method for discontinuous, nonuniform beam with rotary inertia and shear deformation effects - application to third and fourth stage launch vehicle configuration
Research on a new design of flutter exciter vane using adaptive materials was conducted. This novel design is based on all-moving aerodynamic surface technology and consists of a structurally stiff main spar, a series of piezoelectric actuator elements and an aerodynamic shell which is pivoted around the main spar. The work was built upon the current missile-type all-moving surface designs and change them so they are better suited for flutter excitation through the transonic flight regime. The first portion of research will be centered on aerodynamic and structural modeling of the system. USAF DatCom and vortex lattice codes was used to capture the fundamental aerodynamics of the vane. Finite element codes and laminated plate theory and virtual work analyses will be used to structurally model the aerodynamic vane and wing tip. Following the basic modeling, a flutter test vane was designed. Each component within the structure was designed to meet the design loads. After the design loads are met, then the deflections will be maximized and the internal structure will be laid out. In addition to the structure, a basic electrical control network will be designed which will be capable of driving a scaled exciter vane. The third and final stage of main investigation involved the fabrication of a 1/4 scale vane. This scaled vane was used to verify kinematics and structural mechanics theories on all-moving actuation. Following assembly, a series of bench tests was conducted to determine frequency response, electrical characteristics, mechanical and kinematic properties. Test results indicate peak-to-peak deflections of 1.1 deg with a corner frequency of just over 130 Hz.
Magnetic levitation is a promising technology, with the potential of constituting the first stage of a third generation space transportation system. Today, the Space Shuttle burns on the order of one million pounds of solid rocket propellant to bring the orbiter and external tank to nearly Mach 1 (1,000 kph). Imagine the reductions in launch vehicle weight, complexity and risk if an aerospace vehicle could be accelerated to the same speed utilizing about $1,000 of off-board electrical energy stored in flywheels. After over two decades of development, maglev trains travel on full-scale demonstration tracks in Germany and Japan reaching speeds approaching 500 kph. Encouraging as this may appear, the energy and power required to accelerate a 1 million pound launch vehicle to 1,000 kph would radically redefine the state-of-the-art in electrical energy storage and delivery. Reaching such a goal will require levitation with sufficient stability to withstand an operating environment fundamentally different from that of a high-speed train. Recently NASA let contracts for the construction of three maglev demonstration tracks. This construction and several associated trade studies represent a first-order investigation into the feasibility of maglev launch assist. This report provides a review of these efforts, other government sponsored maglev projects and additional technical literature pertinent to maglev stability. This review brings to light details and dimensions of the maglev stability problem which are not found in previous NASA-sponsored trade studies and which must be addressed in order to realize magnetic levitation as a launch assist technology.
With stacking and integration of the initial Block 1 Space Launch System (SLS) expected to begin in 2020, NASA’s powerful new launch vehicle is ready to take center stage in the agency’s Artemis program to return astronauts to the Moon. Combining the highest launch thrust and largest payload capacity ever developed, SLS also enables a new generation of high-C3 science missions to destinations such as the gas and ice giants, the Kuiper Belt, and even beyond the solar system. Block 1 is only the beginning, as the vehicle has a planned evolution path to progressively more powerful variants. In addition to these block upgrades providing increased lift capability, the vehicle can be configured to fly in crew configuration with the Orion spacecraft or in cargo configuration with payload fairings for launching science mission or large infrastructure, providing a flexible launch option. For Artemis I, the first SLS flight, the Block 1 vehicle in the crew configuration will send an uncrewed Orion spacecraft to lunar orbit for a thorough systems checkout before the crewed Artemis II flight. The Block 1 vehicle uses a proven propulsion system consisting of solid rocket boosters and RS-25 engines to lift more than 27 metric tons [t] to trans-lunar injection (TLI). In its cargo configuration, Block 1 can be fitted with a 5 m payload fairing. The second variant, Block 1B, uses a more powerful upper stage to increase payload mass to TLI to 38-42 t, depending on crew or cargo configuration. In the crew configuration, a co-manifested payload of up to 10 t can ride along in the Universal Stage Adapter (USA), which has as much volume for payloads as a 5 m-class payload fairing. The Block 2 evolved variant will lift 43-46 t to TLI, depending on crew or cargo configuration. The Block 1B and Block 2 vehicles can be outfitted with an 8.4 m-diameter payload fairing, available in 19.1 m and 27.4 m lengths, providing unprecedented volume for payloads. Larger-diameter 10 m fairings may also be an option in the future on the Block 2 vehicle. The unrivalled mass, volume and high-energy launches of SLS can provide significant mission flexibility for payloads and/or additional upper stages to open trade space for a new generation of exploration missions. SLS was designed to meet requirements for launching large-volume infrastructure as outlined in numerous studies of missions to cislunar space or Mars. Mission concept studies from the science community also point toward new possibilities enabled by SLS. Probes with more robust science packages can be sent to the gas giants. Dual spacecraft can be manifested for missions to Uranus and Neptune. Additional third or fourth payload stages can be encapsulated in the payload fairings to achieve missions to the Kuiper Belt or beyond. In addition, the large volume can be used to design and deploy wide-aperture mirrors on future space telescopes and to enable nuclear-thermal propulsion missions. At AIAA Ascend, the SLS Program will provide technical information on vehicle capabilities as well as descriptions of ongoing discussions with mission planners for utilizing the vehicle for an array of deep space missions.
The general principles of artificial intelligence are reviewed and speculations are made concerning how knowledge based systems can accelerate the process of acquiring new knowledge in aerodynamics, how computational fluid dynamics may use expert systems, and how expert systems may speed the design and development process. In addition, the anatomy of an idealized expert system called AERODYNAMICIST is discussed. Resource requirements for using artificial intelligence in computational fluid dynamics and aerodynamics are examined. Three main conclusions are presented. First, there are two related aspects of computational aerodynamics: reasoning and calculating. Second, a substantial portion of reasoning can be achieved with artificial intelligence. It offers the opportunity of using computers as reasoning machines to set the stage for efficient calculating. Third, expert systems are likely to be new assets of institutions involved in aeronautics for various tasks of computational aerodynamics.
It is one of the three objectives of the present study to document the fine internal structure of the transient scales in order to clarify the development of the stable alpha-Al2O3 from a structural point of view. Another objective is concerned with the origin of features found in the mature alpha-Al2O3 scales, such as voids, taking into account an examination in the early stages of oxidation. The third objective is to relate any difference in scale structure caused by oxide adherence additives (Y or Zr) to the current oxide adherence theories. The primary effect of short-time oxidation on the NiCrAl substrate structure is found to be production of dislocations and aluminum-depleted phases. The random alpha-Al2O3 scale is the primary oxide phase observed in contact with the metal.