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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2008

Initial Investigation of Reaction Control System Design on Spacecraft Handling Qualities for Earth Orbit Docking

A program of research, development, test, and evaluation is planned for the development of Spacecraft Handling Qualities guidelines. In this first experiment, the effects of Reaction Control System design characteristics and rotational control laws were evaluated during simulated proximity operations and docking. Also, the influence of piloting demands resulting from varying closure rates was assessed. The pilot-in-the-loop simulation results showed that significantly different spacecraft handling qualities result from the design of the Reaction Control System. In particular, cross-coupling between translational and rotational motions significantly affected handling qualities as reflected by Cooper-Harper pilot ratings and pilot workload, as reflected by Task-Load Index ratings. This influence is masked but only slightly by the rotational control system mode. While rotational control augmentation using Rate Command Attitude Hold can reduce the workload (principally, physical workload) created by cross-coupling, the handling qualities are not significantly improved. The attitude and rate deadbands of the RCAH introduced significant mental workload and control compensation to evaluate when deadband firings would occur, assess their impact on docking performance, and apply control inputs to mitigate that impact.

Bailey, Randall E.↗
NASA NTRS2017

Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project: Advanced Collision Avoidance System for UAS (ACAS Xu) Interoperability White Paper Presentation

The Phase 1 DAA Minimum Operational Performance Standards (MOPS) provided requirements for two classes of DAA equipment: equipment Class 1 contains the basic DAA equipment required to assist a pilot in remaining well clear, while equipment Class 2 integrates the Traffic Alert and Collision Avoidance (TCAS) II system. Thus, the Class 1 system provides RWC functionality only, while the Class 2 system is intended to provide both RWC and Collision Avoidance (CA) functionality, in compliance with the Minimum Aviation System Performance (MASPS) for the Interoperability of Airborne Collision Avoidance Systems. The FAAs TCAS Program Office is currently developing Airborne Collision Avoidance System X (ACAS X) to support the objectives of the Federal Aviation Administrations (FAA) Next Generation Air Transportation System Program (NextGen). ACAS X has a suite of variants with a common underlying design that are intended to be optimized for their intended airframes and operations. ACAS Xu being is designed for UAS and allows for new surveillance technologies and tailored logic for platforms with different performance characteristics. In addition to Collision Avoidance (CA) alerting and guidance, ACAS Xu is being tuned to provide RWC alerting and guidance in compliance with the SC 228 DAA MOPS. With a single logic performing both RWC and CA functions, ACAS Xu will provide industry with an integrated DAA solution that addresses many of the interoperability shortcomings of Phase I systems. While the MOPS for ACAS Xu will specify an integrated DAA system, it will need to show compliance with the RWC alerting thresholds and alerting requirements defined in the DAA Phase 2 MOPS. Further, some functional components of the ACAS Xu system such as the remote pilots displayed guidance might be mostly references to the corresponding requirements in the DAA MOPS. To provide a seamless, integrated, RWC-CA system to assist the pilot in remaining well clear and avoiding collisions, several issues need to be addressed within the Phase 2 SC-228 DAA efforts. Interoperability of the RWC and CA alerting and guidance, and ensuring pilot comprehension, compliance and performance, will be a primary research area.

detect and avoid↗
NASA NTRS1993

Space Nuclear Thermal Propulsion Test Facilities Subpanel

On 20 Jul. 1989, in commemoration of the 20th anniversary of the Apollo 11 lunar landing, President George Bush proclaimed his vision for manned space exploration. He stated, 'First for the coming decade, for the 1990's, Space Station Freedom, the next critical step in our space endeavors. And next, for the new century, back to the Moon. Back to the future. And this time, back to stay. And then, a journey into tomorrow, a journey to another planet, a manned mission to Mars.' On 2 Nov. 1989, the President approved a national space policy reaffirming the long range goal of the civil space program: to 'expand human presence and activity beyond Earth orbit into the solar system.' And on 11 May 1990, he specified the goal of landing Astronauts on Mars by 2019, the 50th anniversary of man's first steps on the Moon. To safely and ever permanently venture beyond near Earth environment as charged by the President, mankind must bring to bear extensive new technologies. These include heavy lift launch capability from Earth to low-Earth orbit, automated space rendezvous and docking of large masses, zero gravity countermeasures, and closed loop life support systems. One technology enhancing, and perhaps enabling, the piloted Mars missions is nuclear propulsion, with great benefits over chemical propulsion. Asserting the potential benefits of nuclear propulsion, NASA has sponsored workshops in Nuclear Electric Propulsion and Nuclear Thermal Propulsion and has initiated a tri-agency planning process to ensure that appropriate resources are engaged to meet this exciting technical challenge. At the core of this planning process, NASA, DOE, and DOD established six Nuclear Propulsion Technical Panels in 1991 to provide groundwork for a possible tri-agency Nuclear Propulsion Program and to address the President's vision by advocating an aggressive program in nuclear propulsion. To this end the Nuclear Electric Propulsion Technology Panel has focused it energies; this final report summarizes its endeavor and conclusions.

Allen, George C.↗
DOE OSTI2015

Integration of PanDA workload management system with Titan supercomputer at OLCF

The PanDA (Production and Distributed Analysis) workload management system (WMS) was developed to meet the scale and complexity of LHC distributed computing for the ATLAS experiment. While PanDA currently distributes jobs to more than 100,000 cores at well over 100 Grid sites, the future LHC data taking runs will require more resources than Grid computing can possibly provide. To alleviate these challenges, ATLAS is engaged in an ambitious program to expand the current computing model to include additional resources such as the opportunistic use of supercomputers. We will describe a project aimed at integration of PanDA WMS with Titan supercomputer at Oak Ridge Leadership Computing Facility (OLCF). The current approach utilizes a modified PanDA pilot framework for job submission to Titan’s batch queues and local data management, with light-weight MPI wrappers to run single threaded workloads in parallel on Titan’s multi-core worker nodes. It also gives PanDA new capability to collect, in real time, information about unused worker nodes on Titan, which allows precise definition of the size and duration of jobs submitted to Titan according to available free resources. This capability significantly reduces PanDA job wait time while improving Titan’s utilization efficiency. This implementation was tested with a variety of Monte-Carlo workloads on Titan and is being tested on several other supercomputing platforms.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2024

Flexible Stellarator Physics Facility

We propose to build a Flexible Stellarator Physics Facility to explore promising regions of the vast parameter space of disruption-free stellarator solutions for Fusion Pilot Plants (FPPs). The FESAC Long Range Plan recognized the quasi-symmetric stellarator as “the leading US approach to developing disruption-free, low-recirculating-power fusion configurations”. To deliver the ambitious Decadal Vision for Commercial Fusion Energy, we must establish a persuasive stellarator program in parallel to the tokamak one: the stellarator will prove to be a better path to a reactor if theoretical predictions are confirmed and novel optimization techniques and strategies work as desired. Since the release of the Long Range Plan in 2020, stellarators have arguably made the most significant advances of all fusion concepts. Groundbreaking results from W7-X demonstrated low neoclassical transport and the successful operation of the island divertor. Advances in theory and modeling now allow us to minimize turbulent transport, to achieve equilibria with precise quasisymmetry, to reduce neoclassical transport and fast ion loss to levels far below what has been previously achieved, and to minimize the effect of coil manufacturing errors. If realized, these advances will lead to cost-effective stellarator designs with confinement comparable to tokamaks but without the fundamental challenges of disruptions and current drive.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2024

Leadership and Community Engagement in Chile: Deploying Net-Zero Technologies and Solutions

The report presents the 2023 Net Zero World Chile program results from activities of the the four program workstreams: 1) energy-system wide modeling LEAP modeling and analysis results including accelerated Net Zero scenarios with aggressive energy efficiency improvements, fuel switching, and electrification across demand sector; 2) district energy chapter provides thermal district energy systems modeling results of the Recoleta-Independencia pilot project and comparative analysis of district energy systems' potential versus competing technologies in Chile; 3) just transition action steps for the creation of a sister city relationship between Tocopilla and a US counterpart city; and 4) power decarbonization capacity building activities focused on the selection and adoption of grid-enhancing technologies.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1979

Flying NASA's Terminal Configured Vehicle against the Microwave Landing System

A prototype Boeing 737 aircraft has been received for use in the Terminal Configured Vehicle (TCV) Program, the aim of which is to develop technology for advanced airborne systems and flight procedures to improve terminal area operations in the future ATC environment. The paper discusses the TCV aircraft, its integrated digital electronic displays and flight controls, and the means by which the pilot interfaces with the aircraft to fly precise curved descending approaches under MLS guidance.

Person, L. H., Jr.↗
NASA NTRS1982

Analysis of in-trail following dynamics of CDTI-equipped aircraft

In connection with the necessity to provide greater terminal area capacity, attention is given to approaches in which the required increase in capacity will be obtained by making use of more automation and by involving the pilot to a larger degree in the air traffic control (ATC) process. It was recommended that NASA should make extensive use of its research aircraft and cockpit simulators to assist the FAA in examining the capabilities and limitations of cockpit displays of traffic information (CDTI). A program was organized which utilizes FAA ATC (ground-based) simulators and NASA aircraft and associated cockpit simulators in a research project which explores applications of the CDTI system. The present investigation is concerned with several questions related to the CDTI-based terminal area traffic tactical control concepts. Attention is given to longitudinal separation criteria, a longitudinal following model, longitudinal capture, combined longitudinal/vertical control, and lateral control.

Sorensen, J. A.↗
NASA NTRS1986

Space Shuttle flying qualities criteria assessment. Phase 5: Data acquistion and analysis

The development of flying qualities experiments (OFQ) as a part of the Orbiter Experiments Program (OEX) was continued. The data base was extended to use the ground based cinetheodolite measurements of orbiter approach and landing. Onboard the cinetheodolite data were analyzed from flights STS 2 through 7 to identify the effective augmented vehicle dynamics, the control strategy employed by the pilot during preflare, shallow glide, and final flare segments of the landing, and the key approach and touchdown performance measures. A plan for an OFQ flying qualities data archive and processing is presented.

Myers, T. T.↗
NASA NTRS1985

Technology research for strapdown inertial experiment and digital flight control and guidance

A helicopter flight-test program to evaluate the performance of Honeywell's Tetrad - a strapdown, laser gyro, inertial navitation system is discussed. The results of 34 flights showed a mean final navigational velocity error of 5.06 knots, with a standard deviation of 3.84 knots; a corresponding mean final position error of 2.66 n.mi., with a standard deviation of 1.48 n.m.; and a modeled mean-position-error growth rate for the 34 tests of 1.96 knots, with a standard deviation of 1.09 knots. Tetrad's four-ring laser gyros provided reliable and accurate angular rate sensing during the test program and on sensor failures were detected during the evaluation. Criteria suitable for investigating cockpit systems in rotorcraft were developed. This criteria led to the development of two basic simulators. The first was a standard simulator which could be used to obtain baseline information for studying pilot workload and interactions. The second was an advanced simulator which integrated the RODAAS developed by Honeywell into this simulator. The second area also included surveying the aerospace industry to determine the level of use and impact of microcomputers and related components on avionics systems.

Carestia, R. A.↗
NASA NTRS1984

Development of an advanced pitch active control system and a reduced area horizontal tail for a wide-body jet aircraft

The development of an advanced pitch active control system (PACS) and a reduced area horizontal tail for a wide-body jet transport (L-1011) with a flying horizontal stabilizer is discussed. The advanced PACS control law design objectives were to provide satisfactory handling qualities for aft c.g. flight conditions to negative static stability margins of 10 percent and to provide good maneuver control column force gradients for nonlinear stability flight conditions. Validity of the control laws were demonstrated by piloted flight simulation tests on the NASA Langley Visual Motion Simulator. Satisfactory handling qualities were actually demonstrated to a negative 20 percent static stability margin. The PACS control laws were mechanized to provide the system architecture that would be suitable for an L-1011 flight test program to a negative stability margin of 3 percent which represents the aft c.g. limits of the aircraft. Reduced area horizontal tail designs of 30 and 38 percent with respect to the L-1011 standard tail were designed, fabricated and wind tunnel tested. Drag reductions and weight savings of the 30 percent smaller tail would provide an L/D benefit of about 2% and the 38% small tail L/D benefit would be about 3 percent. However, forward c.g. limitations would have to be imposed on the aircraft because the maximum horizontal tail lift goal was not achieved and sufficient aircraft nose-up control authority was not available. This limitation would not be required for a properly designed new aircraft.

Guinn, Wiley A.↗
NASA NTRS1991

A CLIPS-based tool for aircraft pilot-vehicle interface design

The Pilot-Vehicle Interface of modern aircraft is the cognitive, sensory, and psychomotor link between the pilot, the avionics modules, and all other systems on board the aircraft. To assist pilot-vehicle interface designers, a C Language Integrated Production System (CLIPS) based tool was developed that allows design information to be stored in a table that can be modified by rules representing design knowledge. Developed for the Apple Macintosh, the tool allows users without any CLIPS programming experience to form simple rules using a point and click interface.

Fowler, Thomas D.↗
NASA NTRS1998

High Resolution Airborne Digital Imagery for Precision Agriculture

The Environmental Research Aircraft and Sensor Technology (ERAST) program is a NASA initiative that seeks to demonstrate the application of cost-effective aircraft and sensor technology to private commercial ventures. In 1997-98, a series of flight-demonstrations and image acquisition efforts were conducted over the Hawaiian Islands using a remotely-piloted solar- powered platform (Pathfinder) and a fixed-wing piloted aircraft (Navajo) equipped with a Kodak DCS450 CIR (color infrared) digital camera. As an ERAST Science Team Member, I defined a set of flight lines over the largest coffee plantation in Hawaii: the Kauai Coffee Company's 4,000 acre Koloa Estate. Past studies have demonstrated the applications of airborne digital imaging to agricultural management. Few studies have examined the usefulness of high resolution airborne multispectral imagery with 10 cm pixel sizes. The Kodak digital camera integrated with ERAST's Airborne Real Time Imaging System (ARTIS) which generated multiband CCD images consisting of 6 x 106 pixel elements. At the designated flight altitude of 1,000 feet over the coffee plantation, pixel size was 10 cm. The study involved the analysis of imagery acquired on 5 March 1998 for the detection of anomalous reflectance values and for the definition of spectral signatures as indicators of tree vigor and treatment effectiveness (e.g., drip irrigation; fertilizer application).

Herwitz, Stanley R.↗
NASA NTRS2002

Using the Process and Excitement of Science and Technology to Empower Teachers and Engage their Students

Students United with NASA Becoming Enthusiastic About Math and Science (SUNBEAMS) is a Partnership between NASA Goddard Space Flight Center (GSFC) and the District of Columbia Public Schools (DCPS). It empowers teachers and inspires students with the process and excitement of science and technology. SUNBEAMS is being developed as a model urban intervention program for sixth grade teachers and their students. The teachers come to Goddard for five weeks during the summer. They partner with Goddard mentors and work much the same way that summer students do. In addition, the teachers are responsible for developing lesson plans that they pilot at their schools and post on the SUNBEAMS web site. During the school year, each teacher brings one class to Goddard for a full week of total immersion in math and science.

Crannell, Carol Jo↗
NASA NTRS2010

The Evolution of Utilizing Manual Throttling to Avoid Excessively Low LH2 NPSP at the SSME Inlet

In the late 1970s, years before the Space Shuttle flew its maiden voyage, it was understood low liquid hydrogen (LH2) Net Positive Suction Pressure (NPSP) at the inlet to the Space Shuttle Main Engine (SSME) could have adverse effects on engine operation. A number of failures within both the External Tank (ET) and the Orbiter Main Propulsion System (MPS) could result in a low LH2 NPSP condition, which at extremely low levels can result in cavitation of SSME turbomachinery. Operational workarounds were developed to take advantage of the onboard crew s ability to manually throttle down the SSMEs (via the Pilot s Speedbrake/Throttle Controller), which alleviated the low LH2 NPSP condition. Manually throttling the SSME to a lower power level resulted in an increase in NPSP, mainly due to the reduction in frictional flow losses while at the lower throttle setting. Early in the Space Shuttle Program s history, the relevant Flight Rule for the Booster flight controller in Mission Control did not distinguish between ET and Orbiter MPS failures and the same crew action was taken for both. However, after a review of all Booster operational techniques following the Challenger disaster in the late 1980s, it was determined manually throttling the SSME to a lower power was only effective for Orbiter MPS failures and the Flight Rule was updated to reflect this change. The Flight Rule and associated crew actions initially called for a single throttle step to minimum power level when a low threshold for NPSP was met. As engineers refined their understanding of the NPSP requirements for the SSME (through a robust testing program), the operational techniques evolved to take advantage of the additional capabilities. This paper will examine the evolution of the Flight rule and associated procedure and how increases in knowledge about the SSME and the Space Shuttle vehicle as a whole have helped shape their development. What once was a single throttle step when NPSP decreased to a certain low threshold has now become three throttle steps, each occurring at a lower NPSP threshold. Additionally the procedure, which for early Space Shuttle missions required a Return-to-Launch-Site abort, now results in a nominal Main Engine Cut Off and no loss of mission objectives.

Henfling, Rick↗
NASA NTRS2011

The Evolution of Utilizing Manual Throttles to Avoid Excessively Low LH2 NPSP at the SSME Inlet

In the late 1970s, years before the Space Shuttle flew its maiden voyage, it was understood low liquid hydrogen (LH2) Net Positive Suction Pressure (NPSP) at the inlet to the Space Shuttle Main Engine (SSME) could have adverse effects on engine operation. A number of failures within both the External Tank (ET) and the Orbiter Main Propulsion System (MPS) could result in a low LH2 NPSP condition, which at extremely low levels can result in cavitation of SSME turbomachinery. Operational workarounds were developed to take advantage of the onboard crew s ability to manually throttle down the SSMEs (via the Pilot s Speedbrake/Throttle Controller), which alleviated the low LH2 NPSP condition. Manually throttling the SSME to a lower power level resulted in an increase in NPSP, mainly due to the reduction in frictional flow losses while at the lower throttle setting. Early in the Space Shuttle Program s history, the relevant Flight Rule for the Booster flight controllers in Mission Control did not distinguish between ET and Orbiter MPS failures and the same crew action was taken for both. However, after a review of all Booster operational techniques following the Challenger disaster in the late 1980s, it was determined manually throttling the SSME to a lower power was only effective for Orbiter MPS failures and the Flight Rule was updated to reflect this change. The Flight Rule and associated crew actions initially called for a single throttle step to minimum power level when a low threshold for NPSP was met. As engineers refined their understanding of the NPSP requirements for the SSME (through a robust testing program), the operational techniques evolved to take advantage of the additional capabilities. This paper will examine the evolution of the Flight rule and associated procedure and how increases in knowledge about the SSME and the Space Shuttle vehicle as a whole have helped shape their development. What once was a single throttle step when NPSP decreased to a certain threshold has now become three throttle steps, each occurring at a lower NPSP threshold. Additionally the procedure, which for early Space Shuttle missions required a Return-to-Launch-Site abort, now results in a nominal Main Engine Cut Off and no loss of mission objectives.

Henfling, Rick↗
DOE OSTI2018

Zero Energy University Campuses: A 2018 Progress Update on Reaching Campus Energy Goals: Preprint

Many universities have aggressive energy-reduction and climate action plans. To reach these goals, leading universities have developed a suite of common energy-efficiency and renewable generation strategies. In this paper, we present a common set of approaches across the following areas: zero energy campus definitions and planning, best practices for including energy targets in new construction procurement contracts and design guidelines, implementing pilot new construction zero energy projects, aggressively implementing best-in-class laboratory energy-efficiency strategies, planning for and optimizing on-site and off-site renewable energy projects, and high-performance district energy systems. Best practices are compiled from various experiences, including programs funded by the U.S. Department of Energy, Energy Efficiency and Renewable Energy program. The summary of these best practices is to reduce campus energy use and then meet the remaining campus energy needs with renewable energy. The fivestep process to developing and implementing campus energy-reduction plans is described: 1) determine baseline energy consumption, 2) analyze technology options, 3) develop a plan and set priorities, 4) implement the plan, and 5) evaluate progress. The process follows a logical hierarchy of actions to evaluate options by energy sector and set specific targets. It encompasses all energy systems on campus, recognizing that campus-wide measures have increased potential for reducing energy use. Common strategies are explained along with examples and results.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2018

Zero Energy University Campuses: A 2018 Progress Update on Reaching Campus Energy Goals

Many universities have aggressive energy-reduction and climate action plans. To reach these goals, leading universities have developed a suite of common energy-efficiency and renewable generation strategies. In this paper, we present a common set of approaches across the following areas: zero energy campus definitions and planning, best practices for including energy targets in new construction procurement contracts and design guidelines, implementing pilot new construction zero energy projects, aggressively implementing best-in-class laboratory energy-efficiency strategies, planning for and optimizing on-site and off-site renewable energy projects, and high-performance district energy systems. Best practices are compiled from various experiences, including programs funded by the U.S. Department of Energy, Energy Efficiency and Renewable Energy program. The summary of these best practices is to reduce campus energy use and then meet the remaining campus energy needs with renewable energy. The fivestep process to developing and implementing campus energy-reduction plans is described: 1) determine baseline energy consumption, 2) analyze technology options, 3) develop a plan and set priorities, 4) implement the plan, and 5) evaluate progress. The process follows a logical hierarchy of actions to evaluate options by energy sector and set specific targets. It encompasses all energy systems on campus, recognizing that campus-wide measures have increased potential for reducing energy use. Common strategies are explained along with examples and results.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗