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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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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2022

Near Term Urban Air Mobility Use Cases in the Dallas Fort-Worth Area

NASA is conducting research on airspace management and flight procedures concepts for Urban Air Mobility (UAM). A series of collaborative meetings between NASA and Joby, informed by FAA and DFW airport subject matter experts, spanned several years and developed five use cases for operations in the Dallas-Fort Worth Airport (DFW) area. This report describes how UAM aircraft could navigate between vertiports within a region with a high volume of conventional air traffic in the neighboring areas and provides recommendations for introducing UAM operations at DFW. The objective of this effort is to evaluate the extent to which UAM flights are possible in the current National Airspace System and identify whether existing approaches to expanded operations will work for UAM.

Urban Air Mobility↗
NASA NTRS1972

Measurement of the neutral composition of the lower thermosphere above Fort Churchill by rocket-borne mass spectrometer.

Measurement of the neutral atmospheric composition above Fort Churchill, Canada (59 N, 94 W), by mass spectrometers in two rocket flights at 0835 CST on Feb. 4 and 6, 1969. A quantitative measure for the extent of agreement with static diffusive equilibrium is introduced, and substantial agreement with profiles predicted when static diffusive equilibrium was assumed is found for all constituents including helium. A sensitive search for atomic nitrogen yielded upper limits of a few per cent for one flight and of 0.2% for the other.

Hickman, D. R.↗
NASA NTRS1973

Study of neutral composition of lower thermosphere at Fort Churchill.

On Feb. 4 and 6, 1969, and May 11, 1970, Aerobee rockets carrying neutral mass spectrometers were flown at Fort Churchill, Canada during conditions of low geomagnetic activity. As in earlier flights at White Sands, New Mexico, each rocket carried both 'open' and 'closed' ion source instruments. Vertical profiles of N2, O2, O, Ar, and He were measured. Results obtained were essentially the same as those observed at White Sands except that for the winter flights helium appeared to be in diffusive equilibrium.

Nier, A. O.↗
NASA NTRS1975

Generalized Du Fort-Frankel methods for parabolic initial boundary value problems

The Du Fort-Frankel difference scheme is generalized to difference operators of arbitrary high order accuracy in space and to arbitrary order of the parabolic differential operator. Spectral methods can also be used to approximate the spatial part of the differential operator. The scheme is explicit, and it is unconditionally stable for the initial value problem. Stable boundary conditions are given for two different fourth order accurate space approximations.

Gottlieb, D.↗
NASA NTRS1975

Echo 2 - Observations at Fort Churchill of a 4-keV peak in low-level electron precipitation

The Echo 2 rocket flight launched from Fort Churchill, Manitoba, offered the opportunity to observe high-latitude low-level electron precipitation during quiet magnetic conditions. Although no visual aurora was evident at the time of the flight, an auroral spectrum sharply peaked at a few keV was observed to have intensities from 1 to 2 orders of magnitude lower than peaked spectra typically associated with bright auroral forms. There is a growing body of evidence that relates peaked electron spectra to discrete aurora. The Echo 2 observations show that whatever the mechanism for peaking the electron spectrum in and above discrete forms, it operates over a range of precipitation intensities covering nearly 3 orders of magnitude down to subvisual or near subvisual events.

Arnoldy, R. L.↗
NASA NTRS1976

Generalized Du Fort-Frankel methods for parabolic initial-boundary value problems

The Du Fort-Frankel difference scheme is generalized to difference operators of arbitrary high order accuracy in space and to arbitrary order of the parabolic differential operator. Spectral methods can also be used to approximate the spatial part of the differential operator. The scheme is explicit, and it is unconditionally stable for the initial value problem. Stable boundary conditions are given for two different fourth order accurate space approximations.

Gottlieb, D.↗
NASA NTRS1995

FORTE antenna element and release mechanism design

The Fast On-Orbit Recording of Transient Events (FORTE) satellite being built by Los Alamos National Laboratory (LANL) and Sandia National Laboratories (SNL) has as its most prominent feature a large deployable (11 m by 5 m) log periodic antenna to monitor emissions from electrical storms on the Earth. This paper describes the antenna and the design for the long elements and explains the dynamics of their deployment and the damping system employed. It also describes the unique paraffin-actuated reusable tie-down and release mechanism employed in the system.

Rohweller, David J.↗
NASA NTRS1995

Turbulence model development and application at Lockheed Fort Worth Company

This viewgraph presentation demonstrates that computationally efficient k-l and k-kl turbulence models have been developed and implemented at Lockheed Fort Worth Company. Many years of experience have been gained applying two equation turbulence models to complex three-dimensional flows for design and analysis.

Smith, Brian R.↗
NASA NTRS2000

Atmospheric Boundary Layer Wind Data During the Period January 1, 1998 Through January 31, 1999 at the Dallas-Fort Worth Airport: Quality Assessment - Volume 1

The quality of the Aircraft Vortex Spacing System (AVOSS) is critically dependent on representative wind profiles in the atmospheric boundary layer. These winds observed from a number of sensor systems around the Dallas-Fort Worth airport were combined into single vertical wind profiles by an algorithm developed and implemented by MIT Lincoln Laboratory. This process, called the AVOSS Winds Analysis System (AWAS), is used by AVOSS for wake corridor predictions. During times when AWAS solutions were available, the quality of the resultant wind profiles and variance was judged from a series of plots combining all sensor observations and AWAS profiles during the period 1200 to 0400 UTC daily. First, input data was evaluated for continuity and consistency from criteria established. Next, the degree of agreement among all wind sensor systems was noted and cases of disagreement identified. Finally, the resultant AWAS solution was compared to the quality-assessed input data. When profiles differed by a specified amount from valid sensor consensus winds, times and altitudes were flagged. Volume one documents the process and quality of input sensor data. Volume two documents the data processing/sorting process and provides the resultant flagged files.

Zak, J. Allen↗
NASA NTRS2002

Demonstration of Land and Hold Short Technology at the Dallas-Fort Worth International Airport

A guidance system for assisting in Land and Hold Short operations was developed and then tested at the Dallas-Fort Worth International Airport. This system displays deceleration advisory information on a head-up display (HUD) in front of the airline pilot during landing. The display includes runway edges, a trend vector, deceleration advisory, locations of the hold line and of the selected exit, and alphanumeric information about the progress of the aircraft. Deceleration guidance is provided to the hold short line or to a pilot selected exit prior to this line. Logic is provided to switch the display automatically to the next available exit. The report includes descriptions of the algorithms utilized in the displays, and a report on the techniques of HUD alignment, and results.

Hyer, Paul V.↗
NASA NTRS2002

NASA Runway Incursion Prevention System (RIPS) Dallas-Fort Worth Demonstration Performance Analysis

NASA's Aviation Safety Program Synthetic Vision System project conducted a Runway Incursion Prevention System (RIPS) flight test at the Dallas-Fort Worth International Airport in October 2000. The RIPS research system includes advanced displays, airport surveillance system, data links, positioning system, and alerting algorithms to provide pilots with enhanced situational awareness, supplemental guidance cues, a real-time display of traffic information, and warnings of runway incursions. This report describes the aircraft and ground based runway incursion alerting systems and traffic positioning systems (Automatic Dependent Surveillance - Broadcast (ADS-B) and Traffic Information Service - Broadcast (TIS-B)). A performance analysis of these systems is also presented.

Cassell, Rick↗
NASA NTRS2002

Archaeological Remote Sensing: Searching for Fort Clatsop from Space

The Columbia Gorge Discovery Center and NASA's Stennis Space Center have teamed up to use high-resolution aerial and satellite-based remote sensing in the search for Lewis and Clark expedition campsites. A Space Act Agreement between NASA and the Discovery Center has evolved into a study that employs remote sensing, plus modern and historical map data for relocating several Lewis and Clark encampments. Satellite data being studied include 30-meter Landsat Thematic Mapper and 1-meter Space Imaging IKONOS data. This paper includes an overview of the working relationship between NASA and the Discovery Center. It also reports on geospatial analyses of the Fort Clatsop site to demonstrate the ways geospatial technologies interface with the written and cartographic records of the expedition and how they are applied to the search for Lewis and Clark campsites.

Karsmizki, Kenneth W.↗
NASA NTRS2007

Sodium Lidar-observed Strong Inertia-gravity Wave Activities in the Mesopause Region over Fort Collins, Colorado (41 deg N, 105 deg W)

In December 2004, the Colorado State University sodium lidar system at Fort Collins, Colorado (41 deg N, 105 deg W), conducted an approximately 80-hour continuous campaign for the simultaneous observations of mesopause region sodium density, temperature, and zonal and meridional winds. This data set reveals the significant inertia-gravity wave activities with a period of approximately 18 hours, which are strong in both wind components since UT day 338 (second day of the campaign), and weak in temperature and sodium density. The considerable variability of wave activities was observed with both wind amplitudes growing up to approximately 40 m/s at 95-100 km in day 339 and then decreasing dramatically in day 340. We also found that the sodium density wave perturbation is correlated in phase with temperature perturbation below 90 km, and approximately 180 deg out of phase above. Applying the linear wave theory, we estimated the wave horizontal propagation direction, horizontal wavelength, and apparent horizontal phase speed to be approximately 25 deg south of west, approximately 1800 +/- 150 km, and approximately 28 +/- 2 m/s, respectively of wave intrinsic period, intrinsic phase speed, and vertical wavelength were also estimated. While the onset of enhanced inertia-gravity wave amplitude in the night of 338 was observed to be in coincidence with short-period gravity wave breaking via convective instability, the decrease of inertia-gravity wave amplitude after noon of day 339 was also observed to coincide with the development of atmospheric dynamical instability layers with downward phase progression clearly correlated with the 18-hour inertia-gravity wave, suggesting likely breaking of this inertia-gravity wave via dynamical (shear) instability.

mesopause region↗
NASA NTRS2008

Effect of Surface Traffic Count on Taxi Time at Dallas-Fort Worth (DFW) International Airport

As the amount of air traffic increases over the years, most airports simply do not have the means of expanding to handle the intensified traffic on the surface that will ensue. Precise surveillance equipment and automation concepts, as well as advanced surface traffic algorithms are being developed to improve airport efficiency. These surface algorithms require inputs unique to each airport to ensure maximum efficiency, and minimal taxi delay. This study analyzes surface traffic at Dallas-Fort Worth International Airport (DFW) to determine the effect of the number of aircraft on the surface and the amount of stop and go situations they experience to the amount of additional taxi time encountered. If the surface capacity of an airport is known, minimal delay can be accomplished by limiting the number of taxiing aircraft to that capacity. This concept is related to highways, where traffic flow drastically decreases as more cars occupy the road. An attempt to minimize this effect on highways is seen with the use of metering lights at freeway on-ramps. Since the surface traffic at airports is highly regulated, and aircraft are less mobile on the ground, limiting the surface count to a certain number can greatly reduce the amount of additional taxi time encountered, as well as reduce hazardous emissions. This study will also find the regions of an airport that encounter the most additional taxi time when the number of aircraft in that area is increased. This could help surface traffic algorithms avoid congesting that area, or re-route aircraft to different runways when that area reaches its capacity. The relationship between the amount of stop and go situations an aircraft encounters and their effect on the taxi time of that aircraft will also be investigated. This will help to determine the effect of holding an aircraft on the taxiway as opposed to re-routing it. The lesser of the two should be used when developing surface traffic algorithms to further minimize the delay encountered. The fields investigated in this study include taxi time, the number of aircraft on the surface, the number of stop and go situations, and the time stopped for each aircraft. Taxi time is defined as spot to runway for departures, and runway to spot for arrivals. It does not include ramp area taxi time because the ramp area is controlled differently, and surface traffic schedulers do not currently incorporate them. Taxi time is found by finding the difference between take-off time (OFF) and spot crossing time for departures, and spot crossing time and landing time (ON) for arrivals. All surface data was either found directly using the Surface Operations Data Analysis and Adaptation (SODAA), a tool to analyze the Surface Management System (SMS) generated log files, or indirectly from SODAA using Matlab to derive values from SODAA data. The number of aircraft on the surface is found by looping through the ON times, OFF times, and spot times for each aircraft during a particular day. For each departure aircraft, surface counts are taken at its spot crossing and OFF time. The average of these two is used as the surface count for that aircraft. For arrivals, surface counts are taken at its ON time and its spot crossing time. The average of these two is used.

Kistler, Matthew Stephen↗