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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 NTRSDate not supplied

Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP)

Aircraft in oceanic and remote non-radar airspace frequently fly for extended periods of time in the same direction, at the same time, along similar flight paths as other aircraft. Since there is no radar surveillance, controllers use procedural separation to ensure that aircraft remain separated. Procedural separation distances are typically larger than radar separation distances and as a result aircraft operating in oceanic airspace are sometimes held at non-optimal flight levels due to conflicting traffic at intervening flight levels. Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP) were developed to enable flight level change maneuvers that would otherwise not be possible with current procedural separation standards. Aircraft operators choosing to equip with an ADS-B transceiver and an appropriate onboard decision support system would be able to take advantage of these procedures when operating in proximity to aircraft equipped with a suitable ADS-B transmitter (“ADS-B Out”). The ability to perform in-trail maneuvers to achieve more time at optimum altitudes could result in more efficient and predictable flight profiles thereby saving fuel and in some cases allowing operators to make beneficial operational decisions. NASA first began developing ADS-B ITP in 2003 as a result of a desire to develop methodologies, concepts, and procedures to reduce separation requirements for future air transportation systems using airborne ADS-B. The objectives were to provide insight into the details necessary to reduce separation requirements for the future and to develop applications that could provide incentives for operators to voluntarily equip with transformational technologies. From 2003 to 2008, NASA conducted research that supported the development of ITP including batch simulations, human-in-the-loop experiments and avionics and separation standards development. This research showed enough maturity and benefit that in 2008, the FAA Surveillance and Broadcast Services (SBS) program adopted ADS-B ITP as one of their three key, near-term applications to make use of ADS-B-In. The FAA developed an agreement with NASA to transition the technology and established an FAA project for the purpose of performing an operational trial of ADS-B ITP in revenue service in the summer of 2011. The objectives of the project are to a) validate the operational performance and economic benefits of ITP; and b) develop and validate ADS-B ITP Minimum Operational Performance Specifications (MOPS) material. As a part of this project, the FAA established agreements with United Airlines and Honeywell. The agreements include the work necessary for the development, certification and installation of onboard systems for twelve United Airlines 747-400s. ITP system development is nearly complete and certification activities are underway. The FAA project has also been working with Oakland Oceanic Control Center (ZOA) and the FAA’s Oceanic and Offshore Operations Office to develop controller procedures and safety analyses that are required to support the flight trial. The FAA has also been working on the development of an ITP Operational Specification that should be approved this April. The presentation will cover some of the key aspects of the development, challenges, and integration required to successfully transition ADS-B ITP from a concept in 2003 to flight trials in revenue service in 2011.

Kenneth M Jones↗
NASA NTRS2026

Thermal Inspection for the Assessment of Adhesively Bonded Metal Adherents

Certification of adhesively bonded structures is currently a challenge for aircraft manufacturers. The ability to certify bonds in primary structure can reduce dependence on fasteners and this will enable more efficient manufacturing. For example, drilling holes and installing fasteners in bonded joints can be a potentially significant bottleneck in airframe manufacturing. In addition, fasteners increase the airframe weight and can add stress concentration areas. Reducing fastener count can accelerate manufacturing and improve aircraft performance. NASA is currently investigating nondestructive evaluation (NDE) techniques to assess bond integrity. For example, bond thickness influences bond strength and therefore NDE techniques are being investigated to determine bond thickness. For bonded metal structures, there is a large difference in the thermal diffusivity between the 7075 aluminum alloy metal adherends and aircraft grade adhesive. Multi-layered thermal models show a large variation in the thermal response for bondline adhesive thicknesses that vary from 100 to 300 microns for adherend thicknesses of 0.163 cm. Experimental through-transmission thermal measurements reveal promise to quantitatively characterize the bondline thickness. Results were validated with X-ray computed tomography and optical microscopy measurements, and influence of porosity on the thermal model and measurements are investigated.

bondline thickness↗
NASA NTRS1993

Prediction of prompt NO(x) in hydrocarbon air flames

The gas turbine industry is directing particular attention to very low NOx combustors, whether for aircraft or land based CCGT systems. These low NOx combustors frequently use liquid fuels or natural gas burning under very lean premixed conditions with air or under rich-lean conditions, although only the first case is studied here. In land based systems, diluted steam or nitrogen are sometimes injected into the combustion chambers to reduce flame temperature. The NOx emissions from such systems are the product of three chemical mechanisms which are interrelated: the hydrocarbon prompt NO, the thermal NO (extended Zeldovich mechanism), and the nitrous oxide route to NO. Formation of NO2 from NO also occurs, as well as emission of carbon monoxide and unburnt hydrocarbons. When the fuel-oxidant proportion decreases towards leaner conditions, flame temperatures are lowered, resulting in the total NO being reduced and the thermal-NO contribution greatly diminished to the benefit of the remaining two mechanisms of NO formation. While knowledge of the elementary reactions and their chemical kinetics concerning methane and simple hydrocarbons combustion has existed for a number of years, its use for computer modeling is limited to simple flow dynamics configurations. Nevertheless, understanding of such combusting flows under a wide range of experimental conditions allows for analogies or speculations with more complex actual systems. Such understanding can be achieved by means of one dimensional laminar premixed flame modeling, with a full chemical mechanism which incorporates the three routes of NO formation. Complementary to this understanding is the modeling of the actual combustion system using a full description of the fluid dynamics coupled with a reduced chemical scheme, which is then compared against the first model. The objective of this investigation is to evaluate the relative importance of the three mechanisms of NO formation in lean premixed methane-air combustion with increasing pressure using the one dimensional plug flow package PREMIX, and to test the validity of a three dimensional model with a global chemical mechanism against the one dimensional model in the atmospheric pressure case. Methane is chosen because it is the only mechanism which is reasonably well known and is a good guide to the behavior of other hydrocarbons. The mixture ratio chosen is richer than that in lean gas turbines, but the combustion of this mixture with the low preheat gives realistic gas turbine final flame temperatures. Conditions of NO2 formation are also analyzed in the one dimensional model and results extrapolated to the case of gas turbines.

Valerie Dupont↗
NASA NTRS2026

Thermal Inspection for the Assessment of Adhesively Bonded Metal Adherends

Certification of adhesively bonded structures is currently a challenge for aircraft manufacturers. The ability to certify bonds in primary structure can reduce dependence on fasteners and this will enable more efficient manufacturing. For example, drilling holes and installing fasteners in bonded joints can be a potentially significant bottleneck in airframe manufacturing. In addition, fasteners increase the airframe weight and can add stress concentration areas. Reducing fastener count can accelerate manufacturing and improve aircraft performance. NASA is currently investigating nondestructive evaluation (NDE) techniques to assess bond integrity. For example, bond thickness influences bond strength and therefore NDE techniques are being investigated to determine bond thickness. For bonded metal structures, there is a large difference in the thermal diffusivity between the 7075 aluminum alloy metal adherends and aircraft grade adhesive. Multi-layered thermal models show a large variation in the thermal response for bondline adhesive thicknesses that vary from 100 to 300 microns for adherend thicknesses of 0.163 cm. Experimental through-transmission thermal measurements reveal promise to quantitatively characterize the bondline thickness. Results were validated with X-ray computed tomography and optical microscopy measurements, and influence of porosity on the thermal model and measurements are investigated.

X-ray computed tomography↗
NASA NTRS1963

The NERVA Engine Program

The objective of the NERVA engine program is the development of a nuclear rocket engine for use in space missions. The letters N E R V A mean Nuclear Engine for Rocket Vehicle Application. NERVA is a long-range program that had its beginning in about 1955 when the Los Alamos Scientific Laboratory began preliminary studies on the feasibility of thermal reactors for rocket application. At about the same time, the Livermore Laboratory began parallel studies, but this dual effort was discontinued about a year later. In 1961 an industrial contractor team, the Aerojet-General Corporation and the Westinghouse Electric Corporation, was selected to carry out the development of the NERVA engine, and their activity began in mid-1961. Aerojet was made the prime contractor with responsibility for the complete engine development program, and Westinghouse was made a principal subcontractor with responsibility for the development of the reactor. A government field office, the Cleveland Extension of the Space Nuclear Propulsion Office, was set up to manage this development program. This office is located in Cleveland because of the availability of technical backup at the Lewis Research Center.

Lester C Corrington↗
NASA NTRSDate not supplied

Mass Economy Evaluation for Integrated ECLSS and Propulsion Architecture

As missions in Low Earth Orbit (LEO) lengthen and extend to deep space, minimizing resupply needs becomes vital for sustaining crewed operations. Traditional life support systems depend on consumables resupplied from Earth, a method that is increasingly impractical for missions beyond LEO, such as lunar outposts or Mars transit. Long-duration missions require more efficient, autonomous systems that can recycle essential resources, particularly water and oxygen, to minimize the frequency and mass of resupply missions. The Environmental Control and Life Support System (ECLSS) is essential to such missions, with the International Space Station (ISS) serving as a testbed for advanced water recovery and partial oxygen recycling via physico-chemical methods. Yet, ECLSS and propulsion subsystems generally operate independently, despite overlapping requirements and potential areas for synergy. For instance, ECLSS byproducts, water, CO₂, and hydrogen, could be repurposed for propulsion, potentially reducing dedicated propellant mass and increasing overall system efficiency. One promising approach is to develop shared-resource architectures that integrate ECLSS with propulsion systems. This study examines the potential of such integration through the Sabatier CO₂ reduction process, focusing on water management as a key factor in system mass trade-offs. The Sabatier reaction produces water and methane from metabolic CO₂ and electrolytic hydrogen, partially closing the life support loop and providing methane, which could serve as a propellant. This integration could minimize waste, reduce resupply requirements, and enhance mission mass efficiency. A dynamic modeling framework will be used to simulate resource flows over long missions, capturing interactions between life support and propulsion. By comparing integrated versus separate system configurations, the study aims to quantify mass benefits and penalties, informing future habitat designs and trade studies for missions prioritizing autonomy and mass efficiency.

ECLSS↗
NASA NTRS2026

Mass Economy Evaluation for Integrated ECLSS and Propulsion Architecture

As missions in low Earth orbit (LEO) lengthen and extend to deep space, minimizing resupply needs becomes vital for sustaining crewed operations. Traditional life support systems depend on consumables resupplied from Earth, a method that is increasingly impractical for missions beyond LEO, such as lunar outposts or Mars transit. Long-duration missions require more efficient, autonomous systems that can recycle essential resources, particularly water and oxygen, to minimize the frequency and mass of resupply missions. The Environmental Control and Life Support System (ECLSS) is essential to such missions, with the International Space Station (ISS) serving as a testbed for advanced water recovery and partial oxygen recycling via physico-chemical methods. Yet, ECLSS and propulsion subsystems generally operate independently, despite overlapping requirements and potential areas for synergy. For instance, ECLSS byproducts, water, CO 2 , and hydrogen, could be repurposed for propulsion, potentially reducing dedicated propellant mass and increasing overall system efficiency. One promising approach is to develop shared-resource architectures that integrate ECLSS with propulsion systems. This study examines the potential of such integration through the Sabatier CO₂ reduction process, focusing on water management as a key factor in system mass trade-offs. The Sabatier reaction produces water and methane from metabolic CO 2 and electrolytic hydrogen, partially closing the life support loop and providing methane, which could serve as a propellant. This integration could minimize waste, reduce resupply requirements, and enhance mission mass efficiency. A dynamic modeling framework will be used to simulate resource flows over long missions, capturing interactions between life support and propulsion. By comparing integrated versus separate system configurations, the study aims to quantify mass benefits and penalties, informing future habitat designs and trade studies for missions prioritizing autonomy and mass efficiency.

ECLSS↗
NASA NTRS2012

Analysis of Screen Channel LAD Bubble Point Tests in Liquid Methane at Elevated Temperature

This paper examines the effect of varying the liquid temperature and pressure on the bubble point pressure for screen channel Liquid Acquisition Devices in cryogenic liquid methane using gaseous helium across a wide range of elevated pressures and temperatures. Testing of a 325 x 2300 Dutch Twill screen sample was conducted in the Cryogenic Components Lab 7 facility at the NASA Glenn Research Center in Cleveland, Ohio. Test conditions ranged from 105 to 160K and 0.0965 – 1.78 MPa. Bubble point is shown to be a strong function of the liquid temperature and a weak function of the amount of subcooling at the LAD screen. The model predicts well for saturated liquid but under predicts the subcooled data.

Reaction Control System↗
NASA NTRS1999

Initial Test Firing Results for Solid CO/GOX Cryogenic Hybrid Rocket Engine for Mars ISRU Propulsion Applications

ORBITEC is developing methods for producing, testing, and utilizing Mars-based ISRU fuel/oxidizer combinations to support low cost, planetary surface and flight propulsion and power systems. When humans explore Mars we will need to use in situ resources that are available, such as: energy (solar); gases or liquids for life support, ground transportation, and flight to and from other surface locations and Earth; and materials for shielding and building habitats and infrastructure. Probably the easiest use of Martian resources to reduce the cost of human exploration activities is the use of the carbon and oxygen readily available from the CO2 in the Mars atmosphere. ORBITEC has conducted preliminary R&D that will eventually allow us to reliably use these resources. ORBITEC is focusing on the innovative use of solid CO as a fuel. A new advanced cryogenic hybrid rocket propulsion system is suggested that will offer advantages over LCO/LOX propulsion, making it the best option for a Mars sample return vehicle and other flight vehicles. This technology could also greatly support logistics and base operations by providing a reliable and simple way to store solar or nuclear generated energy in the form of chemical energy that can be used for ground transportation (rovers/land vehicles) and planetary surface power generators. This paper describes the overall concept and the test results of the first ever solid carbon monoxide/oxygen rocket engine firing.

Eric E Rice↗
NASA NTRS2005

Introduction to Flight Test Engineering [Introduction Aux Techniques Des Essais En Vol]

Flight test is at the core of what organizations must do in order to validate the operation and systems on an aircraft. While the AGARDograph series 300 and 160 series deal with aspects of this testing, this volume pulls it all together as an introduction to the process required to do effective flight test engineering. This volume was originally published in 1995. Its utility has been proven in that many flight test organizations and universities have requested copies for their engineers and students. It was felt that re-issuing it in a new format designed for electronic publication would be valuable to the community. This second printing changes none of the text, but rather reformats it. All the original references to AGARD (instead of RTO) are left in place so that none of the flavor of the original publication is lost. This is the Introductory Volume to the Flight Test Techniques Series. It is a general introduction to the various activities and aspects of Flight Test Engineering that must be considered when planning, conducting, and reporting a flight test program. Its main intent is to provide a broad overview to the novice engineer or to other people who have a need to interface with specialists within the flight test community. The first two Sections provide some insight into the question of why flight test and give a short history of flight test engineering. Sections 3 through 10 deal with the preparation for flight testing. They provide guidance on the preliminary factors that must be considered; the composition of the test team; the logistic support requirements; the instrumentation and data processing requirements; the flight test plan; the associated preliminary ground tests; and last, but by no means least, discuss safety aspects. Sections 11 through 27 describe the various types of flight tests that are usually conducted during the development and certification of a new or modified aircraft type. Each Section offers a brief introduction to the topic under consideration, and the nature and the objectives of the tests to be conducted. It lists the test instrumentation (and, where appropriate, other test equipment and facilities) required, describes the test maneuvers to be executed, and indicates the way in which the test data is selected, analyzed, and presented. The various activities that should take place between test flights are presented next. Items that are covered are: who to debrief; what type of reports to send where: types of data analysis required for next flight; review of test data to make a comparison to predicted data and some courses of action if there is not good agreement; and comments on selecting the next test flight. The activities that must take place upon completion of the test program are presented. The types of reports and briefings that should take place and a discussion of some of the uses of the flight test data are covered. A brief forecast is presented of where present trends may be leading.

Test facilities↗
NASA NTRS2026

SCOAPE-II: A 2024 Multiplatform Measurement Campaign off the US Gulf Coast to Assess Oil and Gas Emissions on the Outer Continental Shelf

Nine years ago, the Department of Interior’s Bureau of Ocean Energy Management (BOEM), the Agency with Air Quality (AQ) jurisdiction over the Outer Continental Shelf (OCS) of the US Gulf Coast west of 87.5° W longitude, asked NASA to determine the feasibility of using satellite data to measure offshore emissions in a region of concentrated oil and natural gas (ONG) operations. To study this issue NASA and BOEM conducted the May 2019 Satellite Coastal and Oceanic Atmospheric Pollution Experiment (SCOAPE) cruise in the Gulf. SCOAPE addressed both technological and scientific issues related to measuring nitrogen dioxide (NO 2 , a common air pollutant), including contrasting near-shore and deepwater regimes. Given the April 2023 launch of the geostationary Tropospheric Emissions: Monitoring of Pollution (TEMPO) AQ satellite, a 2024 SCOAPE-II was conducted in the Gulf with both ship and aircraft measurements. We present an overview of the SCOAPE-II campaign, analysis and validation of satellite-observed NO 2 , and evaluate measurements of methane from ship, aircraft, and satellite near ONG platforms. Our SCOAPE-II results are as follows: 1) Satellite NO 2 measurements (∼13:30 local time) from the TROPOspheric Monitoring Instrument (TROPOMI) are more accurate than TEMPO’s hourly scans (8.6% vs. 23.6% mean absolute bias); a new version of TEMPO data is currently being processed; 2) ship and aircraft measurements captured dozens of NO 2 and methane plumes from ONG operations, showing that they are persistent emitters; 3) satellite measurements of methane failed to replicate ship and aircraft measurements, presenting ongoing challenges for operational emissions monitoring over the Gulf.

satellite validation↗
NASA NTRSDate not supplied

The Use of Immersion Rigs for High Temperature Hydrogen Exposure Testing Within the Nuclear Thermal Rocket Element Environmental Simulator (NTREES): NTREES-5 Hydrogen Heat Exchanger (N5HHX-01)

The Nuclear Thermal Rocket Element Environmental Simulator (NTREES) facility at NASA’s Marshall Space Flight Center (MSFC) subjects materials and components typically found on nuclear thermal propulsion (NTP) systems to non-nuclear simulations of prototypic NTP reactor thermohydraulic environments. With 1.2 MW of inductive power available, the currently employed methods to simulate nuclear heating in NTREES consist of 1) inductively heating a test specimen, which typically cannot be performed on ceramic materials, or 2) heating gas that envelops the test specimen. The latter of these has provided a basis for developing so-called “immersion rigs” to be used in NTREES. Furthermore, immersion rigs are especially useful in the case of smaller, technically challenging test specimens. One such device, the “NTREES-5 Hydrogen Heat Exchanger” (N5HHX-01), designed and deployed to test small material coupons to ~0.5 g/s of 2800 K, 500 psi Hydrogen, is discussed herein. To achieve this desired delivery temperature level, the most suitable material for the N5HHX’s construction was pure tungsten, which imposed budgetary and manufacturing challenges. Also discussed in this paper is the design of the N5HHX rig’s sample container, which became the first iteration of improving NTREES small material coupon test operations by permitting rapid changeout of different material samples.

Reactor Testing↗
NASA NTRSDate not supplied

OverFlight: Graphical Flight Operations Planning

OverFlight is an in-development graphical user interface (GUI) that implements a state-of-the-art rotorcraft maneuvering noise model using a source noise hemisphere approach coupled with the Aircraft NOise Prediction Program 2 (ANOPP2). This GUI stems from a demand for easy-to-use mission planning and community impact acoustic tools that can model the maneuvering flight of a rotary-wing vehicle. This paper covers the models used for the development of OverFlight and model validation efforts. Data from a joint NASA/Army flight test of an MD530F aircraft are used both for source noise hemispheres as well as maneuvering flight data. Analysis of the predicted maneuvering noise shows better agreement that traditional methods currently employed, while also demonstrating maneuvers where the underlying assumptions fail to hold.

rotorcraft↗
NASA NTRS2017

Legacy of the Asteroid Redirect Robotic Mission (ARRM)

NASA’s proposed Asteroid Redirect Robotic Mission (ARRM) began with the recognition in a 2010 NASA study that emerging high-power solar electric propulsion technology could be used to rendezvous with, capture, and return an entire, very small (~10,000 kg), near Earth asteroids to the International Space Station. A 2011 workshop by the Keck Institute for Space Studies (KISS) extended the earlier NASA study to asteroid masses of order 500,000 kg by returning them to cislunar space. Subsequent detailed NASA studies in 2013-2014 confirmed the feasibility of this concept. This led to the establishment of the Asteroid Redirect Mission program that consisted of a robotic mission to return multiple tons of asteroid material to cislunar space and a crewed mission to rendezvous with the robotic vehicle, perform two extra vehicular activities (EVAs), collect samples of the asteroid material, and return this material to Earth. Implementation of ARRM got midway through Phase B before being cancelled in April 2017. Although ARRM was cancelled, it has left a near-term legacy of positive impacts to the human spaceflight community, the planetary defense community, the deep space science community, and asteroid mining interests.

John R Brophy↗
NASA NTRS2017

Europa Propulsion Valve Seat Material Testing

The Europa mission and spacecraft design presented unique challenges for selection of valve seat materials that met the fluid compatibility requirements, and combined fluid compatibility and high radiation exposure level requirements. The Europa spacecraft pressurization system valves will be exposed to fully saturated propellant vapor for the duration of the mission. The effects of Nitrogen Tetroxide (NTO) and Monomethylhydrazine (MMH) propellant vapors on heritage valve seat materials, such as Vespel SP-1 and Polychlorotrifluoroethylene (PCTFE), were evaluated to determine if an alternate material is required. In liquid system applications, Teflon is the only available compatible valve seat material. Radiation exposure data for Teflon in an air or vacuum environment has been previously documented. Radiation exposure data for Teflon in an oxidizer environment such as NTO, was not available, and it was unknown whether the effects would be similar to those on air-exposed samples. Material testing was conducted by Marshall Space Flight Center (MSFC) and White Sands Test Facility (WSTF) to determine the effects of propellant vapor on heritage seat materials for pressurization valve applications, and the effects of combined radiation and NTO propellant exposure on Teflon. The results indicated that changes in heritage pressurization valve seat materials' properties rendered them unsuitable for the Europa application. The combined radiation and NTO exposure testing of Teflon produced results equivalent to combined radiation and air exposure results.

Brad M Addona↗
NASA NTRSDate not supplied

Early Progress Toward the Feasibility of the Centrifugal Nuclear Thermal Rocket

The Centrifugal Nuclear Thermal Rocket (CNTR) is a Nuclear Thermal Propulsion (NTP) concept designed to heat propellant directly by the reactor fuel. The primary difference between the CNTR concept and traditional NTP systems is that rather than using traditional solid fuel elements, the CNTR uses liquid fuel with the liquid contained in rotating cylinders by centrifugal force. If the concept can be successfully realized, the CNTR would have a high specific impulse (~1800 seconds) at high thrust, which may enable (i) viable near-term human Mars exploration by reducing round-trip times to 420 days and (ii) direct injection orbits for scientific missions to the Solar System outer planets and potentially Kuiper Belt objects. The CNTR could also use storable propellants such as ammonia, methane, or hydrazine at an Isp of ~900 seconds, enabling long-term in-space storage of a dormant system. Significant engineering challenges must be addressed to establish the technical viability of the CNTR. Research is presently underway to determine resolutions for these engineering challenges. In particular, research has begun on the analytical modeling and simulation of the two-phase heat transfer between the liquid metallic uranium fuel and the gaseous propellant. A paper was presented at the 2021 IAC which described these challenges and the study plan to address them. This paper describes the analytical and experimental progress to date toward resolving these challenges and establishing the engineering feasibility of the CNTR technology.

Nuclear Thermal Propulsion↗