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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 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS1990

Technology for an intelligent, free-flying robot for crew and equipment retrieval in space

Crew rescue and equipment retrieval is a Space Station Freedom requirement. During Freedom's lifetime, there is a high probability that a number of objects will accidently become separated. Members of the crew, replacement units, and key tools are examples. Retrieval of these objects within a short time is essential. Systems engineering studies were conducted to identify system requirements and candidate approaches. One such approach, based on a voice-supervised, intelligent, free-flying robot was selected for further analysis. A ground-based technology demonstration, now in its second phase, was designed to provide an integrated robotic hardware and software testbed supporting design of a space-borne system. The ground system, known as the EVA Retriever, is examining the problem of autonomously planning and executing a target rendezvous, grapple, and return to base while avoiding stationary and moving obstacles. The current prototype is an anthropomorphic manipulator unit with dexterous arms and hands attached to a robot body and latched in a manned maneuvering unit. A precision air-bearing floor is used to simulate space. Sensor data include two vision systems and force/proximity/tactile sensors on the hands and arms. Planning for a shuttle file experiment is underway. A set of scenarios and strawman requirements were defined to support conceptual development. Initial design activities are expected to begin in late 1989 with the flight occurring in 1994. The flight hardware and software will be based on lessons learned from both the ground prototype and computer simulations.

Erickson, J. D.↗
NASA NTRS1998

Retrospective dosimetry related to chronic environmental exposure

Radioactive contamination of the environment occurred in the early fifties as a result of the releases from the Mayak plutonium production complex (Southern Urals, Russia). The releases of liquid wastes into the Techa river resulted in chronic exposure of 30,000 residents of the riverside communities. Since 1951 90Sr body burdens have been measured for over half of this cohort. This paper presents the analysis of data on 90Sr in humans and describes the reconstruction of internal doses for these people.

NASA Discipline Radiation Health↗
NASA NTRS1972

Manned space flight nuclear system safety. Volume 3: Reactor system preliminary nuclear safety analysis. Part 3: Nuclear Safety Analysis Document (NSAD)

Nuclear safety analysis as applied to a space base mission is presented. The nuclear safety analysis document summarizes the mission and the credible accidents/events which may lead to nuclear hazards to the general public. The radiological effects and associated consequences of the hazards are discussed in detail. The probability of occurrence is combined with the potential number of individuals exposed to or above guideline values to provide a measure of accident and total mission risk. The overall mission risk has been determined to be low with the potential exposure to or above 25 rem limited to less than 4 individuals per every 1000 missions performed. No radiological risk to the general public occurs during the prelaunch phase at KSC. The most significant risks occur from prolonged exposure to reactor debris following land impact generally associated with the disposal phase of the mission where fission product inventories can be high.

Source record↗
NASA NTRS2013

Hyperspectral Imager-Tracker

The Hyperspectral Imager-Tracker (HIT) is a technique for visualization and tracking of low-contrast, fast-moving objects. The HIT architecture is based on an innovative and only recently developed concept in imaging optics. This innovative architecture will give the Light Prescriptions Innovators (LPI) HIT the possibility of simultaneously collecting the spectral band images (hyperspectral cube), IR images, and to operate with high-light-gathering power and high magnification for multiple fast- moving objects. Adaptive Spectral Filtering algorithms will efficiently increase the contrast of low-contrast scenes. The most hazardous parts of a space mission are the first stage of a launch and the last 10 kilometers of the landing trajectory. In general, a close watch on spacecraft operation is required at distances up to 70 km. Tracking at such distances is usually associated with the use of radar, but its milliradian angular resolution translates to 100- m spatial resolution at 70-km distance. With sufficient power, radar can track a spacecraft as a whole object, but will not provide detail in the case of an accident, particularly for small debris in the onemeter range, which can only be achieved optically. It will be important to track the debris, which could disintegrate further into more debris, all the way to the ground. Such fragmentation could cause ballistic predictions, based on observations using high-resolution but narrow-field optics for only the first few seconds of the event, to be inaccurate. No optical imager architecture exists to satisfy NASA requirements. The HIT was developed for space vehicle tracking, in-flight inspection, and in the case of an accident, a detailed recording of the event. The system is a combination of five subsystems: (1) a roving fovea telescope with a wide 30 field of regard; (2) narrow, high-resolution fovea field optics; (3) a Coude optics system for telescope output beam stabilization; (4) a hyperspectral-mutispectral imaging assembly; and (5) image analysis software with effective adaptive spectral filtering algorithm for real-time contrast enhancement.

Agurok, Llya↗
NASA NTRS1972

Emergency cooling analysis for the loss of coolant malfunction

This report examines the dynamic response of a conceptual space power fast-spectrum lithium cooled reactor to the loss of coolant malfunction and several emergency cooling concepts. The results show that, following the loss of primary coolant, the peak temperatures of the center most 73 fuel elements can range from 2556 K to the region of the fuel melting point of 3122 K within 3600 seconds after the start of the accident. Two types of emergency aftercooling concepts were examined: (1) full core open loop cooling and (2) partial core closed loop cooling. The full core open loop concept is a one pass method of supplying lithium to the 247 fuel pins. This method can maintain fuel temperature below the 1611 K transient damage limit but requires a sizable 22,680-kilogram auxiliary lithium supply. The second concept utilizes a redundant internal closed loop to supply lithium to only the central area of each hexagonal fuel array. By using this method and supplying lithium to only the triflute region, fuel temperatures can be held well below the transient damage limit.

Peoples, J. A.↗
NASA NTRS2017

Characterizing Fractures Across the Astronaut Corps: Preliminary Findings from Population-Level Analysis

Despite evidence of bone loss during spaceflight and operational countermeasures to mitigate this loss, the subsequent risk of fracture among astronauts is not known. The physiologic process of diminished bone density and bone recovery during or following spaceflight is multifactorial. Such factors as age, sex, fracture history, and others may combine to increase fracture risk among astronauts. As part of the 2016 Bone Research and Clinical Advisory Panel (RCAP), the authors analyzed data collected on 338 NASA astronauts to describe the demographics, bone-relevant characteristics, and fracture history of the astronaut population. The majority of the population are male (n=286, 84.6%), have flown at least one mission (n=306, 90.5%), and were between the ages of 30 and 49 at first mission (n=296, 96.7% of those with at least one mission). Of the 338 astronauts, 241 (71.3%) experienced a fracture over the course of their lifetime. One hundred and five (43.5%) of these 241 astronauts only experienced a fracture prior to being selected into the Astronaut Corps, whereas 53 (22.0%) only experienced a fracture after selection as an astronaut. An additional 80 astronauts (33.2%) had both pre- and post-selection fractures. The remaining 3 astronauts had a fracture of unknown date, which could not be categorized as pre- or post-selection. Among the 133 astronauts with at least one post-selection fracture, males comprised 90.2% (n=120) compared to 84.5% of the entire Corps, and females accounted for 9.8% (n=13) compared to 15.4% of the Corps. Ninety-seven of the 133 astronauts with post-selection fractures (72.9%) had one fracture event, 22 (16.5%) had two fractures, and 14 (10.5%) had three or more fractures. Some astronauts with multiple fractures suffered these in a single event, such as an automobile accident. The 133 astronauts with a post-selection fracture accounted for a total of 188 fracture events. One hundred and four (78.2%) of astronauts with post-selection fractures experienced those fractures following their first mission (mean 12.7 +/- 11.1 years following first mission; range 14.0 days - 50.6 years). Additional analyses are ongoing and include examination of fracture history, skeletal site, mechanism, and type of fracture, age at time of fracture, time from spaceflight to fracture, as well as multivariable analysis comparing fracture events to non-events. The results of such analyses may reveal trends in risk factors for fracture among the astronaut corps that have yet to be systematically described through a corps-wide approach.

Rossi, Meredith M.↗
NASA NTRS2010

Certification

Objective 1: Provide regulators with a methodology for development of airworthiness requirements for certification of UAS. a) Rationale: a comprehensive methodology does not currently exist to support development of regulation for certification of UAS. Regulation is essential to enable routine access to the NAS. b) Approach: 1) assess existing approaches and classification schemes for deriving acceptable means of compliance to airworthiness requirements. 2) investigate a service-based approach to classification of UAS. 3) conduct comparative analysis of different methodologies. 4) work with FAA to determine best approach and conduct case study. 5) participate in regulatory/standards organizations developing safety and performance requirements for UAS. Objective 2: Provide regulators and industry with hazard and risk-related data to support criteria for UAS type design. a) Rationale: There is presently little UAS specific data (incident, accident, and reliability), especially in a civil context, to support risk assessment and development of standards and regulation. b) Approach: Identify gaps in existing data, provide measured data as needed, and formulate recommendations by: 1) evaluating UAS incident/accident data collection efforts and determining additional support necessary for regulation. 2) assessing UAS-specific hazards and risks. 3) evaluating need for reliability data for UAS-unique systems, components and subsystem, and determining additional measurement requirements. 4) developing guidance and best practices for UAS type design.

Hayhurst, Kelly↗
NASA NTRS1977

Overview of NASA/Marshall Space Flight Center's program on knowledge of atmospheric processes

The Marshall Space Flight Center (MSFC) is charged with the responsibility to enhance aviation safety through improving understanding of various atmospheric phenomena. A brief discussion is presented concerning the tasks and work being accomplished by MSFC. The tasks are defined as follows: (1) to determine and define the turbulence and steady wind environments induced by buildings, towers, hills, trees, etc., (2) to identify, develop, and apply natural environment technology for the reconstruction and/or simulation of the natural environment for aircraft accident investigation and hazard identification, (3) to develop basic information about free atmosphere perturbations, (4) to develop and apply fog modification mathematical models to assess candidate fog modification schemes and to develop appropriate instrumentation to aquire basic data about fog. To accomplish these tasks MSFC has developed a program involving field data acquisition, wind tunnel studies, theoretical studies, data analysis, and flight simulation studies.

Camp, D. W.↗
NASA NTRS1981

Study of aircraft crashworthiness for fire protection

Impact-survivable postcrash fire accidents were surveyed. The data base developed includes foreign and domestic accidents involving airlines and jet aircraft. The emphasis was placed on domestic accidents, airlines, and jet aircraft due principally to availability of information. Only transport category aircraft in commercial service designed under FAR Part 25 were considered. A matrix was prepared to show the relationships between the accident characteristics and the fire fatalities. Typical postcrash fire scenaries were identified. Safety concepts were developed for three engineering categories: cabin interiors - cabin subsystems; power plant - engines and fuel systems; and structural mechanics - primary and secondary structures. The parameters identified for concept evaluation are cost, effectiveness, and societal concerns. Three concepts were selected for design definition and cost and effectiveness analysis: improved fire-resistant seat materials; anti-misting kerosene; and additional cabin emergency exits.

Cominsky, A.↗
NASA NTRS2024

BLAYER User Guide

Estimation of boundary layer edge or thickness is an essential aspect of utilizing high fidelity aerothermodynamic flow solutions. For viscous flow over a flat plate, the boundary layer thickness is usually defined as the distance from the wall at which the flow velocity (zero at the wall) has increased through some profile to 99% or 99.5% of the free stream velocity. In real gas flows over aerospace vehicles, a total enthalpy profile is employed for edge calculations. The importance of knowing boundary layer thickness and its relation to possible transition from laminar to turbulent flow is illustrated by Space Shuttle mission STS-114, when the appearance of tile gap filler protrusions on the nose was deemed serious enough that a crew member was called upon to exit the vehicle and remove the potential threat prior to its descent from orbit. The BLAYER utility used as part of post-processing Orion/MPCV flow solutions is a generalization of the earlier BLAYER_RESULTS utility developed following the STS-107 Columbia accident. BLAYER handles a variable number of gas species (not just 5), allows for more than one temperature and for optional extra flow quantities, and omits optional handling of Orbiter tile datasets.

momentum thicknes↗
NASA NTRS2007

Probabilistic Modeling of Space Shuttle Debris Impact

On Feb 1, 2003, the Shuttle Columbia was lost during its return to Earth. As a result of the conclusion that debris impact caused the damage to the left wing of the Columbia Space Shuttle Vehicle (SSV) during ascent, the Columbia Accident Investigation Board recommended that an assessment be performed of the debris environment experienced by the SSV during ascent. A flight rationale based on probabilistic assessment is used for the SSV return-to-flight. The assessment entails identifying all potential debris sources, their probable geometric and aerodynamic characteristics, and their potential for impacting and damaging critical Shuttle components. A probabilistic analysis tool, based on the SwRI-developed NESSUS probabilistic analysis software, predicts the probability of impact and damage to the space shuttle wing leading edge and thermal protection system components. Among other parameters, the likelihood of unacceptable damage depends on the time of release (Mach number of the orbiter) and the divot mass as well as the impact velocity and impact angle. A typical result is visualized in the figures below. Probability of impact and damage, as well as the sensitivities thereof with respect to the distribution assumptions, can be computed and visualized at each point on the orbiter or summarized per wing panel or tile zone.

Huyse, Luc J.↗
NASA NTRS1983

Incident reporting: Its role in aviation safety and the acquisition of human error data

The rationale for aviation incident reporting systems is presented and contrasted to some of the shortcomings of accident investigation procedures. The history of the United State's Aviation Safety Reporting System (ASRS) is outlined and the program's character explained. The planning elements that resulted in the ASRS program's voluntary, confidential, and non-punitive design are discussed. Immunity, from enforcement action and misuse of the volunteered data, is explained and evaluated. Report generation techniques and the ASRS data analysis process are described; in addition, examples of the ASRS program's output and accomplishments are detailed. Finally, the value of incident reporting for the acquisition of safety information, particularly human error data, is explored.

Reynard, W. D.↗
NASA NTRS2002

Skills, rules and knowledge in aircraft maintenance: errors in context

Automatic or skill-based behaviour is generally considered to be less prone to error than behaviour directed by conscious control. However, researchers who have applied Rasmussen's skill-rule-knowledge human error framework to accidents and incidents have sometimes found that skill-based errors appear in significant numbers. It is proposed that this is largely a reflection of the opportunities for error which workplaces present and does not indicate that skill-based behaviour is intrinsically unreliable. In the current study, 99 errors reported by 72 aircraft mechanics were examined in the light of a task analysis based on observations of the work of 25 aircraft mechanics. The task analysis identified the opportunities for error presented at various stages of maintenance work packages and by the job as a whole. Once the frequency of each error type was normalized in terms of the opportunities for error, it became apparent that skill-based performance is more reliable than rule-based performance, which is in turn more reliable than knowledge-based performance. The results reinforce the belief that industrial safety interventions designed to reduce errors would best be directed at those aspects of jobs that involve rule- and knowledge-based performance.

Aircraft↗
NASA NTRS1988

Research Study: Space Shuttle Main Engine Plume Flowfield Model

The initial research effort was an in-depth analysis of the shuttle main engine plumes in an effort to improve the flowfield model and to enhance shuttle base heating equipment predictions during ascent. A prediction methodology code was developed incorporating the improved plume model into a predictive tool which could consider different trajectoreis and engine perfromance variables. Various plume flow model improvement studies were ongoing at the time of the 51-L accident. Since that time, base heating and plume methodology improvements have continued as part of the overall emphasis on Shuttle design assurance before resuming flight schedule.

Bender, Robert L.↗
NASA NTRS1980

Analysis of nuclear waste disposal in space, phase 3. Volume 2: Technical report

The options, reference definitions and/or requirements currently envisioned for the total nuclear waste disposal in space mission are summarized. The waste form evaluation and selection process is documented along with the physical characteristics of the iron nickel-base cermet matrix chosen for disposal of commercial and defense wastes. Safety aspects of radioisotope thermal generators, the general purpose heat source, and the Lewis Research Center concept for space disposal are assessed as well as the on-pad catastrophic accident environments for the uprated space shuttle and the heavy lift launch vehicle. The radionuclides that contribute most to long-term risk of terrestrial disposal were determined and the effects of resuspension of fallout particles from an accidental release of waste material were studied. Health effects are considered. Payload breakup and rescue technology are discussed as well as expected requirements for licensing, supporting research and technology, and safety testing.

Rice, E. E.↗
NASA NTRS2000

DHC-6 Twin Otter Tailplane Airfoil Section Testing in the Ohio State University 7x10 Wind Tunnel

Ice contaminated tailplane stall (ICTS) has been found to be responsible for 16 accidents with 139 fatalities over the last three decades, and is suspected to have played a role in other accidents and incidents. The need for fundamental research in this area has been recognized at three international conferences sponsored by the FAA since 1991. In order to conduct such research, a joint NASA/FAA Tailplane Icing Program was formed in 1994: the Ohio State University has played an important role in this effort. The program employs icing tunnel testing, dry wind tunnel testing, flight testing, and analysis using a six-degrees-of-freedom computer code tailored to this problem. A central goal is to quantify the effect of tailplane icing on aircraft stability and control to aid in the analysis of flight test procedures to identify aircraft susceptibility to ICTS. This report contains the results ot testing of a full scale 2D model of a tailplane section of NASA's Icing Research Aircraft, with and without ice shapes, in an Ohio State University 7 x 10 Low Speed wind tunnel in 1994. The results have been integrated into a comprehensive database of aerodynamic coefficients and stability and control derivatives that will permit detailed analysis of flight test results with the analytical computer program. The testing encompassed a full range of angles of attack and elevator deflections, as well as two velocities to evaluate Reynolds number effects. Lift, drag, pitching moment, and hinge moment coefficients were obtained. In addition. instrumentation for use during flight testing was verified to be effective, all components showing acceptable fidelity. Comparison of clean and iced airfoil results show the ice shapes causing a significant decrease in the magnitude of CLmax (from -1.3 to -0.64) and associated stall angle (from -18.6 deg to -8.2 deg). Furthermore, the ice shapes caused an increase in hinge moment coefficient of approximately 0.02, the change being markedly abrupt for one of the ice shapes. A noticeable effect of elevator deflection is that magnitude of the stall angle is decreased for negative (upward) elevator deflections. All these result are consistent with observed tailplane phenomena. and constitute an effective set of data for comprehensive analysis of ICTS

Hiltner, Dale↗
NASA NTRS2019

Regarding Pilot Usage of Display Technologies for Improving Awareness of Aircraft System States

ed systems and the procedures for ng in complexity. This interacting trend places a larger burden on pilots to manage increasing amounts of information and to understand system interactions. The result is an increase in the likelihood of loss of airplane state awareness (ASA). One way to gain more insight into this issue is through experimentation using objective measures of visual behavior. This study summarizes an analysis of oculometer data obtained during a high-fidelity flight simulation study that included a variety of complex pilot-system interactions that occur in current flight decks, as well as several planned for the next generation air transportation system. The study was comprised of various scenarios designed to induce low and high energy aircraft states coupled with other emulated causal factors in recent accidents. Three different display technologies were evaluated in this recent pilot-in-the-loop study conducted at NASA Langley Research Center. These technologies include a stall recovery guidance algorithm and display concept, an enhanced airspeed control indication of when the automation is no longer actively controlling airspeed, and enhanced synoptic diagrams with corresponding simplified electronic interactive checklists. Multiple data analyses were performed to understand how the 26 participating airline pilots were observing ASA-related information provided during different stag specific events within these stages.

Daniels, Taumi S.↗
NASA NTRS2002

A Study of Transport Airplane Crash-Resistant Fuel Systems

This report presents the results of a study, funded by the Federal Aviation Administration (FAA), of transport airplane crash-resistant fuel system (CRFS). The report covers the historical studies related to aircraft crash fires and fuel containment concepts undertaken by the FAA, NASA, and the U.S. Army, which ultimately led to the current state of the art in CRFS technology. It describes the basic research, testing, field investigations and production efforts which have led to the highly successful military CRFS, which has saved many lives and reduced costs of accidents. Current CRFS technology used in transport category airplanes is defined and compared to the available state-of-the-art technology. The report provides information to the FAA and other government organizations which can help them plan their efforts to improve the state of crash fire protection in the transport airplane fleet. The report provides guidance to designers looking for information about CRFS design problems, analysis tools to use for product improvement, and a summary of current and proposed regulations for transport category airplane fuel systems.

Jones, Lisa↗