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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 sources NASA NTRS DOE OSTI

NASA NTRS2006

Overview of NATO Background on Scramjet Technology

The purpose of the present overview is to summarize the current knowledge of the NATO contributors. All the topics will be addressed in this chapter, with references and some examples. This background enhances the level of knowledge of the NATO scramjet community, which will be used for writing the specific chapters of the Report. Some previous overviews have been published on scramjet technology worldwide. NASA, DOD, the U.S. industry and global community have studied scramjet-powered hypersonic vehicles for over 40 years. Within the U.S. alone, NASA, DOD (DARPA, U.S. Navy and USAF), and industry have participated in hypersonic technology development. Over this time NASA Langley Research Center continuously studied hypersonic system design, aerothermodynamics, scramjet propulsion, propulsion-airframe integration, high temperature materials and structural architectures, and associated facilities, instrumentation and test methods. These modestly funded programs were substantially augmented during the National Aero-Space Plane (X-30) Program, which spent more than $3B between 1984 and 1995, and brought the DOD and other NASA Centers, universities and industry back into hypersonics. In addition, significant progress was achieved in all technologies required for hypersonic flight, and much of that technology was transferred into other programs, such as X-33, DC-X, X-37, X-43, etc. In addition, technology transfer impacted numerous other industries, including automotive, medical, sports and aerospace.

Drummond, J. Philip↗

NASA NTRS2015

Nitric Oxide PLIF Visualization of Simulated Fuel-Air Mixing in a Dual-Mode Scramjet

Nitric oxide (NO) planar induced laser fluorescence (PLIF) measurements have been performed in a small scale scramjet combustor at the University of Virginia Aerospace Research Laboratory at nominal simulated Mach 5 flight. A mixture of NO and N2 was injected at the upstream end of the inlet isolator as a surrogate for ethylene fuel, and the mixing of this fuel simulant was studied with and without a shock train. The shock train was produced by an air throttle, which simulated the blockage effects of combustion downstream of the cavity flame holder. NO PLIF signal was imaged in a plane orthogonal to the freestream at the leading edge of the cavity. Instantaneous planar images were recorded and analyzed to identify the most uniform cases, which were achieved by varying the location of the fuel injection and shock train. This method was used to screen different possible fueling configurations to provide optimized test conditions for follow-on combustion measurements using ethylene fuel. A theoretical study of the selected NO rotational transitions was performed to obtain a LIF signal that is linear with NO mole fraction and approximately independent of pressure and temperature.

Cantu, Luca M. L.↗

NASA NTRS1992

Stepper motor instabilities in an aerospace application

Stepper motors are frequently used in positioning mechanisms because they have several advantages over ordinary DC motors. However, there is frequently no feedback loop and the motor may exhibit instabilities under some conditions. A stepper motor in an aerospace positioning mechanism was investigated. During testing, the motor exhibited unstable behavior, such as backrunning and forward running. The instability was dependent on voltage pulse characteristics, temperature, positioning angle, step rate, and interaction between the two motors in the system. Both testing and analysis results verified the instability. A special purpose FORTRAN code was written to simulate the system. This code was combined with another simpler code to show the performance of the system in the phase plane so that instability boundaries could be displayed along with the motor performance. The analysis was performed to verify that proposed modifications would produce stable performance before implementation in the hardware. Subsequent testing verified the analytic stability predictions.

Russell Kackley↗

NASA NTRS1981

Superplastically formed diffusion bonded metallic structure

A metallic sandwich structure particularly suited for use in aerospace industries comprising a base plate, a cover plate, and an orthogonally corrugated core is described. A pair of core plates formed of a superplastic alloy are interposed between the base plate and the cover plate and bonded. Each of the core plates is characterized by a plurality of protrusions comprising square-based, truncated pyramids uniformly aligned along orthogonally related axes perpendicularly bisecting the legs of the bases of the pyramids and alternately inverted along orthogonally related planes diagonally bisecting the pyramids, whereby an orthogonally corrugated core is provided.

Ko, W. L.↗

NASA NTRS1979

Fabrication and testing of non-graphitic superhybrid composites

A study was conducted to determine the fabrication feasibility and the mechanical properties of adhesively-bonded boron aluminum/titanium and non-graphitic fiber/epoxy resin superhybrid (NGSH) composite laminates for potential aerospace applications. The major driver for this study was the elimination of a potential graphite fiber release problem in the event of a fire. The results of the study show that non-graphitic fibers, such as S-glass and Kevlar 49, may be substituted for the graphite fibers used in superhybrid (SH) composites for some applications. As is to be expected, however, the non-graphitic superhybrids have lower stiffness properties than the graphitic superhybrids. In-plane and flexural moduli of the laminates studied in this program can be predicted reasonably well using linear laminate theory while nonlinear laminate theory is required for strength predictions.

Lark, R. F.↗

NASA NTRS2016

Ultrasonic NDE Simulation for Composite Manufacturing Defects

The increased use of composites in aerospace components is expected to continue into the future. The large scale use of composites in aerospace necessitates the development of composite-appropriate nondestructive evaluation (NDE) methods to quantitatively characterize defects in as-manufactured parts and damage incurred during or post manufacturing. Ultrasonic techniques are one of the most common approaches for defect/damage detection in composite materials. One key technical challenge area included in NASA's Advanced Composite's Project is to develop optimized rapid inspection methods for composite materials. Common manufacturing defects in carbon fiber reinforced polymer (CFRP) composites include fiber waviness (in-plane and out-of-plane), porosity, and disbonds; among others. This paper is an overview of ongoing work to develop ultrasonic wavefield based methods for characterizing manufacturing waviness defects. The paper describes the development and implementation of a custom ultrasound simulation tool that is used to model ultrasonic wave interaction with in-plane fiber waviness (also known as marcelling). Wavefield data processing methods are applied to the simulation data to explore possible routes for quantitative defect characterization.

Leckey, Cara A. C.↗

DOE OSTI2020

Computational micromechanics model based failure criteria for chopped carbon fiber sheet molding compound composites

Chopped carbon fiber sheet molding compound has a great potential in lightweight automotive, marine, and aerospace applications. One of the most challenging tasks is to predict the failure strength of the material due to its anisotropy and heterogeneity, as well as complex stress states in real-world working conditions. In this work, a novel constitutive model of carbon fiber chip is proposed to capture the pre- and post-failure behaviors under different loading modes. On this basis, we propose a new computational micromechanics model, which is calibrated and validated by uniaxial tensile, compressive, and in-plane shear experiments. Furthermore, a set of microstructures representative volume element (RVE) models under complex loading conditions are reconstructed to understand the relationship between the microstructure characteristics and the failure envelopes. Finally, several modified versions of classical failure criteria are proposed for anisotropic materials with consideration of the fiber orientation tensor. The modified Tsai-Wu failure criterion, which shows the best accuracy among all failure criteria, is highlighted in the comparative study.

36 MATERIALS SCIENCE↗

NASA NTRS1974

Analytical study of rigidized fibrous materials

Insulation systems composed of micrometer-sized fibers bonded together with small amounts of binder have been developed for aerospace applications. The materials have a very high volid content and low density and can be characterized as a rigidized network of fibers randomly oriented in three-dimensional space. Analytical models suitable for the evaluation of the mechanical behavior of rigidized fibrous materials have been developed. The models treat the material as a space frame structure and includes the effects of joint fixity and fiber curvature. The geometrical and material property variabilities are represented by a number of trusses oriented in five planes. Each truss may have different material and geometric properties. Techniques have been developed to describe the continuous material property and geometry functions as a series of descrete quantities that can be used to describe each of the trusses in the model. Parametric studies were performed to show the influence of material variables on the mechanical behavior of the material. Results of calculations show good agreement with measured properties.

Rosen, B. W.↗

NASA NTRS2005

Monitoring Wake Vortices for More Efficient Airports

Wake vortices are generated by all aircraft during flight. The larger the aircraft, the stronger the wake, so the Federal Aviation Administration (FAA) separates aircraft to ensure wake turbulence has no effect on approaching aircraft. Currently, though, the time between planes is often larger than it needs to be for the wake to dissipate. This unnecessary gap translates into arrival and departure delays, but since the wakes are invisible, the delays are nearly inevitable. If, however, the separation between aircraft can be reduced safely, then airport capacity can be increased without the high cost of additional runways. Scientists are currently studying these patterns to identify and introduce new procedures and technologies that safely increase airport capacity. NASA, always on the cutting edge of aerospace research, has been contributing knowledge and testing to these endeavors.

Source record↗

NASA NTRS2010

High-Volume Airborne Fluids Handling Technologies to Fight Wildfires

NASA recently partnered with the U.S. Forest Service (USFS) on a project to examine mission suitability and recommend policies and procedures for the use of very large aerial firefighting aircraft such as the Boeing 747 and DC-10 aerial retardant delivery aircraft. The aircraft under study included a 10Tanker DC-10 and an Evergreen B-747. NASA's Dryden Flight Research Center and Ames Research Center worked with the USFS to help determine the safe flight envelope for these Very Large Air Tanker (VLAT) aircraft for the USFS and the Department of the Interior (DOI). This new generation of supertankers includes aircraft like these that have as much as four times the delivery capacity of the previous generation of aerial firefighting aircraft. Dryden performed operational test and evaluation assessments and reported findings and recommendations on these aircraft in cooperation with Ames. The team developed, implemented, and directed an evaluation test plan for use in flight test and in simulation. Ames provided support using pilot-in-the-loop simulations and coordinated simulator models, flight profiles, and data analysis with Dryden. The test plan was designed to evaluate the suitability of VLAT aircraft as a function of mission environment. Based on this analysis, NASA generated interim flight envelope limitations to enhance safety and operational utility in the fire-retardant delivery mission. These recommended flight limitations were adopted by the USFS. The 10Tanker DC-10 has been in use for several years with the California Department of Forestry and Fire Protection(Cal-Fire), but until NASA took on the challenge of reviewing VLAT capabilities and limitations, the USFS was hesitant to add them to the federal wildfire arsenal. The DC-10 delivery system is based on an externally mounted set of tanks and a bomb-bay style set of clamshell doors that are opened in precisely calibrated ways to deliver the amounts and concentrations of retardant called for by the specific wildfire situation. The system was manufactured by Jordan Air of Central Point, OR, and was installed by Victorville Aerospace in Victorville, CA. It can deliver 12,000 gallons (45.4 kL) of retardant in as little as eight seconds. The aircraft can deliver a partial load of retardant and make multiple drops on the same flight, or the entire load can be rapidly delivered in one pass if required for maximum coverage. The Evergreen 747 uses internal tankage and a pressurized delivery system to enable volume and coverage levels that also meet USFS requirements, but enables computer control of flow for desired precision. This system was designed and built by Adaptive Aerospace of Tehachapi, CA and can deliver about 20,000 gallons (75.7 kL) of retardant in approximately ten seconds. The 747 can also make multiple independent drops, or deliver the entire load at once. NASA found that both of these VLAT aircraft are compatible with the wildfire suppression mission when used to supplement other aerial retardant delivery platforms. The major recommendations for deployment that resulted from this study relate to terrain clearance, the type of terrain in the drop area, availability of qualified lead planes to guide the VLAT approach to the drop area, and low-altitude maneuvering limitations. NASA s analysis suggests that with the appropriate flight procedures, these aircraft will provide a powerful set of tools to fight wildfires.

Dickerson, Mark↗

DOE OSTI2025

Direct measurement of thermal Knudsen forces in rarefied gas environments

At micro- and nanoscales, momentum transfer between surfaces is influenced by various physical mechanisms, including quantum fluctuations, electromagnetic interactions, electric charges, and the dynamics of (rarefied) gases. Under non-isothermal conditions, rarefied gases give rise to thermal Knudsen forces whose magnitudes strongly depend on the gas species and surface characteristics. Knudsen forces are particularly relevant in nanotechnology, optical manipulation, and aerospace systems, where gas rarefaction occurs due to highly confined geometries, sub-micrometer length scales, and reduced particle densities. Despite their significance, predictive modeling of Knudsen forces is limited by a lack of comprehensive experimental data across diverse materials and surface morphologies. Here, in this work, we present a highly sensitive and adaptable measurement platform capable of directly quantifying Knudsen forces using a suspended, interchangeable micro-cantilever within controlled rarefied helium and nitrogen environments. The system integrates optical fiber interferometry to precisely capture out-of-plane displacements at sub-micrometer resolution, driven by Knudsen forces. From the empirical data, we derive a robust correlation linking the magnitudes of Knudsen forces to energy accommodation coefficients, offering deeper insights into the underlying gas–surface interaction mechanisms.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

NASA NTRS2017

Design Study for the Asteroid Redirect Vehicle (ARV) Composite Primary Bulkhead

A design study was undertaken of a carbon fiber primary bulkhead for a large solar electric propulsion (SEP) spacecraft. The bulkhead design, supporting up to 16 t of xenon propellant, progressed from one consisting of many simple parts with many complex joints, to one consisting of a few complex parts with a few simple joints. The unique capabilities of composites led to a topology that transitioned loads from bending to in-plane tension and shear, with low part count. This significantly improved bulkhead manufacturability, cost, and mass. The stiffness-driven structure utilized high-modulus M55J fiber unidirectional prepregs. A full-scale engineering demonstration unit (EDU) of the concept was used to demonstrate manufacturability of the concept. Actual labor data was obtained, which could be extrapolated to a full bulkhead. The effort demonstrated the practicality of using high-modulus fiber (HMF) composites for unique shape topologies that minimize mass and cost. The lessons are applicable to primary and secondary aerospace structures that are stiffness driven.

Cressman, Thomas O.↗

NASA NTRS1992

Structures research

The main objective of the structures group is to provide quality aerospace research with the Center for Aerospace Research - A NASA Center for Excellence at North Carolina Agricultural and Technical State University. The group includes dedicated faculty and students who have a proven record in the area of structures, in particular space structures. The participating faculty developed accurate mathematical models and effective computational algorithms to characterize the flexibility parameters of joint dominated beam-truss structures. Both experimental and theoretical modelling has been applied to the dynamic mode shapes and mode frequencies for a large truss system. During the past few months, the above procedures has been applied to the hypersonic transport plane model. The plane structure has been modeled as a lumped mass system by Doctor Abu-Saba while Doctor Shen applied the transfer matrix method with a piecewise continuous Timoshenko tapered beam model. Results from both procedures compare favorably with those obtained using the finite element method. These two methods are more compact and require less computer time than the finite element method. The group intends to perform experiments on structural systems including the hypersonic plane model to verify the results from the theoretical models.

Abu-Saba, Elias↗

NASA NTRS2005

Releasable Locking Mechanisms

In the aerospace field spacecraft components are held together by separation systems until a specific time when they must be separated or deployed. Customarily a threaded joining bolt engages one of the components to be joined, and a threaded nut is placed on that bolt against the other component so they can be drawn together by a releasable locking assembly. The releasable locking assembly herein includes a plunger having one end coupled to one end of a plunger bolt. The other end is flanged to abut and compress a coil spring when the plunger is advanced toward the interface plane between the two components. When the plunger is so advanced toward the interface plane, the end of the plunger bolt can be connected to the joining bolt. Thus during retraction the joining bolt is drawn to one side of the interface plane by the force of the expanding spring.

Rafiq Ahmed↗

NASA NTRS2005

Releasable locking mechanisms

Ahmed, Rafiq↗

NASA NTRS1983

Stress-corrosion crack-growth study of titanium alloy Ti-6Al-4V exposed to freon PCA and nitrogen tetroxide MON-1

An experimental fracture mechanics program was performed to determine the stress corrosion crack growth sensitivity of the propellant tank material, titanium alloy Ti-6Al-4V, for aerospace satellite applications involving long term exposure to Freon PCA and nitrogen tetroxide MON-1. Sustained load tests were made at a 49 C (120 F) constant temperature using thin gauge tensile test specimens containing semielliptical surface flaws. Test specimen types included parent metal, center of weld, and weld heat affected zone. It was concluded that Ti-6Al-4V alloy is not adversely affected in a stress environment when exposed to Freon PCA for 1000 hours followed by exposure to nitrogen tetroxide MON-1 for 2000 hours at stress levels up to 80% of the experimental critical plane strain stress intensity factor.

Bjorklund, R. A.↗

NASA NTRS2006

Overview of the Solar-B Mission

The Solar-B mission is a collaboration between the Japan Aerospace Exploration Agency, Institute of Space and Astronautical Science, the National Aeronautics and Space Administration (NASA) and the Particle Physics and Astronomy Research Council (PPARC) of the United Kingdom and the European Space Agency. The principal scientific goals of the mission are to understand the processes of magnetic field generation, transport and ultimate dissipation of solar magnetic fields and how the release of magnetic energy is responsible for the heating and structuring of the chromosphere and corona. The scientific payload consists of three instruments: the Solar Optical Telescope that consists of the Optical Telescope Assembly and the Focal Plane Package (FPP), the X-ray Telescope and the EUV Imaging Spectrometer Each instrument is a result of the combined talents of all the members of the international team and their design and performance is described in separate papers in this session. The instruments are designed to work together as an 'observatory' simultaneously studying the target, at which the spacecraft is pointed, at different levels in the atmosphere. The spacecraft is scheduled for launch in September 2006 from the Uchinoura Space Center into a 600 km circular, sun-synchronous, polar orbit with a nominal elevation of 97.9 degrees. The orbit provides at least two morning and two evening contacts in Japan. Morning contacts are used for recovering quick look science data and the evening contacts for uploading commands. In addition ESA will provide 15 contacts per day from the Norwegian high latitude (78deg 14' N) ground station at Svalbard. The data downloads are transmitted to the ISAS Sirius database. They will be reformatted into FITS files and archived as Level 0 data on the ISAS DARTS system and made available to the scientific community. Scientific operations will be conducted from the IS AS facility located in Sagamihara, Japan. They are separated into planning, implementation and archiving. The planning process involves monthly, weekly and daily planning meetings. All scientific data will be made available after the first six month approximately one week after its collection.

Davis, John M.↗

NASA NTRSDate not supplied

Thermal Performance Comparison and Lessons Learned for the Thermal Infrared Sensor Instruments 1 & 2

The Thermal Infrared Sensor (TIRS-1) is one of two instruments on the Landsat-8 Mission, which launched in February of 2013 and remains operational. The TIRS-2 instrument was developed for the Landsat-9 Mission, which is scheduled to launch in September of 2021. The TIRS-2 instrument design was adjusted to account for requirements changes and to include key lessons learned from its predecessor. The overall thermal subsystem design of the TIRS Sensor Unit remained comparable from mission to mission, but there were some areas that needed modifications. The general design is comprised of five thermal zones which range in temperature from less than 43 Kelvin to 320 Kelvin. Most zones are proportional heater controlled. A two-stage cryocooler provided by Ball Aerospace is used to cool the cryogenic subsystem, and excess power dissipation is rejected via ammonia transport heat pipes to a dedicated cryocooler radiator with embedded ammonia heat pipes. The cryogenic subsystem includes a series of shells used to radiatively and conductively isolate the cold stage from the warmer surroundings. The Optical System (telescope) is passively cooled to 180-195 Kelvin using a dedicated radiator with embedded dual-bore ethane heat pipes. The warmer end of the instrument includes a Scene Select Mechanism, an on-board Black Body Calibrator with a dedicated radiator, and a Focal Plane Electronics Box, all of which are attached to the Sensor Unit primary structure. The TIRS-1 thermal subsystem design was successfully verified during an extended testing campaign and during more than 8years of on-orbit operations. The TIRS-2 thermal subsystem design was successfully verified during months of ground testing prior to delivery in August of 2019and at the Observatory level in the Spring of 2021. A detailed comparison of the thermal performance of the two instruments has been made with a focus on key lessons learned during each instrument development, and with the benefit of on-orbit data acquired for the TIRS-1 instrument.

Veronica Otero↗