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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 NTRS2006

HSCT Anticipated Seal Needs Turbomachinery Seals Combustor Seals

The High Speed Civil Transport (HSCT) engine concept is a large mixed flow turbofan similar in construction to current military fighter engines. The mission, however, is quite different. The engine will operate for long periods of time at very high Mach numbers and high altitudes. The engine is required to have very low emissions and noise levels to be acceptable in commercial service. Current thrust levels are in the 55000 lb range. At the current supercruise speed requirement of Mach 2.4, the engine inlet temperature will be at least 380 F. This is the lowest cycle temperature expected anywhere in the propulsion system.Seals will be exposed to operate at this temperature and higher for thousands of hours without failure. Durability, cost, and weight will all be very important in determining the type of seals selected for a successful HSCT engine.

Henry, John↗
NASA NTRS2019

Dynamic Analysis of the STARC-ABL Propulsion System

In the pursuit of Electrified Aircraft Propulsion (EAP), much of the attention is on the development of hybrid electric concept vehicles and their propulsion systems from a steady state performance perspective. While it is steady-state performance that largely determines the efficiency of civil air transports, engine operability and transient performance define constraints for the steady state design that impact efficiency and system viability. Neglecting dynamics and control technologies can result in an over-designed, sub optimal propulsion system or a concept that is not feasible. Thus, dynamic system studies were conducted on the propulsion system of the conceptual aircraft design known as the Single-aisle Turboelectric AiRCraft with Aft Boundary Layer propulsor (STARC-ABL). This paper describes the development of a controller to verify the baseline concept's feasibility from an operability perspective. Further, studies were conducted to identify excessive stability margin in the baseline design that could be traded for potential benefits in efficiency through an engine re design. This study revealed the potential to reduce the high pressure compressor (HPC) stall margin by 3%. Finally, a study was conducted to investigate the potential benefit of adding energy storage to the STARC-ABL concept that further improves operability and enables more gains in engine efficiency and performance. The energy storage provided an additional 0.5% stall margin can be removed from the HPC.

STARC-ABL↗
NASA NTRS2019

Dynamic Analysis of the STARC-ABL Propulsion System

In the pursuit of Electrified Aircraft Propulsion (EAP), much of the attention is on the development of hybrid electric concept vehicles and their propulsion systems from a steady state performance perspective. While it is steady-state performance that largely determines the efficiency of civil air transports, engine operability and transient performance define constraints for the steady state design that impact efficiency and system viability. Neglecting dynamics and control technologies can result in an over-designed, sub optimal propulsion system or a concept that is not feasible. Thus, dynamic system studies were conducted on the propulsion system of the conceptual aircraft design known as the Single-aisle Turboelectric AiRCraft with Aft Boundary Layer propulsor (STARC-ABL). This paper describes the development of a controller to verify the baseline concept's feasibility from an operability perspective. Further, studies were conducted to identify excessive stability margin in the baseline design that could be traded for potential benefits in efficiency through an engine re design. This study revealed the potential to reduce the high pressure compressor (HPC) stall margin by 3%. Finally, a study was conducted to investigate the potential benefit of adding energy storage to the STARC-ABL concept that further improves operability and enables more gains in engine efficiency and performance. The energy storage provided an additional 0.5% stall margin can be removed from the HPC.

STARC-ABL↗
NASA NTRS2019

Dynamic Analysis of the STARC-ABL Propulsion System

In the pursuit of Electrified Aircraft Propulsion (EAP), much of the attention is on the development of hybrid electric concept vehicles and their propulsion systems from a steady state performance perspective. While it is steady-state performance that largely determines the efficiency of civil air transports, engine operability and transient performance define constraints for the steady state design that impact efficiency and system viability. Neglecting dynamics and control technologies can result in an over-designed, sub optimal propulsion system or a concept that is not feasible. Thus, dynamic system studies were conducted on the propulsion system of the conceptual aircraft design known as the Single-aisle Turboelectric AiRCraft with Aft Boundary Layer propulsor (STARC-ABL). This paper describes the development of a controller to verify the baseline concept's feasibility from an operability perspective. Further, studies were conducted to identify excessive stability margin in the baseline design that could be traded for potential benefits in efficiency through an engine re design. This study revealed the potential to reduce the high pressure compressor (HPC) stall margin by 3%. Finally, a study was conducted to investigate the potential benefit of adding energy storage to the STARC-ABL concept that further improves operability and enables more gains in engine efficiency and performance. The energy storage provided an additional 0.5% stall margin can be removed from the HPC.

dynamic systems analysis↗
DOE OSTI2023

A Sustainable and Environmentally Friendly Concrete for Structural Applications

The purpose of this study is to utilize waste products—precipitated calcium carbonate (PCC) and upcycled recycled concrete aggregate (upcycled RCA or UCA)—in civil works projects. To do so, tests must be performed to determine the engineering properties of the materials in which PCC and UCA are sequestered. PCC is a fine to coarse grain waste product generated during the production of sugar from sugar beets. UCA is produced from demolished and returned concrete by the extraction of primarily calcium and alkalinity. The study also includes the use of both PCC and UCA in the same concrete mix design. The test results on PCC alone show that the optimum content to achieve a minimum 28 MPa (4000 psi) compressive strength is 25% and 30%. The corresponding compressive strength of mixes in which conventional aggregate was replaced by UCA is about 48 MPa (7000 psi) to 55 MPa (8000 psi) at the same water: cement ratio (0.44) by weight. The compressive strength of concrete with 25% to 30% cement replaced by PCC and varying aggregates replaced with UCA ranges from 19.3 to 40 MPa (2800 to 5800 psi). Other tests on PCC and UCA include tensile strength of 2 to 3 MPa (293 to 423 psi) and flexural strength of 1.3 to 1.9 MPa (183 to 279 psi). Analytical techniques such as X-ray diffraction (XRD), energy-dispersive X-ray spectrometry (EDX), and scanning electron microscopy (SEM) were used to identify the constituent elements and chemical compounds present in PCC, including calcium carbonate and silica. Based on the test results, the composition of PCC by weight indicates 45.9% calcium, 39.4% oxygen, and 9.2% carbon. Based on the results of this study, we can expect to reduce carbon emissions in the production of cement and aggregates, as well as utilize waste products in the civil engineering field.

42 ENGINEERING↗
DOE OSTI2025

Amplified Mesoscale and Submesoscale Variability and Increased Concentration of Precipitation under Global Warming over Western North America

Abstract Cold-season precipitation statistics in simulations from the storm-resolving WRF Model at 6-km and 1-h resolution over western North America are analyzed. Pseudo–global warming future simulations for the 2041–80 period, constrained by GCMs under the RCP8.5 scenario, are compared to the 1981–2020 historical simulation. The analysis focuses on the dynamical properties of precipitation time series at subdaily scales and on the morphology of storms. The statistical distribution of precipitation intensities in each pixel of the simulation domain is characterized through nonparametric statistical indicators: frequency of wet hours, mean wet-hour precipitation intensity, and Gini coefficient as a measure of the temporal concentration of the precipitation volume. Additionally, the temporal and spatial Fourier power spectra of precipitation time series and precipitation fields are analyzed. The half-power period (HPP) and half-power wavelength (HPW) are defined as spectral measures of the characteristic scales of precipitation’s temporal and spatial patterns. The results show statistically significant increases in the mean wet-hour precipitation intensity and in the Gini coefficient in 99% of the pixels, indicating that the seasonal precipitation volume becomes more concentrated within a smaller number of hours with higher precipitation intensity. The statistics of change in the frequency of wet hours are more contrasted across the simulation domain. The changes are also reflected in the power spectra, which show the spatial and temporal variability increasing proportionally more with finer spatial and temporal scales and the HPW and HPP decreasing. These projected changes are expected to have consequences, not only in terms of hydrologic impacts but also in terms of the predictability of precipitation patterns. Significance Statement The precipitation characteristics of winter storms over the western United States and southwestern Canada are analyzed in future climate simulations for the 2041–80 period. As compared to present-day climate, the most intense parts of the storms are projected to produce a higher rainfall volume, with increased concentration over smaller areas and shorter time intervals. The propensity of rainfall intensity to vary rapidly over time will be enhanced in the future according to the simulations. These model predictions imply an increased risk of rapid flooding in small basins. They also suggest that predicting several hours ahead the time and location at which a storm will produce maximum rainfall may become more challenging in the future.

Climate change↗
DOE OSTI2025

Assessing Seismic Risk for CO2 Geologic Storage: Comparative Analysis of the Delaware Basin and Basin and Range Province Projects

ABSTRACT: Effective management of induced seismicity is critical for safe and sustainable CO2 storage. This study evaluates fault slippage risks in the Delaware Basin (Texas) and Basin and Range Province (Utah), integrating geological, operational, and geomechanical parameters to assess fault stability and seismic hazard mitigation. In the Delaware Basin, two sites were analyzed under an injection rate of 20,000 bbl/day over 25 years. One site showed low fault slip risk, while the other exhibited higher reactivation potential due to proximity to critically stressed faults. Sensitivity analysis revealed that increased pore pressure significantly heightened slip potential, highlighting the necessity of precise pressure control and real-time monitoring. In the Basin and Range Province, fault stability was evaluated at Neck of the Desert, Escalante Desert, Parowan, and Beaver sites under injection rates of 8,750 bbl/day per site over 30 years. Minimal fault slip risk was observed at Neck of the Desert and Escalante Desert sites, whereas Parowan and Beaver sites exhibited elevated slip potential due to semi-critically stressed faults sensitive to modest pore pressure increases. The findings demonstrate that fault slippage analysis, combined with sensitivity analysis of pore pressure and friction coefficients, is essential for understanding seismic risks. Continuous monitoring, adaptive injection management, and rigorous geomechanical analysis are key strategies for minimizing induced seismicity in CO2 sequestration projects.

58 GEOSCIENCES↗
NASA NTRS1998

Engine Technology Challenges for the High-Speed Civil Transport Plane

Ongoing NASA-funded and privately funded studies continue to indicate that an opportunity exists for a second generation supersonic commercial airliner, or High-Speed Civil Transport (HSCT), to become a key part of the 21 st century international air transportation system. Long distance air travel is projected to be the fastest growing segment of the air transportation market by the turn of the century with increases at about 5 percent per annum over the next two decades. This projection suggests that by the year 2015, more than 600,000 passengers per day will be traveling long distances, predominantly over water. These routes would provide the greatest potential for an HSCT to become a significant part of the international air transportation system. The potential market for an HSCT is currently projected to be anywhere from 500-1500 aircraft over the 2005-2030 time period. Such an aircraft fleet size would represent a considerable share of the potential long-range aircraft market. However, this projected HSCT fleet can become a reality only if technologies are developed which will allow an HSCT design that is (1) environmentally compatible and (2) economically viable. Simply stated, the HSCT will be a technology driven airplane. Without significant advances in airframe and propulsion technologies over the levels currently available, there will be no second generation supersonic airliner! This paper will briefly describe the propulsion technology challenges which must be met prior to any product launch decision being made by industry and the progress toward meeting these challenges through NASAs High-Speed Research (HSR) Program, a partnership between NASA and Boeing, General Electric and Pratt & Whitney.

Plencner, Robert M.↗
DOE OSTI2025

Controls From Above and Below: Snow, Soil, and Steepness Drive Diverging Trends of Subsurface Water and Streamflow Dynamics

ABSTRACT The importance of subsurface water dynamics, such as water storage and flow partitioning, is well recognised. Yet, our understanding of their drivers and links to streamflow generation has remained elusive, especially in small headwater streams that are often data‐limited but crucial for downstream water quantity and quality. Large‐scale analyses have focused on streamflow characteristics across rivers with varying drainage areas, often overlooking the subsurface water dynamics that shape streamflow behaviour. Here we ask the question: What are the climate and landscape characteristics that regulate subsurface dynamic storage, flow path partitioning, and dynamics of streamflow generation in headwater streams? To answer this question, we used streamflow data and a widely‐used hydrological model (HBV) for 15 headwater catchments across the contiguous United States. Results show that climate characteristics such as aridity and precipitation phase (snow or rain) and land attributes such as topography and soil texture are key drivers of streamflow generation dynamics. In particular, steeper slopes generally promoted more streamflow, regardless of aridity. Streams in flat, rainy sites (< 30% precipitation as snow) with finer soils exhibited flashier regimes than those in snowy sites (> 30% precipitation as snow) or sites with coarse soils and deeper flow paths. In snowy sites, less weathered, thinner soils promoted shallower flow paths such that discharge was more sensitive to changes in storage, but snow dampened streamflow flashiness overall. Results here indicate that land characteristics such as steepness and soil texture modify subsurface water storage and shallow and deep flow partitioning, ultimately regulating streamflow response to climate forcing. As climate change increases uncertainty in water availability, understanding the interacting climate and landscape features that regulate streamflow will be essential to predict hydrological shifts in headwater catchments and improve water resources management.

Kerins, Devon [Department of Civil and Environment↗
NASA NTRS1999

Piloted Simulation Study of a Dual Thrust-Cutback Procedure for Reducing High-Speed Civil Transport Takeoff Noise Levels

A piloted simulation study was performed for the purpose of indicating the noise reduction benefits and piloting performance that could occur for a typical 4-engine high-Speed Civil Transport (HSCT) configuration during takeoff when a dual thrust-cutback procedure was employed with throttle operation under direct computer control. Two thrust cutbacks were employed with the first cutback performed while the vehicle was accelerating on the run-way and the second cutback performed at a distance farther downrange. Added vehicle performance improvements included the incorporation of high-lift increments into the aerodynamic database of the vehicle and the use of limited engine oversizing. Four single-stream turbine bypass engines that had no noise suppression of any kind were used with this configuration. This approach permitted establishing the additional noise suppression level that was needed to meet Federal Air Regulation Part 36 Stage 3 noise levels for subsonic commercial jet aircraft. Noise level results were calculated with the jet mixing and shock noise modules of the Aircraft Noise Prediction Program (ANOPP).

Riley, Donald R.↗
NASA NTRS2014

Application and Evaluation of Control Modes for Risk-Based Engine Performance Enhancements

The engine control system for civil transport aircraft imposes operational limits on the propulsion system to ensure compliance with safety standards. However, during certain emergency situations, aircraft survivability may benefit from engine performance beyond its normal limits despite the increased risk of failure. Accordingly, control modes were developed to improve the maximum thrust output and responsiveness of a generic high-bypass turbofan engine. The algorithms were designed such that the enhanced performance would always constitute an elevation in failure risk to a consistent predefined likelihood. This paper presents an application of these risk-based control modes to a combined engine/aircraft model. Through computer and piloted simulation tests, the aim is to present a notional implementation of these modes, evaluate their effects on a generic airframe, and demonstrate their usefulness during emergency flight situations. Results show that minimal control effort is required to compensate for the changes in flight dynamics due to control mode activation. The benefits gained from enhanced engine performance for various runway incursion scenarios are investigated. Finally, the control modes are shown to protect against potential instabilities during propulsion-only flight where all aircraft control surfaces are inoperable.

emergency operation↗
NASA NTRS2014

Application and Evaluation of Control Modes for Risk-Based Engine Performance Enhancements

The engine control system for civil transport aircraft imposes operational limits on the propulsion system to ensure compliance with safety standards. However, during certain emergency situations, aircraft survivability may benefit from engine performance beyond its normal limits despite the increased risk of failure. Accordingly, control modes were developed to improve the maximum thrust output and responsiveness of a generic high-bypass turbofan engine. The algorithms were designed such that the enhanced performance would always constitute an elevation in failure risk to a consistent predefined likelihood. This paper presents an application of these risk-based control modes to a combined engine/aircraft model. Through computer and piloted simulation tests, the aim is to present a notional implementation of these modes, evaluate their effects on a generic airframe, and demonstrate their usefulness during emergency flight situations. Results show that minimal control effort is required to compensate for the changes in flight dynamics due to control mode activation. The benefits gained from enhanced engine performance for various runway incursion scenarios are investigated. Finally, the control modes are shown to protect against potential instabilities during propulsion-only flight where all aircraft control surfaces are inoperable.

aircraft engine performance↗
NASA NTRS2015

Application and Evaluation of Control Modes for Risk-Based Engine Performance Enhancements

The engine control system for civil transport aircraft imposes operational limits on the propulsion system to ensure compliance with safety standards. However, during certain emergency situations, aircraft survivability may benefit from engine performance beyond its normal limits despite the increased risk of failure. Accordingly, control modes were developed to improve the maximum thrust output and responsiveness of a generic high-bypass turbofan engine. The algorithms were designed such that the enhanced performance would always constitute an elevation in failure risk to a consistent predefined likelihood. This paper presents an application of these risk-based control modes to a combined engine/aircraft model. Through computer and piloted simulation tests, the aim is to present a notional implementation of these modes, evaluate their effects on a generic airframe, and demonstrate their usefulness during emergency flight situations. Results show that minimal control effort is required to compensate for the changes in flight dynamics due to control mode activation. The benefits gained from enhanced engine performance for various runway incursion scenarios are investigated. Finally, the control modes are shown to protect against potential instabilities during propulsion-only flight where all aircraft control surfaces are inoperable.

emergency operation↗
NASA NTRS1974

A simulator investigation of engine failure compensation for powered-lift STOL aircraft

A piloted simulator investigation of various engine failure compensation concepts for powered-lift STOL aircraft was carried out at the Ames Research Center. The purpose of this investigation was to determine the influence of engine failure compensation on recovery from an engine failure during the landing approach and on the precision of the STOL landing. The various concepts include: (1) cockpit warning lights to cue the pilot of an engine failure, (2) programmed thrust and roll trim compensation, (3) thrust command and (4) flight-path stabilization. The aircraft simulated was a 150 passenger four-engine, externally blown flap civil STOL transport having a 90 psf wing loading and a .56 thrust to weight ratio. Results of the simulation indicate that the combination of thrust command and flight-path stabilization offered the best engine-out landing performance in turbulence and did so over the entire range of altitudes for which engine failures occurred.

Nieuwenhuijse, A. W.↗
NASA NTRS1991

Engine technology challenges for a 21st century high speed civil transport

Recent NASA funded studies by Boeing and Douglas suggest an opportunity exists for a 21st Century High Speed Civil Transport (HSCT) to become part of the international air transportation system. However, before this opportunity for high speed travel can be realized, certain environmental and and economic barrier issues must be overcome. These challenges are outlined. Research activities which NASA has planned to address these barrier issues and to provide a technology base to allow U.S. manufacturers to make an informed go/no go decision on developing the HSCT are discussed.

Shaw, Robert J.↗
DOE OSTI2026

Characterization of Multiple Trichloroethene, cis-Dichloroethene and 1,1-Dichloroethene Degrading Propanotrophic Communities

Aerobic cometabolism offers a viable strategy for the remediation of chlorinated solvent plumes at oxic sites where anaerobic approaches are limited. In this study, propane-enriched mixed cultures (derived from agricultural soils and an impacted site sediment) which previously degraded 1,4-dioxane, were evaluated for their capacity to also degrade trichloroethene (TCE), cis-1,2-dichloroethene (cDCE), and 1,1-dichloroethene (1,1-DCE) over successive transfers. Sustained biodegradation of TCE and cDCE was observed across multiple enrichments, and cultures enriched on one compound generally degraded the other. In contrast, 1,1-DCE biodegradation was restricted to a subset of cultures and removal times increased over transfers. Further, 1,1-DCE removal was absent at elevated concentrations, both trends consistent with inhibitory or toxic effects. Whole genome sequencing analyses revealed pronounced substrate-dependent selection of microbial communities, with cDCE-degrading cultures being dominated by Mycobacterium and Mycolicibacterium, whereas TCE-degrading cultures were dominated by Rhodococcus. Rhodococcus metagenome-assembled genomes (MAGs) in the TCE degrading cultures classified as R. opacus or R. wratislaviensis. 1,1-DCE degrading cultures were dominated by Pseudonocardia, although the associated MAGs contained a truncated propane monooxygenase alpha subunit. Functional gene analysis identified both group 5 (prmABCD) and putative group 6 propane monooxygenases. The following KBase narratives contain the quality controlled reads, MAGs (fasta assemblies) and the prokka annotations for each assembly TCE Site 1A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254918) TCE Soil 2A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254919) TCE Soil T3 A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254920) TCE Soil T4 A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254921) cDCE Site 1A 1B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254915) cDCE Soils T2 A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254927) cDCE Soil T3 A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254928) cDCE Soil 4A and B Propanotrophic MAGs (https://narrative.kbase.us/narrative/254942) 1,1-DCE T2 T3 Propanotrophic MAGs (https://narrative.kbase.us/narrative/254903)

59 BASIC BIOLOGICAL SCIENCES↗