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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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NASA NTRS1985

Interaction between the space transportation systems and the Space Station architecture and operations and technology requirements

This study, limited to the interaction between the Space Station and an orbital transfer vehicle, illustrates the need to include the space transportation system and the station in a synergistic analysis to determine an overall operationally efficient system that takes full advantage of the potential for the exploration and exploitation of space. Included are examples of the effects of the mission model on the selection of a possible orbit transfer vehicle design and processing procedures at the station; safe, timely, and flexible transfer vehicle trajectories from GEO to the station; mechanical assists on the station for vehicle arrivals and departures that reduce the risk of contamination and collision; and a discussion of the need for efficient procedures for vehicle maintenance and processing at the station.

Eide, Donald G.↗

NASA NTRS2003

Real-time spatio-temporal coherence estimation for autonomous mode identification and invariance tracking

A general method of anomaly detection from time-correlated sensor data is disclosed. Multiple time-correlated signals are received. Their cross-signal behavior is compared against a fixed library of invariants. The library is constructed during a training process, which is itself data-driven using the same time-correlated signals. The method is applicable to a broad class of problems and is designed to respond to any departure from normal operation, including faults or events that lie outside the training envelope.

James, Mark L.↗

NASA NTRS2015

Exploring Management of Arrival Spacing Using Route Extensions with Terminal Spacing Tools

Airports with shared runway operations between arrivals and departures can experience severe departure gridlock and delays during a heavy arrival push due to insufficient gaps in the arrival stream for aircraft to depart. The problem is accentuated in situations when a large gap in the arrival spacing has to be created at the last minute due to wake vortex separation requirements. At LaGuardia airport, wake vortex separation problems arise when a heavy jet, such as a B757, departing on Runway 31 needs additional spacing between arrivals on Runway 22. A standard solution for controllers in many airports in situations such as this is to extend the downwind leg of arrival aircraft to create extra space between the arrivals. The question addressed in this paper is how such route extensions would work with terminal scheduling operations, namely (1) the automated Terminal Sequencing and Spacing (TSS) tools and (2) a new scheduling tool which increases the availability of gaps for departure aircraft (Departure Sensitive Arrival Spacing or DSAS). In a simulated LaGuardia airport (LGA) Terminal Radar Approach Control (TRACON) airspace, two new RNAV arrival routes were created along with extensions to these routes. The arrival route from the south had a downwind leg extension near the airport in the final sector. The arrival route from the north had an extension in a feeder sector further from the airport. An exploratory one-hour run with the route extensions was compared to an hour run without the extensions. Topics included in the paper are 1) how the route extensions were developed, 2) a procedure outlining how the aircraft could be scheduled to the extensions and who would do it, and 3) the results of the exploratory run compared to the original run without the extensions. The results indicated that the extended downwind leg route helped to create a B757 departure gap in the middle of a packed arrival stream, resulting in a reduction of 11 minutes in average wait time for the B757s, but at a cost of increased controller self-reported workload from low to moderate.

time based flow management↗

NASA NTRSDate not supplied

Coordination between Federated Scheduling and Conflict Resolution in UAM Operations

This work proposes a federated scheduling algorithm and explores two mechanisms for coordinating federated scheduling and conflict resolution functions - two core traffic management functions in urban air mobility operations. A federated scheduling algorithm is first developed, together with data that needs to be shared among schedulers. Two mechanisms for coordinating scheduling and conflict resolution functions are then introduced and studied as conflicts in high-density operations may not be completely resolved by conflict resolution function alone. The first coordination mechanism is constructed based on the arrival scheduler at the destination and another one utilizes the departure scheduler at the origin. Experiments and trade space studies are conducted to compare these two mechanisms using fast-time traffic simulations. Results show that both mechanisms perform well in coordinating scheduling and conflict resolution functions and helping resolve all potential conflicts. Experiments also show that with proper parameter selection, both mechanisms can achieve better efficiency (less delay) while maintaining zero losses of separation.

Federated scheduling↗

NASA NTRS2021

Coordination between Federated Scheduling and Conflict Resolution in UAM Operations

Federated scheduling↗

DOE OSTI2026

Predicting critical heat flux using localized sensing at invisible vapor-liquid interfaces

Predicting critical heat flux (CHF) in two-phase electronics cooling systems remains a significant challenge due to the sudden onset of boiling crisis and the difficulty in directly visualizing vapor-liquid interfaces. Existing sensing methods rely on lagging temperature measurements, optically accessible systems, or spatially averaged signals that cannot pinpoint CHF initiation at localized high-heat-flux regions. Here, we report a planar capacitive sensing approach that enables real-time, localized detection of vapor-liquid interface dynamics for CHF prediction in boiling heat transfer. The capacitive sensor exploits the dielectric constant difference between liquid and vapor phases to capture bubble nucleation, growth, and departure dynamics with a temporal resolution down to 2 ms. The capacitive sensing reveals distinct signals across boiling regimes: from high-frequency fluctuations during strong nucleate boiling to low-frequency fluctuations with increased amplitudes when approaching CHF. The multi-sensor array experiments demonstrate real-time localized sensing, where each sensor responds exclusively to boiling in its immediate vicinity without crosstalk from neighboring regions. This non-intrusive sensing approach provides predictive rather than lagging sensing signals of CHF occurrence, offering predictive diagnosis of two-phase liquid cooling for the thermal management of high-power-density electronics.

CHF↗

NASA NTRS2018

Operational Impact of the Baseline Integrated Arrival, Departure, and Surface System Field Demonstration

To address the Integrated Arrival, Departure, and Surface (IADS) challenge, NASA is developing and demonstrating trajectory-based departure automation under a collaborative effort with the FAA and industry known as Airspace Technology Demonstration 2 (ATD-2). ATD-2 builds upon and integrates previous NASA research capabilities that include the Spot and Runway Departure Advisor (SARDA), the Precision Departure Release Capability (PDRC), and the Terminal Sequencing and Spacing (TSAS) capability. The ATD-2 field demonstration is organized into three phases. Phase I illustrates a Baseline IADS demonstration and includes all components of ATD-2 running in operational environments. Subsequent phases will fuse together strategic scheduling components as well as take into account metroplex considerations. This paper describes the baseline IADS system that was deployed at the end of 2017 and is continuing to run as part of the ATD-2 demonstration taking place at Charlotte-Douglas International Airport (CLT). The primary areas of deployment and system use are in the CLT Air Traffic Control Tower, CLT TRACON, CLT American Airlines ramp tower, Washington Center facility and American Airlines Integration Operations Center (IOC). In addition to describing the functions and capabilities that are part of the baseline IADS system, this paper also provides metrics regarding operational use as well as initial benefits metrics. Benefit metrics continue to be collected and aggregated across the areas of system delay, throughput, taxi time, fuel burn savings, and emissions savings. Furthermore, benefits as a result of common awareness of delays and the impact of takeoff and departure restrictions stemming from traffic flow management initiatives are described. The overall benefit of improved predictability and efficiency as a result of the baseline IADS system demonstration is also discussed.

operational system↗

DOE OSTI2022

Interannual consistency of migration phenology is season- and breeding region-specific in North American Golden Eagles

Abstract Interannual consistency (an indicator of the strength of adjustments) in migration phenology of Golden Eagles (Aquila chrysaetos) in North America is most strongly associated with the breeding region, the season, and with late-season temperature on breeding and wintering grounds. Consistency was greatest in boreal spring migration and the breeding regions of eastern Canada. Using multi-year GPS tracks of 83 adults breeding in 3 spatially distant regions (Alaska, northeast Canada, and southeast Canada), we quantified the interannual consistency of migration phenology and wintering latitude within and among individuals tracked across multiple years and the repeatability (r) by breeding regions and seasons. By comparing regions and seasons, we found that consistency was highest (r > 0.85) for boreal spring migration in eastern Canada while Alaska had the lowest value (r < 0.15). Because seasonal consistency of migration phenology was only detected in eastern Canada, we conclude that seasonal features are not a primary constraint. While regional differences in consistency were not related to differences in migratory distances, they could be the result of genetic or habitat differences. We also found that temperatures warmer than the decadal average at the region of departure delayed the start of boreal spring migration by ~10 days and advanced boreal autumn migration by ~20 days. These results suggest that warmer temperatures would reduce residence time on breeding grounds, contrary to expectations and trends found in other studies. Wide variations in migratory strategies across a species distribution can add to the list of challenges for conservation but may give migrants the capacity to acclimate to environmental changes.

Zoology↗

NASA NTRS2020

ATD-2 Benefits Mechanism

NASA has been developing and demonstrating a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project, through a close partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. The Phase 1 Baseline IADS capabilities provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, tactical surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. The Phase 2 Fused IADS capabilities include the fusion of strategic and tactical surface metering, Atlanta Center airspace tactical scheduling, Electronic Flight Data (EFD) integration, Terminal Flight Data Manager (TFDM) Terminal Publication (TTP) prototype, and Mobile App for General Aviation (GA) community. In the Phase 2 field evaluation, strategic surface metering provides advance notice of metering and additional stability to the assigned gate holds. The users of the IADS system in Phases 1 and 2 include the personnel at Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington and Atlanta Center. This document describes the ATD-2 benefits mechanism used to assess the Phases 1 and 2 IADS capabilities and field evaluation conducted at CLT since September 2017. The ATD-2 benefits mechanism mainly consists of surface metering and overhead stream insertion. This document provides detailed calculation methods of major benefit metrics, such as fuel savings, gas emissions savings, and engine runtime reduction, which can be obtained through surface metering, gate hold of Approval Request (APREQ) flights prior to pushback, and the renegotiation of release time while taxiing. As of March 31, 2020, it is estimated that 5,075,981 pounds of fuel savings and 15,634,022 pounds of CO2 emission reduction have been achieved so far, with a reduction of 3,832 hours in total engine runtime. The amount of CO2 savings is estimated to be equivalent to planting 116,254 urban trees. The pre- and post-metering comparison results using FAA’s Aviation System Performance Metrics (ASPM) data have also shown that the surface metering had no negative impact on the on-time arrival performance of both outbound and inbound flights at CLT.

ATD-2↗

DOE OSTI2025

Turbulence statistical analysis of the L-H transition and RMPs in KSTAR

Here, we investigate the turbulence statistics associated with low-to-high confinement (L-H) transitions and externally applied resonant magnetic perturbations (RMPs) in KSTAR. Time-series fluctuations of electron density n e , electron temperature T e , and the time derivative of the poloidal magnetic field dB θ /dt (Mirnov coils) are analysed using information-geometric measures (information rate Γ and information length $\mathcal{L}$ = ∫ Γ dt), together with kurtosis κ and variance σ 2 . In low-density upper single-null plasmas (n e ~ 1.2 x 10 19 m -3 ), a ~80 kHz magnetic mode coupling n e , T e , dB θ /dt and emerges prior to the L-H transition and persists into the edge-localised modes H-mode. Edge-localised RMPs (ERMPs) suppress this coherent mode but enhance intermittency, producing frequent bursts that abruptly reshape the time-dependent probability density functions (PDFs) and generate large spikes in Γ (with smaller changes in κ), signalling ERMP-driven departures from quasi-stationarity. The impact of ERMPs on background fluctuation levels depends on density, radial location, and the fluctuating variable itself ($\tilde{n}$, $\tilde{T}$, $\dot{B}$ θ ), whereas $\mathcal{L}$ provides a robust, regime-agnostic measure of cumulative statistical reorganisation and spatial decorrelation. In particular, at low density we observe weaker coupling between $\tilde{n}$ and $\tilde{T}$, along with a tendency toward decreased radial correlation-most clearly for $\tilde{T}$-under ERMPs. Overall, information geometry cleanly captures intermittent events, quantifies non-equilibrium PDF evolution, and offers a compact, cross-diagnostic metric for assessing resonant magnetic perturbation effects on edge transport and correlation across densities, radial locations, and confinement states.

Kim, Eun-jin [Coventry Univ. (United Kingdom); Seo↗

NASA NTRS1980

Evaluation of the procedure for separating barley from other spring small grains

The success of the Transition Year procedure to separate and label barley and the other small grains was assessed. It was decided that developers of the procedure would carry out the exercise in order to prevent compounding procedural problems with implementation problems. The evaluation proceeded by labeling the sping small grains first. The accuracy of this labeling was, on the average, somewhat better than that in the Transition Year operations. Other departures from the original procedure included a regionalization of the labeling process, the use of trend analysis, and the removal of time constraints from the actual processing. Segment selection, ground truth derivation, and data available for each segment in the analysis are discussed. Labeling accuracy is examined for North Dakota, South Dakota, Minnesota, and Montana as well as for the entire four-state area. Errors are characterized.

Magness, E. R.↗

NASA NTRS2002

Progress Toward Generation of a Navier-Stokes Database for a Harrier in Ground Effect

The Harrier YAV-8B aircraft is capable of vertical and short-field take-off and landing (V/STOL) by directing its four exhaust nozzles toward the ground, or conventional flight by rotating its nozzles into a horizontal position. The British Royal Air Force and the United States Marine Corps have used this aircraft for more than 30 years to provide a quick reaction time for troop support, and reduce the need for long runways. The success of this powered-lift (PL) vehicle has also prompted the more recent design of the Joint Strike Fighter (JSF). However there are significant safety issues that must be addressed when operating a PL vehicle in close proximity to the ground. Hot Gas Ingestion (HGI) by the inlets can result in a rapid loss of powered lift; and high-speed jet flows along the ground plane can induce low pressures underneath the vehicle, causing a 'suck-down' effect. Under these conditions, departure from controlled flight may occur. Moreover, unsteady ground vortices and jet fountains can affect the aircraft,s controllability and its proximity to ground troops. The viscous, time-dependent flow fields of PL vehicles are difficult to accurately and efficiently predict using Computational Fluid Dynamics (CFD). A number of researchers have used the time-dependent Reynolds-averaged Navier-Stokes (RANS) equations to compute flows for single and multiple jets in a cross-flow. A few have added some geometric complexity to the problem by computing flows for jet-augmented delta wings near a ground plane. Smith et.al. computed for the first time a single RANS solution about a simplified Harrier. This geometry included a fuselage, wing, leading edge root extension (LERX), inlets, and exhaust nozzles. All of these investigations cite two practical problems with computing these flows: 1) the need for improved solution accuracy; and, 2) the need for faster solution methods. We view the need for faster solution methods as key to improving the solution accuracy and making this class of computation more routine. One can hardly refine grids, explore the use of advanced turbulence models, and generate databases when it takes weeks of dedicated computer time for a single solution. Chaderjian, Ahmad, Pandya, and Murman have focused on reducing the time-to-solution for this very difficult and complex problem through process automation and exploitation of parallel computing. They began with the Harrier geometry reported, and added a deflected wing flap and empennage for greater realism. To date more than 80 solutions have been carried out. This paper will describe this process and progress made in reducing the time required to generate a simple longitudinal force and moment database for a Harrier in ground effect. It shows a typical snap-shot from an unsteady streakline animation, where fluid particles are colored by temperature. The ground vortex and a jet-fountain vortex are highlighted. It also shows a similar streakline image, where HGI occurs due to the vehicle in close proximity to the ground. It is show the mean lift coefficient as a function of angle of attack and height. The angle of attack range was 4 deg less than or = alpha less than or = 10 deg with an increment of 1 degree, and the height range was 10 ft less than or = h less than or = 30ft with an increment of 5 feet. This 35 solution database was extended to over 2500 cases using a monotone cubic-spline interpolation procedure. The suck-down effect (reduction of lift near the ground) is highlighted in the figure. The "cushion effect," the conventional reduction of lift as the vehicle moves out of ground effect, is also indicated. All 35 RANS solutions were obtained using 952 Silicon Graphics Origin 2000 and 3000 processors in dedicated mode for one week. Typically, 112 processors were assigned to each case. Some other cases used fewer processors to utilize all available CPUS. The final paper will report on the automation of the solution process, including: grid generation, job monitoring, solution completion criteria, and post processing. Moreover, improvements in parallel efficiency for a dual time-step algorithm for the RANS equations will also be presented. Results will be discussed in detail using unsteady streakline flow visualization to correlate unsteady flow structures with dominant aerodynamic frequencies. The stability derivatives, CL, and CL, will also be presented.

Chaderjian, Neal M.↗

NASA NTRS2006

Supportability Issues and Approaches for Exploration Missions

Maintaining and repairing spacecraft systems hardware to achieve required levels of operational availability during long-duration exploration missions will be challenged by limited resupply opportunities, constraints on the mass and volume available for spares and other maintenance-related provisions, and extended communications times. These factors will force the adoption of new approaches to the integrated logistics support of spacecraft systems hardware. For missions beyond the Moon, all spares, equipment, and supplies must either be prepositioned prior to departure from Earth of human crews or carried with the crews. The mass and volume of spares must be minimized by enabling repair at the lowest hardware levels, imposing commonality and standardization across all mission elements at all hardware levels, and providing the capability to fabricate structural and mechanical spares as required. Long round-trip communications times will require increasing levels of autonomy by the crews for most operations including spacecraft maintenance. Effective implementation of these approaches will only be possible when their need is recognized at the earliest stages of the program, when they are incorporated in operational concepts and programmatic requirements, and when diligence is applied in enforcing these requirements throughout system design in an integrated way across all contractors and suppliers. These approaches will be essential for the success of missions to Mars. Although limited duration lunar missions may be successfully accomplished with more traditional approaches to supportability, those missions will offer an opportunity to refine these concepts, associated technologies, and programmatic implementation methodologies so that they can be most effectively applied to later missions.

Watson, J. K.↗

DOE OSTI2023

Deliver Signal Phase and Timing (SPAT) for Energy Optimization of Vehicle Cohort Via Cloud-Computing and LTE Communications

Predictive Signal Phase and Timing (SPAT) message set is one fundamental building block for vehicle-to-infrastructure (V2I) applications such as Eco-Approach and Departure (EAD) at traffic signal controlled urban intersections. Among the two complementary communication methods namely short-range sidelink (PC5) and long-range cellular radio link (Uu), this paper documents the work with long-range link: the complete data chain includes connecting to the traffic signals via existing backhaul communication network, collecting the raw signal phase state data, predicting the signal state changes and delivering the SPAT data via a geofenced service to requests over HTTP protocols. An Application Programming Interface (API) library is developed to support various cellular data transmission reduction and latency improvement techniques. An emulation-based algorithm is applied to predict the traffic signal state changes to provide adequate prediction horizon (e.g., at minimum 2 minutes) for the cohort energy optimization. In fact, the same connectivity and SPAT delivery methodology has been applied to traffic signalized intersections nationwide in the United States upon public agency approvals for access to their firewalled traffic control network and signal control systems or directly to individual controllers. This methodology proves its effectiveness and potential for rapid growth of such SPAT deliveries at mass production scale without needing infrastructure hardware retrofit or excessive communication means. To support the energy optimization of light and heavy-duty vehicle cohorts of mixed automation and propulsion systems (EV, ICE and hybrid), the connection and SPAT deliveries at two sites were completed, including public roads in Washtenaw County, Michigan and closed track test sites at American Center for Mobility (ACM) in Ypsilanti, Michigan. However, only closed test track results at ACM will be presented in this paper. A neuroevolution based optimizer is developed and implemented to control the speed of a vehicle cohort with different propulsion systems and automation levels. Closed track tests showed significant energy savings of the cohort operation.

99 GENERAL AND MISCELLANEOUS↗

NASA NTRS1985

A synchronous fiber optic ring local area network for multigigabit/s mixed-traffic communication

A synchronous-ring fiber optic local area network is reported that facilitates the simultaneous transmission of packet and real-time traffic at gigabit/s rates, minimizes the amount of high-speed logic, and simplifies the user interface to the network. The novelty of the technique is based on (1) suspending in transit around the ring's circumference an integral number of data frames and (2) achieving this condition by skewing the frame clock rate a small amount. Rather than use the whole data frame as one packet destined to a specific user, many individual channels are instead time-multiplexed into the data frame. This technique only becomes feasible for local networks as data rates approach the Gbit/s range. This departure from other synchronous rings results in several advantages both in terms of system performance and hardware simplicity.

Bergman, L. A.↗

NASA NTRS2018

On-Time Performance ASPM Non-Parametric Statistical Analysis

The purpose of this analysis is to provide a data-driven examination of two selected flight metrics, i.e., (1) total taxi-out time and (2) actual off time minus scheduled off block time. More specifically, Aviation System Performance Metrics (ASPM) data were analyzed to determine any possible differences in CLT (Charlotte Douglas International Airport) departure flights on these two metrics when comparing pre-IADS (Integrated Arrival, Departure, and Surface Operations) against post-IADS metering operations. This was originally presented to the ATD-2 (Airspace Technology Demonstration-2) Analytics team in August 2018.

tech transfer↗

NASA NTRS2019

Enhanced Feasibility Assessment of Payload Adapters for NASA’s Space Launch System

The first flight of NASA’s new exploration-classlaunch vehicle, the Space Launch System (SLS), will test amyriad of systems designed to enable the next generation of deepspace human spaceflight, and launch from Kennedy SpaceCenter no earlier than December 2019. The initial Block 1configuration for EM-1 will be capable of lofting at least 70metric tons (t) of payload and send the Orion crew vehicle intoa distant retrograde lunar orbit, paving the way for future crewmissions to cislunar space and eventually Mars. A Block 1Bversion of SLS will lift at least 34 t to trans-lunar injection (TLI)in its crew configuration and at least 37 t to TLI in its cargoconfiguration no earlier than 2024. For Mars-class payloads,larger fairings and payload adapters for the Block 2 cargovehicle are under consideration. For missions beyond the Earth-Moon system, SLS offers greater characteristic energy (C3)than any other launch vehicle, enabling shorter transit times orheavier payloads with more robust science packages formissions to the outer solar system. Indeed, the unmatchedcombination of thrust, payload volume and departure energythat SLS provides opens new opportunities for human androbotic exploration of deep space.

Holladay, Jon B.↗

NASA NTRS2020

ATD-2 Benefits Mechanism

NASA has been developing and demonstrating a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project, through a close partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. The Phase 1 Baseline IADS capabilities provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, tactical surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. The Phase 2 Fused IADS capabilities include the fusion of strategic and tactical surface metering, Atlanta Center airspace tactical scheduling, Electronic Flight Data (EFD) integration, Terminal Flight Data Manager (TFDM) Terminal Publication (TTP) prototype, and Mobile App for General Aviation (GA) community. In the Phase 2 field evaluation, strategic surface metering provides advance notice of metering and additional stability to the assigned gate holds. The users of the IADS system in Phases 1 and 2 include the personnel at Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington and Atlanta Center. This document describes the ATD-2 benefits mechanism used to assess the Phases 1 and 2 IADS capabilities and field evaluation conducted at CLT since September 2017. The ATD-2 benefits mechanism mainly consists of surface metering and overhead stream insertion. This document provides detailed calculation methods of major benefit metrics, such as fuel savings, gas emissions savings, and engine runtime reduction, which can be obtained through surface metering, gate hold of Approval Request (APREQ) flights prior to pushback, and the renegotiation of release time while taxiing. As of April 30, 2020, it is estimated that 5,097,173 pounds of fuel savings and 15,699,292 pounds of CO2 emission reduction have been achieved so far, with a reduction of 3,831 hours in total engine runtime. The amount of CO2 savings is estimated to be equivalent to planting 116,739 urban trees. The pre- and post-metering comparison results using FAA’s Aviation System Performance Metrics (ASPM) data have also shown that the surface metering had no negative impact on the on-time arrival performance of both outbound and inbound flights at CLT.

ATD-2↗