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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Drought–induced increase in tree mortality and corresponding decrease in the carbon sink capacity of Canada's boreal forests from 1970 to 2020

Canada's boreal forests, which occupy approximately 30% of boreal forests world wide, play an important role in the global carbon budget. However, there is lit tle quantitative information available regarding the spatiotemporal changes in the drought-induced tree mortality of Canada's boreal forests overall and their associ ated impacts on biomass carbon dynamics. Here, we develop spatiotemporally ex plicit estimates of drought-induced tree mortality and corresponding biomass carbon sink capacity changes in Canada's boreal forests from 1970 to 2020. We show that the average annual tree mortality rate is approximately 2.7%. Approximately 43% of Canada's boreal forests have experienced significantly increasing tree mortality trends (71% of which are located in the western region of the country), and these trends have accelerated since 2002. This increase in tree mortality has resulted in sig nificant biomass carbon losses at an approximate rate of 1.51±0.29 MgC ha -1 year -1 (95% confidence interval) with an approximate total loss of 0.46±0.09 PgC year -1 (95% confidence interval). Under the drought condition increases predicted for this century, the capacity of Canada's boreal forests to act as a carbon sink will be further reduced, potentially leading to a significant positive climate feedback effect

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1980

Feasibility study of aileron and spoiler control systems for large horizontal axis wind turbines

The feasibility of using aileron or spoiler controls as alternates to pitch control for large horizontal axis wind turbines was studied. The NASA Mod-0 100 kw machine was used as the basis for the study. Specific performance studies were conducted for 20% chord ailerons over the outboard 30% span, and for 10% chord spoilers over the same portion of the span. Both control systems utilized control deflections up to 60 deg. Results of the study show that either ailerons or spoilers can provide the control necessary to limit turbine power in high wind conditions. The aileron system, as designed, provides overspeed protection at hurricane wind speeds, low wind speed starting torque of 778 N-m (574 ft. lb) at 3.6 m/sec, and a 1.3 to 1.5% increase in annual energy compared to a fixed pitch rotor. The aileron control system preliminary design study includes aileron loads analysis and the design of a failsafe flyweight actuator for overspeed protection in the event of a hydraulic system failure.

Wentz, W. H., Jr.↗
NASA NTRS1995

Emergency Flight Control Using Computer-Controlled Thrust

Propulsion Controlled Aircraft (PCA) systems are digital electronic control systems undergoing development to provide limited maneuvering ability through variations of individual engine thrusts in multiple-engine airplanes. Provide landing capability when control surfaces inoperable. Incorporated on existing and future airplanes that include digital engine controls, digital flight controls, and digital data buses, adding no weight for additional hardware to airplane. Possible to handle total failure of hydraulic system, depending on how surfaces respond to loss of hydraulic pressure, and broken control cables or linkages. Future airplanes incorporate data from Global Positioning System for guidance to any suitable emergency runway in world.

Burcham, Frank W., Jr.↗
NASA NTRS1987

Fault Detection and Isolation for Hydraulic Control

Pressure sensors and isolation valves act to shut down defective servochannel. Redundant hydraulic system indirectly senses failure in any of its electrical control channels and mechanically isolates hydraulic channel controlled by faulty electrical channel so flat it cannot participate in operating system. With failure-detection and isolation technique, system can sustains two failed channels and still functions at full performance levels. Scheme useful on aircraft or other systems with hydraulic servovalves where failure cannot be tolerated.

Source record↗
NASA NTRS2012

Failure Analysis of T-38 Aircraft Burst Hydraulic Aileron Return Line

During maintenance troubleshooting for fluctuating hydraulic pressures, a technician found that a right hand aileron return line, on the flight hydraulic side, was ruptured (Fig. 1, 2). This tubing is part of the Hydraulic Flight Control Aileron Return Reducer to Aileron Manifold and is suspected to be original to the T-38 Talon trainer aircraft. Ailerons are small hinged sections on the outboard portion of a wing used to generate rolling motion thereby banking the aircraft. The ailerons work by changing the effective shape of the airfoil of the outer portion of the wing [1]. The drawing, Northrop P/N 3-43033-55 (6/1960), specifies that the line is made from 0.375 inch OD, aluminum 5052-0 tubing with a 0.049 inch wall thickness. WW-T-787 requires the tube shall be seamless and uniform in quality and temper [2]. The test pressure for this line is 3000 psi, and the operational pressure for this line is estimated to be between 45 psi and 1500 psi based on dynamic loading during flight. Examination of the fracture surface found evidence of arrest bands originating on the inner diameter (Fig 3). Ductile dimples are observed on the tube fractures (Fig. 4). The etched cross-section revealed thinning and work-hardening in the burst region (Fig. 5). The wall thickness just outside the work-hardened fracture region measured 0.035". Barlow's Formula: P = 2St/D, where P is burst pressure, S is allowable stress, t is wall thickness and D is the outer diameter of tube. Using the ultimate tensile strength of 28 ksi and a measured wall thickness of 0.035 inches at burst, P = 5.2 ksi (burst pressure). Using the yield of 13 ksi (YS) for aluminum 5052-0, plastic deformation will happen at P = 2.4 ksi suggesting plastic deformation occurred at a proof pressure of 3.0 ksi. Conclusion: The burst resulted from high stress, low-cycle fatigue. Evidence of arrest bands originating on the inner diameter. Fracture is predominately shear dimples, characteristic of high load ductile fractures (Fig 6). Section wall reduction in the burst region. Plastic deformation and thinning of the out-of-specification tube wall likely happened during the initial proof testing years ago. Metallography of tubing away from rupture site confirmed tubing was seamless. Based on the tube microstructure, it is likely that the initial wall thickness was about 30 % thinner than the requirement of 0.049 inches. Fracture initiated on the ID and progressed to the OD (shear lip). The tube is made of the correct material of 5052-0 aluminum as verified using Optical Emission Spectroscopy (Table 2). The tubing hardness tested 77 HV100 (77 HRE). This hardness is slightly above the requirement for 70 HRE maximum for aluminum 5052-0 in AMS 2658C [3].

Martinez, J. E.↗
NASA NTRS1994

Design and flight test of the Propulsion Controlled Aircraft (PCA) flight control system on the NASA F-15 test aircraft

This report describes the design, development and flight testing of the Propulsion Controlled Aircraft (PCA) flight control system performed at McDonnell Douglas Aerospace (MDA), St. Louis, Missouri and at the NASA Dryden Flight Research Facility, Edwards Air Force Base, California. This research and development program was conducted by MDA and directed by NASA through the Dryden Flight Research Facility for the period beginning January 1991 and ending December 1993. A propulsion steering backup to the aircraft conventional flight control system has been developed and flight demonstrated on a NASA F-15 test aircraft. The Propulsion Controlled Aircraft (PCA) flight system utilizes collective and differential thrust changes to steer an aircraft that experiences partial or complete failure of the hydraulically actuated control surfaces. The PCA flight control research has shown that propulsion steering is a viable backup flight control mode and can assist the pilot in safe landing recovery of a fighter aircraft that has damage to or loss of the flight control surfaces. NASA, USAF and Navy evaluation test pilots stated that the F-15 PCA design provided the control necessary to land the aircraft. Moreover, the feasibility study showed that PCA technology can be directly applied to transport aircraft and provide a major improvement in the survivability of passengers and crew of controls damaged aircraft.

Wells, Edward A.↗
NASA NTRS1995

Propulsion Controlled Aircraft design and development

This paper describes the design, development, and ground testing of the propulsion controlled aircraft (PCA) flight control system. A backup flight control system which uses only engine thrust, the PCA system utilizes collective and differential thrust changes to steer an aircraft that experiences partial or complete failure of the hydraulically actuated control surfaces. The objective of the program was to investigate, in flight, the throttles-only control capability of the F-15, using manual control, and also an augmented PCA mode in which computer-controlled thrust was used for flight control. The objective included PCA operation in up-and-away flight and, if performance was adequate, a secondary objective to make actual PCA landings. The PCA design began with a feasibility study which evaluated many control law designs. The study was done using off-line control analysis, simulation, and on-line manned flight simulator tests. Control laws, cockpit displays, and cockpit controls were evaluated by NASA test pilots. A flight test baseline configuration was selected based on projected flight performance, applicability to transport and fighter aircraft, and funding costs. During the PCA software and hardware development, the initial design was updated as data became available from throttle-only flight experiments conducted by NASA on the F-15. This information showed basic airframe characteristics that were not observed in the F-15 flight simulator and resulted in several design changes. After the primary objectives of the PCA flight testing were accomplished, additional PCA modes of operation were developed and implemented. The evolution of the PCA system from the initial feasibility study, control law design, simulation, hardware-in-the-loop tests, pilot-in-the-loop tests, and ground tests is presented.

Wells, Edward A.↗
NASA NTRS1977

Integrity in flight control systems

In connection with advances in technology, mainly in the electronic area, aircraft flight control applications have evolved from simple pilot-relief autopilots to flight-critical and redundant fly-by-wire and active control systems. For flight-critical implementations which required accommodation of inflight failures, additional levels of redundancy were incorporated to provide fail-safe and fail-operative performance. The current status of flight control systems reliability is examined and high-reliability approaches are discussed. Attention is given to the design of ring laser gyros and magnetohydrodynamic rate sensors, redundancy configurations for component failure protection, improvements of hydraulic actuators made on the component level, integrated actuators, problems of software reliability, lightning considerations, and failure detection methods for component and system failures.

Kurzhals, P. R.↗
NASA NTRS1986

Independent Orbiter Assessment (IOA): Analysis of the ascent thrust vector control actuator subsystem

The results of the Independent Orbiter Assessment (IOA) of the Failure Modes and Effects Analysis (FMEA) and Critical Items List (CIL) are presented. The IOA approach features a top-down analysis of the hardware to determine failure modes, criticality, and potential critical items. To preserve independence, this analysis was accomplished without reliance upon the results contained within the NASA FMEA/CIL documentation. The independent analysis results for the Ascent Thrust Vector Control (ATVC) Actuator hardware are documented. The function of the Ascent Thrust Vector Control Actuators (ATVC) is to gimbal the main engines to provide for attitude and flight path control during ascent. During first stage flight, the SRB nozzles provide nearly all the steering. After SRB separation, the Orbiter is steered by gimbaling of its main engines. There are six electrohydraulic servoactuators, one pitch and one yaw for each of the three main engines. Each servoactuator is composed of four electrohydraulic servovalve assemblies, one second stage power spool valve assembly, one primary piston assembly and a switching valve. Each level of hardware was evaluated and analyzed for possible failure modes and effects. Criticality was assigned based upon the severity of the effect for each failure mode. Critical failures resulting in loss of ATVC were mainly due to loss of hydraulic fluid, fluid contamination and mechanical failures.

Wilson, R. E.↗
NASA NTRS2006

Evaluating the Performance of the NASA LaRC CMF Motion Base Safety Devices

This paper describes the initial measured performance results of the previously documented NASA Langley Research Center (LaRC) Cockpit Motion Facility (CMF) motion base hardware safety devices. These safety systems are required to prevent excessive accelerations that could injure personnel and damage simulator cockpits or the motion base structure. Excessive accelerations may be caused by erroneous commands or hardware failures driving an actuator to the end of its travel at high velocity, stepping a servo valve, or instantly reversing servo direction. Such commands may result from single order failures of electrical or hydraulic components within the control system itself, or from aggressive or improper cueing commands from the host simulation computer. The safety systems must mitigate these high acceleration events while minimizing the negative performance impacts. The system accomplishes this by controlling the rate of change of valve signals to limit excessive commanded accelerations. It also aids hydraulic cushion performance by limiting valve command authority as the actuator approaches its end of travel. The design takes advantage of inherent motion base hydraulic characteristics to implement all safety features using hardware only solutions.

Gupton, Lawrence E.↗
NASA NTRS2004

Space Shuttle Upgrades Advanced Hydraulic Power System

Three Auxiliary Power Units (APU) on the Space Shuttle Orbiter each provide 145 hp shaft power to a hydraulic pump which outputs 3000 psi hydraulic fluid to 41 hydraulic actuators. A hydrazine fuel powered APU utilized throughout the Shuttle program has undergone many improvements, but concerns remain with flight safety, operational cost, critical failure modes, and hydrazine related hazards. The advanced hydraulic power system (AHPS), also known as the electric APU, is being evaluated as an upgrade to replace the hydrazine APU. The AHPS replaces the high-speed turbine and hydrazine fuel supply system with a battery power supply and electric motor/pump that converts 300 volt electrical power to 3000 psi hydraulic power. AHPS upgrade benefits include elimination of toxic hydrazine propellant to improve flight safety, reduction in hazardous ground processing operations, and improved reliability. Development of this upgrade provides many interesting challenges and includes development of four hardware elements that comprise the AHPS system: Battery - The battery provides a high voltage supply of power using lithium ion cells. This is a large battery that must provide 28 kilowatt hours of energy over 99 minutes of operation at 300 volts with a peak power of 130 kilowatts for three seconds. High Voltage Power Distribution and Control (PD&C) - The PD&C distributes electric power from the battery to the EHDU. This 300 volt system includes wiring and components necessary to distribute power and provide fault current protection. Electro-Hydraulic Drive Unit (EHDU) - The EHDU converts electric input power to hydraulic output power. The EHDU must provide over 90 kilowatts of stable, output hydraulic power at 3000 psi with high efficiency and rapid response time. Cooling System - The cooling system provides thermal control of the Orbiter hydraulic fluid and EHDU electronic components. Symposium presentation will provide an overview of the AHPS upgrade, descriptions of the four hardware elements, and a summary of development results to date.

Source record↗
DOE OSTI2024

Thermal-hydraulics capabilities in predicting the post-CHF conditions

Developing research in a time-at-temperature limit for fuel failure requires assessing both the material modeling and the thermal-hydraulic modeling capabilities. Predictions of post-CHF conditions have areas for development leveraging experiments, code coupling, and general model improvement.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2024

Reactive transport modeling of the Aquifer Thermal Energy Storage (ATES) system at Stockton University, New Jersey during seasonal operations

Hydrogeochemical processes associated with Aquifer Thermal Energy Storage (ATES) operations can often impact the system performance owing to mineral precipitation either at the wellbore or in the aquifer owing to changes in temperature and fluid disequilibria. Although failure of ATES systems due to mineral precipitation ("fouling") is common, predictive reactive-transport models have rarely been applied to plan their design and operation. Here, the objective of this study is to develop a reactive-transport model by coupling thermal, hydrological, and chemical (THC) processes to evaluate effects of introduced atmospheric oxygen on water chemistry, mineral precipitation/dissolution, porosity, and permeability changes associated with an ATES system at Stockton University (New Jersey, USA). The THC model builds on a Thermal-Hydrological-Mechanical (THM) model of the site that evaluated system failure owing to possible fracturing in the caprock or around the wellbore. The causes of the system failure are not known – potential causes include hydraulic fracturing owing to elevated pump pressures that took place, a flow pathway created by one of the boreholes, or a pre-existing natural hydrologic connection between the upper unconfined aquifer and the ATES aquifer, any of which could have led to oxygenated water entering the reservoir and causing the observed Fe-oxide fouling on well screens. The THC model is used to evaluate some of the hypotheses and observations regarding system failure owing to geochemical processes. The reactive-transport code TOUGHREACT V4 was used to model the THC processes during seasonal heating and cooling operations at the Stockton ATES site over 6 years of operation. In the THC simulations, the primary effects on geochemistry were observed when the injection water is saturated with atmospheric oxygen. Simulations show greater precipitation of goethite near the cold wells as compared to the warm wells. Although volume fractions of Fe-hydroxides were relatively small, the model was aimed at processes in the aquifer at the scale of meters and larger rather than at the scale of mm or cm (i.e., a well screen). Kaolinite is the dominant precipitating phase, also around the cold wells. Illite dissolves near the cold wells and precipitates near the warm wells. There is a net decrease in the porosity near the cold wells and increase near the warm wells, although a slight amount of thermal contraction near the cold wells and expansion near the warm wells is responsible for a significant proportion of the porosity change. Owing to the coarse discretization of the numerical grid near the wells (compared to the screen thickness) the magnitude of permeability changes at the wellbore are likely underestimated. The reactive transport model in this study can be used for characterization of aquifers, optimizing the operational parameters (temperature, pressure, pH etc.), and planning of mitigation strategies for ATES systems.

15 GEOTHERMAL ENERGY↗
DOE OSTI2023

Patterns and rates of soil movement and shallow failures across several small watersheds on the Seward Peninsula, Alaska

Abstract. Thawing permafrost can alter topography, ecosystems, and sediment and carbon fluxes, but predicting landscape evolution of permafrost-influenced watersheds in response to warming and/or hydrological changes remains an unsolved challenge. Sediment flux and slope instability in sloping saturated soils have been commonly predicted from topographic metrics (e.g., slope, drainage area). In addition to topographic factors, cohesion imparted by soil and vegetation and melting ground ice may also control spatial trends in slope stability, but the distribution of ground ice is poorly constrained and hard to predict. To address whether slope stability and surface displacements follow topographic-based predictions, we document recent drivers of permafrost sediment flux present on a landscape in western Alaska that include creep, solifluction, gullying, and catastrophic hillslope failures ranging in size from a few meters to tens of meters, and we find evidence of rapid and substantial landscape change on an annual timescale. We quantify the timing and rate of surface movements using a multi-pronged, multi-scalar dataset including aerial surveys, interannual GPS surveys, synthetic aperture radar interferometry (InSAR), and climate data. Despite clear visual evidence of downslope soil transport of solifluction lobes, we find that the interannual downslope surface displacement of these features does not outpace downslope displacement of soil in locations where lobes are absent (downslope movement means: 7 cm yr−1 for lobes over 2 years vs. 10 cm yr−1 in landscape positions without lobes over 1 year). Annual displacements do not appear related to slope, drainage area, or modeled total solar radiation but are likely related to soil thickness, and volumetric sediment fluxes are high compared to temperate landscapes of comparable bedrock lithology. Time series of InSAR displacements show accelerated movement in late summer, associated with intense rainfall and/or deep thaw. While mapped slope failures do cluster at slope–area thresholds, a simple slope stability model driven with hydraulic conductivities representative of throughflow in mineral and organic soil drastically overpredicts the occurrence of slope failures. This mismatch implies permafrost hillslopes have unaccounted-for cohesion and/or throughflow pathways, perhaps modulated by vegetation, which stabilize slopes against high rainfall. Our results highlight the breadth and complexity of soil transport processes in Arctic landscapes and demonstrate the utility of using a range of synergistic data collection methods to observe multiple scales of landscape change, which can aid in predicting periglacial landscape evolution.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1981

Transistor package for high pressure applications

TO63 transistor package can operate in hydraulic oil ar pressures of 200 psi or greater without leakage failure if it is reinforced by alumina disk brazed to cap and terminals. This inexpensive modification has been used successfully on power transistors in hydraulic circulating-pump assemblies for Space Shuttle orbiter and should be effective in other pressurized environments, such as in oil exploration equipment.

Zantos, P. J.↗
NASA NTRS1983

Slow crack growth in spinel in water

Magnesium aluminate spinel was tested in a water environment at room temperature to establish its slow crack-growth behavior. Ring specimens with artificial flaws on the outside surface were loaded hydraulically on the inside surface. The time to failure was measured. Various precracking techniques were evaluated and multiple precracks were used to minimize the scatter in the static fatigue tests. Statistical analysis techniques were developed to determine the strength and crack velocities for a single flaw. Slow crack-growth rupture was observed at stress intensities as low as 70 percent of K sub c. A strengthening effect was observed in specimens that had survived long-time static fatigue tests.

Schwantes, S.↗
NASA NTRS1987

An evaluation of a real-time fault diagnosis expert system for aircraft applications

A fault monitoring and diagnosis expert system called Faultfinder was conceived and developed to detect and diagnose in-flight failures in an aircraft. Faultfinder is an automated intelligent aid whose purpose is to assist the flight crew in fault monitoring, fault diagnosis, and recovery planning. The present implementation of this concept performs monitoring and diagnosis for a generic aircraft's propulsion and hydraulic subsystems. This implementation is capable of detecting and diagnosing failures of known and unknown (i.e., unforseeable) type in a real-time environment. Faultfinder uses both rule-based and model-based reasoning strategies which operate on causal, temporal, and qualitative information. A preliminary evaluation is made of the diagnostic concepts implemented in Faultfinder. The evaluation used actual aircraft accident and incident cases which were simulated to assess the effectiveness of Faultfinder in detecting and diagnosing failures. Results of this evaluation, together with the description of the current Faultfinder implementation, are presented.

Schutte, Paul C.↗
DOE OSTI2023

Laboratory investigation of hydraulic fracturing in granitic rocks using active and passive seismic monitoring

SUMMARY Knowledge of the fracturing processes can be important for the optimization of pressurized fluid injection operations in the deep underground rock mass. Active and passive seismic monitoring techniques have been used in the field for tracking or mapping the propagating hydraulic fracture. Although both these monitoring techniques provide valuable information about the generated fracture network, it is difficult for either technique to comprehensibly identify the different processes associated with hydraulic fracturing. The combined active and passive monitoring has the potential for better characterization of the complex hydraulic fracturing phenomena. In this study, laboratory hydraulic fracturing experiments with combined active and passive seismic monitoring were conducted on true triaxially loaded Barre granite cubes with different fluid injection rates. The seismic inelastic fracturing was detected by 16 passive acoustic emission sensors, where 3678 and 2370 seismic source events were detected for the high and low injection rate experiments, respectively. For active monitoring, strong variations in the attributes of signals were observed which were transmitted through four source–receiver pairs, placed both perpendicular and parallel to the generated hydraulic fracture. Positive velocity changes were observed for active sensor pairs with ray paths passing through the generated hydraulic fracture indicating fluid permeation, whereas isolated dry deformation was characterized by a slight but permanent velocity decrease. Compared to velocity, the energy of the active signals was 1–2 orders of magnitude more sensitive to different hydraulic fracturing processes. However, the sensitivity and signatures of the active signal attributes were found to be dependent on the frequency range and direction of ray path with respect to the location of the generated fracture network. Using the coupled evaluation of the active and passive signals we were able to systematically identify various hydraulic fracturing processes including: (1) aseismic deformation, (2) fracture initiation and fluid permeation, (3) pressure build-up, (4) fracture propagation and (5) pressure release and leak-off. The results of this study showed that combining the respective advantages of active and passive seismic techniques and using both of them to monitor the failure processes can facilitate a more comprehensive understanding and better control of the hydraulic stimulations in subsurface operations.

Geochemistry & Geophysics↗