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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 451 records · Page 25
All sourcesNASA NTRSDOE OSTI
NASA NTRS1990

Flight crew aiding for recovery from subsystem failures

Some of the conceptual issues associated with pilot aiding systems are discussed and an implementation of one component of such an aiding system is described. It is essential that the format and content of the information the aiding system presents to the crew be compatible with the crew's mental models of the task. It is proposed that in order to cooperate effectively, both the aiding system and the flight crew should have consistent information processing models, especially at the point of interface. A general information processing strategy, developed by Rasmussen, was selected to serve as the bridge between the human and aiding system's information processes. The development and implementation of a model-based situation assessment and response generation system for commercial transport aircraft are described. The current implementation is a prototype which concentrates on engine and control surface failure situations and consequent flight emergencies. The aiding system, termed Recovery Recommendation System (RECORS), uses a causal model of the relevant subset of the flight domain to simulate the effects of these failures and to generate appropriate responses, given the current aircraft state and the constraints of the current flight phase. Since detailed information about the aircraft state may not always be available, the model represents the domain at varying levels of abstraction and uses the less detailed abstraction levels to make inferences when exact information is not available. The structure of this model is described in detail.

Hudlicka, E.↗
NASA NTRS2016

State Estimation for Tensegrity Robots

Tensegrity robots are a class of compliant robots that have many desirable traits when designing mass efficient systems that must interact with uncertain environments. Various promising control approaches have been proposed for tensegrity systems in simulation. Unfortunately, state estimation methods for tensegrity robots have not yet been thoroughly studied. In this paper, we present the design and evaluation of a state estimator for tensegrity robots. This state estimator will enable existing and future control algorithms to transfer from simulation to hardware. Our approach is based on the unscented Kalman filter (UKF) and combines inertial measurements, ultra wideband time-of-flight ranging measurements, and actuator state information. We evaluate the effectiveness of our method on the SUPERball, a tensegrity based planetary exploration robotic prototype. In particular, we conduct tests for evaluating both the robot's success in estimating global position in relation to fixed ranging base stations during rolling maneuvers as well as local behavior due to small-amplitude deformations induced by cable actuation.

robot↗
NASA NTRS2021

Evaluations of Damaged High-Pressure Compressor Blades in Two Turbine Engines of NASA DC–8

A series of flights were performed by the NASA DC-8 for the FIREX-AQ missions to observe the effects of wildfires and agricultural fires on air quality and climate in selected locations of the United States. Borescope evaluations after these flights indicated accelerated damage had occurred over this flight series to the blades in the high pressure compressor section of all four CFM56-2C1 turbine engines. This erosion and impact damage appeared to vary in severity, and appeared most severe for engines 3 and 4 located on the right wing of the DC-8.Engine 3 had the most flight hours and cycles since last overhaul of 7,152 h and 2,502 cycles. Engine 4 had the lowest flight hours and cycles since last overhaul of 1,354 h and 369 cycles. For these reasons, three noticeably damaged blades were selected from the high pressure compressor for each of these two engines, and then evaluated at NASA GRC using optical and scanning electron microscopy. Engine 3 compressor blades had both erosion and impact damage that were observed and characterized. The erosion damage was associated with embedded particles 13 μm to 42 μm in sectioned width, composed of varied compositions ranging from SiO2 to SiO2 also containing Ca, Mg, and Al (CMAS). The impact damage was associated with the impacts of larger objects at least 650 μm to 850 μm in width, but only small fragments 5 μm to 15 μm in sectioned width were embedded in the impact surface, also composed of SiO2 to SiO2 containing Ca, Mg, and Al (CMAS). On the other hand, engine 4 blades had only impact damage that was observed and characterized. This impact damage was associated with impacts of objects at least 1,480 μm to 2,080μm in width. Small fragments 5 μm to 15 μm in sectioned width were embedded in the impact surface. For one impact, the fragments were again composed of SiO2 to SiO2 containing Ca, Mg, and Al (CMAS). For two other impacts, the fragments were often composed of Fe, and less frequently Cu.

turbine↗
DOE OSTI2026

Measuring X-Ray Emission Line Shapes in Neutral Species for XRISM Calibration

Space X-ray spectrometers such as the Resolve instrument on XRISM require precise calibration in order to interpret the spectra of astrophysical objects. Key components of the calibration are the energy scale and the core line spread function, both of which vary with photon energy. A major issue in the calibration of high-resolution spectrometers is locating good calibrators with well-known and stable intrinsic line shapes. Neutral fluorescence is widely used, but inner-shell transitions in neutral atoms often exhibit complex, poorly documented line shapes that vary with excitation conditions. Here, in this study, we present empirical measurements of K-shell transitions in neutral O and F below 1 keV using an engineering model XRISM calorimeter array, an electron bombardment modulated X-ray source, and an electron beam ion trap (EBIT) to provide a precise energy reference. In addition, we report measurements of the Mo Lα complex with the transition-edge microcalorimeter spectrometer (TEMS), which reveal strong satellite structure and sensitivity of the line shape to the incident exciting spectrum. Together, these results demonstrate the need for empirical line-shape models, highlight the nonstationary nature of neutral fluorescence features, and define a path toward developing transfer standards for XRISM and future precision instruments such as Athena/X-IFU.

Astronomy and AstroPhysics↗
DOE OSTI2025

In-flight performance of the XRISM/Resolve detector system

The Resolve instrument was launched on board the XRISM observatory in early September 2023. The Resolve spectrometer is based on a high-sensitivity X-ray calorimeter detector system (DS) that has been successfully deployed in many ground and sub-orbital spectrometers. However, the Resolve instrument is the first long-term implementation in space. The instrument will provide essential diagnostics for nearly every class of X-ray emitting objects, from galactic supernova remnants to the outskirts of galaxy clusters, without degradation for spatially extended objects. The Resolve DS consists of a 36-pixel microcalorimeter array operated at a heat sink temperature of 50 mK. In pre-flight testing, the DS demonstrated a resolving power of better than 1300 at 6 keV with a simultaneous bandpass from below 0.3 keV to above 12 keV and a timing precision better than 100μs. An anti-coincidence detector placed directly behind the microcalorimeter array effectively suppresses background. The detector energy-resolution budget included terms for interference from the Resolve cooling system and the spacecraft. Additional terms for energy-scale stability, on-orbit effects, and use of mid-grade events were also included, predicting an end-of-life, on-orbit performance for high- and mid-resolution grade events that meet the requirement of 7 eV FWHM at 6 keV. Here, we discuss the actual on-orbit performance of the Resolve DS and compare this with the performance in pre-flight testing, on-orbit predictions, and the almost identical Hitomi/SXS instrument. We will also discuss the on-orbit gain stability, an assessment of on-orbit interference, and measurements of the on-orbit background.

Astronomy and AstroPhysics↗
NASA NTRS1975

A review of the state-of-the-art of the non-destructive testing of flight pressure vessels

The design of flight vessels is based on a nominal stress requirement and a fracture mechanics approach, and optimization of the weight of the vessel is based on the smallest size defect that can be detected with a high degree of confidence. The wide variety of metals used for fabrication, and the different defects that may be present in them at every stage, up to completion of the vessel, is described. Techniques currently being used for NDT are described along with their advantages, limitations and limits of detectability at high levels of confidence. Techniques considered for use in the future to improve the limits of the minimum flaw size that can currently be detected include the Delta Scan and Acoustic Emission techniques. The construction of space vessels for use in the future has been modified to reduce the presence of critical defects and so to improve the cost effectiveness of projected NDT requirements.

Noronha, P. J.↗
DOE OSTI2025

Pre- and post-launch operation of the Resolve soft X-ray spectrometer onboard the XRISM satellite

Resolve is a high-resolution X-ray spectrometer onboard the X-Ray Imaging and Spectroscopy Mission (XRISM), launched on September 6 (UT), 2023. The Resolve has performed better than its required spectral resolution (7 eV at full width at half maximum at 6 keV), both on the ground and in orbit, and has been confirmed to have comparable performance to the soft X-ray spectrometer onboard the ASTRO-H (Hitomi) satellite. The focal plane is composed of an array of microcalorimeter detectors operated at 50 mK to achieve the required energy resolution, and the cooling system is designed to satisfy the lifetime requirement of over 3 years. The focal plane and cooling system are contained in a vacuum-insulated dewar. The cooling system is equipped with a two-stage adiabatic demagnetization refrigerator (ADR) that uses superfluid liquid helium (LHe) as its heat sink. The system includes a third ADR stage that can be used to provide the heat sink when the helium is exhausted. A Joule–Thomson cooler and several two-stage Stirling coolers are used to reduce the heat load on the LHe. During pre-launch operations, we carried out a superfluid LHe top-off operation. The resultant amount of LHe onboard Resolve was over 35 L before launch, which is sufficient to meet the lifetime requirement. During post-launch operation, the LHe vent valve was opened 5 min after launch during rocket acceleration, and the cryocoolers were turned on after several orbits, as planned, which established stable cooling within the dewar. Pre- and post-launch operations for the Resolve instrument were planned around multiple constraints from launch vehicle operations; all were successfully completed, and the launch requirements were fully met.

X-Ray Imaging and Spectroscopy Mission↗
NASA NTRS2016

Modeling in the State Flow Environment to Support Launch Vehicle Verification Testing for Mission and Fault Management Algorithms in the NASA Space Launch System

Analysis methods and testing processes are essential activities in the engineering development and verification of the National Aeronautics and Space Administration's (NASA) new Space Launch System (SLS). Central to mission success is reliable verification of the Mission and Fault Management (M&FM) algorithms for the SLS launch vehicle (LV) flight software. This is particularly difficult because M&FM algorithms integrate and operate LV subsystems, which consist of diverse forms of hardware and software themselves, with equally diverse integration from the engineering disciplines of LV subsystems. M&FM operation of SLS requires a changing mix of LV automation. During pre-launch the LV is primarily operated by the Kennedy Space Center (KSC) Ground Systems Development and Operations (GSDO) organization with some LV automation of time-critical functions, and much more autonomous LV operations during ascent that have crucial interactions with the Orion crew capsule, its astronauts, and with mission controllers at the Johnson Space Center. M&FM algorithms must perform all nominal mission commanding via the flight computer to control LV states from pre-launch through disposal and also address failure conditions by initiating autonomous or commanded aborts (crew capsule escape from the failing LV), redundancy management of failing subsystems and components, and safing actions to reduce or prevent threats to ground systems and crew. To address the criticality of the verification testing of these algorithms, the NASA M&FM team has utilized the State Flow environment6 (SFE) with its existing Vehicle Management End-to-End Testbed (VMET) platform which also hosts vendor-supplied physics-based LV subsystem models. The human-derived M&FM algorithms are designed and vetted in Integrated Development Teams composed of design and development disciplines such as Systems Engineering, Flight Software (FSW), Safety and Mission Assurance (S&MA) and major subsystems and vehicle elements such as Main Propulsion Systems (MPS), boosters, avionics, Guidance, Navigation, and Control (GN&C), Thrust Vector Control (TVC), liquid engines, and the astronaut crew office. Since the algorithms are realized using model-based engineering (MBE) methods from a hybrid of the Unified Modeling Language (UML) and Systems Modeling Language (SysML), SFE methods are a natural fit to provide an in depth analysis of the interactive behavior of these algorithms with the SLS LV subsystem models. For this, the M&FM algorithms and the SLS LV subsystem models are modeled using constructs provided by Matlab which also enables modeling of the accompanying interfaces providing greater flexibility for integrated testing and analysis, which helps forecast expected behavior in forward VMET integrated testing activities. In VMET, the M&FM algorithms are prototyped and implemented using the same C++ programming language and similar state machine architectural concepts used by the FSW group. Due to the interactive complexity of the algorithms, VMET testing thus far has verified all the individual M&FM subsystem algorithms with select subsystem vendor models but is steadily progressing to assessing the interactive behavior of these algorithms with LV subsystems, as represented by subsystem models. The novel SFE applications has proven to be useful for quick look analysis into early integrated system behavior and assessment of the M&FM algorithms with the modeled LV subsystems. This early MBE analysis generates vital insight into the integrated system behaviors, algorithm sensitivities, design issues, and has aided in the debugging of the M&FM algorithms well before full testing can begin in more expensive, higher fidelity but more arduous environments such as VMET, FSW testing, and the Systems Integration Lab7 (SIL). SFE has exhibited both expected and unexpected behaviors in nominal and off nominal test cases prior to full VMET testing. In many findings, these behavioral characteristics were used to correct the M&FM algorithms, enable better test coverage, and develop more effective test cases for each of the LV subsystems. This has improved the fidelity of testing and planning for the next generation of M&FM algorithms as the SLS program evolves from non-crewed to crewed flight, impacting subsystem configurations and the M&FM algorithms that control them. SFE analysis has improved robustness and reliability of the M&FM algorithms by revealing implementation errors and documentation inconsistencies. It is also improving planning efficiency for future VMET testing of the M&FM algorithms hosted in the LV flight computers, further reducing risk for the SLS launch infrastructure, the SLS LV, and most importantly the crew.

Trevino, Luis↗
DOE OSTI2026

Toward a Climate OSSE Framework for Satellite Mission Design

The rich history of observing system simulation experiments (OSSEs) does not yet include a well-established framework for using climate models. The need for a climate OSSE is triggered by the need to quantify the value of a particular measurement for reducing the uncertainty in climate predictions, which differ from numerical weather predictions in that they depend on future atmospheric composition rather than the current state of the weather. However, both weather and climate modeling communities share a need for motivating major observing system investments. Here, we outline a new framework for climate OSSEs that leverages the use of machine learning to calibrate climate model physics against existing satellite data. We demonstrate its application using NASA’s GISS-E3 model to objectively quantify the value of potential future improvements in spaceborne measurements of Earth’s planetary boundary layer. A mature climate OSSE framework should be able to quantitatively compare the ability of proposed observing system architectures to answer a climate-related question, thus offering added value throughout the mission design process, which is subject to increasingly rapid advances in instrument and satellite technology. Technical considerations include selection of observational benchmarks and climate projection metrics, approaches to pinpoint the sources of model physics uncertainty that dominate uncertainty in projections, and the use of instrument simulators. Community and policy-making considerations include the potential to interface with an established culture of model intercomparison projects and a growing need to economically assess the value-driven efficiency of social spending on Earth observations.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2017

Design Considerations for Attitude State Awareness and Prevention of Entry into Unusual Attitudes

Loss of control - inflight (LOC-I) has historically represented the largest category of commercial aviation fatal accidents. A review of the worldwide transport airplane accidents (2001-2010) evinced that loss of attitude or energy state awareness was responsible for a large majority of the LOC-I events. A Commercial Aviation Safety Team (CAST) study of 18 worldwide loss-of-control accidents and incidents determined that flight crew loss of attitude awareness or energy state awareness due to lack of external visual reference cues was a significant causal factor in 17 of the 18 reviewed flights. CAST recommended that "Virtual Day-Visual Meteorological Condition" (Virtual Day-VMC) displays be developed to provide the visual cues necessary to prevent loss-of-control resulting from flight crew spatial disorientation and loss of energy state awareness. Synthetic vision or equivalent systems (SVS) were identified for a design "safety enhancement" (SE-200). Part of this SE involves the conduct of research for developing minimum aviation system performance standards (MASPS) for these flight deck display technologies to aid flight crew attitude and energy state awareness similar to that of a virtual day-VMC-like environment. This paper will describe a novel experimental approach to evaluating a flight crew's ability to maintain attitude awareness and to prevent entry into unusual attitudes across several SVS optical flow design considerations. Flight crews were subjected to compound-event scenarios designed to elicit channelized attention and startle/surprise within the crew. These high-fidelity scenarios, designed from real-world events, enable evaluation of the efficacy of SVS at improving flight crew attitude awareness to reduce the occurrence of LOC-I incidents in commercial flight operations.

Ellis, Kyle K. E.↗
NASA NTRS1985

Flight tests and preliminary aerodynamic parameter extraction of an externally piloted vehicle aircraft model

Model aircraft flight test investigations have been undertaken to develop a low cost flight data acquisition system and to evaluate aerodynamic parameter estimation techniques. The externally piloted vehicles (EPVs) used are instrumented with sensors measuring acceleration, angular rates, angles of attack and sideslip, flight path velocity, and control deflections. Measured state variables are downlink telemetered to a ground-based real time flight data acquisition system; the data thus recorded are used by flight test engineers and EPV pilots to monitor conditions and aid in piloting tasks. Attention is given to comparisons of F-16 EPV data with wind tunnel data.

White, E. R.↗
NASA NTRS2019

Mabel Engineering Flights, 2010-2013: Flight Report

In December 2010, NASA deployed for the first time the Multiple Altimeter Beam Experimental Lidar (MABEL), an airborne simulator for Ice, Cloud, and land Elevation Satellite-2 (ICESat-2) algorithm development. Between 2010 and 2013, engineering flights were conducted in the continental United States, to ready the instrument for deployments to Alaska and Iceland, where flight lines could be designed and flown over sea ice and grounded ice. Ultimately, MABEL engineering missions included: 1) flights based out of NASA Armstrong Flight Research Center (California, formerly Dryden Flight Research Center) in 2010, 2011, and 2012; flights based out of NASA Wallops Flight Facility (Virginia) in 2012; flights based out of NASA Langley Research Center (Virginia) in 2013; and flights based out of the Mojave Air and Space Port (California) in 2013.

Brunt, Kelly M.↗
DOE OSTI2025

AstroPix: A pixelated HVCMOS sensor for space-based gamma-ray measurement

A next-generation medium-energy gamma-ray telescope targeting the MeV range would address open questions in astrophysics regarding how extreme conditions accelerate cosmic-ray particles, produce relativistic jet outflows, and more. One concept, AMEGO-X, relies upon the mission-enabling CMOS Monolithic Active Pixel Sensor silicon chip AstroPix. AstroPix is designed for space-based use, featuring low noise, low power consumption, and high scalability. Desired performance of the device include an energy resolution of 5 keV (or 10% FWHM) at 122 keV and a dynamic range per-pixel of 25–700 keV, enabled by the addition of a high-voltage bias to each pixel which supports a depletion depth of 500 μ m. This work reports on the status of the AstroPix development process with emphasis on the current version under test, version three (v3), and highlights of version two (v2). Version 3 achieves energy resolution of 10.4 ± 3.2% at 59.5 keV and 94 ± 6 μ m depletion in a low-resistivity test silicon substrate.

Astrophysics instrumentation↗
NASA NTRS2003

Physical sciences research plans for the International Space Station

The restructuring of the research capabilities of the International Space Station has forced a reassessment of the Physical Sciences research plans and a re-targeting of the major scientific thrusts. The combination of already selected peer-reviewed flight investigations with the initiation of new research and technology programs will allow the maximization of the ISS scientific and technological potential. Fundamental and applied research will use a combination of ISS-based facilities, ground-based activities, and other experimental platforms to address issues impacting fundamental knowledge, industrial and medical applications on Earth, and the technology required for human space exploration. The current flight investigation research plan shows a large number of principal investigators selected to use the remaining planned research facilities. c2003 American Institute of Aeronautics and Astronautics. Published by Elsevier Science Ltd. All rights reserved.

manned↗
NASA NTRS2020

Generation and Calibration of Linear Models of Aircraft with Highly Coupled Aeroelastic and Flight Dynamics

The lightweight structures and unconventional configurations being considered for the next generation of aircraft mean that any effort to predict or control the flight dynamics is impacted by the structural dynamics. One of the most severe forms of coupling between aeroelasticity and flight dynamics is an instability called body freedom flutter. The existing tools often assume a relatively weak effect of structural dynamics on the flight dynamics, and are therefore incapable of modeling strong interactions like body freedom flutter. A method of combining different sources of data traditionally used for aeroelasticity and flight dynamics is described by reconciling many of the differences between these models. By building upon past modeling efforts, a level of familiarity in the approach is achieved. Generally the differences from the traditional approaches are subtle but significant. The traditional frequency domain flutter model in a modal coordinate system is converted to a form consistent with a time domain flight dynamics model. The time domain rational function approximation about a non-inertial coordinate system and the unique constraints for the conversion between the inertial and non-inertial coordinate systems are discussed. A consistent transformation of the states of aeroelastic models to flight dynamics models is derived, which enables the integration of data from higher fidelity computational fluid dynamics models or wind-tunnel testing. The present method of integrating multidisciplinary data was used to create models that compare well with X-56A flight-test data, including conditions past the flutter speed.

Ouellette, Jeffrey↗