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All sources NASA NTRS DOE OSTI

NASA NTRS2002

Magnetohydrodynamic Augmented Propulsion Experiment

A fundamental obstacle to routine space access is the specific energy limitations associated with chemical fuels. In the case of vertical take-off, the high thrust needed for vertical liftoff and acceleration to orbit translates into power levels in the 10 GW range. Furthermore, useful payload mass fractions are possible only if the exhaust particle energy (i.e., exhaust velocity) is much greater than that available with traditional chemical propulsion. The electronic binding energy released by the best chemical reactions (e.g., LOX/LH2 for example, is less than 2 eV per product molecule (approx. 1.8 eV per H2O molecule), which translates into particle velocities less than 5 km/s. Useful payload fractions, however, will require exhaust velocities exceeding 15 km/s (i.e., particle energies greater than 20 eV). As an added challenge, the envisioned hypothetical RLV (reusable launch vehicle) should accomplish these amazing performance feats while providing relatively low acceleration levels to orbit (2-3g maximum). From such fundamental considerations, it is painfully obvious that planned and current RLV solutions based on chemical fuels alone represent only a temporary solution and can only result in minor gains, at best. What is truly needed is a revolutionary approach that will dramatically reduce the amount of fuel and size of the launch vehicle. This implies the need for new compact high-power energy sources as well as advanced accelerator technologies for increasing engine exhaust velocity. Electromagnetic acceleration techniques are of immense interest since they can be used to circumvent the thermal limits associated with conventional propulsion systems. This paper describes the Magnetohydrodynamic Augmented Propulsion Experiment (MAPX) being undertaken at NASA Marshall Space Flight Center (MSFC). In this experiment, a 1-MW arc heater is being used as a feeder for a 1-MW magnetohydrodynamic (MHD) accelerator. The purpose of the experiment is to demonstrate that an MHD accelerator can be an effective augmentation system for increasing engine exhaust velocity. More specifically, the experiment is intended to show that electromagnetic effects are effective at producing flow acceleration whereas electrothermal effects do not cause unacceptable heating of the working fluid. The MHD accelerator was designed as an externally diagonalized segmented Faraday channel, which will be inserted into an existing 2-tesla electromagnet. This allows the external power to be connected through two terminals thereby minimizing the complexity and cost associated with powering each segment independently. The design of the accelerator and other components in the flow path has been completed and fabrication activities are underway. This paper provides a full description of MAPX including performance analysis, design, and test plans, and current status.

Litchford, Ron J.↗

NASA NTRSDate not supplied

Replication of Segments of STS-94 as a Lunar Surface Mission

The Artemis program established the goal to land the first woman and first person of color on the Moon, but that is only the beginning of the program. Artemis plans to move towards a sustainable phase, with four crew living on the lunar surface for roughly 30-day annual missions, operating from a Pressurized Rover (PR) and a Surface Habitat (SH). The crew will split up – two living and operating from the PR and the others in the SH, perhaps swapping places halfway through the surface mission. There is a significant degree of maturity surrounding PR operations due to the NASA Desert Research and Technology Studies field tests from 2007-2011. However, there is a degree of uncertainty surrounding activity in the SH, with anecdotal speculation among some Artemis lunar surface engineers that the SH crew might not be fully utilized. Contrary to this belief, there is evidence in US human spaceflight history that the SH crew may instead be extremely busy. In particular, portions of the STS-94 Microgravity Science Lab mission demonstrate a science-based use case for crew activity in the SH. Fifteen Spacelab missions (not including STS-83, which was terminated early due to a fuel cell problem and reflown as STS-94) and eight Spacehab missions used the previously mentioned modules as science labs to expand the science capability of shuttle orbital missions, most flown prior to the assembly of the International Space Station. STS-94 is selected as an example of these flights. STS-94 was a 15.7-day mission with a 7-person crew. The crew operated in split 12-hour shifts, enabling 24-hour science operations. STS-94 used the space shuttle Columbia with the Spacelab module and Extended Duration Orbiter pallet in the cargo bay. The STS-94 physical science investigations were intended to explore various physical aspects of microgravity. These same investigations can be conducted on the Moon to explore 1/6 gravity. The Spacelab module was outfitted with several key facilities to enable this research: Large Isothermal Furnace, Combustion Module-1, Droplet Combustion Experiment, EXPRESS Rack, TEMPUS, Gravity Measurement Devices, and Middeck Glovebox. The current reference concept for the SH is a hybrid inflatable in a vertical orientation. Fairly typical of hybrid inflatables, the SH has an aluminum core pressurized section and a larger inflatable volume, in this case attaching to the top of the core. Two crew will live in the SH at a time, though four can briefly occupy the habitat, such as for contingency or handover activities. This paper will discuss use of the STS-94 physical science equipment in the SH and options for the architectural layout of a resulting physics laboratory. It will also discuss how this laboratory may accompany other science facilities such as biology, human research, and geology. The person hours used by the STS-94 crew to conduct physical science research will be estimated and then mapped to a two-person SH crew, making it possible to determine how many days are required in the SH to complete the lunar gravity physical science investigations at varying levels of crew availability.

STS-94↗

DOE OSTI2020

Substation Cable Layouts for EMP Coupling Analysis

Direct coupling of early-time high-altitude electromagnetic pulse (HEMP) to substation control cables is simulated for cable layouts based on surveys of seven electrical substations in the United States. An analytic transmission line modeling code is used to estimate worst-case coupled current at the terminations of cable segments in or near the control shack. Where applicable, an induced voltage due to cable shield grounding is also estimated. Various configurations are simulated, including cables with different elevations, lengths, radii, and terminations. Plots of the coupled HEMP effects are given, and general relationships between these effects and the substations geometric and material parameters are highlighted and discussed.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2024

Natural diversity screening, assay development, and characterization of nylon-6 enzymatic depolymerization

Successes in biocatalytic polyester recycling have raised the possibility of deconstructing alternative polymers enzymatically, with polyamide (PA) being a logical target due to the array of amide-cleaving enzymes present in nature. Here, we screen 40 potential natural and engineered nylon-hydrolyzing enzymes (nylonases), using mass spectrometry to quantify eight compounds resulting from enzymatic nylon-6 (PA6) hydrolysis. Comparative time-course reactions incubated at 40-70 °C showcase enzyme-dependent variations in product distributions and extent of PA6 film depolymerization, with significant nylon deconstruction activity appearing rare. The most active nylonase, a NylC K variant we rationally thermostabilized (an N-terminal nucleophile (Ntn) hydrolase, NylC K -TS, T m = 87.4 °C, 16.4 °C higher than the wild-type), hydrolyzes 0.67 wt% of a PA6 film. Reactions fail to restart after fresh enzyme addition, indicating that substrate-based limitations, such as restricted enzyme access to hydrolysable bonds, prohibit more extensive deconstruction. Overall, this study expands our understanding of nylonase activity distribution, indicates that Ntn hydrolases may have the greatest potential for further development, and identifies key targets for progressing PA6 enzymatic depolymerization, including improving enzyme activity, product selectivity, and enhancing polymer accessibility.

09 BIOMASS FUELS↗

DOE OSTI2020

Permanent Criticality Termination Processes in Disposed DPCs

This report aims at answering what, how, and when spent nuclear fuel (SNF) or dual-purpose canister (DPC) characteristics could be impacted by disposal events and processes, including decay, corrosion, dissolution, and criticality, such that the potential for criticality initiation or continuation in disposed DPCs becomes permanently significantly diminished. This report uses the term "permanent termination of criticality to denote the significant diminishment of criticality potential, not absolute prevention. The occurrence of disposal processes and events is a direct function of disposal time. For fundamental processes (e.g., decay), time is absolute; however, for other processes (e.g., corrosion), time is relative because it is driven by a combination of DPC characteristics (e.g., fuel conditions, basket composition), geologic parameters (e.g., infiltration rate), engineered barrier design, and other processes and events that impact in-package chemistry.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

NASA NTRS1994

Handling qualities of the High Speed Civil Transport

The low speed handling qualities of a High Speed Civil Transport class aircraft have been investigated by using data of the former Advanced Supersonic Transport (AST) 105. The operation of such vehicles in the airport terminal area is characterized by 'backside' performance. Main objectives of this research effort were: (Q) determination of the nature and magnitude of the speed instability associated with the backside of the thrust required curve; (2) confirmation of the validity of existing MIL-SPEC handling qualities criteria; (3) safety of operation of the vehicle in the event of autothrottle failure; and (4) correlation of required engine responsiveness with level of speed instability. Preliminary findings comprise the following: (1) The critical velocity for speed instability was determined to be 196 knots, well above the projected approach speed of 155 knots. This puts the vehicle far on the backside of its thrust required curve. While the aircraft can be configured to have static and dynamic stability at this trim point, a significant speed instability emerges, if a pilot or autopilot attempts flight path control with elevator and/or canard control surfaces only. This requires a properly configured autothrottle and/or variable aerodynamic drag devices which can provide speed stability; (2) An AST 105 type vehicle meets MIL-SPEC criteria only in part. While the damping criteria for phugoid and short period motion are met easily, the AST 105 falls short of the required minimum short period frequency, meaning that the HSCT is too sluggish in pitch to meet the military criteria. Obviously the military specification do not consider a vehicle with such high pitch inertia. With regard to speed stability and flight path stability criteria, the vehicle meets levels 2 and 3 of the military requirements, indicating that it would be landed safety with manual controls in case of an autothrottle failure, even though the pilot workload would be high; and (3) This requires quick thrust response to throttle adjustment, however. If the engine responsiveness is slow, the aircraft handling qualities are further deteriorated. Progress has been made in correlating required engine responses dyanmics with the given level of speed instability of the vehicle.

Solies, U. Peter↗

NASA NTRS2003

System Identification of X-33 Neural Network

Modern flight control research has improved spacecraft survivability as its goal. To this end we need to have a failure detection system on board. In case the spacecraft is performing imperfectly, reconfiguration of control is needed. For that purpose we need to have parameter identification of spacecraft dynamics. Parameter identification of a system is called system identification. We treat the system as a black box which receives some inputs that lead to some outputs. The question is: what kind of parameters for a particular black box can correlate the observed inputs and outputs? Can these parameters help us to predict the outputs for a new given set of inputs? This is the basic problem of system identification. The X33 was supposed to have the onboard capability of evaluating the current performance and if needed to take the corrective measures to adapt to desired performance. The X33 is comprised of both rocket and aircraft vehicle design characteristics and requires, in general, analytical methods for evaluating its flight performance. Its flight consists of four phases: ascent, transition, entry and TAEM (Terminal Area Energy Management). It spends about 200 seconds in ascent phase, reaching an altitude of about 180,000 feet and a speed of about 10 to 15 Mach. During the transition phase which lasts only about 30 seconds, its altitude may increase to about 190,000 feet but its speed is reduced to about 9 Mach. At the beginning of this phase, the Main Engine is Cut Off (MECO) and the control is reconfigured with the help of aerosurfaces (four elevons, two flaps and two rudders) and reaction control system (RCS). The entry phase brings down the altitude of X33 to about 90,000 feet and its speed to about Mach 3. It spends about 250 seconds in this phase. Main engine is still cut off and the vehicle is controlled by complex maneuvers of aerosurfaces. The last phase TAEM lasts for about 450 seconds and the altitude and speed, both are reduced to zero. The present attempt, as a start, focuses only on the entry phase. Since the main engine remains cut off in this phase, there is no thrust acting on the system. This considerably simplifies the equations of motion. We introduce another simplification by assuming the system to be linear after some non-linearities are removed analytically from our consideration. Under these assumptions, the problem could be solved by Classical Statistics by employing the least sum of squares approach. Instead we chose to use the Neural Network method. This method has many advantages. It is modern, more efficient, can be adapted to work even when the assumptions are diluted. In fact, Neural Networks try to model the human brain and are capable of pattern recognition.

Aggarwal, Shiv↗

DOE OSTI2023

Template and target-site recognition by human LINE-1 in retrotransposition

The long interspersed element-1 (LINE-1, hereafter L1) retrotransposon has generated nearly one-third of the human genome and serves as an active source of genetic diversity and human disease. L1 spreads through a mechanism termed target-primed reverse transcription, in which the encoded enzyme (ORF2p) nicks the target DNA to prime reverse transcription of its own or non-self RNAs. Here we purified full-length L1 ORF2p and biochemically reconstituted robust target-primed reverse transcription with template RNA and target-site DNA. We report cryo-electron microscopy structures of the complete human L1 ORF2p bound to structured template RNAs and initiating cDNA synthesis. The template polyadenosine tract is recognized in a sequence-specific manner by five distinct domains. Among them, an RNA-binding domain bends the template backbone to allow engagement of an RNA hairpin stem with the L1 ORF2p C-terminal segment. Moreover, structure and biochemical reconstitutions demonstrate an unexpected target-site requirement: L1 ORF2p relies on upstream single-stranded DNA to position the adjacent duplex in the endonuclease active site for nicking of the longer DNA strand, with a single nick generating a staggered DNA break. Our research provides insights into the mechanism of ongoing transposition in the human genome and informs the engineering of retrotransposon proteins for gene therapy.

59 BASIC BIOLOGICAL SCIENCES↗

NASA NTRS2019

Field Evaluation of the Baseline Integrated Arrival, Departure, and Surface Capabilities at Charlotte Douglas International Airport

NASA is currently developing 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 strong 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 users of the IADS system include the personnel at the Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington Center. This paper describes the Phase 1 Baseline IADS capabilities and field evaluation conducted at CLT from September 2017 for a year. From the analysis of operations data, it is estimated that 538,915 kilograms of fuel savings, and 1,659 metric tons of CO2 emission reduction were achieved during the period with a total of 944 hours of engine run time reduction. The amount of CO2 savings is estimated as equivalent to planting 42,560 urban trees. The results have also shown that the surface metering had no negative impact on on-time arrival performance of both outbound and inbound flights. The technology transfer of Phase 1 Baseline IADS capabilities has been made to the FAA and aviation industry, and the development of additional capabilities for the subsequent phases is underway.

Jung, Yoon C.↗

NASA NTRS2019

Field Evaluation of the Baseline Integrated Arrival, Departure, and Surface (IADS) Capabilities at Charlotte Douglas International Airport (CLT)

and Surface (IADS)↗

NASA NTRS2019

Human Systems Integration (HSI) for Safety- Critical Range Operations at Wallops Flight Facility (WFF)

The NASA Engineering and Safety Center (NESC) Human Factors (HF) Technical Discipline Team (TDT) funded a preliminary study in 2017 that was narrowly focused within the Range Data Display System (RDDS) scope of display design requirements based on schedule and resources. Wallops Flight Facility (WFF) personnel involved in the previous study asked for a broader Human Systems Integration (HSI) involvement that would span both the RDDS and Flight Termination System (FTS) projects and assist with identifying HSI best practices, via appropriate standards and guidelines, that if properly implemented should result in a more effective and efficient Range Safety Operations. WFF Range Safety Operations has expressed a need to assess the roles, responsibilities, and functions of the various personnel on console during launches to identify existing and potential efficiencies and incorporate them in the new system design. This assessment addresses that need.

Cynthia H Null↗

NASA NTRS1981

QSRA Joint Navy/NASA sea trials

The Quiet Short-Haul Research Aircraft (QSRA), used to conduct a broad program of terminal area and low speed propulsive-lift flight research, is discussed. Flight performance of the QSRA is presented together with the results of the joint Navy/NASA flight program. It is found that both free-deck takeoffs and unarrested landings can be conducted with winds across the deck of zero to 35 knots on an aircraft carrier the size of the USS Kitty Hawk with all engines operating. QSRA characteristics and aerodynamic data are included.

Queen, S.↗

NASA NTRS1984

Workplace Design

The Anthropometric Source Book was developed based on Johnson Space Center project of anthropometry, the study of the size, shape and motion characteristics of the human body. Designed primarily for use by NASA, the military services and aerospace contractors, the book was also intended to help non-aerospace engineers, architects, and others engaged in design of clothing, equipment and workplaces. An example of its use by Eastman Kodak Company is the company's application of the data to design efficient, productive and comfortable workplaces for employees in the Rochester, NY processing laboratories. The sourcebook was used to determine such dimensions as leg space, work surface height and thickness, employee reach distances, proper height for computer terminal screen, seat height and knee space.

Source record↗

NASA NTRS2015

Advanced Stirling Convertor (ASC) Technology Maturation

The Advanced Stirling Convertor (ASC) development effort was initiated by NASA Glenn Research Center (GRC) with contractor Sunpower Inc. to develop high efficiency thermal-to-electric power conversion technology for NASA Radioisotope Power Systems. Early successful performance demonstrations led to the expansion of the project as well as adoption of the technology by the Department of Energy (DOE) and system integration contractor Lockheed Martin Space Systems Company as part of the Advanced Stirling Radioisotope Generator (ASRG) flight project. The ASRG integrates a pair of ASCs to convert the heat from a pair of General Purpose Heat Source (GPHS) modules into electrical power. The expanded NASA ASC effort included development of several generations of ASC prototypes or Engineering Units to help prepare the ASC technology and Sunpower for flight implementation. Sunpower later had two parallel contracts allowing the last of the NASA Engineering Units called ASC-E3 to serve as pathfinders for the ASC-F flight convertors being built for DOE. The ASC-E3 convertors utilized the ASC-F flight specifications and were built using the ASC-F design and process documentation. Shortly after the first ASC-F Pair achieved initial operation, due to budget constraints, the DOE ASRG flight development contract was terminated. NASA continues to invest in the development of Stirling RPS technology including continued production of the ASC-E3 convertors, seven of which have been delivered with one additional unit in production. Starting in FY2015, Stirling Convertor Technology Maturation has been reorganized as an element of the RPS Stirling Cycle Technology Development (SCTD) Project and long-term plans for continued Stirling technology advancement are in reformulation. This paper provides a status on the ASC project, an overview of advancements made in the design and production of the ASC at Sunpower, and a summary of acceptance tests, reliability tests, and tactical tests at NASA GRC that demonstrate the capabilities of the ASC.

radioisotope↗

NASA NTRS2016

Advanced Stirling Convertor (ASC) Technology Maturation

The Advanced Stirling Convertor (ASC) development effort was initiated by NASA Glenn Research Center with contractor Sunpower, Inc., to develop high-efficiency thermal-to-electric power conversion technology for NASA Radioisotope Power Systems (RPSs). Early successful performance demonstrations led to the expansion of the project as well as adoption of the technology by the Department of Energy (DOE) and system integration contractor Lockheed Martin Space Systems Company as part of the Advanced Stirling Radioisotope Generator (ASRG) flight project. The ASRG integrates a pair of ASCs to convert the heat from a pair of General Purpose Heat Source (GPHS) modules into electrical power. The expanded NASA ASC effort included development of several generations of ASC prototypes or engineering units to help prepare the ASC technology and Sunpower for flight implementation. Sunpower later had two parallel contracts allowing the last of the NASA engineering units called ASC-E3 to serve as pathfinders for the ASC-F flight convertors being built for DOE. The ASC-E3 convertors utilized the ASC-F flight specifications and were built using the ASC-F design and process documentation. Shortly after the first ASC-F pair achieved initial operation, due to budget constraints, the DOE ASRG flight development contract was terminated. NASA continues to invest in the development of Stirling RPS technology including continued production of the ASC-E3 convertors, seven of which have been delivered with one additional unit in production. Starting in fiscal year 2015, Stirling Convertor Technology Maturation has been reorganized as an element of the RPS Stirling Cycle Technology Development (SCTD) Project and long-term plans for continued Stirling technology advancement are in reformulation. This paper provides a status on the ASC project, an overview of advancements made in the design and production of the ASC at Sunpower, and a summary of acceptance tests, reliability tests, and tactical tests at NASA Glenn that demonstrate the capabilities of the ASC.

Stirling cycle↗

DOE OSTI2025

Alaska Liquid Natural Gas Pipeline Front-End Engineering & Design (Final Technical Report)

The Alaska Gasline Development Corporation (AGDC) is Alaska’s natural gas infrastructure development corporation established in 2013. AGDC’s mission is to maximize the benefit of Alaska’s vast North Slope natural gas resources for Alaskans through the development of infrastructure necessary to move the gas into local and international markets. AGDC was identified for a Congressionally Directed Spending (CDS) project for funding in the Energy and Water Development and Related Agencies Appropriations Act, 2023 under the heading: “Congressionally Directed Energy Efficiency and Renewable Energy Projects.” The CDS included $\$$4,000,000 of direct funding, with required match funds, to move the project forward. Alaska’s North Slope holds America’s largest proven and conventional natural gas supply. The integrated Alaska LNG Project will deliver 3.5 billion cubic feet of natural gas per day from Alaska’s North Slope gas fields to Alaskans as well as to a marine terminal located at tidewater in Cook Inlet. Alaska LNG is an integrated gas infrastructure project with three major components: a gas treatment plant (GTP) located at Prudhoe Bay, an 807-mile (1,287 km) gas pipeline (Mainline Pipeline) to Southcentral Alaska with interconnections for in-state gas use, and a natural gas liquefaction facility (LNG Facility) in Nikiski, Alaska. The integrated Alaska LNG Project has several strategic advantages including proven gas resources, existing upstream infrastructure, an advantageous arctic climate for LNG production, proximity to LNG markets, a track record of reliability from a state that first began exporting LNG to Japan in 1969, and broad support from Alaskans. North Slope natural gas is a conventional resource and can be produced with minimal drilling at a fraction of the carbon dioxide emissions of shale gas from the Lower 48 states. Through the development of the Alaska LNG Project, Alaska can provide energy security to Alaskans and a stable source of LNG to the Asia-Pacific region for generations. The Alaska LNG Project has been progressed through Pre-Front-End Engineering Design (Pre-FEED) and has obtained all major federal and State of Alaska permits and authorizations to construct the project, including the Federal Energy Regulatory Commission (FERC) Order Granting Authorization Under Section 3 of the Natural Gas Act. On September 5, 2024, the U.S. Department of Energy (DOE), National Energy Technology Laboratory (NETL) awarded Project No. DE-FE0032307 to AGDC with the objective to progress the project to Front-End Engineering Design (FEED) entry for the Alaska LNG Project Phase 1 Pipeline. The award Start Date was made effective July 1, 2023, with a Period of Performance through June 30, 2025. On March 27, 2025, AGDC announced the execution of definitive commercial agreements with Glenfarne Alaska LNG, LLC, an affiliate of Glenfarne Group, LLC, (together as “Glenfarne”), to lead the development of the Alaska LNG Project and enter FEED for the Phase 1 Pipeline. Project activities are now funded and directed by this private sector partner who holds a 75% interest in 8 Star Alaska, LLC (8 Star). 8 Star holds the assets of the Alaska LNG Project. As planned, AGDC continues to hold 25% minority interest in 8 Star and will play a governance role moving forward with Alaska LNG. This definitive commercial agreement milestone led to the successful completion of AGDC’s Statement of Project Objectives (SOPO) for FEED entry and led to the completion of DOE Project No. DE-FE0032307. At conclusion of the SOPO, AGDC also reached the award’s maximum federal cost share of $\$$4,000,000. AGDC is, therefore, providing Final Technical Report to close out DOE Project No. DE-FE0032307.

02 PETROLEUM↗

DOE OSTI2023

First-Principles Examination of Multiple Criteria of Organic Solvent Oxidative Stability in Batteries

Oxidative instability of the liquid electrolyte at or near battery cathode oxide surfaces has significant detrimental effects on batteries. Organic solvent molecules are often the fuel and precursors of such degradation processes, releasing electrons and protons that react with cathode oxides and electrolyte anions. These reactions contribute to cathode–electrolyte interphase (CEI) film formation, transition-metal ion dissolution, and phase transformation of the surface regions of the cathode. Here we apply density functional theory calculations to examine four criteria of oxidative stability (oxidation potential, hydrogen removal energies, and initial reactivity on two types of oxide facets) using four different solvent/additive molecules (ethylene carbonate, fluoroethylene carbonate, 1,3-dioxolane, and dimethyl ether). The ranking of molecular stability differs with each criterion. Surprisingly, the all-oxygen-terminated basal planes of layered oxides exhibit lower reaction barriers than spinel surface facets with exposed transition-metal cations, especially for ether solvents; the calculations also suggest basal planes contribute to the dissolution of transition-metal ions. Further, the structure–degradation relation complexity underscores the challenge of understanding the function of the CEI but also offers a guide to future degradation-mitigation strategies including facet engineering. Our predictions and models help establish a framework for future studies relevant to high-voltage conditions.

25 ENERGY STORAGE↗

NASA NTRS1983

Turbofan aft duct suppressor study program listing and user's guide

A description of the structure of the Annular Flow Duct Program (AFDP) for the calculation of acoustic suppression due to treatment in a finite length annular duct carrying sheared flow is presented. Although most appropriate for engine exhaust ducts, this program can be used to study sound propagation in any duct that maintains annular geometry over a considerable length of the duct. The program is based on the modal analysis of sound propagation in ducts with axial segments of different wall impedances. For specified duct geometry, wall impedance, flow and acoustic conditions in the duct (including mode amplitude distribution of the source) and duct termination reflection characteristics, the program calculates the suppression due to the treatment in the duct. The presence of forward and backward traveling modes in the duct due to the reflection and redistribution of modes at segment interfaces and duct end terminations are taken into account in the calculations. The effects of thin wall boundary layers (with a linear or mean flow velocity profile) on the acoustic propagation are also included in the program. A functional description of the major subroutines is included and a sample run is provided with an explanation of the output.

Joshi, M. C.↗