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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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A brief overview is given on some of the approaches and challenges in sensor technology development and application. Examples of sensors systems that have been developed and demonstrated in applications, as well as a description of the CAS project.
Pax Mobility is a Wicked Wild Discovery activity under the Convergent Aeronautics Solutions (CAS) project. It is intended to cut down the end-to-end travel time and friction for people and goods (referred to as passengers) through: (1) A passenger-oriented paradigm to enable faster mobility that is accessible by all people, end to end (rather than port to port), and that is also safer, more efficient, and sustainable. (2) A total mobility paradigm that integrates modes of mobility to achieve end-to-end passenger objectives. (3) Digital transformation that establishes an agile research and development process to reduce the time to reach end-to-end mobility solutions.
As the world grows increasingly networked and complex, so do challenges faced by aviation and technology professionals (e.g., fighting wildfires and increasing access to healthcare). There is a need to develop new methods to tackle complex socio-technical problems relevant to aviation. The concept of “wicked” problems offers new methods and perspectives for framing complex challenges. In this paper, we present two modes of operationalizing “wickedness” used by NASA’s Convergent Aeronautics Solutions (CAS) Project to develop transformative innovations in aviation: as an analytical, evaluative tool and a creative, generative tool. Through project examples, we demonstrate that using wickedness as a creative tool during the design process enables rich problem exploration with diverse stakeholders and reflection on how a problem is formulated, while usage as an analytical tool can provide criteria for project selection if internal agreement on the definitions of such criteria is established. Operationalizing wickedness as a creative tool may also enable organizational development of a generative mindset to better adapt to our rapidly changing future.
As the world grows increasingly networked and complex, so do challenges faced by aviation and technology professionals (e.g., fighting wildfires and increasing access to healthcare). There is a need to develop new methods to tackle complex socio-technical problems relevant to aviation. The concept of “wicked” problems offers new methods and perspectives for framing complex challenges. In this paper, we present two modes of operationalizing “wickedness” used by NASA’s Convergent Aeronautics Solutions (CAS) Project to develop transformative innovations in aviation: as an analytical, evaluative tool and a creative, generative tool. Through project examples, we demonstrate that using wickedness as a creative tool during the design process enables rich problem exploration with diverse stakeholders and reflection on how a problem is formulated, while usage as an analytical tool can provide criteria for project selection if internal agreement on the definitions of such criteria is established. Operationalizing wickedness as a creative tool may also enable organizational development of a generative mindset to better adapt to our rapidly changing future.
The Idaho Chemical Processing Plant (ICPP) has a number of criticality alarm systems (CAS) in the various facilities. The complexity of the plant creates some unique CAS problems. A detailed review of the CAS has been made to determine the level of compliance with ANSI 8.3-1986. A major CAS upgrade project is currently in the design stage which will expand coverage and bring all CAS monitoring unshielded areas into full compliance with ANSI 8.3-1986. Because DOE Orders do not contain an exclusion that exempts the need for CAS coverage in shielded areas as provided in ANSI 8.3-1986, a future CAS upgrade project is in the planning stage which will also upgrade the CAS coverage in shielded portions of the plant.
As both NASA and the aeronautics industry recognize the need for higher fuel efficiency and lower carbon emissions in both commercial airline and private aviation applications, development of all-electric or hybrid electric aircraft have garnered renewed interest in the aviation community. For the particular example of the hybrid-electric option, the solid oxide fuel cell (SOFC) is an attractive option for the power source, due to its potential to utilize aviation fuels thereby having minimal impact to aviation infrastructure. SOFC stack performance depends upon many factors, one of the most important is the way the oxidant and fuel gases are delivered to the fuel cells. System modeling of various aircraft configurations for FUELEAP (Fostering Ultra-Efficient, Low-Emitting Aviation Power) point to the need to operate SOFC stacks at high current densities. This creates challenges in the thermal profile of the stacks with potential to create large thermal gradients and hot spots. This study investigates two types of commercial solid oxide fuel cell stacks, the cross flow and co-flow gas designs, both convectively cooled with cathode air. High fuel utilization factors were also employed under varying electrical loads expected from the demands of flight. In addition, performance, range of operation and endurance were investigated under conditions of high current loads and thermal cycling. Evaluations include the study of gas kinetic using electrochemical spectroscopy. Testing took place at the facilities of NASA Glenn using a commercial test system (FuelCon AG, Magdeburg Germany). These studies are crucial to the Glenn Research Center's ability to conduct research, evaluation and development of the next-generation SOFC based stacks for cutting-edge energy technologies for aerospace applications. This study supports NASA's Convergent Aeronautics Solutions' (CAS) FUELEAP project.
To learn how we might solve some important and challenging problems that require us to step into extreme or “wicked problem” domains. Where systems-level engineering and design are required to integrate with other domains. Connect with the external community to cross-pollinate on best methods, processes, and tools.
This report presents the findings from market research conducted for NASA’s Aerial Aid Convergent Aeronautics Solutions (CAS) exploration project, which aims to assess the current state of the market and technological readiness for Uncrewed Aerial Systems (UAS) for medical emergency first response. The research reveals a robust and rapidly growing market for UAS, with a notable emerging sector for Drones as First Responders (DFR). Despite this growth, DFR applications are currently limited by regulatory, technical, and other challenges, which restrict their use primarily to manned remote video surveillance, and therefore are primarily employed by police units. To our knowledge, there is no evidence of UAS being utilized by medical first responders for scene assessment. Limited evidence exists for closely related applications; however, these are mostly confined to pilot programs for the delivery of medical supplies or equipment. Although there has been discussion around fully autonomous DFR applications for medical purposes such as UAS ambulances or patient transport drones, these applications are generally not yet operational in practice. The technology for full autonomy, especially in guidance and control, has seen significant advancements, and recent Federal Aviation Administration (FAA)regulations are likely to accelerate adoption. Computer vision algorithms for fully autonomous medical emergency response scene surveillance are primed for advancement and deployment. A notable gap likely exists between advancements in computer vision research and what is being integrated in the commercial DFR sector. This gap is primarily due to challenges such as quality assurance for autonomous systems, the availability of application-specific training datasets for computer vision algorithms, regulatory constraints, and public perception and privacy concerns.
The DOE Environmental Management Nevada Program (EM NV) identified the Project 57 contaminated area as Corrective Action Unit (CAU) 415, Project 57 No. 1 Plutonium Dispersion Site, which consisted of one Corrective Action Site (CAS): NAFR-23- 02, Pu Contaminated Soil (U.S. DOE, 2014). The CAS included several Project 57 operational facilities in addition to the plutonium-contaminated soil. With approval of the State of Nevada Division of Environmental Protection, the DOE closed the Project 57 surface soil contamination site in October 2020. Closure was accomplished by installing a clean soil cap constructed over ground zero and the surrounding areas of the CA that may be entrained with wind-transported soil particles. After completion of the ground zero cap in October 2020, DRI discontinued monitoring of meteorological and associated environmental conditions at the Project 57 site as directed by DOE EM NV. Navarro dismantled air monitoring stations P57-3 and P57-4 and removed the equipment on October 20, 2020. This report presents the meteorological and dust observations and radiological analyses accomplished during the approximately 10 months when the air monitoring data collection equipment was operational during CY2020.
The field of Computational Fluid Dynamics (CFD) has advanced to the point where it can now be used for many applications in fluid mechanics research and aerospace vehicle design. A few applications being explored at NASA Ames Research Center will be presented and discussed. The examples presented will range in speed from hypersonic to low speed incompressible flow applications. Most of the results will be from numerical solutions of the Navier-Stokes or Euler equations in three space dimensions for general geometry applications. Computational results will be used to highlight the presentation as appropriate. Advances in computational facilities including those associated with NASA's CAS (Computational Aerosciences) Project of the Federal HPCC (High Performance Computing and Communications) Program will be discussed. Finally, opportunities for future research will be presented and discussed. All material will be taken from non-sensitive, previously-published and widely-disseminated work.
These slides provide subjective analysis regarding risk and complexity of potential manned vs unmanned vehicles for a CAS x-plane project.
Recently, a heterogeneous FDAS, consisting of a diverse range of instruments was developed to support acoustic flight research programs at NASA Langley Research Center. In addition to a conventional GPS to measure latitude, longitude and altitude, the FDAS also utilizes a small, light-weight, low-cost DGPS system to obtain centimeter accuracy to measure the distance traveled by sound from a sUAS vehicle to a microphone on the ground. Acoustic flight testing using the FDAS installed on several different sUAS platforms has been conducted in support of the NASA CAS DELIVER and ERA ITD projects (Reference 1). The first FDAS prototype was assembled and implemented in the acoustic/flight measurement system in December 2014 to support DELIVER acoustic flight tests. Evaluation of the system performance and results from the data analyses were used to further test, develop and enhance the FDAS over a six-month period to support acoustic flight research for the ERA.
As the U.S. government and the aviation industry strive to achieve net-zero carbon emissions by 2050, the Sustainable Manufacturing of Aircraft (SUMAC) project, supported by the Convergent Aeronautics Solutions (CAS) program of the National Aeronautics and Space Administration (NASA), aims to develop sustainably derived thermoplastic composites and manufacturing technologies for future aviation. A multidisciplinary team of experts drives this initiative through a collective effort. The team’s key focus areas are sustainably derived thermoplastic resins, natural fiber reinforcement, composite manufacturing, structural health monitoring, computational materials modeling, and systems analysis. This presentation will give an overview of the SUMAC project. Fiber-scale microscopy analysis characterized fiber cross sections finding that hemp and flax fibers are very deformable and non-circular (circularities of 0.2 were observed), and diameters range from submicron to 20 μm. Fiber shapes range from flattened, with aspect ratios Rlong/Rshort up to 5, to round, Rlong/Rshort =1. And Fiber core perimeters, which likely drives deformability, were calculated Pcore=7 μm. Explicit-fiber yarn simulations, parameterized from single-fiber measurements, resolved and identified slack as a cause for yarn strain-hardening tensile behavior. The bonded network model of PLA, PHA and PA11 resins captures tensile behavior, and can model an infused weave. Computational models of the weave unit cells matched the pattern (including plain, twill and triaxial braid), yarn ply (1to 2), and yarn twist from optical microscopy.
As the U.S. government and the aviation industry strive to achieve net-zero carbon emissions by 2050, the Sustainable Manufacturing of Aircraft (SUMAC) project, supported by the Convergent Aeronautics Solutions (CAS) program of the National Aeronautics and Space Administration (NASA), aims to develop sustainably derived thermoplastic composites and manufacturing technologies for future aviation. A multidisciplinary team of experts drives this initiative through a collective effort. The team’s key focus areas are sustainably derived thermoplastic resins, natural fiber reinforcement, composite manufacturing, structural health monitoring, computational materials modeling, and systems analysis. This presentation will give an overview of the SUMAC project. Fiber-scale microscopy analysis characterized fiber cross sections finding that hemp and flax fibers are very deformable and non-circular (circularities of 0.2 were observed), and diameters range from submicron to 20 μm. Fiber shapes range from flattened, with aspect ratios Rlong/Rshort up to 5, to round, Rlong/Rshort =1. And Fiber core perimeters, which likely drives deformability, were calculated Pcore=7 μm. Explicit-fiber yarn simulations, parameterized from single-fiber measurements, resolved and identified slack as a cause for yarn strain-hardening tensile behavior. The bonded network model of PLA, PHA and PA11 resins captures tensile behavior, and can model an infused weave. Computational models of the weave unit cells matched the pattern (including plain, twill and triaxial braid), yarn ply (1to 2), and yarn twist from optical microscopy.
In structural bonds, the interface between adherend and adhesive is nearly two-dimensional making it susceptible to minute quantities of contamination, which can cause weak bonds. Regulatory organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded primary-structures to alleviate the inability to certify bonded performance. To address this issue, the NASA Convergent Aeronautics Solutions (CAS): Adhesive Free Bonding of Composites (AERoBOND) project is investigating reformulated aerospace epoxy-matrix resins to enable reflow and diffusion of the resin at the joint interface during a secondary bonding and cure process. The reflow and intermixing of the matrix resin during assembly can eliminate the material discontinuity at the interface, thereby removing the dependence of bond performance on adhesion at a nearly two-dimensional boundary. AERoBOND process development has evaluated a multitude of parameters including the materials used, the stoichiometric offset of the epoxy resins, time and temperature of cure, and thickness of each ply. Without in-situ process monitoring, the condition of a test article is unknown until mechanical testing is completed. This paper describes the use of an in-situ ultrasonic inspection system to monitor the joining of two composite parts assembled using the AERoBOND technique. This work quantifies the interface by measuring the wave reflection, or lack thereof, at the joint throughout the cure cycle. In addition, the results indicate when reflow and cure of the epoxy resin at the joint occurred. By using the recently developed in-situ inspection method with a mobile ultrasonic transducer, localized results can be obtained across a large portion of the joint with high resolution.
In structural bonds, the interface between adherend and adhesive is nearly two-dimensional making the interface susceptible to minute quantities of contamination, which can cause weak bonds. Regulatory organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded primary-structures due to uncertainty in bond performance. To address this issue, the NASA Convergent Aeronautics Solutions (CAS): Adhesive Free Bonding of Composites (AERoBOND) project is investigating reformulated aerospace epoxy-matrix resins to enable reflow and diffusion of the resin at the joint interface during a secondary bonding and cure process that can eliminate the material discontinuity at the interface. Implementing in-situ process monitoring enables assessing the bond quality during processing rather than waiting for post-fabrication mechanical testing to be completed. In this paper, an in-situ ultrasonic inspection system is used to monitor the joining of three composite laminates assembled using the AERoBOND technique. For each panel, the amplitude of the wave reflection at the joint was measured throughout the cure cycle. The results indicate the timing and extent of reflow and cure of the epoxy resin at the joint. Factors indicating end of cure were ascertained and a metric was developed to qualitatively predict acceptable mode-II fracture toughness based on the ultrasonic amplitude at the joint line during cure. In addition, since the inspection system scans an area of the joint, high-resolution localized results can be obtained across the joint.
The rhizosphere is a highly dynamic zone bridging plant roots with needed nutrient resources in soil. While the rhizosphere may be small, it has a disproportionally large impact on plant success and biomass production. A suite of rhizosphere-hosted microbial and geochemical interactions facilitate nutrient acquisition by plant roots, and, in turn, the roots stimulate these processes by supplying organic carbon into the rhizosphere. The small physical dimensions of the rhizosphere, however, can constrain efforts to elucidate key carbon exchange processes and their spatial extent and localization. We present a method for spatially resolved δ 13 C analysis of rhizosphere samples by coupling laser ablation (LA) sampling with isotopic analysis using capillary absorption spectroscopy (CAS) which differs from conventional mass spectrometer (MS) approaches. The CAS system has high sensitivity (requires fewer nanomoles of CO 2 per analysis) than comparable MS systems, which enables reduced sample size requirements to thereby improve spatial resolution (from 25 μm to as low as a projected 5 μm spatial resolution). We demonstrate the utility of CAS using rhizosphere samples from switchgrass plants exposed to 13 CO 2 . As a result, this technique will provide a capability for tracking the extent and spatial distribution of root exudate into the rhizosphere at highly detailed spatial scales.
This project is to develop a novel aerostructure concept that takes advantage of emerging digital composite materials and manufacturing methods to build high stiffness-to-density ratio, ultra-light structures that can provide mission adaptive and aerodynamically efficient future N+3N+4 air vehicles.