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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1994

ASCA measurements of the grain-scattered X-ray halos of eclipsing massive X-ray binaries: Vela X-1 and Centaurus X-3

We have measured the decaying dust-scattered X-ray halo of Cen X-3 during its binary eclipse with the ASCA solid-state imaging spectrometer (SIS). The surface brightness profile (SBP) of the image in the low-energy band (0.5-3 keV) lies substantially above the point-spread function (PSF) of the X-ray telescope, while the SBP in the high-energy band (5-10 keV) exhibits no significant deviation. By contrast, the SBPs of Vela X-1 during its eclipse are consistent with the PSF in both the low- and high-energy bands -- strong evidence that a dust halo is indeed present in Cen X-3. Accordingly, we modeled the SBP of Cen X-3 taken from six consecutive time segments under the principal assumptions that the dust is distributed uniformly along a segment of the line of sight, the grains have a power-law size distribution, and the low-energy source flux was the same function of orbital phase before as during our observation. The best-fit set of parameters included a grain density value of 1.3 g/cu cm, substanially less than the density of 'astronomical silicate.' This result supports the idea that interstellar grains are 'fluffy' aggregates of smaller solid particles. We attribute the failure to detect a halo of Vela X-1 during its eclipse phase to extended strong circumsource absorption that probably occurred before the eclipse and allowed the halo to decay away before the observation began.

Woo, Jonathan W.↗
NASA NTRS1996

Cirrus Cloud Optical and Morphological Variations within a Mesoscale Volume

Cirrus cloud optical and structural properties were measured above southern Wisconsin in two time segments between 18:07 and 21:20 GMT on December 1, 1989 by the volume imaging lidar (VIL) and the High Spectral Resolution Lidar (HSRL) and the visible infrared spin scan radiometer (VISSR) atmospheric sounder (VAS) on GOES. A new technique was used to calculate the cirrus cloud visible aerosol backscatter cross sections for a single channel elastic backscatter lidar. Cirrus clouds were viewed simultaneously by the VIL and the HSRL. This allowed the HSRL aerosol backscatter cross sections to be directly compared to the VIL single channel backscattered signal. This first attempt resulted in an adequate calibration. The calibration was extended to all the cirrus clouds in the mesoscale volume imaged by the VIL.

Wolf, Walter W.↗
NASA NTRS2011

Seasonal Changes in Titan's Surface Temperatures

Cassini's extended mission has provided the opportunity to search for seasonal variations on Titan. In particular, surface temperatures are expected to have shifted significantly in latitude during the completed portion of the mission. Spectra recorded by the Composite Infrared Spectrometer (CIRS) during the nominal mission (2004-08) and the Equinox mission. (2008-10) have already shown changes in temperature. CIRS has detected a seasonal shift in the latitudinal distribution of surface brightness temperatures by comparing zonal averages from two time segments, one period in late northern winter centered on L(sub s) approximately 335 deg and a second period centered on the equinox (L(sub s) approximately 0 deg.). The earlier period had a meridional distribution similar to that previously reported: 93.5 K at the equator, 91.7 K at 85 S and 899 K at 85 N. The newly measured distribution near equinox shows a cooling in the south and a warming in the north, both by about 0.5 K. We estimate that. the centroid of the distribution moved from approximately 16 S to 7 S between the two periods. This gives a seasonal lag behind insolation of delta L(sub s) approximately 13 deg. The CIRS equinox results are consistent with those of Voyager IRIS, which encountered Titan in November 1980, just following the previous northern equinox (L(sub s) = 10 deg.). When compared with predictions from general circulation models, seasonal variations of surface temperature can help constrain the identification of surface materials. Our measurements most closely match the case of a porous ice regolith treated by Tokano, but with some apparent differences between the northern and southern hemispheres. CIRS will extend its study of seasonal variations in surface temperature on Titan as Cassini continues through northern spring.

Jennings, Donald E.↗
NASA NTRS2018

Time-Varying Manual Control Identification in a Stall Recovery Task Under Different Simulator Motion Conditions

This paper adds data to help the development of simulator motion cueing guidelines for stall recovery training by identifying time-varying manual control behavior in a stall recovery task under different simulator motion conditions. A study was conducted with seventeen general aviation pilots in the NASA Ames Vertical Motion Simulator. Pilots had to follow a flight director through four stages of a high-altitude stall task. A time-varying identification method was used to quantify how pilot manual control parameters change throughout different stages of the task in both roll and pitch. Four motion configurations were used: no motion, generic hexapod motion, enhanced hexapod motion and full motion. Pilot performance was highest for the enhanced hexapod and full motion configurations in both roll and pitch, and the lowest without motion. In the roll axis, the pilot position gain did not significantly change throughout the stall task, but was the lowest for the condition with no motion. The pilot roll velocity gain was significantly different between motion conditions, the largest difference being found close to the stall point. The enhanced hexapod motion condition had the highest pilot roll velocity gain. In the pitch axis, the pilot position gain was significantly different between time segments but not between motion conditions. The pilot pitch velocity gain was highest for the full motion condition and increased close to the stall point, but did not change significantly for the other motion conditions. Overall, pilot control behavior under enhanced hexapod motion was most similar to that under full aircraft motion. This indicates that motion cueing for stall recovery training on hexapod simulators might be improved by using the principles behind the enhanced hexapod motion configuration.

manual control↗
NASA NTRS2018

Uncertainty in Heart Rate Complexity Metrics Caused by R-Peak Perturbations

Heart rate complexity (HRC) is a proven metric for gaining insight into human stress and physiological deterioration. To calculate HRC, the detection of the exact instance of when the heart beats, the R-peak, is necessary. Electrocardiogram (ECG) signals can often be corrupted by environmental noise (e.g., from electromagnetic interference, movement artifacts), which can potentially alter the HRC measurement, producing erroneous inputs which feed into decision support models. Current literature has only investigated how HRC is affected by noise when R-peak detection errors occur (false positives and false negatives). However, the numerical methods used to calculate HRC are also sensitive to the specific location of the fiducial point of the R-peak. This raises many questions regarding how this fiducial point is altered by noise, the resulting impact on the measured HRC, and how we can account for noisy HRC measures as inputs into our decision models. This work uses Monte Carlo simulations to systematically add white and pink noise at different permutations of signal-to-noise ratios (SNRs), time segments, sampling rates, and HRC measurements to characterize the influence of noise on the HRC measure by altering the fiducial point of the R-peak. Using the generated information from these simulations provides improved decision processes for system design which address key concerns such as permutation entropy being a more precise, reliable, less biased, and more sensitive measurement for HRC than sample and approximate entropy.

Napoli, Nicholas J.↗
NASA NTRS2019

Titan Surface Temperatures During the Cassini Mission

By the close of the Cassini mission in 2017 the Composite Infrared Spectrometer had recorded surface brightnesstemperatures on Titan for 13 yr (almost half a Titan year). We mapped temperatures in latitude from pole to pole inseven time segments from northern mid-winter to northern summer solstice. At the beginning of the mission thewarmest temperatures were centered at 13 S where they peaked at 93.9 K. Temperatures fell off by about 4 Ktoward the north pole and 2 K toward the south pole. As the seasons progressed the warmest temperatures shiftednorthward, tracking the subsolar point, and at northern summer solstice were centered at 24 N. While moving norththe peak temperature decreased by about 1 K, reaching 92.8 K at solstice. At solstice the fall-off toward the northand south poles were 1 K and 3 K, respectively. Thus the temperature range was the same 2 K at the two poles. Ourobserved surface temperatures agree with recent general circulation model results that take account of methanehydrology and imply that hemispherical differences in Titan's topography may play a role in the north?southasymmetry on Titan.

Jennings, D. E.↗
NASA NTRS2021

Dynamic fire and smoke detection and classification for flashover prediction

Flashover is a dangerous phenomenon caused by near-simultaneous ignition of exposed materials. It is one of the major causes of firefighter fatalities. Research has been done using CMOS vision cameras combined with thermal sensors to perform remote detection and dynamic classification of fire and smoke patterns. Tests and experiments have been done to detect fire and smoke remotely. The inexpensive visible and infrared sensors used in the tests corroborate and closely follow the detailed trends recorded by the more expensive (and less mobile) radiometers and thermocouples. Deep neural networks (DNN) have been used to detect, classify and track fire and smoke areas. Real-time segmentation is utilized to measure the fire and smoke boundaries. The segmentations are used to dynamically monitor fluctuations in temperature, fire size and smoke progression in the monitored areas. A fire and smoke progression curve has been drawn to predict the flashover point. In the paper, data analysis and preliminary results will be shown. Keywords: Flashover, fire, smoke, deep learning, visible and infrared vision

Chow, Edward↗
NASA NTRS2014

Method for Reducing the Refresh Rate of Fiber Bragg Grating Sensors

The invention provides a method of obtaining the FBG data in final form (transforming the raw data into frequency and location data) by taking the raw FBG sensor data and dividing the data into a plurality of segments over time. By transforming the raw data into a plurality of smaller segments, processing time is significantly decreased. Also, by defining the segments over time, only one processing step is required. By employing this method, the refresh rate of FBG sensor systems can be improved from about 1 scan per second to over 20 scans per second.

Parker, Allen R., Jr.↗
NASA NTRS1966

Large seals fabricated from small segments reduce procurement lead time

Large diameter seals are fabricated from narrow strip stock welded in segments to form a complete ring. This technique could be used to reduce the cost of critical, large diameter seals in the heating and ventilating industry, petrochemical industry, and marine fabrication industry.

Daniels, C. M.↗
NASA NTRS1987

Development of a takeoff performance monitoring system

Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.

Srivatsan, Raghavachari↗
NASA NTRS1986

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is madeup of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗
NASA NTRS1987

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗
NASA NTRS1989

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

Middleton, David B.↗
NASA NTRS1994

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS1996

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗
NASA NTRS1991

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

Middleton, David B.↗
NASA NTRS1984

Approaches to optimization of SS/TDMA time slot assignment

Reduction techniques for traffic matrices are explored in some detail. These matrices arise in satellite switched time-division multiple access (SS/TDMA) techniques whereby switching of uplink and downlink beams is required to facilitate interconnectivity of beam zones. A traffic matrix is given to represent that traffic to be transmitted from n uplink beams to n downlink beams within a TDMA frame typically of 1 ms duration. The frame is divided into segments of time and during each segment a portion of the traffic is represented by a switching mode. This time slot assignment is characterized by a mode matrix in which there is not more than a single non-zero entry on each line (row or column) of the matrix. Investigation is confined to decomposition of an n x n traffic matrix by mode matrices with a requirement that the decomposition be 100 percent efficient or, equivalently, that the line(s) in the original traffic matrix whose sum is maximal (called critical line(s)) remain maximal as mode matrices are subtracted throughout the decomposition process. A method of decomposition of an n x n traffic matrix by mode matrices results in a number of steps that is bounded by n(2) - 2n + 2. It is shown that this upper bound exists for an n x n matrix wherein all the lines are maximal (called a quasi doubly stochastic (QDS) matrix) or for an n x n matrix that is completely arbitrary. That is, the fact that no method can exist with a lower upper bound is shown for both QDS and arbitrary matrices, in an elementary and straightforward manner.

Wade, T. O.↗