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NASA NTRS2003

Dynamical and Physical Properties of a Post-Coronal Mass Ejection Current Sheet

In the eruptive process of the Kopp-Pneuman type, the closed magnetic field is stretched by the eruption so much that it is usually believed to be " open " to infinity. Formation of the current sheet in such a configuration makes it possible for the energy in the coronal magnetic field to quickly convert into thermal and kinetic energies and cause significant observational consequences, such as growing postflare/CME loop system in the corona, separating bright flare ribbons in the chromosphere, and fast ejections of the plasma and the magnetic flux. An eruption on 2002 January 8 provides us a good opportunity to look into these observational signatures of and place constraints on the theories of eruptions. The event started with the expansion of a magnetic arcade over an active region, developed into a coronal mass ejection (CME), and left some thin streamer-like structures with successively growing loop systems beneath them. The plasma outflow and the highly ionized states of the plasma inside these streamer-like structures, as well as the growing loops beneath them, lead us to conclude that these structures are associated with a magnetic reconnection site, namely, the current sheet, of this eruptive process. We combine the data from the Ultraviolet Coronagraph Spectrometer, Large Angle and Spectrometric Coronagraph Experiment, EUV Imaging Telescope, and Coronal Diagnostic Spectrometer on board the Solar and Heliospheric Observatory, as well is from the Mauna Loa Solar Observatory Mark IV K-coronameter, to investigate the morphological and dynamical properties of this event, as well as the physical properties of the current sheet. The velocity and acceleration of the CME reached up to 1800 km/s and 1 km/sq s, respectively. The acceleration is found to occur mainly at the lower corona (<2.76 Solar Radius). The post-CME loop systems showed behaviors of both postflare loops (upward motion with decreasing speed) and soft X-ray giant arches (upward motion with constant speed, or acceleration) according to the definition of Svestka. In the current sheet, the presence of highly ionized ions, such as Fe(+17) and Ca(+13), suggests temperature as high as (3-4) x 10(exp 6) K, and the plasma outflows have speeds ranging from 300 to 650 km/s. Absolute elemental abundances in the current sheet show a strong first ionization potential effect and have values similar to those found in the active region streamers. The magnetic field strength in the vicinity of the current sheet is found to be of the order of 1 G.

Ko, Yuan-Kuen↗

NASA NTRS1992

Supercruiser Arrow HS-8

Technology in aeronautics has advanced dramatically since the last design of a production High Speed Civil Transport (HSCT) aircraft. Newly projected requirements call for a new High Speed Civil Transport aircraft with a range of approximately 550 nm and at least 275 passenger capacity. The aircraft must be affordable and marketable. The new HSCT must be able to sustain long-duration flights and to absorb the abuse of daily operation. The new aircraft must be safe and simple to fly and require a minimum amount of maintenance. This aircraft must meet FAA certification criteria of FAR Part 25 and environmental constraints. Several design configurations were examined and two designs were selected for further investigation. The first design employs the delta planform wings and conventional empennage layout. The other design uses a swing wing layout and conventional empennage. Other engineering challenges, including materials and propulsion are also discussed. At a cruise flight speed between Mach 2.2 and Mach 3.0, no current generation of materials can endure the thermal loading of supersonic flight and satisfy the stringent weight requirements. A new generation of lightweight composite materials must be developed for the HSCT. With the enforcement of stage 3 noise restrictions, these new engines must be able to propel the aircraft and satisfy the noise limit. The engine with the most promise is the variable cycle engine. At low subsonic speeds the engine operates like a turbofan engine, providing the most efficient performance. At higher speeds the variable cycle engine operates as a turbojet power plant. The two large engine manufacturers, General Electric and Pratt & Whitney in the United States, are combining forces to make the variable cycle engine a reality.

Lord, Paul↗

DOE OSTI2025

Amorphous Indium Oxide Channel FEFETs With Write Voltage of 0.9 V and Endurance >10 12 for Refresh-Free Embedded Memory

This work presents, for the first time, a back-end-of-the-line (BEOL)-compatible W-doped indium oxide (IWO) ferroelectric field-effect transistor (FEFET) with a record-low operating voltage below 0.9 V and a write speed of 20 ns while achieving a transient read current window (CW) ratio ( I LVT /I HVT ) greater than 10 4 . The device also exhibits exceptional reliability characteristics such as: 1) measured bipolar write endurance up to 10 12 cycles; 2) a fast read speed of 50 ns; 3) read endurance surpassing 10 12 cycles; and 4) retention exceeding 10 4 s at 85 ∘ C. Furthermore, a physics-based numerical model has been developed to investigate the nanoscale characteristics of BEOL FEFET devices, leveraging nucleation-limited switching in HfO 2 ferroelectrics and dc characterization to extract material and channel parameters for accurate device simulation. The simulation uncovers the stochastic switching behavior of BEOL amorphous oxide semiconductor (AOS) FEFETs and demonstrates an intrinsic switching time as low as 1 ps, highlighting the potential of BEOL AOS FEFETs for ultrafast memory applications. These results establish AOS FEFETs as a compelling candidate for high-density embedded memory applications for last-level cache (LLC) (L4) in advanced CMOS technology nodes.

1-V ferroelectric field-effect transistor (FEFET)↗

NASA NTRS2024

Eddy-Mediated Turbulent Mixing of Oxygen in the Equatorial Pacific

In the tropical Pacific, weak ventilation and intense microbial respiration at depth give rise to a low dissolved oxygen (O 2 ) environment that is thought to be ventilated primarily by the equatorial current system (ECS). The role of mesoscale eddies and vertical mixing as potential pathways of O 2 supply in this region, however, remains poorly known due to sparse observations and coarse model resolution. Using an eddy resolving simulation of ocean circulation and biogeochemistry, we assess the contribution of these processes to the O 2 budget balance and find that vertical mixing of O 2 , which is modulated by the surface wind speed and the vertical shear of the eddying currents, contributes substantially to the replenishment of O 2 in the upper equatorial Pacific thermocline, complementing the advective supply of O 2 by the ECS and meridional circulation at depth. These transport processes vary seasonally in conjunction with the wind: mixing of O 2 into the upper thermocline is strongest during boreal summer and fall when the vertical shear and eddy kinetic energy are intensified. The relationship between eddy activity and the downward mixing of O 2 arises from the modulation of equatorial turbulence by Tropical Instability Waves via their impacts on the vertical shear. This interaction of processes across scales sustains a local pathway of O 2 delivery into the equatorial Pacific interior and highlights the need for adequate observations and models of turbulent mixing and mesoscale processes for understanding and predicting the fate of the tropical Pacific O 2 content in a warmer and more stratified ocean.

Eddy-Mediated↗

NASA NTRSDate not supplied

Evaluation of Transport-Equations-Based Transition Models for High-Speed Boundary Layers Using OVERFLOW

Accurate modeling of laminar-turbulent transition is crucial for the design of hypersonic flight systems. However, the current transition models used in production CFD codes are insufficient for high-speed flows. Many extensions to low-speed models have been suggested; however, a thorough verification and validation effort is needed before these models can be used in design settings. Challenges include potentially missing details of the model implementation requirements and/or a complete specification of the input parameters needed to replicate the test findings. A meaningful assessment of the generalization capability of these models is also hindered by a lack of information regarding the specific flow configurations and associated grids employed for model calibration. As a key first step toward model verification, we present an independent assessment of two recently proposed models for high-speed transition, namely, a model within the SST-𝛾 framework and a model based on the SST-𝛾 – 𝜈 𝐿 equations. These models are implemented in the NASA OVERFLOW 2.3e solver and their performance in predicting first mode, second mode, and crossflow transition has been evaluated for several test cases in the supersonic and hypersonic regimes. Besides the test cases employed by the model developers, which could have also been used for model calibration, the present assessment includes supplementary configurations that contribute to an unbiased assessment of the models. The outcomes presented in this study indicate the potential for the models to be applied to high-speed flight configurations. Key steps toward future improvements to these models are also outlined.

CFD↗

NASA NTRS2023

Evaluation of Transport-Equation-Based Transition Models for High-Speed Boundary Layers Using OVERFLOW

Accurate modeling of laminar-turbulent transition is crucial for the design of hypersonic flight systems. However, the current transition models used in production CFD codes are insufficient for high-speed flows. Many extensions to low-speed models have been suggested; however, a thorough verification and validation effort is needed before these models can be used in design settings. Challenges include potentially missing details of the model implementation requirements and/or a complete specification of the input parameters needed to replicate the test findings. A meaningful assessment of the generalization capability of these models is also hindered by a lack of information regarding the specific flow configurations and associated grids employed for model calibration. As a key first step toward model verification, we present an independent assessment of two recently proposed models for high-speed transition, namely, a model within the SST-$\gamma$ framework and a model based on the SST-$\gamma-\nu_L$ equations. These models are implemented in the NASA OVERFLOW 2.3e solver and their performance in predicting first mode, second mode, and crossflow transition has been evaluated for several test cases in the supersonic and hypersonic regimes. Besides the test cases employed by the model developers, which could have also been used for model calibration, the present assessment includes supplementary configurations that contribute to an unbiased assessment of the models. The outcomes presented in this study indicate the potential for the models to be applied to high-speed flight configurations. Key steps toward future improvements to these models are also outlined.

High-speed flow↗

NASA NTRS1981

Design and analysis of a fuel-efficient single-engine, turboprop-powered, business airplane

The speed, range, payload, and fuel efficiency of a general aviation airplane powered by one turboprop engine was determined and compared to a twin engine turboprop aircraft. An airplane configuration was developed which can carry six people for a noreserve range of 2,408 km at a cruise speed above 154 m/s, and a cruise altitude of about 9,144 m. The cruise speed is comparable to that of the fastest of the current twin turboprop powered airplanes. It is found that the airplane has a cruise specific range greater than all twin turboprop engine airplanes flying in its speed range and most twin piston engine airplanes flying at considerably slower cruise airspeeds.

Martin, G. L.↗

NASA NTRSDate not supplied

Multirotor Configuration Trades Informed by Handling Qualities for Urban Air Mobility Application

Many contemporary Advanced Air Mobility (AAM), and more specifically, urban air mobility (UAM) vehicle designers are attracted to variable rotor speed-controlled designs with multiple rotors because of the great potential for mass savings compared to more traditional, variable blade pitch-controlled vehicles. These designs are based on the assumption that the stability and control of recreation or basic utility-sized drones can be scaled to larger passenger-sized vehicles. Previous work had shown the challenges in stabilizing passenger-sized quadcopters. In this study, power constraints were made less restrictive and varied, allowing more control power. Motor parameters such as efficiency, nominal voltage and current operating point, and rise time of the rotor speed controller step response were studied. By fixing the efficiency of the motor to 95% and assuming a motor voltage to current ratio of 2.0 (previously, assumed to be 1.0), the authors were able to stabilize the quadcopter in the roll axis because this allowed the vehicle to achieve adequate rise times between 0.4 and 0.8 s. This motor optimization was extended to a hexacopter and octocopter designed to the same payload size and mission as the quadcopter. The three vehicle configurations and their motor speed controllers were compared. It was found that while hexacopter and octocopter required more mass and overall power; all three configurations had similar margins required for control. However, the hexacopter and octocopter were able to use this power margin to achieve lower rise times (i.e. the vehicle responded more quickly to pilot inputs) than the quadcopter, with the octocopter having the lowest rotor response rise time of the three vehicle configurations studied.

Multirotor↗

NASA NTRS1983

A comparison of coronal and interplanetary current sheet inclinations

The HAO white light K-coronameter observations show that the inclination of the heliospheric current sheet at the base of the corona can be both large (nearly vertical with respect to the solar equator) or small during Cararington rotations 1660 - 1666 and even on a single solar rotation. Voyager 1 and 2 magnetic field observations of crossing of the heliospheric current sheet at distances from the Sun of 1.4 and 2.8 AU. Two cases are considered, one in which the corresponding coronameter data indicate a nearly vertical (north-south) current sheet and another in which a nearly horizontal, near equatorial current sheet is indicated. For the crossings of the vertical current sheet, a variance analysis based on hour averages of the magnetic field data gave a minimum variance direction consistent with a steep inclination. The horizontal current sheet was observed by Voyager as a region of mixed polarity and low speeds lasting several days, consistent with multiple crossings of a horizontal but irregular and fluctuating current sheet at 1.4 AU. However, variance analysis of individual current sheet crossings in this interval using 1.92 see averages did not give minimum variance directions consistent with a horizontal current sheet.

Behannon, K. W.↗

NASA NTRS1983

A comparison of coronal and interplanetary current sheet inclinations

The HAO white light K-coronameter observations show that the inclination of the heliospheric current sheet at the base of the corona can be both large (nearly vertical with respect to the solar equator) or small during Cararington rotations 1660 - 1666 and even on a single solar rotation. Voyager 1 and 2 magnetic field observations of crossing of the heliospheric current sheet at distances from the sun of 1.4 and 2.8 AU. Two cases are considered, one in which the corresponding coronameter data indicate a nearly vertical (north-south) current sheet and another in which a nearly horizontal, near equatorial current sheet is indicated. For the crossings of the vertical current sheet, a variance analysis based on hour averages of the magnetic field data gave a minimum variance direction consistent with a steep inclination. The horizontal current sheet was observed by Voyager as a region of mixed polarity and low speeds lasting several days, consistent with multiple crossings of a horizontal but irregular and fluctuating current sheet at 1.4 AU. However, variance analysis of individual current sheet crossings in this interval using 1.92 see averages did not give minimum variance directions consistent with a horizontal current sheet. Previously announced in STAR as N83-31566

Behannon, K. W.↗

NASA NTRS1972

High voltage and current, gate assisted, turn-off thyristor development

An improved high speed power switch with unique turn-off capability was developed. This gate assisted turn-off thyristor (GATT) was rated 1000 volts and 100 amperes with turn-off times of 2 microseconds. Fifty units were delivered for evaluation. In addition, test circuits designed to relate to the series inverter application were built and demonstrated. In the course of this work it was determined that the basic device design is adequate to meet the static characteristics and dynamic turn-off specification. It was further determined that the turn-on specification is critically dependent on the gate drive circuit due to the distributive nature of the cathode-gate geometry. Future work should emphasize design modifications which reduce the gate current required for fast turn-on, thereby opening the way to higher power (current) devices.

Nowalk, T. P.↗

NASA NTRS1992

The Edge supersonic transport

As intercontinental business and tourism volumes continue their rapid expansion, the need to reduce travel times becomes increasingly acute. The Edge Supersonic Transport Aircraft is designed to meet this demand by the year 2015. With a maximum range of 5750 nm, a payload of 294 passengers and a cruising speed of M = 2.4, The Edge will cut current international flight durations in half, while maintaining competitive first class, business class, and economy class comfort levels. Moreover, this transport will render a minimal impact upon the environment, and will meet all Federal Aviation Administration Part 36, Stage III noise requirements. The cornerstone of The Edge's superior flight performance is its aerodynamically efficient, dual-configuration design incorporating variable-geometry wingtips. This arrangement combines the benefits of a high aspect ratio wing at takeoff and low cruising speeds with the high performance of an arrow-wing in supersonic cruise. And while the structural weight concerns relating to swinging wingtips are substantial, The Edge looks to ever-advancing material technologies to further increase its viability. Heeding well the lessons of the past, The Edge design holds economic feasibility as its primary focus. Therefore, in addition to its inherently superior aerodynamic performance, The Edge uses a lightweight, largely windowless configuration, relying on a synthetic vision system for outside viewing by both pilot and passengers. Additionally, a fly-by-light flight control system is incorporated to address aircraft supersonic cruise instability. The Edge will be produced at an estimated volume of 400 aircraft and will be offered to airlines in 2015 at $167 million per transport (1992 dollars).

Agosta, Roxana↗

NASA NTRS1965

A Simulator Study of Take-Off Characteristics of Proposed Supersonic Transports

Fixed-cockpit piloted simulator studies of delta-planform and variable-wing-sweep supersonic transport configurations are being conducted at the Ames Research Center to investigate the handling qualities and certification requirements related to the take-off maneuver. Validation of the simulation was achieved by duplicating the take-off certification program of a subsonic jet transport. Evaluation of the simulator was made by NASA pilots as well as company and FAA pilots involved in the actual certification flights of the airplane. The present paper is limited to a discussion of normal take-off, minimum control speed (ground), rotation characteristics, and initial climbout. Comparisons of the take-off characteristics are made between the supersonic transport and the current class of subsonic jet transports. Results indicate that minimum control speed (ground) characteristics are a function of thrust-weight ratio, the time provided for SST rotation should be at least as long as that for the subsonic jet transports, abused take-offs are more likely to result in tail scrapes, and climbout below the minimum drag speed requires that the pilot carefully monitor airspeed.

Jackson, Charles T., Jr.↗

NASA NTRS1990

Solidification processing of alloys using an applied electric field

A method is provided for obtaining an alloy having an ordered microstructure which comprises the steps of heating the central portion of the alloy under uniform temperature so that it enters a liquid phase while the outer portions remain solid, applying a constant electric current through the alloy during the heating step, and solidifying the liquid central portion of the alloy by subjecting it to a temperature-gradient zone so that cooling occurs in a directional manner and at a given rate of speed while maintaining the application of the constant electric current through the alloy. The method of the present invention produces an alloy having superior characteristics such as reduced segregation. After subsequent precipitation by heat-treatment, the alloys produced by the present invention will have excellent strength and high-temperature resistance.

Mckannan, Eugene C.↗

NASA NTRS1992

Directional solidification processing of alloys using an applied electric field

A method is provided for obtaining an alloy having an ordered microstructure which comprises the steps of heating the central portion of the alloy under uniform temperature so that it enters a liquid phase while the outer portions remain solid, applying a constant electric current through the alloy during the heating step, and solidifying the liquid central portion of the alloy by subjecting it to a temperature-gradient zone so that cooling occurs in a directional manner and at a given rate of speed while maintaining the application of the constant electric current through the alloy. The method is particularly suitable for use with nickel-based superalloys. The method of the present invention produces an alloy having superior characteristics such as reduced segregation. After subsequent precipitation by heat-treatment, the alloys produced by the present invention will have excellent strength and high-temperature resistance.

McKannan, Eugene C.↗

NASA NTRS2010

Fully Printed High-Frequency Phased-Array Antenna on Flexible Substrate

To address the issues of flexible electronics needed for surface-to-surface, surface-to-orbit, and back-to-Earth communications necessary for manned exploration of the Moon, Mars, and beyond, a room-temperature printing process has been developed to create active, phased-array antennas (PAAs) on a flexible Kapton substrate. Field effect transistors (FETs) based on carbon nanotubes (CNTs), with many unique physical properties, were successfully proven feasible for phased-array antenna systems. The carrier mobility of an individual CNT is estimated to be at least 100,000 sq cm/V(dot)s. The CNT network in solution has carrier mobility as high as 46,770 sq cm/V(dot)s, and has a large current-density carrying capacity of approx. 1,000 mA/sq cm , which corresponds to a high carrying power of over 2,000 mW/ sq cm. Such high carrier mobility, and large current carrying capacity, allows the achievement of high-speed (>100 GHz), high-power, flexible electronic circuits that can be monolithically integrated on NASA s active phasedarray antennas for various applications, such as pressurized rovers, pressurized habitats, and spacesuits, as well as for locating beacon towers for lunar surface navigation, which will likely be performed at S-band and attached to a mobile astronaut. A fully printed 2-bit 2-element phasedarray antenna (PAA) working at 5.6 GHz, incorporating the CNT FETs as phase shifters, is demonstrated. The PAA is printed out at room temperature on 100-mm thick Kapton substrate. Four CNT FETs are printed together with microstrip time delay lines to function as a 2-bit phase shifter. The FET switch exhibits a switching speed of 0.2 ns, and works well for a 5.6-GHz RF signal. The operating frequency is measured to be 5.6 GHz, versus the state-of-the-art flexible FET operating frequency of 52 MHz. The source-drain current density is measured to be over 1,000 mA/sq cm, while the conventional organic FETs, and single carbon nanotube-based FETs, are typically in the mA to mA/sq cm range. The switching voltage used is 1.8 V, while the state-of-the-art flexible FET has a gate voltage around 50 V. The gate voltage can effectively control the source-drain current with an ON-OFF ratio of over 1,000 obtained at a low Vds bias of 1.8 V. The azimuth steering angles of PAA are measured at 0deg, -14.5deg, -30deg, and 48.6deg. The measured far-field patterns agree well with simulation results. The efficiency of the 2-bit 2-element PAA is measured to be 39 percent, including the loss of transmission line, FET switch, and coupling loss of RF probes. With further optimization, the efficiency is expected to be around 50-60 percent.

Chen, Yihong↗

NASA NTRS1987

Propfan test assessment testbed aircraft flutter model test report

The PropFan Test Assessment (PTA) program includes flight tests of a propfan power plant mounted on the left wind of a modified Gulfstream II testbed aircraft. A static balance boom is mounted on the right wing tip for lateral balance. Flutter analyses indicate that these installations reduce the wing flutter stabilizing speed and that torsional stiffening and the installation of a flutter stabilizing tip boom are required on the left wing for adequate flutter safety margins. Wind tunnel tests of a 1/9th scale high speed flutter model of the testbed aircraft were conducted. The test program included the design, fabrication, and testing of the flutter model and the correlation of the flutter test data with analysis results. Excellent correlations with the test data were achieved in posttest flutter analysis using actual model properties. It was concluded that the flutter analysis method used was capable of accurate flutter predictions for both the (symmetric) twin propfan configuration and the (unsymmetric) single propfan configuration. The flutter analysis also revealed that the differences between the tested model configurations and the current aircraft design caused the (scaled) model flutter speed to be significantly higher than that of the aircraft, at least for the single propfan configuration without a flutter boom. Verification of the aircraft final design should, therefore, be based on flutter predictions made with the test validated analysis methods.

Jenness, C. M. J.↗

NASA NTRS1978

Application of semianalytical satellite theories to precision orbit determination

Those factors which limit the usefulness of current implementations of the semianalytical approach are discussed. Numerical and analytical enhancements to the semianalytical approach are considered. A simple mathematical model is provided to estimate the computational speed of a semianalytical theory employing the suggested enhancements. The model can factor in current experience with semianalytical theories (integration stepsizes, quadrature orders, speed of recursive formulations, etc.) and the characteristics of the particular output requirement (observation span (or orbit determination interval), observation rate, observation model, etc.). Comparisons with numerical integration are suggested.

Cefola, P. J.↗