SEARCH · Engineering Papers
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
A gas generator for a reverse core engine propulsion system has a variable cycle intake for the gas generator, which variable cycle intake includes a duct system. The duct system is configured for being selectively disposed in a first position and a second position, wherein free stream air is fed to the gas generator when in the first position, and fan stream air is fed to the gas generator when in the second position.
It is important that engineering and management accept the need for an availability requirement that is derived with its influencing attributes. It is the intent of this paper to provide the visibility of relationships of these major attribute drivers (variables) to each other and the resultant system inherent availability. Also important to provide bounds of the variables providing engineering the insight required to control the system's engineering solution, e.g., these influencing attributes become design requirements also. These variables will drive the need to provide integration of similar discipline functions or technology selection to allow control of the total parts count. The relationship of selecting a reliability requirement will place a constraint on parts count to achieve a given availability requirement or if allowed to increase the parts count will drive the system reliability requirement higher. They also provide the understanding for the relationship of mean repair time (or mean down time) to maintainability, e.g., accessibility for repair, and both the mean time between failure, e.g., reliability of hardware and availability. The concerns and importance of achieving a strong availability requirement is driven by the need for affordability, the choice of using the two launch solution for the single space application, or the need to control the spare parts count needed to support the long stay in either orbit or on the surface of the moon. Understanding the requirements before starting the architectural design concept will avoid considerable time and money required to iterate the design to meet the redesign and assessment process required to achieve the results required of the customer's space transportation system. In fact the impact to the schedule to being able to deliver the system that meets the customer's needs, goals, and objectives may cause the customer to compromise his desired operational goal and objectives resulting in considerable increased life cycle cost of the fielded space transportation system.
This document serves as a user manual for the ATD-2 Web-Based Surface Metering Display (SMD). It describes the elements of the full SMD interface and provides explanations for how to interact with SMD. The document provides instructions for selecting the type of metering, entering specific metering parameters, and setting excess queue time variables. There are instructions for submitting system feedback and bug reports, as well.This document also includes information to guide a user in how to check the current metering state on other components of the ATD-2 system, via either the STBO Client or the RTC/RMTC.
This document serves as a manual for the ATD-2 Web-Based Surface Metering Display (SMD) Version 4.6.0. It describes the elements of the full SMD interface and provides explanations for how to interact with the SMD. The document provides instructions for selecting the type of metering, entering specific metering parameters, and setting excess queue time variables. There are instructions for submitting system feedback and bug reports as well.
Aerocapture is covered extensively in the literature as means of achieving orbital insertion with dramatic mass-saving results compared to fully-propulsive systems. One of the primary obstacles facing aerocapture is the inherent uncertainty associated with passing through a planet’s upper atmosphere. In-flight dispersions due to delivery errors, environment variables, and aerodynamic performance impose a large flight envelope. System studies for aerocapture often select high lift-to-drag ratios to compensate for these uncertainties. However, modern predictor-corrector guidance strategies have shown promise in recent years to provide robust control schemes in-situ. These algorithms do not rely on a pre-calculated reference trajectory and instead employ a numerical optimizer to continuously solve nonlinear equations of motion each guidance cycle. Numerical predictor-corrector strategies may provide considerable accuracy over heritage guidance schemes. The goal of this study is reproduce a landmark study of Neptune aerocapture and apply modern guidance to illustrate relative performance improvements and cost-saving potential. Capture constraints based on the theoretical corridor width are considered. Results indicate that heritage vehicles with moderate lift-to-drag ratios, lower than previous studies have indicated, may prove viable for aerocapture at Neptune.
This document serves as a user manual for the ATD-2 Web-Based Surface Metering Display (SMD) (version 5.11). It describes the elements of the SMD interface and provides step-by-step instructions for using the tool. The SMD can be used to select the type of metering, set specific metering parameters, and set excess queue time variables. Feedback can also be submitted through the site. The SMD is a component of the NASA Airspace Technology Demonstration 2 (ATD-2) sub-project.
A notional, 19-passenger, battery-powered, fully electric airplane is investigated in this study. It is designed to serve the regional aviation market of the near future. Three strategies are used to reduce energy demands placed on its batteries: 1) a high aspect ratio, braced wing, 2) two efficient open rotor propellers, and 3) flying at comparatively low cruise speeds. It has an otherwise conventional airframe architecture. Parametric system weight, aerodynamic, propeller, and mission performance models are developed. Single-rotation and contra-rotation propellers are studied. Implementation of a novel selective noise reduction system is also investigated. During sizing and optimization of its design variables, battery cell specific energy is treated as a technology parameter that is varied to determine its influence on mission range. To achieve a minimum range success criterion of 250 nmi with reserves, it is found that battery cell specific energy must be at least 600 W-h/kg, more than twice the capability of today’s lithium-ion cells.
An inventory scheme based on the use of computer processed LANDSAT MSS data was developed. Output from the inventory scheme provides an estimate of the standing net saw timber volume of a major timber species on a selected forested area of the Navajo Nation. Such estimates are based on the values of parameters currently used for scaled sawlog conversion to mill output. The multistage variable probability sampling appears capable of producing estimates which compare favorably with those produced using conventional techniques. In addition, the reduction in time, manpower, and overall costs lend it to numerous applications.
A method for conceptual aircraft design that incorporates the optimization of major engine design variables for a variety of cycle types was developed. The methodology should improve the lengthy screening process currently involved in selecting an appropriate engine cycle for a given application or mission. The new capability will allow environmental concerns such as airport noise and emissions to be addressed early in the design process. The ability to rapidly perform optimization and parametric variations using both engine cycle and aircraft design variables, and to see the impact on the aircraft, should provide insight and guidance for more detailed studies. A brief description of the aircraft performance and mission analysis program and the engine cycle analysis program that were used is given. A new method of predicting propulsion system weight and dimensions using thermodynamic cycle data, preliminary design, and semi-empirical techniques is introduced. Propulsion system performance and weights data generated by the program are compared with industry data and data generated using well established codes. The ability of the optimization techniques to locate an optimum is demonstrated and some of the problems that had to be solved to accomplish this are illustrated. Results from the application of the program to the analysis of three supersonic transport concepts installed with mixed flow turbofans are presented. The results from the application to a Mach 2.4, 5000 n.mi. transport indicate that the optimum bypass ratio is near 0.45 with less than 1 percent variation in minimum gross weight for bypass ratios ranging from 0.3 to 0.6. In the final application of the program, a low sonic boom fix a takeoff gross weight concept that would fly at Mach 2.0 overwater and at Mach 1.6 overland is compared with a baseline concept of the same takeoff gross weight that would fly Mach 2.4 overwater and subsonically overland. The results indicate that for the design mission, the low boom concept has a 5 percent total range penalty relative to the baseline. Additional cycles were optimized for various design overland distances and the effect of flying off-design overland distances is illustrated.
For an airborne or spaceborne radar, the precipitation-induced path attenuation can be estimated from the measurements of the normalized surface cross section, sigma 0, in the presence and absence of precipitation. In one implementation, the mean rain-free estimate and its variability are found from a lookup table (LUT) derived from previously measured data. For the dual-frequency precipitation radar aboard the global precipitation measurement satellite, the nominal table consists of the statistics of the rain-free 0 over a 0.5 deg x 0.5 deg latitude-longitude grid using a three-month set of input data. However, a problem with the LUT is an insufficient number of samples in many cells. An alternative table is constructed by a stepwise procedure that begins with the statistics over a 0.25 deg x 0.25 deg grid. If the number of samples at a cell is too few, the area is expanded, cell by cell, choosing at each step that cell that minimizes the variance of the data. The question arises, however, as to whether the selected region corresponds to the smallest variance. To address this question, a second type of variable-averaging grid is constructed using all possible spatial configurations and computing the variance of the data within each region. Comparisons of the standard deviations for the fixed and variable-averaged grids are given as a function of incidence angle and surface type using a three-month set of data. The advantage of variable spatial averaging is that the average standard deviation can be reduced relative to the fixed grid while satisfying the minimum sample requirement.
Multispectral passive microwave data from the scanning multichannel microwave radiometer (SMMR) on the Nimbus-7 satellite were processed selectively for a 1 yr period over Africa. The data show a wide dynamic range of brightness temperature (180 to 290 K), corresponding to variations in surface features such as moisture, temperature, vegetation, roughness, and large-scale topography. It appears that soil moisture variability is detectable with the SMMR over large regions of Africa. To what extent roughness and vegetation affect this capability is not clear. The lowest SMMR frequency is C-band (6.6 GHz), thus any soil moisture sensitivity at this frequency would be much improved by a sensor at L-band (1 to 2 GHz) less affected by roughness and vegetation.
The optimal design of compact spur gear reductions includes the selection of bearing and shaft proportions in addition to gear mesh parameters. Designs for single mesh spur gear reductions are based on optimization of system life, system volume, and system weight including gears, support shafts, and the four bearings. The overall optimization allows component properties to interact, yielding the best composite design. A modified feasible directions search algorithm directs the optimization through a continuous design space. Interpolated polynomials expand the discrete bearing properties and proportions into continuous variables for optimization. After finding the continuous optimum, the designer can analyze near optimal designs for comparison and selection. Design examples show the influence of the bearings on the optimal configurations.
Topics covered include: Instrument for Measuring Thermal Conductivity of Materials at Low Temperatures; Multi-Axis Accelerometer Calibration System; Pupil Alignment Measuring Technique and Alignment Reference for Instruments or Optical Systems; Autonomous System for Monitoring the Integrity of Composite Fan Housings; A Safe, Self-Calibrating, Wireless System for Measuring Volume of Any Fuel at Non-Horizontal Orientation; Adaptation of the Camera Link Interface for Flight-Instrument Applications; High-Performance CCSDS Encapsulation Service Implementation in FPGA; High-Performance CCSDS AOS Protocol Implementation in FPGA; Advanced Flip Chips in Extreme Temperature Environments; Diffuse-Illumination Systems for Growing Plants; Microwave Plasma Hydrogen Recovery System; Producing Hydrogen by Plasma Pyrolysis of Methane; Self-Deployable Membrane Structures; Reactivation of a Tin-Oxide-Containing Catalys; Functionalization of Single-Wall Carbon Nanotubes by Photo-Oxidation; Miniature Piezoelectric Macro-Mass Balance; Acoustic Liner for Turbomachinery Applications; Metering Gas Strut for Separating Rocket Stages; Large-Flow-Area Flow-Selective Liquid/Gas Separator; Counterflowing Jet Subsystem Design; Water Tank with Capillary Air/Liquid Separation; True Shear Parallel Plate Viscometer; Focusing Diffraction Grating Element with Aberration Control; Universal Millimeter-Wave Radar Front End; Mode Selection for a Single-Frequency Fiber Laser; Qualification and Selection of Flight Diode Lasers for Space Applications; Plenoptic Imager for Automated Surface Navigation; Maglev Facility for Simulating Variable Gravity; Hybrid AlGaN-SiC Avalanche Photodiode for Deep-UV Photon Detection; High-Speed Operation of Interband Cascade Lasers; 3D GeoWall Analysis System for Shuttle External Tank Foreign Object Debris Events; Charge-Spot Model for Electrostatic Forces in Simulation of Fine Particulates; Hidden Statistics Approach to Quantum Simulations; Reconstituted Three-Dimensional Interactive Imaging; Determining Atmospheric-Density Profile of Titan; Digital Microfluidics Sample Analyzer; Radiation Protection Using Carbon Nanotube Derivatives; Process to Selectively Distinguish Viable from Non-Viable Bacterial Cells; and TEAMS Model Analyzer.
We acquired and analyzed mid-infrared images of Jupiter's disk at selected wavelengths from NASA's Infrared Telescope Facility (IRTF) from 1996 to 2011, including a period of large-scale changes of cloud color and albedo. We derived the 100-300 mbar temperature structure, together with tracers of vertical motion: the thickness of a 600- mbar cloud layer, the 300-mbar abundance of the condensable gas NH3, and the 400- mbar para- vs. ortho-H2 ratio. The biggest visual change was detected in the normally dark South Equatorial Belt (SEB) that 'faded' to a light color in 2010, during which both cloud thickness and NH3 abundance rose; both returned to their pre-fade levels in 2011, as the SEB regained its normal dark color. The cloud thickness in Jupiter's North Temperate Belt (NTB) increased in 2002, coincident with its visible brightening, and its NH3 abundance spiked in 2002-2003. Jupiter's Equatorial Zone (EZ), a region marked by more subtle but widespread color and albedo change, showed high cloud thickness variability between 2007 and 2009. In Jupiter's North Equatorial Belt (NEB), the cloud thickened in 2005, then slowly decreased to a minimum value in 2010-2011. No temperature variations were associated with any of these changes, but we discovered temperature oscillations of approx.2-4 K in all regions, with 4- or 8-year periods and phasing that was dissimilar in the different regions. There was also no detectable change in the para- vs. ortho-H2 ratio over time, leading to the possibility that it is driven from much deeper atmospheric levels and may be time-invariant. Our future work will continue to survey the variability of these properties through the Juno mission, which arrives at Jupiter in 2016, and to connect these observations with those made using raster-scanned images from 1980 to 1993 (Orton et al. 1996 Science 265, 625).
OBJECTIVES: To determine the effects of congestive heart failure on a person's ability to walk at a steady pace while ambulating at a self-determined rate. SETTING: Beth Israel Hospital, Boston, a primary and tertiary teaching hospital, and a social activity center for elderly adults living in the community. PARTICIPANTS: Eleven elderly subjects (aged 70-93 years) with well compensated congestive heart failure (NY Heart Association class I or II), seven elderly subjects (aged 70-79 years) without congestive heart failure, and 10 healthy young adult subjects (aged 20-30 years). MEASUREMENTS: Subjects walked for 8 minutes on level ground at their own selected walking rate. Footswitches were used to measure the time between steps. Step rate (steps/minute) and step rate variability were calculated for the entire walking period, for 30 seconds during the first minute of the walk, for 30 seconds during the last minute of the walk, and for the 30-second period when each subject's step rate variability was minimal. Group means and 5% and 95% confidence intervals were computed. MAIN RESULTS: All measures of walking variability were significantly increased in the elderly subjects with congestive heart failure, intermediate in the elderly controls, and lowest in the young subjects. There was no overlap between the three groups using the minimal 30-second variability (elderly CHF vs elderly controls: P < 0.001, elderly controls vs young: P < 0.001), and no overlap between elderly subjects with and without congestive heart failure when using the overall variability. For all four measures, there was no overlap in any of the confidence intervals, and all group means were significantly different (P < 0.05).
Method adjusts sweep frequency of tested system such that sweep is nominal when selected dynamic event occurs, but is rapid otherwise. Technique achieves time reductions of 7.5 to 1, maintains 0.5 percent accuracy in the results, and has several industrial applications.
In the position paper we first provide a cursory look at GPS transmitter clock variability in the post-SA era to see how well one can interpolate and extrapolate as a function of frequency, extrapolation time, and transmitter ID.
The selection of inflow values at boundaries far upstream of an aircraft is considered, for one- and two-equation turbulence models. Inflow values are distinguished from the ambient values near the aircraft, which may be much smaller. Ambient values should be selected first, and inflow values that will lead to them after the decay second; this is not always possible, especially for the time scale. The two-equation decay during the approach to the aircraft is shown; often, the time scale has been set too short for this decay to be calculated accurately on typical grids. A simple remedy for both issues is to impose floor values for the turbulence variables, outside the viscous sublayer, and it is argued that overriding the equations in this manner is physically justified. Selecting laminar ambient values is easy, if the boundary layers are to be tripped, but a more common practice is to seek ambient values that will cause immediate transition in boundary layers. This opens up a wide range of values, and selection criteria are discussed. The turbulent Reynolds number, or ratio of eddy viscosity to laminar viscosity has a huge dynamic range that makes it unwieldy; it has been widely mis-used, particularly by codes that set upper limits on it. The value of turbulent kinetic energy in a wind tunnel or the atmosphere is also of dubious value as an input to the model. Concretely, the ambient eddy viscosity must be small enough to preserve potential cores in small geometry features, such as flap gaps. The ambient frequency scale should also be small enough, compared with shear rates in the boundary layer. Specific values are recommended and demonstrated for airfoil flows