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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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Propulsion system requirements for point of departure and earth-to-orbit, or orbit-to-orbit transportation are discussed. The solar photovoltaic and thermal engine configurations are analyzed.
A concise but complete system description for the preferred concept of the Solar Power Satellite System is presented. Significant selection decisions included the following: (1) single crystal silicon solar cells; (2) glass encapsulated solar cell blankets; (3) concentration ratio 1; (4) graphite composite materials for primary structure; (5) electric propulsion for attitude control; (6) klystron RF amplifier tubes for the transmitter; (7) one kilometer diameter transmitter with a design trans mission link output power of 5,000 megawatts; (8) construction in low earth orbit with self-powered transfer of satellite modules to geosynchronous orbit; and (9) two-stage winged fully reusable rocket vehicle for transportation to low earth orbit.
The results of the operations analyses are reported. Some of these analyses examined operations aspects of space vehicle in-space maintenance. Many of the analyses explored in great depth operations concerned the LEO Base cargo handling operations. Personnel transportation operations and cargo packaging were also analyzed. These operations analyses were performed to define the operational requirements for all of the SPS system elements so that equipment and facilities could be synthesized, and to make estimates of the manpower requirements. An overall, integrated, end-to-end description of the SPS operations is presented. The detailed operations analyses, upon which this integrated description was based, are included.
The topics covered include the following: High Speed Research (HSR) Propulsion System Studies; HRS System Study flowpath; design point aircraft sizing - no noise constraint; impact of noise constraint; noise impact on aircraft size; takeoff gross weight assessment; impact of High Speed Civil Transport (HSCT) high-altitude flyover noise; HSR NO(x) reduction status; current assessment of HSCT ozone depletion; influence of non-optimum cruise altitude on range; and influence of subsonic leg on range.
Studies of active particle systems have demonstrated that particle anisotropy can impact the collective behavior of a system, motivating a systematic study. Here, we report a systematic computational investigation of the role of anisotropy in shape and active force director on the collective behavior of a two-dimensional active colloidal system. We find that shape and force anisotropy can combine to produce critical densities both lower and higher than those of disks. Furthermore, we demonstrate that changing particle anisotropy tunes what we define as a “collision efficiency” of inter-particle collisions in leading to motility-induced phase separation (MIPS) of the system. We use this efficiency to determine the relative critical density across systems. Additionally, we observe that local structure in phase-separated clusters is the same as the particle's equilibrium densest packing, suggesting a general connection between equilibrium behavior and non-equilibrium cluster structure of self-propelled anisotropic particles. In engineering applications for active colloidal systems, shape-controlled steric interactions such as those described here may offer a simple route for tailoring emergent behaviors.
Studies on the steady-state long-term (4 month) culture of Scenedesmus obliquus algae, maintained in an annular air-lift column operated as a turbidostat, were carried out to evaluate the life-supporting possibilities of this system. Chlorophyll production and cell number as functions of the dry weight were linear at constant illumination. Productivity (measured as the product of dry weight, mg/ml, and the growth rate, ml/hr) vs. dry weight rose linearly until the cell density reached a level at which light became limiting (89 percent absorption of the photosynthetically active radiation). In the initial, linear portion of the curve, the productivity was limited by cell growth at the given light intensity. The maximum dilution rate of the system corresponded to the doubling time of 13.4 hr, about half the maximum rate, with a productivity of 80 percent of the maximum theoretical productivity. The high light utilization efficiencies were contributed by the low (10 percent of full sunlight) incident intensities.
Recent GEWEX Cloud System Study (GCSS) model comparison projects have indicated that cloud resolving models (CRMs) agree with observations better than traditional single column models in simulating various types of clouds and cloud systems from different geographic locations. Current and future NASA satellite programs can provide cloud, precipitation, aerosol and other data at very fine spatial and temporal scales. It requires a coupled global circulation model (GCM) and cloud-scale model (termed a super-parameterization or multi-scale modeling framework, MMF) to use these satellite data to improve the understanding of the physical processes that are responsible for the variation in global and regional climate and hydrological systems. The use of a GCM will enable global coverage and the use of a CRM will allow for better and more sophisticated physical parameterization. NASA Satellite and field campaign cloud related data sets can provide initial conditions as well as validation for both the MMF and CRMs. Also we have implemented a Land Information System (LIS that includes the CLM and NOAH land surface models into the MMF. The Goddard MMF is based on the 2D Goddard Cumulus Ensemble (GCE) model and the Goddard finite volume general circulation model (fvGCM) This modeling system has been applied and tested its performance for two different climate scenarios, El Nino (1998) and La Nina (1999). The coupled new modeling system produced more realistic propagation and intensity of tropical rainfall systems and intraseasonal oscillations, and diurnal variation of precipitation that are very difficult to forecast using even the state-of-the-art GCMs. In this talk I will present: (1) a brief review on GCE model and its applications on precipitation processes (both Microphysical and land processes) and (2) The Goddard MMF and the Major difference between two existing MMFs (CSU MMF and Goddard MMF) and preliminary results (the comparison with traditional GCMs).
Two different system architectures are presented. The two architectures are derived from two different data flows within the Spacelab Output Processing System. The major differences between these system architectures are in the position of the decommutation function (the first architecture performs decommutation in the latter half of the system and the second architecture performs that function in the front end of the system). In order to be examined, the system was divided into five stand-alone subsystems; Work Assembler, Mass Storage System, Output Processor, Peripheral Pool, and Resource Monitor. The work load of each subsystem was estimated independent of the specific devices to be used. The candidate devices were surveyed from a wide sampling of off-the-shelf devices. Analytical expressions were developed to quantify the projected workload in conjunction with typical devices which would adequately handle the subsystem tasks. All of the study efforts were then directed toward preparing performance and cost curves for each architecture subsystem.
A systems definition study of the solar power satellite systems is presented. The design and power distribution of the rectenna system is discussed. The communication subsystem and thermal control characteristics are described and a failure analysis performed on the systems is reported.
Optimum power system configurations for planetary spacecraft probes
A spaceborne lidar system for atmospheric studies was defined. The primary input was the Science Objectives Experiment Description and Evolutionary Flow Document. The first task of the study was to perform an experiment evolutionary analysis of the SEED. The second task was the system definition effort of the instrument system. The third task was the generation of a program plan for the hardware phase. The fourth task was the supporting studies which included a Shuttle deficiency analysis, a preliminary safety hazard analysis, the identification of long lead items, and development studies required. As a result of the study an evolutionary Lidar Multi-User Instrument System (MUIS) was defined. The MUIS occupies a full Spacelab pallet and has a weight of 1300 kg. The Lidar MUIS laser provides a 2 joule frequency doubled Nd:YAG laser that can also pump a tuneable dye laser wide frequency range and bandwidth. The MUIS includes a 1.25 meter diameter aperture Cassegrain receiver, with a moveable secondary mirror to provide precise alignment with the laser. The receiver can transmit the return signal to three single and multiple photomultiple tube detectors by use of a rotating fold mirror. It is concluded that the Lidar MUIS proceed to program implementation.
A system study was carried out to identify potential advanced aircraft engine concepts and cycles which could be capable of achieving a 5 to 10 EPNdB reduction in community noise level relative to current FAR36 Stage 3 limits for a typical large-capacity commercial transport aircraft. The study was directed toward large twin-engine aircraft applications in the 400,000 to 500,000 pound take-off gross weight class. Four single rotation fan engine designs with fan pressure ratios from 1.3 to 1.75, and two counter-rotating fan engine configurations were studied. Several engine configurations were identified which, with further technology development, could achieve the objective of 5 to 10 EPNdB noise reduction. Optimum design fan pressure ratio is concluded to be in the range of 1.4 to 1.55 for best noise reduction with acceptable weight and Direct Operating Cost (DOC) penalties.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
Future air traffic management systems will need to accommodate large numbers of increasingly diverse air vehicles with different operating paradigms. To support this trend, they will digitally share copious amounts of information via a common communication architecture. Operators will deploy programs that create and negotiate flight plans via the architecture’s communication protocols. These programs will autonomously make decisions that must be arbitrated by the architecture and robust to uncertainty. To study interoperability in air traffic management, a new airspace simulation system was composed by integrating a legacy airspace simulation, an air traffic control model, and a new research communication architecture. It was used to evaluate air traffic management concepts by adapting it to handle congested arrival traffic at Newark Liberty International Airport and executing simulations. Results demonstrated the ability of the simulation system to model in detail strategic traffic flow management, predeparture flight planning, and air traffic control working in concert. Subsequent studies can use the simulation system to study interoperability, autonomy, digital communication, and uncertainty in future air traffic management systems.
The Aviation System Modeling Study was directed toward two primary goals: an improved understanding of the U.S. aviation system, and technology. There are three major categories into which the individual study efforts may be subdivided. These three categories are: special issue studies, task studies, and data base development.
The current Space Station Systems Technology Study add on task was an outgrowth of the Advanced Platform Systems Technology Study (APSTS) that was completed in April 1983 and the subsequent Space Station System Technology Study completed in April 1984. The first APSTS proceeded from the identification of 106 technology topics to the selection of five for detailed trade studies. During the advanced platform study, the technical issues and options were evaluated through detailed trade processes, individual consideration was given to costs and benefits for the technologies identified for advancement, and advancement plans were developed. An approach similar to that was used in the subsequent study, with emphasis on system definition in four specific technology areas to facilitate a more in depth analysis of technology issues.
The definition of the Extravehicular Activity (EVA) systems interface requirements and accomodations for effective integration of a production EVA capability into the space station are contained. A description of the EVA systems for which the space station must provide the various interfaces and accomodations are provided. The discussion and analyses of the various space station areas in which the EVA interfaces are required and/or from which implications for EVA system design requirements are derived, are included. The rationale is provided for all EVAS mechanical, fluid, electrical, communications, and data system interfaces as well as exterior and interior requirements necessary to facilitate EVA operations. Results of the studies supporting these discussions are presented in the appendix.