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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 667 records · Page 37
All sourcesNASA NTRSDOE OSTI
NASA NTRS2011

DBD Plasma Actuators for Flow Control in Air Vehicles and Jet Engines - Simulation of Flight Conditions in Test Chambers by Density Matching

Dielectric Barrier Discharge (DBD) Plasma actuators for active flow control in aircraft and jet engines need to be tested in the laboratory to characterize their performance at flight operating conditions. DBD plasma actuators generate a wall-jet electronically by creating weakly ionized plasma, therefore their performance is affected by gas discharge properties, which, in turn, depend on the pressure and temperature at the actuator placement location. Characterization of actuators is initially performed in a laboratory chamber without external flow. The pressure and temperature at the actuator flight operation conditions need to be simultaneously set in the chamber. A simplified approach is desired. It is assumed that the plasma discharge depends only on the gas density, while other temperature effects are assumed to be negligible. Therefore, tests can be performed at room temperature with chamber pressure set to yield the same density as in operating flight conditions. The needed chamber pressures are shown for altitude flight of an air vehicle and for jet engines at sea-level takeoff and altitude cruise conditions. Atmospheric flight conditions are calculated from standard atmosphere with and without shock waves. The engine data was obtained from four generic engine models; 300-, 150-, and 50-passenger (PAX) aircraft engines, and a military jet-fighter engine. The static and total pressure, temperature, and density distributions along the engine were calculated for sea-level takeoff and for altitude cruise conditions. The corresponding chamber pressures needed to test the actuators were calculated. The results show that, to simulate engine component flows at in-flight conditions, plasma actuator should be tested over a wide range of pressures. For the four model engines the range is from 12.4 to 0.03 atm, depending on the placement of the actuator in the engine. For example, if a DBD plasma actuator is to be placed at the compressor exit of a 300 PAX engine, it has to be tested at 12.4 atm for takeoff, and 6 atm for cruise conditions. If it is to be placed at the low-pressure turbine, it has to be tested at 0.5 and 0.2 atm, respectively. These results have implications for the feasibility and design of DBD plasma actuators for jet engine flow control applications. In addition, the distributions of unit Reynolds number, Mach number, and velocity along the engine are provided. The engine models are non-proprietary and this information can be used for evaluation of other types of actuators and for other purposes.

Ashpis, David E.↗
NASA NTRS2012

Flying Schedule-Matching Descents to Explore Flight Crews' Perceptions of Their Load and Task Feasibility

Multiple studies have investigated the development and use of ground-based (controller) tools to manage and schedule traffic in future terminal airspace. No studies have investigated the impacts that such tools (and concepts) could have on the flight-deck. To begin to redress the balance, an exploratory study investigated the procedures and actions of ten Boeing-747-400 crews as they flew eight continuous descent approaches in the Los Angeles terminal airspace, with the descents being controlled using speed alone. Although the study was exploratory in nature, four variables were manipulated: speed changes, route constraints, clearance phraseology, and winds. Despite flying the same scenarios with the same events and timing, there was at least a 50 second difference in the time it took crews to fly the approaches. This variation is the product of a number of factors but highlights potential difficulties for scheduling tools that would have to accommodate this amount of natural variation in descent times. The primary focus of this paper is the potential impact of ground scheduling tools on the flight crews performance and procedures. Crews reported "moderate to low" workload, on average; however, short periods of intense and high workload were observed. The non-flying pilot often reported a higher level of workload than the flying-pilot, which may be due to their increased interaction with the Flight Management Computer, when using the aircraft automation to assist with managing the descent clearances. It is concluded that ground-side tools and automation may have a larger impact on the current-day flight-deck than was assumed and that studies investigating this impact should continue in parallel with controller support tool development.

Martin, Lynne Hazel↗
NASA NTRS2013

Flight-Deck Strategies and Outcomes When Flying Schedule-Matching Descents

Recent studies at NASA Ames Research Center have investigated the development and use of ground-based (air traffic controller) tools to manage and schedule air traffic in future terminal airspace. An exploratory study was undertaken to investigate the impacts that such tools (and concepts) could have on the flight-deck. Ten Boeing 747-400 crews flew eight optimized profile descents in the Los Angeles terminal airspace, while receiving scripted current day and futuristic speed clearances, to ascertain their ability to fly schedulematching descents without prior training. Although the study was exploratory in nature, four variables were manipulated: route constraints, winds, speed changes, and clearance phraseology. Despite flying the same scenarios with the same events and timing, there were significant differences in the time it took crews to fly the approaches. This variation is the product of a number of factors but highlights potential difficulties for scheduling tools that would have to accommodate this amount of natural variation in descent times. The focus of this paper is the examination of the crews' aircraft management strategies and outcomes. This includes potentially problematic human-automation interaction issues that may negatively impact arrival times, speed and altitude constraint compliance, and energy management efficiency.

Flight Management System↗
NASA NTRS2014

Acoustic Beam Forming Array Using Feedback-Controlled Microphones for Tuning and Self-Matching of Frequency Response

A feedback-controlled microphone includes a microphone body and a membrane operatively connected to the body. The membrane is configured to be initially deflected by acoustic pressure such that the initial deflection is characterized by a frequency response. The microphone also includes a sensor configured to detect the frequency response of the initial deflection and generate an output voltage indicative thereof. The microphone additionally includes a compensator in electric communication with the sensor and configured to establish a regulated voltage in response to the output voltage. Furthermore, the microphone includes an actuator in electric communication with the compensator, wherein the actuator is configured to secondarily deflect the membrane in opposition to the initial deflection such that the frequency response is adjusted. An acoustic beam forming microphone array including a plurality of the above feedback-controlled microphones is also disclosed.

Radcliffe, Eliott↗
NASA NTRS2016

Point-Wise Phase Matching for Nonlinear Frequency Generation in Dielectric Resonators

An optical resonator fabricated from a uniaxial birefringent crystal, such as beta barium borate. The crystal is cut with the optical axis not perpendicular to a face of the cut crystal. In some cases the optical axis lies in the plane of the cut crystal face. An incident (input) electromagnetic signal (which can range from the infrared through the visible to the ultraviolet) is applied to the resonator. An output signal is recovered which has a frequency that is an integer multiple of the frequency of the input signal. In some cases a prism is used to evanescently couple the input and the output signals to the resonator.

Yu, Nan↗
NASA NTRS2016

A Full-Text-Based Search Engine for Finding Highly Matched Documents Across Multiple Categories

This report demonstrates the full-text-based search engine that works on any Web-based mobile application. The engine has the capability to search databases across multiple categories based on a user's queries and identify the most relevant or similar. The search results presented here were found using an Android (Google Co.) mobile device; however, it is also compatible with other mobile phones.

Web-based mobile application↗
NASA NTRS2022

Trends in Europe Storm Surge Extremes Match the Rate of Sea-level Rise

Coastal communities across the world are already feeling the disastrous impacts of climate change through variations in extreme sea levels1. These variations reflect the combined effect of sea-level rise and changes in storm surge activity. Understanding the relative importance of these two factors in altering the likelihood of extreme events is crucial to the success of coastal adaptation measures. Existing analyses of tide gauge records agree that sea-level rise has been a considerable driver of trends in sea-level extremes since at least 1960. However, the contribution from changes in storminess remains unclear, owing to the difficulty of inferring this contribution from sparse data and the consequent inconclusive results that have accumulated in the literature. Here we analyse tide gauge observations using spatial Bayesian methods to show that, contrary to current thought, trends in surge extremes and sea-level rise both made comparable contributions to the overall change in extreme sea levels in Europe since 1960 . We determine that the trend pattern of surge extremes reflects the contributions from a dominant north–south dipole associated with internal climate variability and a single-sign positive pattern related to anthropogenic forcing. Our results demonstrate that both external and internal influences can considerably affect the likelihood of surge extremes over periods as long as 60 years, suggesting that the current coastal planning practice of assuming stationary surge extremes might be inadequate.

Francisco M Calafat↗
NASA NTRS2022

The breakup of a long-period comet is not a likely match to the Chicxulub impactor

Since the discovery of Ir in the clay layer at the K-Pg boundary, scientists have sought to constrain the origin of the extraterrestrial impactor that triggered the end-Cretaceous mass extinction of the non-avian dinosaurs and other species. While the first proposal was for an asteroid, for a while some theories invoked a cometary impactor to explain perceived periodicities in mass extinctions. Such models have long been disfavored by the mass of Ir in the layer, inferred to be 2.0−2.8×10^(11)cu.g. The size of the Chicxulub crater leads to an estimated asteroid impactor diameter, D≈10km. Comets typically impact at higher speeds, reducing the impactor mass for the same impact energy. Although it is increasingly recognized that a continuum exists between comets and asteroids, ’comets’ are considered to be more ice-rich (estimates for 67P/Churyumov-Gerasimenko are about 20%;), implying lower Ir contents per impactor mass. A carbonaceous chondrite-like asteroid of the appropriate size would likely deliver ≈2.3×10^(11)g of Ir, in the center of the estimated mass range of the global Ir layer; but a comet would only deliver ∼0.1×10^(11)g, because it would be less massive. Although these conclusions are long standing, Siraj and Loeb have recently argued anew in favor of a comet over an asteroid, based on dynamical and geochemical evidence. Here we demonstrate that their arguments are based on misinterpretations of the literature, and that an asteroid is in fact still highly favored over a comet.

Steven J. Desch↗