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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS1995

KAO observations of SN1987A

Explosion calculations of SN1987A generate pictures of Rayleigh-Taylor fingers of radioactive Ni-56 (Ni-56 yields Co-56 yields Fe-56) which are boosted to velocities of several thousand km/s. From the KAO observations of the mid-IR iron lines, a picture of the iron in the ejecta emerges which is consistent with the 'frothy iron fingers' having expanded to fill about 50% of the metal-rich volume of the ejecta (nu(sub m) less than or equal to 2500 km/s). The ratio of the nickel line intensities I(sub (Ni I)7.5 micron)/I(sub (Ni II)6.6 microns) yields a high ionization fraction of x(sub Ni) greater than or equal to 0.9 in the volume associated with the iron-group elements at day 415, before dust condenses in the ejecta. From the KAO observations of the dust's thermal emission (2 microns to 100 microns), it is deduced that when the grains condense, their infrared radiation is trapped, their apparent opacity is gray, and they have a surface area filling factor of about 50%. The dust emission from SN1987A is featureless: no 9.7 micron silicate feature, nor PAH features, nor dust emission features of any kind are seen at any time. The total dust opacity increases with time even though the surface area filling factor and the dust/gas ratio remain constant. This suggests that the dust forms along coherent structures which can maintain their radial line-of-sight opacities, i.e., along fat fingers. The coincidence of the filling factor of the dust and the filling factor of the iron strongly suggests that the dust condenses within the iron, and therefore the dust is iron-rich. It only takes approximately 10(exp -4) solar mass of dust for the ejecta to be optically thick out to approximately 100 microns; a lower limit of 4 x 10(exp -4) solar mass of condensed grains exists in the metal-rich volume, but much more dust could be present. The episode of dust formation started at about 539 days and proceeded rapidly, so that by 600 days 45% of the bolometric luminosity was being emitted in the IR; by 775 days, 86% of the bolometric luminosity was being reradiated by the dust. Measurements of the bolometric luminosity of SN1987A from 1000 to 2300 days are based on 10 micron and 20 micron photometry and rely on the suppositions that the IR emission is a graybody (proven to be true by the KAO observations at 615 and 775 days) and that the dust temperature drops to and remainsat 150 K. The late-time bolometric luminosity is stronger than that expected from the radioactive decay of Co-56, Co-57, Ti-44, and Na-22 and the late-time dust temperatures are consistent with the presence of a compact object.

Wooden, Diane H.↗
DOE OSTI2025

Effective field theory factorization for diffraction

We derive a factorization formula for coherent and incoherent ep diffraction using the soft collinear effective theory, utilizing multiple power expansion parameters to handle different kinematic regions. This goes beyond the known hard-collinear diffractive factorization to address the small-x Regge dynamics and Pomeron exchange from first principles. The effective field theory analysis also uncovers and factorizes an important irreducible incoherent background generated by color-nonsinglet exchange, dubbed “quasi-diffraction”, for which we calculate the associated Sudakov suppression. For unpolarized scattering we show that there are four diffractive structure functions at leading power, and point out the importance of studying ${F}_{3,4}^D$ through asymmetries, in addition to ${F}_{2,L}^D$. For the quasi-diffractive background, we make model independent predictions for ratios of the corresponding structure functions in a perturbative kinematic region. Our analysis also makes predictions for six leading-power spin-dependent structure functions. Finally, we provide connections to diffractive parton distributions, and assess the Ingelman-Schlein model. Our work lays a path for further QCD-based studies of diffraction.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2022

Gluon dipole factorisation for diffractive dijets

Within the colour dipole picture for deep inelastic scattering at small Bjorken x , we study the production of a pair of relatively hard jets via coherent diffraction. By “relatively hard” we mean that the transverse momenta of the two jets — the quark ($q$) and the antiquark ($\overline{q}$) generated by the decay of the virtual photon — are much larger than the target saturation momentum Q s (Y P ) evaluated at the rapidity gap Y P . We argue that the typical final-state configurations are such that the hard $q$$\overline{q}$ dijets are accompanied by a semi-hard gluon jet, with a transverse momentum of the order of Q s (Y P ). The presence of this third jet ensures that the scattering is strong and thus avoids the strong suppression of exclusive (hard) dijet production due to colour transparency. For such “2+1” jet configurations, we demonstrate that both the emission of the semi-hard gluon and its scattering with the hadronic target can be factorised in terms of an effective gluon-gluon dipole. This effective description, originally proposed in [1–7], builds a bridge between the colour dipole picture and the transverse-momentum dependent (TMD) version of the collinear factorisation: the cross-section for diffractive 2+1 jets can be written as the product between a hard factor describing the $q$$\overline{q}$ dijets and a semi-hard factor expressing the unintegrated gluon distribution of the Pomeron. The latter is controlled by gluon dipole scattering in the black disk limit and hence is strongly sensitive to gluon saturation. By integrating out the kinematics of the 3 jets, we obtain the $q$$\overline{q}$$g$ contribution to the diffractive structure function in collinearly-factorised form.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
NASA NTRS2020

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗