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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 NTRS1990

Drag-n-fly: a Proposal in Response to a Low Reynolds Number Station Keeping Mission

The Drag-n-Fly is a remotely piloted, low Reynolds number vehicle. It was designed to maintain level controlled flight and fly a closed course at flight speeds corresponding to Reynolds numbers of less than 2 x 10(exp 5) and as close to 1 x 10(exp 5) as possible. The success of the mission will be associated with achieving the lowest mean chord Reynolds number possible and maximizing loiter time on the course. The flight plan for the Drag-n-Fly calls for the vehicle to ascent to a cruise altitude of 25 ft. The airfoil selected for the Drag-n-Fly is a Spica chosen for its high lift coefficient at low Reynolds number. The propulsion system for the Drag-n-Fly consists of a 10 inch diameter propeller mounted on the front of the vehicle. Structural support for the Drag-n-Fly comes from four box beams running the length of the fuselage. The tail and horizontal stabilizers are located far aft of the lifting surface in order to assure proper static stability. The present design for the Drag-n-Fly will meet the criteria for the present mission.

Foohey, Mark↗
NASA NTRS2000

Flying Qualities Evaluation of a Commuter Aircraft With an Ice Contaminated Tailplane

During the NASA/FAA (Federal Aviation Administration) Tailplane Icing Program, pilot evaluations of aircraft flying qualities were conducted with various ice shapes attached to the horizontal tailplane of the NASA Twin Otter Icing Research Aircraft. Initially, only NASA pilots conducted these evaluations, assessing the differences in longitudinal flight characteristics between the baseline or clean aircraft, and the aircraft configured with an Ice Contaminated Tailplane (ICT). Longitudinal tests included Constant Airspeed Flap Transitions, Constant Airspeed Thrust Transitions, zero-G Pushovers, Repeat Elevator Doublets, and Simulated Approach and Go-Around tasks. Later in the program, guest pilots from government and industry were invited to fly the NASA Twin Otter configured with a single full-span artificial ice shape attached to the leading edge of the horizontal tailplane. This shape represented ice formed due to a 'Failed Boot' condition, and was generated from tests in the Glenn Icing Research Tunnel on a full-scale tailplane model. Guest pilots performed longitudinal handling tests, similar to those conducted by the NASA pilots, to evaluate the ICT condition. In general, all pilots agreed that longitudinal flying qualities were degraded as flaps were lowered, and further degraded at high thrust settings. Repeat elevator doublets demonstrated reduced pitch damping effects due to ICT, which is a characteristic that results in degraded flying qualities. Pilots identified elevator control force reversals (CFR) in zero-G pushovers at a 20 deg flap setting, a characteristic that fails the FAR 25 no CFR certification requirement. However, when the same pilots used the Cooper-Harper rating scale to perform a simulated approach and go-around task at the 20 deg flap setting, they rated the airplane as having Level I and Level II flying qualities respectively. By comparison, the same task conducted at the 30 deg flap setting, resulted in Level II flying qualities for the approach portion, and Level III for the go-around portion.The results of this program indicate that safe and acceptable flying qualities with an ICT condition, can be effectively assessed by task-oriented pilot maneuvers. In addition, other maneuvers such as repeat elevator doublets provide good qualitative and quantitative assessments of pitch damping and elevator effectiveness, which are characteristics that correlate well with pilot task ratings. The results of this testing indicate that the FAR 25 zero-G pushover maneuver, which requires no CFR during its execution, may be an overly conservative pass/fail criteria for aircraft certification.

Ranaudo, Richard J.↗
DOE OSTI2013

Effect of temperature on the hydration of Portland cement blended with siliceous fly ash

The effect of temperature on the hydration of Portland cement pastes blended with 50 wt.% of siliceous fly ash is investigated within a temperature range of 7 to 80 °C. The elevation of temperature accelerates both the hydration of OPC and fly ash. Due to the enhanced pozzolanic reaction of the fly ash, the change of the composition of the C–S–H and the pore solution towards lower Ca and higher Al and Si concentrations is shifted towards earlier hydration times. Above 50 °C, the reaction of fly ash also contributes to the formation of siliceous hydrogarnet. At 80 °C, ettringite and AFm are destabilised and the released sulphate is partially incorporated into the C–S–H. The observed changes of the phase assemblage in dependence of the temperature are confirmed by thermodynamic modelling. The increasingly heterogeneous microstructure at elevated temperatures shows an increased density of the C–S–H and a higher coarse porosity. -- Highlights: •The reaction of quartz powder at 80 °C strongly enhances the compressive strength. •Almost no strength increase of fly ash blended OPC at 80 °C was found after 2 days. •Siliceous hydrogarnet is formed upon the reaction of fly ash at high temperatures. •Temperature dependent change of the system was simulated by thermodynamic modelling. •Destabilisation of ettringite above 50 °C correlates with sulphate content of C–S–H.

36 MATERIALS SCIENCE↗
DOE OSTI2021

A new hypothesis for air loss in cement systems containing fly ash

Although there are many benefits gained from incorporating fly ash into concrete, carbon contamination in the fly ash has been shown to interfere with the efficacy of organic additives in an unpredictable manner. This work uses surface tension measurements to quantify the adsorption of air-entraining agents (AEA) onto cement and fly ash. Both the adsorption capacity of the adsorbents and the adsorption isotherms indicate that the fly ash particles, rather than the carbon itself, dominate adsorption in a carbon-contaminated ash in cement pore solution. We propose that adsorption onto fly ash particles and cement actually improve air entrainment via Pickering stabilization. While the carbon is still expected to contribute to air loss via hydrophobic adsorption of the surfactants, we suggest that the primary way in which the carbon interferes is by shielding surfactant-coated fly ash particles from participating in air development and Pickering stabilization during mixing.

36 MATERIALS SCIENCE↗
DOE OSTI2018

Application of sequential extraction and hydrothermal treatment for characterization and enrichment of rare earth elements from coal fly ash

Rare earth elements (REE) play a critical role in the global economy. The concern about the REE supply challenge has stimulated global interest in recovering REE from alternative non-conventional REE sources such as coal fly ash. In this paper, sequential extraction, physical separations and hydrothermal alkaline treatment were explored for characterization and enrichment of REE from coal fly ash. Seven-step sequential extraction of coal fly ash has demonstrated that 86.1% of total REE were associated with the glassy phase of the fly ash, with the remaining REE mainly distributed in the organic and sulfides phase (8.3%), the exchangeable phase (3.7%), and the carbonates phase (1.5%). A process combining physical separations, namely, particle size separation and magnetic separation, and hydrothermal alkaline treatment was proposed for enrichment of REE from coal fly ash. The optimal hydrothermal alkaline treatment condition was determined. It was demonstrated that NaOH concentration, solid-to-liquid ratio, temperature, and reaction duration had significant influence on ash dissolution in NaOH solution. Grinding could also enhance ash dissolution during subsequent hydrothermal alkaline treatment. Furthermore REE were enriched from coal fly ash from 325 mg/kg to 877 mg/kg via the proposed process under optimal hydrothermal alkaline treatment conditions.

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2021

Signatures of rare earth element distributions in fly ash derived from the combustion of Central Appalachian, Illinois, and Powder River basin coals

We report the distribution of Rare Earth elements (REE) in coal-derived fly ashes can have distinctive patterns when fly ashes are produced from different coals within or between basins, such as the Pennsylvanian Class F fly ashes from the Illinois and Central Appalachian basins. Both the Fire Clay coal and a blend of a number of eastern Kentucky coals show strong Gd peaks and an H-type distribution in the Upper Continental Crust-corrected plots. The Fire Clay coal-derived ash has a higher heavy REE concentration than the blended coal-derived ash. The Illinois Basin-derived fly as has an overall lower REE concentration than the latter ashes. Class C fly ash derived from Powder River Basin coals has, with the exception of an Eu peak, a flatter distribution of REE and an overall L-type or indistinct H- versus L-type distribution. The signatures of the REE in fly ashes may be useful in predicting their behavior in the extraction of the REE; simple extrapolations from the basic concentrations and the predicted extraction percentages for ashes from different basins are not necessarily indicative of the actual distribution of the extracted REE.

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2016

Modeling a Million-Node Slim Fly Network Using Parallel Discrete-Event Simulation

As supercomputers close in on exascale performance, the increased number of processors and processing power translates to an increased demand on the underlying network interconnect. The Slim Fly network topology, a new lowdiameter and low-latency interconnection network, is gaining interest as one possible solution for next-generation supercomputing interconnect systems. In this paper, we present a high-fidelity Slim Fly it-level model leveraging the Rensselaer Optimistic Simulation System (ROSS) and Co-Design of Exascale Storage (CODES) frameworks. We validate our Slim Fly model with the Kathareios et al. Slim Fly model results provided at moderately sized network scales. We further scale the model size up to n unprecedented 1 million compute nodes; and through visualization of network simulation metrics such as link bandwidth, packet latency, and port occupancy, we get an insight into the network behavior at the million-node scale. We also show linear strong scaling of the Slim Fly model on an Intel cluster achieving a peak event rate of 36 million events per second using 128 MPI tasks to process 7 billion events. Detailed analysis of the underlying discrete-event simulation performance shows that a million-node Slim Fly model simulation can execute in 198 seconds on the Intel cluster.

interconnection networks↗
DOE OSTI2018

Modeling Large-Scale Slim Fly Networks Using Parallel Discrete-Event Simulation

As supercomputers approach exascale performance, the increased number of processors translates to an increased demand on the underlying network interconnect. We present that the slim fly network topology, a new low-diameter, low-latency, and low-cost interconnection network, is gaining interest as one possible solution for next-generation supercomputing interconnect systems. In this article, we present a high-fidelity slim fly packet-level model leveraging the Rensselaer Optimistic Simulation System (ROSS) and Co-Design of Exascale Storage (CODES) frameworks. We validate the model with published work before scaling the network size up to an unprecedented 1 million compute nodes and confirming that the slim fly observes peak network throughput at extreme scale. In addition to synthetic workloads, we evaluate large-scale slim fly models with real communication workloads from applications in the Design Forward program with over 110,000 MPI processes. We show strong scaling of the slim fly model on an Intel cluster achieving a peak network packet transfer rate of 2.3 million packets per second and processing over 7 billion discrete events using 128 MPI tasks. Enabled by the strong performance capabilities of the model, we perform a detailed application trace and routing protocol performance study. Lastly, through analysis of metrics such as packet latency, hop count, and congestion, we find that the slim fly network is able to leverage simple minimal routing and achieve the same performance as more complex adaptive routing for tested DOE benchmark applications.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2024

ASSESSMENT OF HIGH-VOLUME HARVESTED FLY ASH BLENDS FOR USE IN PRECAST CONSTRUCTION

Declining supplies of fresh fly ashes in some regions have further driven the importance of using harvested fly ash as a supplementary cementitious material and thus replacement for more energy-intensive ordinary Portland cement (OPC). Higher replacement rates of OPC with fly ash in general has traditionally been limited in precast operations due to stringent early-age strength requirements necessitated by initial prestress and lifting/handling of hardened components – often well within 24 hours after fresh concrete placement. Therefore, a series of mix designs were developed, as part of a larger framework for reassessing high-volume fly ash (HVFA) use in the context of precast construction, to demonstrate the feasibility of using larger fractions of harvested fly ash in concrete formulations suitable for precast fabrication demands. More specifically, a target minimum 24-hour compressive strength of 24.1 MPa (3500 psi) was set, in accordance with conventional precast structural design checks, while increasing the fly ash content to 40% replacement of OPC – at least a 15% increase above the traditional limit of 25%. The effect of using more sustainable Type IL cement in contrast to conventional Type III Portland cement (the traditional standard for precast use) – both in conjunction with HVFA use – was also examined. Early-age mechanical properties including compressive strength, modulus of rupture, and modulus of elasticity were evaluated within the aforementioned early-age window. Lastly, corresponding design equations were then reassessed for their applicability with respect to the high-early strength HVFA mixes examined herein.

Gombeda, Matthew J.↗
DOE OSTI2022

Coal Feed-Dependent Variation in Fly Ash Chemistry in a Single Pulverized-Combustion Unit

Four suites of fly ash, all generated at the same power plant, were selected for the study of the distribution of rare earth elements (REE). The fly ashes represented two runs of single-seam/single-mine coals and two runs of run-of-mine coals representing several coal seams from several mines. Plots of the upper continental crust-normalized REE, other parameters derived from the normalization, and the principal components analysis of the derived REE parameters (including the sum of the lanthanides plus yttrium and the ratio of the light to heavy REE) all demonstrated that the relatively rare earth-rich Fire Clay coal-derived fly ashes have a different REE distribution, with a greater concentration of REE with a relative dominance of the heavy REE, than the other fly ashes. Particularly with the Fire Clay coal-derived fly ashes, there is a systematic partitioning of the overall amount and distribution of the REE in the passage from the mechanical fly ash collection through to the last row of the electrostatic precipitator hoppers.

58 GEOSCIENCES↗
NASA NTRS1987

Space shuttle flying qualities and criteria assessment

Work accomplished under a series of study tasks for the Flying Qualities and Flight Control Systems Design Criteria Experiment (OFQ) of the Shuttle Orbiter Experiments Program (OEX) is summarized. The tasks involved review of applicability of existing flying quality and flight control system specification and criteria for the Shuttle; identification of potentially crucial flying quality deficiencies; dynamic modeling of the Shuttle Orbiter pilot/vehicle system in the terminal flight phases; devising a nonintrusive experimental program for extraction and identification of vehicle dynamics, pilot control strategy, and approach and landing performance metrics, and preparation of an OEX approach to produce a data archive and optimize use of the data to develop flying qualities for future space shuttle craft in general. Analytic modeling of the Orbiter's unconventional closed-loop dynamics in landing, modeling pilot control strategies, verification of vehicle dynamics and pilot control strategy from flight data, review of various existent or proposed aircraft flying quality parameters and criteria in comparison with the unique dynamic characteristics and control aspects of the Shuttle in landing; and finally a summary of conclusions and recommendations for developing flying quality criteria and design guides for future Shuttle craft.

Myers, T. T.↗
NASA NTRS1989

Initial flight test of a ground deployed system for flying qualities assessment

In order to provide a safe, repeatable, precise, high-gain flying qualities task a ground deployed system was developed and tested at the NASA Ames Research Center's Dryden Flight Research Facility. This system, the adaptable target lighting array system (ATLAS), is based on the German Aerospace Research Establishment's ground attack test equipment (GRATE). These systems provide a flying-qualities task, emulating the ground-attack task with ground deployed lighted targets. These targets light in an unpredictable sequence and the pilot has to aim the aircraft at whichever target is lighted. Two flight-test programs were used to assess the suitability of ATLAS. The first program used the United States Air Force (USAF) NT-33A variability stability aircraft to establish that ATLAS provided a task suitable for use in flying qualities research. A head-up display (HUD) tracking task was used for comparison. The second program used the X-29A forward-swept wing aircraft to demonstrate that the ATLAS task was suitable for assessing the flying qualities of a specific experimental aircraft. In this program, the ground-attack task was used for comparison. All pilots who used ATLAS found it be highly satisfactory and thought it to be superior to the other tasks used in flying qualities evaluations. It was recommended that ATLAS become a standard for flying qualities evaluations.

Shafer, Mary F.↗
NASA NTRS1994

Design and construction of a remote piloted flying wing

Currently, there is a need for a high-speed, high-lift civilian transport. Although unconventional, a flying wing could fly at speeds in excess of Mach 2 and still retain the capacity of a 747. The design of the flying wing is inherently unstable since it lacks a fuselage and a horizontal tail. The project goal was to design, construct, fly, and test a remote-piloted scale model flying wing. The project was completed as part of the NASA/USRA Advanced Aeronautics Design Program. These unique restrictions required us to implement several fundamental design changes from last year's Elang configuration including wing sweepback and wingtip endplates. Unique features such as a single ducted fan engine, composite structural materials, and an electrostatic stability system were incorporated. The result is the Banshee '94. Our efforts will aid future projects in design and construction techniques so that a viable flying wing can become an integral part of the aviation industry.

Costa, Alfred J.↗
NASA NTRS2000

Enabling Spacecraft Formation Flying in Any Earth Orbit Through Spaceborne GPS and Enhanced Autonomy Technologies

Formation flying is quickly revolutionizing the way the space community conducts autonomous science missions around the Earth and in space. This technological revolution will provide new, innovative ways for this community to gather scientific information, share this information between space vehicles and the ground, and expedite the human exploration of space. Once fully matured, this technology will result in swarms of space vehicles flying as a virtual platform and gathering significantly more and better science data than is possible today. Formation flying will be enabled through the development and deployment of spaceborne differential Global Positioning System (GPS) technology and through innovative spacecraft autonomy techniques, This paper provides an overview of the current status of NASA/DoD/Industry/University partnership to bring formation flying technology to the forefront as quickly as possible, the hurdles that need to be overcome to achieve the formation flying vision, and the team's approach to transfer this technology to space. It will also describe some of the formation flying testbeds, such as Orion, that are being developed to demonstrate and validate these innovative GPS sensing and formation control technologies.

Bauer, F. H.↗
NASA NTRS2004

Flying the Earth Observing Constellations

Prior to the launch of the Earth Observing System (EOS) Terra and Landsat-7 satellites in 1999, the Project Scientists for the two missions and the Earth Science Data and Information System (ESDIS) Project at the Goddard Space Flight Center signed an inter-project agreement document describing their plan to fly in loose formation, approximately 20 minutes within each other. In November 2000, a technology demonstration satellite, Earth Observer-1 (EO-1), was launched into the same orbit as that of Landsat-7 and Terra, with a goal of flying within a minute from Landsat-7. The SAC-C satellite, developed and operated by the government of Argentina, was launched along with EO-1, with a goal of flying near both Terra and Landsat-7. This formation enables the scientists to make use of the scientific synergy among the instruments on the different spacecraft. This group of satellites constitutes the morning constellation, which is led by the Landsat-7, which has a mean local time (MLT) at 10:00 a.m. In May 2002, the EOS Aqua satellite was launched into an orbit with an altitude of 705 km. and a 1:30 p.m. MLT. Two smaller satellites, CALIPSO (a joint U.S./French mission), and CloudSat (a joint NASA/Colorado State University/Air Force mission), plan to fly in tight formation, within 15 seconds of each other. In addition, CALIPSO and CloudSat also plan to be within 30 to 60 seconds of the Aqua satellite. A third satellite, PARASOL, managed by the French Space Agency, CNES, will be placed within a minute of the CALIPSO satellite. In 2004, the Aura satellite will be launched and phased in relation to the Aqua satellite, such that the instruments on Aura will be able to view the same mass of air no later than 8 minutes after the instruments on Aqua have observed it. Representatives from each mission are currently documenting a plan on how they will coordinate on-orbit operations. Why are all these satellites planning to fly as a constellation? The answer is that as a constellation. the scientists will be able to acquire science data not only from their specific instruments on a single satellite, but science data from the other satellites which will have been taken at approximately the same time, thus resulting in coordinated science observation data. This leads to better quality science. This paper describes how the mission design has been driven by the science requirements. The morning and the afternoon constellations present operational challenges, which had not previously been encountered. Operations planning must address not only how the satellites of each constellation operate safely together, but also, how the two constellations fly on the same orbits without interfering with each other as they downlink data to their respective ground stations. This paper describes the operations experience gained from the morning constellation and the planning for the afternoon constellation.

Kelly, Angelita C.↗
NASA NTRS2009

Small Earth Observing Satellites Flying with Large Satellites in the A-Train

This paper/poster presents a real-life example of the benefits of flying small satellites with other satellites, large or small, and vice versa. Typically, most small satellites fly payloads consisting of one or two instruments and fly in orbits that are independent from that of other satellites. The science data from these satellites are either used in isolation or correlated with instrument data from other satellites. Data correlation with other satellites is greatly improved when the measurements of the same point or air mass are taken at approximately the same time. Scientists worldwide are beginning to take advantage of the opportunities for improved data correlation, or coincidental science, offered by the international Earth Observing Constellation known as the A-Train (sometimes referred to as the Afternoon Constellation). Most of the A-Train satellites are small - the A-Train is anchored by two large NASA satellites (EOS-Aqua and EOS-Aura), but consists also of 5 small satellites (CloudSat, CALIPSO, PARASOL, OCO and Glory these last two will join in 2009). By flying in a constellation, each mission benefits from coincidental observations from instruments on the other satellites in the constellation. Essentially, from a data point of view, the A-Train can be envisioned as a single, virtual science platform with multiple instruments. Satellites in the A-Train fly at 705 km in sun-synchronous orbits. Their mean local times at the equator are within seconds to a few minutes of each other. This paper describes the challenges of operating an international constellation of independent satellites from the U.S. and Europe to maximize the coincidental science opportunities while at the same time minimizing the level of operational interactions required between team members. The A-Train mission teams have been able to demonstrate that flying as members of an international constellation does not take away the flexibility to accommodate new requirements. Specific examples will be cited, including CloudSat's relocation (to accommodate a new viewing angle for the CALIPSO satellite), Glory's replan to move closer to PARASOL, and OCO's long term plans to minimize on-orbit operations costs while maintaining safety. In all cases, safety is ensured, science returns are enhanced, and operational flexibility is retained to the maximum extent possible.

Kelly, Angelita C.↗
NASA NTRS2002

On the validity of the double integrator approximation in deep space formation flying

Free-flying models are commonly used f o r path planning and open loop control design (i. e., guidance design) and translational feedback control design (i. e., control design) for deep space precision formation flying. The free flying model, essentially a double integrator, results from discarding small terms in the relative spacecraft equations of motion. While the magnitude of these discarded terms may be small, one must show that their dynamic effects are small as compared to the precision performance requirements. We do so by deriving a theoretical method for bounding the difference between the solution of a nonlinear truth model of the relative translational spacecraft dynamics and a Simplified linear time-invariant model. Presently, the method incorporates feedforward and static output feedback control. The method is applied to a Terrestrial Planet Finder- based example. Using only feedforward control (guidance) the free-flying model and a Hill- Clohessy- Wiltshire Equations-based model are shown to be accurate to 1 c m for up to 4 and 30 hours, respectively. Also shown is that the simplest free-flying model may not be sufficient for low-gain feedback control design-closed-loop tracking errors can be as large as 8 meters.

formation flying free flying model double integrat↗
DOE OSTI2015

Microstructural and strength improvements through the use of Na{sub 2}CO{sub 3} in a cementless Ca(OH){sub 2}-activated Class F fly ash system

This study explores the beneficial effects of Na{sub 2}CO{sub 3} as an additive for microstructural and strength improvements in a Ca(OH){sub 2}-activated fly ash system. NaOH-activated fly ash samples were also tested to compare the effect of Na{sub 2}CO{sub 3}. Compressive strength testing, XRD, SEM/BSE/EDS, {sup 29}Si/{sup 27}Al MAS-NMR, MIP and TGA were performed. The testing results indicate that the use of Na{sub 2}CO{sub 3} for Ca(OH){sub 2}-activation led to a noticeable improvement in strength and microstructure, primarily due to (1) more dissolution of raw fly ash at an early age, (2) more formation of C–S–H [or C–S–H(I)], (3) porosity reduction, and (4) pore-size refinement. We also found that (1) an early high alkalinity from the NaOH formation was not a major cause of strength, (2) geopolymer was not formed despite the early NaOH formation, and (3) no visible pore-filling action of CaCO{sub 3} was observed. However, Na{sub 2}CO{sub 3} did not produce any improvement in strength for NaOH-activated fly ash. -- Highlights: •The use of Na{sub 2}CO{sub 3} significantly improved strength and microstructure. •The use of Na{sub 2}CO{sub 3} induced more dissolution of raw fly ash at early ages. •The use of Na{sub 2}CO{sub 3} promoted more C–S–H [or C–S–H(I)] formation. •The use of Na{sub 2}CO{sub 3} reduced total porosity and refined pore-size distribution. •The use of Na{sub 2}CO{sub 3} produced neither geopolymer formations nor pore-filling actions from CaCO{sub 3}.

36 MATERIALS SCIENCE↗