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At least 739 records · Page 41

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NASA NTRS2011

Challenges of Cold Conditioning and Static Testing the Second Ares Demonstration Motor (DM-2)

On August 31, 2010, a five-segment demonstration motor (DM) for the Ares program was successfully tested. A series of demonstration motors (DMs) will be tested in different conditioned environments to confirm they meet their design specifications. The second demonstration motor (DM-2) was the first cold motor. The motor needed to be subjected to sub-freezing temperatures for two months so that its internal propellant mean bulk temperature (PMBT) was approximately 40 F. Several challenges had to be overcome to make this a successful test. One challenge was to condition four field joints to get the O-rings approximately 32 F. This would be done by applying conditioning shrouds to externally cool each field joint after the test bay was pulled off. The purpose of this conditioning was to validate the new O-ring design and allow joint heaters to be eliminated. Another challenge was maintaining temperature requirements for components in the nozzle vectoring system. A separate heating system was used to warm these components during cold conditioning. There were 53 test objectives that required 764 channels of data to be recorded; 460 were specific to DM-2. This instrumentation had to be installed prior to conditioning, which meant the baseline process and timeline had to be modified to meet this time critical schedule.

Quinn, Shyla↗

NASA NTRS2018

Performance, Stability and Compatibility of Oxygen/RP-1 Multi-Element Oxidizer-Rich Staged-Combustion Injectors

In 2015 and 2016, the National Aeronautics and Space Administration Marshall Space Flight Center designed, fabricated, assembled and hot-fire tested an oxygen/RP-1 propellant multi-element oxidizer-rich staged-combustion test article. The main objective was to provide thrust chamber combustion stability data as part of the Combustion Stability Tool Development program, although demonstration of performance and compatibility of oxidizer-rich main injectors was also important. Funding was provided by the Air Force Space and Missile Systems Center. Five configurations of main injectors were designed and fabricated, using conventional gas-centered swirl coaxial injector element designs generally similar to those used in oxygen/kerosene oxidizer-rich staged combustion engines such as the Russian RD-180 or NK-33 engines. Variations of element features included element size, recess depth, fuel gap width, and the presence of the sleeve separating the swirling fuel flow from the axial oxidizer flow. Ablative combustion chambers were fabricated based on hardware previously used at the NASA MSFC for testing at similar size and pressure. Existing oxygen/RP-1 oxidizer-rich subscale preburner injectors and hot gas ducts from a previous NASA-funded program were modified for use to supply the oxidizer-rich combustion products to the oxidizer circuit of the main injector of the thrust chamber. Testing of the resulting integrated test article - which included the preburner, inter-connecting hot gas duct, main injector, and ablative combustion chamber - was conducted at Test Stand 116 at the East Test Area of the NASA MSFC. The test article was well instrumented with static and dynamic pressure, temperature, and vibration sensors. This paper presents and discusses all the hot-fire test results of the integrated test article thrust chamber. Eighteen successful hot-fire tests of the integrated rig were conducted. Testing was accomplished with all five of the injector element concepts. Main combustion chamber pressures ranged from 710 to 2350 psia, and main combustion chamber mixture ratios ranged from 2.47 to 2.87. A chamber barrier fuel film coolant of about 2% to 4% of the total fuel flow was used for most tests. Characteristic exhaust velocity efficiency excluding the influence of the fuel film cooling ranged from 91% to 98% of theoretical. All tests of the thrust chamber exhibited stable combustion, even down to 40% of nominal operating pressures. Compatibility of the injector face and combustion chamber walls was acceptable. This paper is a follow-on to publication of preliminary test data presented at the 2016 JANNAF Liquid Propulsion Subcommittee meeting.

Hulka, J. R.↗

NASA NTRS2023

Overview and Results From the Mars 2020 Perseverance Rover's First Science Campaign on the Jezero Crater Floor

The Mars 2020 Perseverance rover landed in Jezero crater on 18 February 2021. After a 100-sol period of commissioning and the Ingenuity Helicopter technology demonstration, Perseverance began its first science campaign to explore the enigmatic Jezero crater floor, whose igneous or sedimentary origins have been much debated in the scientific community. This paper describes the campaign plan developed to explore the crater floor's Máaz and Séítah formations and summarizes the results of the campaign between sols 100–379. By the end of the campaign, Perseverance had traversed more than 5 km, created seven abrasion patches, and sealed nine samples and a witness tube. Analysis of remote and proximity science observations show that the Máaz and Séítah formations are igneous in origin and composed of five and two geologic members, respectively. The Séítah formation represents the olivine-rich cumulate formed from differentiation of a slowly cooling melt or magma body, and the Máaz formation likely represents a separate series of lava flows emplaced after Séítah. The Máaz and Séítah rocks also preserve evidence of multiple episodes of aqueous alteration in secondary minerals like carbonate, Fe/Mg phyllosilicates, sulfates, and perchlorate, and surficial coatings. Post-emplacement processes tilted the rocks near the Máaz-Séítah contact and substantial erosion modified the crater floor rocks to their present-day expressions. Results from this crater floor campaign, including those obtained upon return of the collected samples, will help to build the geologic history of events that occurred in Jezero crater and provide time constraints on the formation of the Jezero delta.

Mars 2020↗

DOE OSTI2024

End-Use Savings Shapes: Measure Documentation: Add Exhaust Air Heat/Energy Recovery

This documentation focuses on a single end-use savings shape measure—Add Exhaust Air Heat/Energy Recovery. This measure adds exhaust air energy recovery or heat recovery to existing air handling units (AHU) with outdoor air. Systems that already have energy/heat recovery are not modified. Furthermore, food service building types are also not modified by this measure due to the added complication of integrating cooking hood exhaust that could cause heat exchanger fouling from kitchen exhaust. In total, this measure is applicable airloops serving ~70% of the floor area in ComStock. In practice, energy/heat recovery systems are retrofitted to existing air delivery systems either as separate systems that provide outdoor air to the AHUs or are directly integrated to an AHU; the modeling approach used in this study is agnostic of the energy recovery type and simply accounts recovery effectiveness, added static pressure, and other controls which are described further in this document. Energy recovery with sensible and latent exchange gets added in humid climate zones, while heat recovery with sensible-only exchange gets added in drier climate zones. Energy recovery is modeled as a fixed membrane plate counterflow heat exchanger, while heat recovery is modeled as a sensible-only fixed aluminum plate counterflow heat exchanger. Both systems include a bypass (for temperature control and economizer lockout) and electric resistance preheat coil for frost prevention.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS1981

An analytical pilot rating method for highly elastic aircraft

An analytical method was developed to predict pilot ratings for highly elastic aircraft subject to severe mode interactions between rigid body and elastic dynamics. An extension of the standard optimal control model of pilot response was made to include the hypothesis that the pilot controls the system with an internal model consisting of the slowly varying part of the aircraft dynamics. This modified optimal control model was analytically evaluated for a longitudinal pitch tracking task on a large flexible aircraft. Parametric variations in the undamped natural frequencies of two symmetric elastic modes were made to induce varying amounts of mode interaction. The model proved successful in discriminating when the pilot can or cannot visually separate rigid from elastic pitch response in the turbulence excited tracking task. This method shows considerable promise in making it possible to investigate such mode interaction effects on handling qualities in the preliminary design stage of new aircraft.

Swaim, R. L.↗

NASA NTRS1987

The calibration of photographic and spectroscopic films. The utilization of the digital image processor in the determination of aging of the surf clam (Spisula solidissima)

The age of the surf clam (Spisula solidissima) can be determined with the use of the Digital Image Processor. This technique is used in conjunction with a modified method for aging, refined by John Ropes of the Woods Hole Laboratory, Massachusetts. This method utilizes a thinned sectioned chondrophore of the surf clam which contains annual rings. The rings of the chondrophore are then counted to determine age. By digitizing the chondrophore, the Digital Image Processor is clearly able to separate these annual rings more accurately. This technique produces an easier and more efficient way to count annual rings to determine the age of the surf clam.

Peters, Kevin A.↗

NASA NTRS1993

Vorticity equation for MHD fast waves in geospace environment

The MHD vorticity equation is modified in order to apply it to nonlinear MHD fast waves or shocks when their extent along the magnetic field is limited. Field-aligned current (FAC) generation is also discussed on the basis of this modified vorticity equation. When the wave normal is not aligned to the finite velocity convection and the source region is spatially limited, a longitudinal polarization causes a pair of plus and minus charges inside the compressional plane waves or shocks, generating a pair of FACs. This polarization is not related to the separation between the electrons and ions caused by their difference in mass, a separation which is inherent to compressional waves. The resultant double field-aligned current structure exists both with and without the contributions from curvature drift, which is questionable in terms of its contribution to vorticity change from the viewpoint of single-particle motion.

Yamauchi, M.↗

NASA NTRS2010

A Near-Term Concept for Trajectory Based Operations with Air/Ground Data Link Communication

An operating concept and required system components for trajectory-based operations with air/ground data link for today's en route and transition airspace is proposed. Controllers are fully responsible for separation as they are today, and no new aircraft equipage is required. Trajectory automation computes integrated solutions to problems like metering, weather avoidance, traffic conflicts and the desire to find and fly more time/fuel efficient flight trajectories. A common ground-based system supports all levels of aircraft equipage and performance including those equipped and not equipped for data link. User interface functions for the radar controller's display make trajectory-based clearance advisories easy to visualize, modify if necessary, and implement. Laboratory simulations (without human operators) were conducted to test integrated operation of selected system components with uncertainty modeling. Results are based on 102 hours of Fort Worth Center traffic recordings involving over 37,000 individual flights. The presence of uncertainty had a marginal effect (5%) on minimum-delay conflict resolution performance, and windfavorable routes had no effect on detection and resolution metrics. Flight plan amendments and clearances were substantially reduced compared to today s operations. Top-of-descent prediction errors are the largest cause of failure indicating that better descent predictions are needed to reliably achieve fuel-efficient descent profiles in medium to heavy traffic. Improved conflict detections for climbing flights could enable substantially more continuous climbs to cruise altitude. Unlike today s Conflict Alert, tactical automation must alert when an altitude amendment is entered, but before the aircraft starts the maneuver. In every other failure case tactical automation prevented losses of separation. A real-time prototype trajectory trajectory-automation system is running now and could be made ready for operational testing at an en route Center in 1-2 years.

McNally, David↗

NASA NTRS2013

Enabling Microliquid Chromatography by Microbead Packing of Microchannels

The microbead packing is the critical element required in the success of on-chip microfabrication of critical microfluidic components for in-situ analysis and detection of chiral amino acids. In order for microliquid chromatography to occur, there must be a stationary phase medium within the microchannel that interacts with the analytes present within flowing fluid. The stationary phase media are the microbeads packed by the process discussed in this work. The purpose of the microliquid chromatography is to provide a lightweight, low-volume, and low-power element to separate amino acids and their chiral partners efficiently to understand better the origin of life. In order to densely pack microbeads into the microchannels, a liquid slurry of microbeads was created. Microbeads were extracted from a commercially available high-performance liquid chromatography column. The silica beads extracted were 5 microns in diameter, and had surface coating of phenyl-hexyl. These microbeads were mixed with a 200- proof ethanol solution to create a microbead slurry with the right viscosity for packing. A microfilter is placed at the outlet via of the microchannel and the slurry is injected, then withdrawn across a filter using modified syringes. After each injection, the channel is flushed with ethanol to enhance packing. This cycle is repeated numerous times to allow for a tightly packed channel of microbeads. Typical microbead packing occurs in the macroscale into tubes or channels by using highly pressurized systems. Moreover, these channels are typically long and straight without any turns or curves. On the other hand, this method of microbead packing is completed within a microchannel 75 micrometers in diameter. Moreover, the microbead packing is completed into a serpentine type microchannel, such that it maximizes microchannel length within a microchip. Doing so enhances the interactions of the analytes with the microbeads to separate efficiently amino acids and amino acid enantiomers.

Balvin, Manuel↗

NASA NTRS2014

Enabling Microliquid Chromatography by Microbead Packing of Microchannels

Balvin, Manuel↗

DOE OSTI2025

Field-tunable valley coupling in a dodecagonal semiconductor quasicrystal

Quasicrystals are characterized by atomic arrangements having long-range order without periodicity. Van der Waals bilayers provide an opportunity to controllably vary the atomic alignment between two layers from a periodic moiré crystal to an aperiodic quasicrystal. Here, in this work, we reveal that in a dodecagonal WSe 2 quasicrystal, two separate valleys in separate layers are brought arbitrarily close in momentum space through higher-order Umklapp scatterings. A modest perpendicular electric field is then sufficient to induce strong interlayer valley hybridization, manifested as another hybrid excitonic doublet. Concurrently, we observe the disappearance of the trion that exists at low field, which we attribute to a modified spatial distribution of the wavefunction due to the quasicrystal potential. This is possibly a precursor to localization. Our findings highlight the ability of incommensurate systems to bring any pair of momenta into close proximity, thereby introducing opportunities for valley engineering.

electronic properties and materials↗

DOE OSTI2021

Semiclassical shell-structure micro-macroscopic approach for the level density

Level density ρ(E,A) is derived for a one-component nucleon system with a given energy E and particle number A within the mean-field semiclassical periodic-orbit theory beyond the saddle-point method of the Fermi gas model. We obtain ρ∝I ν (S)/S ν , with I ν (S) being the modified Bessel function of the entropy S. Within the micro-macro-canonical approximation (MMA), for a small thermal excitation energy U, with respect to rotational excitations E rot , one obtains ν = 3/2 for ρ(E,A). In the case of excitation energy U larger than E rot but smaller than the neutron separation energy, one finds a larger value of ν = 5/2. A role of the fixed spin variables for rotating nuclei is discussed. The MMA level density ρ reaches the well-known grand-canonical ensemble limit (Fermi gas asymptote) for large S related to large excitation energies, and also reaches the finite micro-canonical limit for small combinatorial entropy S at low excitation energies (the constant “temperature” model). Fitting the ρ(E,A) of the MMA to the experimental data for low excitation energies, taking into account shell and, qualitatively, pairing effects, one obtains for the inverse level density parameter K a value which differs essentially from that parameter derived from data on neutron resonances.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

NASA NTRS1976

Absorption cell - A modified multiple-traversal device

A modified White-type multiple-transversal absorption cell used with a 5-m Littrow spectrometer is described. It can be introduced at a focus of the radiation beam without altering the beam configuration. The conventional White cell consists of three mirrors of equal focal length, with a distance of two focal lengths separating one of the mirrors from a mirror pair. The modification in the design consists of the addition of two mirrors at a slant placed behind the solitary mirror of the conventional configuration. The mirror arrangement reproduces the configuration of the exit beam for any number of transversals of the cell.

Jennings, D. E.↗

NASA NTRS1988

A comparison of pure mode I and mixed mode I-III cracking of an adhesive containing an open knit cloth carrier

Static and fatigue tests were carried out on two commercial modified epoxy film adhesives with a wide open knit polyester carrier in order to compare crack resistance in mode I and mixed mode I-III loading. The carrier cloth is found to have a significant influence on the cracking behavior of the adhesives. The open air net carrier used in this study separates from the adhesive in mode I cracking but shreds during mixed-mode crack extension. This decreases the opening mode toughness but increases the mixed-mode toughness as compared with results obtained earlier using a heavier knit carrier. The results suggest that the type of carrier may have a far larger influence on crack resistance than is generally recognized.

Ripling, E. J.↗

NASA NTRS1988

Particle-laden weakly swirling free jets: Measurements and predictions

A theoretical and experimental investigation of particle-laden, weakly swirling, turbulent free jets was conducted. Glass particles, having a Sauter mean diameter of 39 microns, with a standard deviation of 15 microns, were used. A single loading ratio (the mass flow rate of particles per unit mass flow rate of air) of 0.2 was used in the experiments. Measurements are reported for three swirl numbers, ranging from 0 to 0.33. The measurements included mean and fluctuating velocities of both phases, and particle mass flux distributions. Measurements were also completed for single-phase non-swirling and swirling jets, as baselines. Measurements were compared with predictions from three types of multiphase flow analysis, as follows: (1) locally homogeneous flow (LHF) where slip between the phases was neglected; (2) deterministic separated flow (DSF), where slip was considered but effects of turbulence/particle interactions were neglected; and (3) stochastic separated flow (SSF), where effects of both interphase slip and turbulence/particle interactions were considered using random sampling for turbulence properties in conjunction with random-walk computations for particle motion. Single-phase weakly swirling jets were considered first. Predictions using a standard k-epsilon turbulence model, as well as two versions modified to account for effects of streamline curvature, were compared with measurements. Predictions using a streamline curvature modification based on the flux Richardson number gave better agreement with measurements for the single-phase swirling jets than the standard k-epsilon model. For the particle-laden jets, the LHF and DSF models did not provide very satisfactory predictions. The LHF model generally overestimated the rate of decay of particle mean axial and angular velocities with streamwise distance, and predicted particle mass fluxes also showed poor agreement with measurements, due to the assumption of no-slip between phases. The DSF model also performed quite poorly for predictions of particle mass flux because turbulent dispersion of the particles was neglected. The SSF model, which accounts for both particle inertia and turbulent dispersion of the particles, yielded reasonably good predictions throughout the flow field for the particle-laden jets.

Bulzan, Daniel L.↗

NASA NTRS1994

Particle/fluid simulations of an eruptive flare: Identifying the field-aligned currents responsible for the hard x-rays

While magnetohydrodynamics (MHD) can provide a reasonable description of the overall magnetic reconnection that is believed to drive flares, additional, and often separate processes have to be envoked to in order to explain the electron acceleration that is responsible for many of the observed flare emissions. A new model that incorporates the dynamic coronal current sheets, the reconnection site, and possible electron acceleration processes is developed through the use of two-dimensional particle and modified two-fluid simulations. The specific example of an eruptive flare driven by the coalescence of flux tubes supported by prescribed photospheric current elements is evaluated. It is shown that the electrons and ions have differential trajectories through the coronal current sheet which leads to the development of additonal plasma currents that flow around the surface of the current sheet. These surface currents are explicitly neglected in MHD but they are vital to the flare dynamics because they divert current from the coronal current sheet into the chromosphere, producing an effective resistivity that aids the development of fast reconnection. Because the surface currents are in the plane of the magnetic field, electrons in them experience strong acceleration and can account for the observed hard X-ray emissions. Model predictions are compared with observed time profiles of hard X-ray emissions and Doppler shifts seen in soft X-ray line emissions and are able to account for such features as (1) the asymmetry in the rise and decay time of the hard X-rays, (2) the apparent delay between the largest Doppler shifts and the hard X-ray peak, and (3) the relatively low intensity of the blue-shifted component. The use of particle and fluid simulations is important because it provides different, but complementary treatments of the electron acceleration, the global magnetic morphology, and the flare current system.

Winglee, R. M.↗

NASA NTRS1984

Report of the Panel on Aerodynamics

Progress in aerodynamics over the past 50 years has been evidenced by the development of increasingly sophisticated and efficient flight vehicles throughout the flight spectrum. Advances have generally arisen in an evolutionary manner from experience gained in wind tunnel testing, flight testing, and improvements in analytical and computational capabilities. As a result of this evolutionary development, both military and commercial vehicles operate at a relatively high efficiency level. This observation plus the fact that airplanes have not changed appreciably in outward appearance over recent years has led some skeptics to conclude incorrectly that aerodynamics is a mature technology, with little to be gained from further developments in the field. It is of interest to note that progress in aerodynamics has occurred without a thorough understanding of the fundamental physics of flow, turbulence, vortex dynamics, and separated flow, for example. The present understanding of transition, turbulence, and boundary layer separation is actually very limited. However, these fundamental flow phenomena provide the key to reducing the viscous drag of aircraft. Drag reduction provides the greatest potential for increased flight efficiency from the standpoint of both saving energy and maximizing performance. Recent advances have led to innovative concepts for reducing turbulent friction drag by modifying the turbulent structure within the boundary layer. Further advances in this basic area should lead to methods for reducing skin friction drag significantly. The current challenges for military aircraft open entirely new fields of investigation for the aerodynamicist. The ability through very high speed information processing technology to totally integrate the flight and propulsion controls can permit an aircraft to fly with "complete abandon," avoiding departure, buffet, and other undesirable characteristics. To utilize these new control concepts, complex aerodynamic phenomena will have to be understood, predicted, and controlled. Current requirements for military aircraft include configuration optimization through a widened envelope from subsonic to supersonic and from low to high angles of attack. This task is further complicated by requirements for control of observables. These challenging new designs do not have the luxury of a large experimental data base from which to optimize for various parameter combinations. Consequently, there exists a strong need for better techniques, both experimental and computational, to permit design optimization in a complete sense.

Bradley, Richard G.↗

NASA NTRS2000

Nontangent, Developed Contour Bulkheads for a Single-Stage Launch Vehicle

Dry weights for single-stage launch vehicles that incorporate nontangent, developed contour bulkheads are estimated and compared to a baseline vehicle with 1.414 aspect ratio ellipsoidal bulkheads. Weights, volumes, and heights of optimized bulkhead designs are computed using a preliminary design bulkhead analysis code. The dry weights of vehicles that incorporate the optimized bulkheads are predicted using a vehicle weights and sizing code. Two optimization approaches are employed. A structural-level method, where the vehicle's three major bulkhead regions are optimized separately and then incorporated into a model for computation of the vehicle dry weight, predicts a reduction of4365 lb (2.2 %) from the 200,679-lb baseline vehicle dry weight. In the second, vehicle-level, approach, the vehicle dry weight is the objective function for the optimization. For the vehicle-level analysis, modified bulkhead designs are analyzed and incorporated into the weights model for computation of a dry weight. The optimizer simultaneously manipulates design variables for all three bulkheads to reduce the dry weight. The vehicle-level analysis predicts a dry weight reduction of 5129 lb, a 2.6% reduction from the baseline weight. Based on these results, nontangent, developed contour bulkheads may provide substantial weight savings for single stage vehicles.

Wu, K. Chauncey↗