Results for “Alternative Identifiers” — Page 47

NASA NTRS1993

Advanced transportation system studies, technical area 3. Alternate propulsion subsystem concepts: J-2S restart study

The objectives were to assess what design changes would be required to remit late production of the J-2S engine for use as a large high energy upper stage engine. The study assessed design changes required to perform per the J-2S model specification, manufacturing changes required due to obsolescence or improvements in state-of-the-practice, availability issues for supplier provided items, and provided cost and schedule estimates for this configuration. The confidence that J-2S production could be reinitiated within reasonable costs and schedules was provided. No significant technical issues were identified in either the producibility study or in the review of previous technical data. Areas of potential cost reduction were identified which could be quantified to a greater extent with further manufacturing planning. The proposed schedule can be met with no foreseeable impacts. The results of the study provided the necessary foundation for the detailed manufacturing and test plans and non-recurring and recurring cost estimates that are needed to complete the effort to reinitiate production of the J-2S engine system.

Vilja, John↗

NASA NTRS1979

The 18 and 30 GHz fixed service communication satellite system study: Executive summary

The use of the 18 and 30 GHz bands for fixed service satellite communications is examined. Primary objectives were to determine if satellite communication systems using this allocation (27.5 to 30.0 GHz uplink; 17.7 to 20.2 GHz downlink) can be cost competitive with alternate means of communication, and to determine what technological developments would be required to make these systems competitive. To meet these objectives, the cost and performance to be expected of 18 and 30 GHz hardware in the 1985 to 1990 era was assessed, selected trunking and direct to user concepts were optimized, and the cost of these systems was estimated. Finally, the technology developments required to make the most promising of the concepts competitive were identified.

Bronstein, L. M.↗

NASA NTRS1981

Ceramic applications in turbine engines

Development testing activities on the 1900 F-configuration ceramic parts were completed, 2070 F-configuration ceramic component rig and engine testing was initiated, and the conceptual design for the 2265 F-configuration engine was identified. Fabrication of the 2070 F-configuration ceramic parts continued, along with burner rig development testing of the 2070 F-configuration metal combustor in preparation for 1132 C (2070 F) qualification test conditions. Shakedown testing of the hot engine simulator (HES) rig was also completed in preparation for testing of a spin rig-qualified ceramic-bladed rotor assembly at 1132 C (2070 F) test conditions. Concurrently, ceramics from new sources and alternate materials continued to be evaluated, and fabrication of 2070 F-configuration ceramic component from these new sources continued. Cold spin testing of the critical 2070 F-configuration blade continued in the spin test rig to qualify a set of ceramic blades at 117% engine speed for the gasifier turbine rotor. Rig testing of the ceramic-bladed gasifier turbine rotor assembly at 108% engine speed was also performed, which resulted in the failure of one blade. The new three-piece hot seal with the nickel oxide/calcium fluoride wearface composition was qualified in the regenerator rig and introduced to engine operation wiwth marginal success.

Byrd, J. A.↗

NASA NTRS2010

Propulsion System Choices and Their Implications

In defining a space vehicle architecture, the propulsion system and related subsystem choices will have a major influence on achieving the goals and objectives desired. There are many alternatives and the choices made must produce a system that meets the performance requirements, but at the same time also provide the greatest opportunity of reaching all of the required objectives. Recognizing the above, the SPST Functional Requirements subteam has drawn on the knowledge, expertise, and experience of its members, to develop insight that wiIJ effectively aid the architectural concept developer in making the appropriate choices consistent with the architecture goals. This data not only identifies many selected choices, but also, more importantly, presents the collective assessment of this subteam on the "pros" and the "cons" of these choices. The propulsion system choices with their pros and cons are presented in five major groups. A. System Integration Approach. Focused on the requirement for safety, reliability, dependability, maintainability, and low cost. B. Non-Chemical Propulsion. Focused on choice of propulsion type. C. Chemical Propulsion. Focused on propellant choice implications. D. Functional Integration. Focused on the degree of integration of the many propulsive and closely associated functions, and on the choice of the engine combustion power cycle. E. Thermal Management. Focused on propellant tank insulation and integration. Each of these groups is further broken down into subgroups, and at that level the consensus pros and cons are presented. The intended use of this paper is to provide a resource of focused material for architectural concept developers to use in designing new advanced systems including college design classes. It is also a possible source of input material for developing a model for designing and analyzing advanced concepts to help identify focused technology needs and their priorities.

Joyner, Claude R., II↗

NASA NTRS2014

Nondestructive Evaluation of Additive Manufacturing State-of-the-Discipline Report

This report summarizes the National Aeronautics and Space Administrations (NASA) state of the art of nondestructive evaluation (NDE) for additive manufacturing (AM), or "3-D printed", hardware. NASA's unique need for highly customized spacecraft and instrumentation is suited for AM, which offers a compelling alternative to traditional subtractive manufacturing approaches. The Agency has an opportunity to push the envelope on how this technology is used in zero gravity, an enable in-space manufacturing of flight spares and replacement hardware crucial for long-duration, manned missions to Mars. The Agency is leveraging AM technology developed internally and by industry, academia, and other government agencies for its unique needs. Recent technical interchange meetings and workshops attended by NASA have identified NDE as a universal need for all aspects of additive manufacturing. The impact of NDE on AM is cross cutting and spans materials, processing quality assurance, testing and modeling disciplines. Appropriate NDE methods are needed before, during, and after the AM production process.

Waller, Jess M.↗

NASA NTRS2016

Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

A systems analysis was performed with experimental jet noise data, engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream variable-cycle engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.

Turbofans↗

NASA NTRS1977

The NASA Energy Conservation Program

Large energy-intensive research and test equipment at NASA installations is identified, and methods for reducing energy consumption outlined. However, some of the research facilities are involved in developing more efficient, fuel-conserving aircraft, and tradeoffs between immediate and long-term conservation may be necessary. Major programs for conservation include: computer-based systems to automatically monitor and control utility consumption; a steam-producing solid waste incinerator; and a computer-based cost analysis technique to engineer more efficient heating and cooling of buildings. Alternate energy sources in operation or under evaluation include: solar collectors; electric vehicles; and ultrasonically emulsified fuel to attain higher combustion efficiency. Management support, cooperative participation by employees, and effective reporting systems for conservation programs, are also discussed.

Gaffney, G. P.↗

NASA NTRS1978

High-performance fiber/epoxy composite pressure vessels

Activities described include: (1) determining the applicability of an ultrahigh-strength graphite fiber to composite pressure vessels; (2) defining the fatigue performance of thin-titanium-lined, high-strength graphite/epoxy pressure vessel; (3) selecting epoxy resin systems suitable for filament winding; (4) studying the fatigue life potential of Kevlar 49/epoxy pressure vessels; and (5) developing polymer liners for composite pressure vessels. Kevlar 49/epoxy and graphite fiber/epoxy pressure vessels, 10.2 cm in diameter, some with aluminum liners and some with alternation layers of rubber and polymer were fabricated. To determine liner performance, vessels were subjected to gas permeation tests, fatigue cycling, and burst tests, measuring composite performance, fatigue life, and leak rates. Both the metal and the rubber/polymer liner performed well. Proportionately larger pressure vessels (20.3 and 38 cm in diameter) were made and subjected to the same tests. In these larger vessels, line leakage problems with both liners developed the causes of the leaks were identified and some solutions to such liner problems are recommended.

Chiao, T. T.↗

NASA NTRS1990

Space Station Simulation Computer System (SCS) study for NASA/MSFC. Concept document

NASA's Space Station Freedom Program (SSFP) planning efforts have identified a need for a payload training simulator system to serve as both a training facility and as a demonstrator to validate operational concepts. The envisioned MSFC Payload Training Complex (PTC) required to meet this need will train the Space Station Payload of experiments that will be onboard the Space Station Freedom. The simulation will support the Payload Training Complex at MSFC. The purpose of this SCS Study is to investigate issues related to the SCS, alternative requirements, simulator approaches, and state-of-the-art technologies to develop candidate concepts and designs.

Source record↗

NASA NTRS1994

Ionospheric projections of magnetospheric regions under low and high solar wind pressure conditions

The projection of magnetospheric regions into the dayside ionosphere as determined by particle precipitation characteristics was studied for dependence on solar wind parameters. It was found that the solar wind kinetic pressure p dramatically affected the map of magnetospheric projections. Under the constraint that p greater than or equal 4 nPa(yielding (p) = 5.9 nPa), the area of the cusp (magnetic latitude times magnetic local time extent) was 4.83 degree-hours; whereas under the constraint that p greater than or equal 2 nPa (yielding (p) = 1.5 nPa), the cusp area was only 1.01 degree-hours. The ionospheric footprint of the low-latitude boundary layer was similarly affected. Various possible correlations of p with other solar wind variables, including n, v, and absolute value of B(sub z), proved unable to account for the pressure effect. Because one criterion for identifying the cusp is high fluxes, the effect of nv was investigated with particular care, both in examples and statistically. Again, p itself had by far the most striking effect. Thus we concluded that some physical mechanism is needed to account for the pressure effect. One possibility is that increased direct solar wind plasma penetration of the magnetopause occurs under high-p conditions in the manner suggested by various proponents of impulsive penetration models. An alternative, which we find promising, is that, regardless of the original interplanetary magnetic field (IMF) strength, a high-p solar wind leads to a large compression factor for the magnetosheath field, which is the field actually in contact with the magnetosphere. From this latter viewpoint, the chief effect of high particle pressure is simply to enhance the effectiveness of the interaction of the IMF with the magnetosphere.

Newell, Patrick T.↗

NASA NTRS2010

Ultrasound Imaging of Spine: State of the Art and Utility for Space Flight

Introduction: Ultrasound imaging (sonography) has been increasingly used for both primary diagnosis and monitoring of musculoskeletal injury, including fractures. In certain injuries, sonography has been shown to equal or surpass Magnetic Resonance Imaging in accuracy. Long-term exposure to reduced gravity may be expected to cause physiological and anatomical changes of the musculoskeletal system, which are not fully described or understood. In a limited-resource environment like space flight, sonography will likely remain the only imaging modality; therefore, further attention to its potential is warranted, including its ability to image anatomical deviations as well as irregularities of vertebrae and the spinal column. Methods: A thorough review of literature was conducted on the subject. A multipurpose ultrasound system was used to identify specific vertebrae, intervertebral disks, and other structures of the cervical spine in healthy volunteers, selected to represent various age, gender, and Body Mass Index (BMI) groups. Sonographic views were sought that would parallel radiographic views and signs used in the diagnosis of cervical spine injuries. Results: While using widely accepted radiographic signs of cervical spine injury, this sonographic protocol development effort resulted in successful identification of scanning planes and imaging protocols that could serve as alternatives for radiography. Some of these views are also applicable to diagnosing degenerative disk and bone disease, and other non-traumatic spine pathology. Strong, preliminary correlation has been demonstrated in a number of clinical cases between sonography and other imaging modalities. Conclusion: In the absence of radiography, sonography can be used to diagnose or rule out certain common types of cervical spine conditions including injury. Clinical validation of the findings appears to be realistic and would facilitate establishment of new sonographic protocols for special environments with lacking radiographic capability, such as human space flight.

Sargsyan, Ashot E.↗

NASA NTRSDate not supplied

Effects of Communication Modality on Pilot-Controller Coordination during a Simulated m:N Operation

The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.

Garrett G Sadler↗

NASA NTRSDate not supplied

Effects of Communication Modality on Pilot-Controller Coordination during a Simulated m:N Operation

The last decade or so has seen growing interest in new control paradigms and concepts of operation for uncrewed aircraft systems (UAS) in which multiple aircraft are piloted remotely by a single or relatively small number of people. Referred to as “one-to-many” and “many-to- many” (alternatively, “multi-operator, multi-vehicle”)—and frequently expressed as the corresponding ratios, 1:N and m:N—such novel configurations of aircraft and the people who manage them are seen as critical to the path to future operations involving UAS. Examples of industry domains interested in these control paradigms are small package delivery services utilizing small UAS and passenger-carrying, short-range “Urban Air Mobility” (UAM) operations. Stakeholders in such operations have identified communication and coordination of flight activity with air traffic controllers (ATC) as a barrier to operations. In contrast to present-day flight operations, in which a pilot communicates with one ATC on one radio frequency for one aircraft, multi-vehicle operations potentially entail a significant increase in pilot task load for management of comms. New concepts, such as UAS Service Suppliers (USSs) and Providers of Services to UAM (PSUs), have been proposed to address the known bottleneck for Air Traffic Management (ATM) presented by multi-vehicle operations. While progress has been steadily made over years developing USSs and PSUs, it is generally expected that initial UAM operations will rely on traditional voice-over-radio communication with ATC for purposes of ATM. The current study was a human-in-the-loop simulation that had participants, each possessing a Private Pilot License, act as the ground-based pilot-in- command for multiple vehicles in a hypothetical UAM service in the San Francisco Bay Area. The experiment utilized a 2-by-3, within-subjects design in which the pilot’s Vehicle Load (4 vs. 12) and Comm System (Voice, Datalink, and a Hybrid) were manipulated. The task given to pilots was to use the Comm System to coordinate flight activity for all aircraft with appropriate controllers, having to obtain departure and arrival clearances at “vertiport” facilities and transition clearances for any intermediate airspaces along the route. Pilots were additionally responsible for compliance with vectoring instructions issued by ATC. Subjective workload questionnaires (NASA-TLX) were administered following each experimental trial. Screen recordings of the pilot’s Ground Control Station (GCS) and audio recordings of trials were subsequently coded to obtain performance metrics: response times and error rates. Presented in this paper are results related to pilot responses to vectoring instructions issued by ATC. Workload was found to be significantly higher in the 12-Vehicle condition compared to the 4-Vehicle condition, nearly maxing out the NASA-TLX overall workload scale. There was no significant difference made by the Comm System on workload ratings. Pilots’ response times to communications were fastest in the Voice condition, although overall “service time” for compliance was shorter in Datalink and Hybrid conditions in most cases. Errors by pilots were frequent in both Vehicle Load conditions, most perniciously when using the Voice system. The results of this study suggest tradeoffs in advantages and disadvantages of the three comm systems. Recommendations for communication system design are provided taking the tradeoffs into account.

urban air mobility↗

NASA NTRS1980

Geostationary platform systems concepts definition study. Volume 2: Technical, book 2

A selected concept for a geostationary platform is defined in sufficient detail to identify requirements for supporting research and technology, space demonstrations, GFE interfaces, costs, and schedules. This system consists of six platforms in geostationary orbit (GEO) over the Western Hemisphere and six over the Atlantic, to satisfy the total payload set associated with the nominal traffic model. Each platform is delivered to low Earth orbit (LEO) in a single shuttle flight, already mated to its LEO to GEO transfer vehicle and ready for deployment and transfer to GEO. An alternative concept is looked at briefly for comparison of configuration and technology requirements. This alternative consists of two large platforms, one over the Western Hemisphere consisting of three docked modules, and one over the Atlantic (two docked modules), to satisfy a high traffic model. The modules are full length orbiter cargo bay payloads, mated at LEO to orbital transfer vehicles (OTVs) delivered in other shuttle flights, for transfer to GEO, rendezvous, and docking. A preliminary feasibility study of an experimental platform is also performed to demonstrate communications and platform technologies required for the operational platforms of the 1990s.

Source record↗

NASA NTRS1984

Concepts, technology, and operations for a quick response, highly maneuverable launch vehicle

Preliminary results from the NASA orbit-on-demand study are used to identify major technology issues for development of a quick response vehicle. Reasonable vehicles are found to require significant advances in propulsion, structures, materials, and flight mechanics technology. Vehicle concepts using normal growth technology predicted for the 1990s are compromised by expendable hardware or by unmanageable size and complexity. Operational analyses of the vertical-launch and horizontal-launch takeoff vehicles show that the latter have more inherent operational utility. The supply of liquid hydrogen propellant at alternate sites is a major issue; however, propane may be a viable option for at least one concept. Propellant for orbital maneuvering significantly increases gross weight for many of the concepts. This increase is greater for horizontal-takeoff systems becasue of their larger orbiters.

Gabris, E. A.↗

NASA NTRS1977

Extended performance solar electric propulsion thrust system study. Volume 1: Executive summary

Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30 cm engineering model thruster as the technology base. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed. Confirmation testing and analysis of thruster and power-processing components were performed, and the feasibility of satisfying extended performance requirements was verified. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. A program development plan was formulated that outlines the work structure considered necessary for developing, qualifying, and fabricating the flight hardware for the baseline thrust system within the time frame of a project to rendezvous with Halley's comet. An assessment was made of the costs and risks associated with a baseline thrust system as provided to the mission project under this plan. Critical procurements and interfaces were identified and defined. Results are presented.

Poeschel, R. L.↗

NASA NTRS1977

Extended performance solar electric propulsion thrust system study. Volume 3: Tradeoff studies of alternate thrust system configurations

Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30 cm engineering model thruster as the technology base. Emphasis was placed on relatively high power missions. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed in sufficient detail for comparing mass, efficiency, reliability, structure, and thermal characteristics. Confirmation testing and analysis of thruster and power-processing components were performed. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. A program development plan was formulated that outlines the work structure considered necessary for developing, qualifying, and fabricating the flight hardware for the baseline thrust system within the time frame of a project to rendezvous with Halley's comet. An assessment was made of the costs and risks associated with a baseline thrust system as provided to the mission project under this plan. Critical procurements and interfaces were identified and defined.

Hawthorne, E. I.↗

NASA NTRS2011

Origins of Protein Functions in Cells

In modern organisms proteins perform a majority of cellular functions, such as chemical catalysis, energy transduction and transport of material across cell walls. Although great strides have been made towards understanding protein evolution, a meaningful extrapolation from contemporary proteins to their earliest ancestors is virtually impossible. In an alternative approach, the origin of water-soluble proteins was probed through the synthesis and in vitro evolution of very large libraries of random amino acid sequences. In combination with computer modeling and simulations, these experiments allow us to address a number of fundamental questions about the origins of proteins. Can functionality emerge from random sequences of proteins? How did the initial repertoire of functional proteins diversify to facilitate new functions? Did this diversification proceed primarily through drawing novel functionalities from random sequences or through evolution of already existing proto-enzymes? Did protein evolution start from a pool of proteins defined by a frozen accident and other collections of proteins could start a different evolutionary pathway? Although we do not have definitive answers to these questions yet, important clues have been uncovered. In one example (Keefe and Szostak, 2001), novel ATP binding proteins were identified that appear to be unrelated in both sequence and structure to any known ATP binding proteins. One of these proteins was subsequently redesigned computationally to bind GTP through introducing several mutations that introduce targeted structural changes to the protein, improve its binding to guanine and prevent water from accessing the active center. This study facilitates further investigations of individual evolutionary steps that lead to a change of function in primordial proteins. In a second study (Seelig and Szostak, 2007), novel enzymes were generated that can join two pieces of RNA in a reaction for which no natural enzymes are known. Recently it was found that, as in the previous case, the proteins have a structure unknown among modern enzymes. In this case, in vitro evolution started from a small, non-enzymatic protein. A similar selection process initiated from a library of random polypeptides is in progress. These results not only allow for estimating the occurrence of function in random protein assemblies but also provide evidence for the possibility of alternative protein worlds. Extant proteins might simply represent a frozen accident in the world of possible proteins. Alternative collections of proteins, even with similar functions, could originate alternative evolutionary paths.

Seelig, Burchard↗