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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Optimal plane change during constant altitude hypersonic flight

Future spacecraft operating in the vicinity of the earth may have resort to the atmosphere as an aid in effecting orbital change. While a previous treatment of this technique chose constant altitude, speed, and angle-of-attack values in order to maximize the plane change for a fixed amount of propellant consumption during hypersonic flight, the former two parameters are presently released from the constraint of constancy. The general characteristics of the optimal controls are described on the basis of the domain of maneuverability, and numerical solutions are obtained for several specific cases. Under the condition of constant-altitude flight, it is generally not optimal to fly at constant angle-of-attack.

Mease, K. D.↗
NASA NTRS1973

Normal probabilities for Cape Kennedy wind components: Monthly reference periods for all flight azimuths. Altitudes 0 to 70 kilometers

This document replaces Cape Kennedy empirical wind component statistics which are presently being used for aerospace engineering applications that require component wind probabilities for various flight azimuths and selected altitudes. The normal (Gaussian) distribution is presented as an adequate statistical model to represent component winds at Cape Kennedy. Head-, tail-, and crosswind components are tabulated for all flight azimuths for altitudes from 0 to 70 km by monthly reference periods. Wind components are given for 11 selected percentiles ranging from 0.135 percent to 99,865 percent for each month. Results of statistical goodness-of-fit tests are presented to verify the use of the Gaussian distribution as an adequate model to represent component winds at Cape Kennedy, Florida.

Falls, L. W.↗
DOE OSTI2023

Capability Demonstration of a 3D CdZnTe Detector on a High-Altitude Balloon Flight

In collaboration between the University of Michigan and Los Alamos National Laboratory, a 3D position-sensing CdZnTe (CZT) detector prototype was built and integrated into a high-altitude balloon platform to evaluate its performance in a space-like mixed-radiation environment. The detector prototype, Orion Eagle, was designed to operate in near-vacuum environments without any temperature regulation. Orion Eagle was hand-launched from NASA’s Columbia Scientific Balloon Facility (CSBF) at Fort Sumner, NM on September 26, 2021, and successfully operated throughout a 9-hour flight, which reached 38.5 km in altitude. The flight met its objectives, successfully detecting atmospheric gamma rays and galactic cosmic rays, and raising the Technical Readiness Level from 4 to 6 for large-volume 3D CZT detector technology for space applications. Ionization tracks produced by charged particles create spatial signatures in the detector that are distinguishable from discrete gamma-ray interactions. Therefore, the 3D position-sensing capabilities using pixelated electrodes on a CZT detector can help enable discrimination of background charged particles from gamma-ray events without an anticoincidence shield. The potential for background rejection capability, ambient-temperature operation, gamma-ray coded-aperture and Compton imaging, and near High Purity Germanium (HPGe) energy resolution motivate the use of large-volume 3D CZT imaging spectrometers in future space missions.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
NASA NTRS1980

Spacecraft for flight in the atmosphere of Venus

Possible configurations of space vehicles which would be delivered to Venus by rocket system in order to autonomously carry out flights in an automatic (and possibly piloted) mode are considered with respect to mission and flight altitude. Base (high altitude) vehicles, operating at pressure, sendity, and temperature corresponding to those on Earth at sea level, will have little maneuverability, will serve as carriers for equipment, scientific devices, and other cargo, and will study the gas composition of the Venus atmosphere from above. Low altitude vehicles will explore the planet from flight altitude in the vicinity of the planet's surface, as well as land on it. Analogous to deep submergence vehicles such as the bathyscaphe and the bathyplane, they will have a certain amount of maneuverability and will study the atmospheric boundary layer from below. The advantages of aerostats in this environment are discussed. Drawings of the aerostatic base station, the variable-length aerostatic sing vehicle, and the hybrid aerostatic vehicle with attached wings are included.

Moskalenko, G. M.↗
NASA NTRS1970

Spectral reflectance characteristics and automated data reduction techniques which identify wetland and water quality conditions in the Chesapeake Bay

Progress on research designed to test the usability of multispectral, high altitude, remotely sensed data to analyze ecological and hydrological conditions in estuarine environments is presented. Emphasis was placed on data acquired by NASA aircraft over the Patuxent River Chesapeake Bay Test Site, No. 168. Missions were conducted over the Chesapeake Bay at a high altitude flight of 18,460 m and a low altitude flight of 3070. The principle objectives of the missions were: (1) to determine feasibility of identifying source and extent of water pollution problems in Baltimore Harbor, Chesapeake Bay and major tributaries utilizing high altitude, ERTS analogous remote sensing data; (2) to determine the feasibility of mapping species composition and general ecological condition of Chesapeake Bay wetlands, utilizing high altitude, ERTS analogous data; (3) to correlate ground spectral reflectance characteristics of wetland plant species with tonal characteristics on multispectral photography; (4) to determine usefulness of high altitude thermal imagery in delinating isotherms and current patterns in the Chesapeake Bay; and (5) to investigate automated data interpretive techniques which may be usable on high altitude, ERTS analogous data.

Anderson, R. R.↗
NASA NTRS2012

Air traffic management evaluation tool

Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry. The invention provides for aircraft dynamics effects, such as wind effects at each altitude, altitude changes, airspeed changes and aircraft turns to provide predictions of aircraft trajectory (and, optionally, aircraft fuel use). A second system provides several aviation applications using the first system. Several classes of potential incidents are analyzed and averted, by appropriate change en route of one or more parameters in the flight plan configuration, as provided by a conflict detection and resolution module and/or traffic flow management modules. These applications include conflict detection and resolution, miles-in trail or minutes-in-trail aircraft separation, flight arrival management, flight re-routing, weather prediction and analysis and interpolation of weather variables based upon sparse measurements. The invention combines these features to provide an aircraft monitoring system and an aircraft user system that interact and negotiate changes with each other.

Sridhar, Banavar↗
NASA NTRS1997

HO(x) Measurements in SONEX with the Airborne Tropospheric Hydrogen Oxides Sensor (ATHOS)

SONEX, which was delayed by aircraft inspection problems, began the second week of October and concluded in mid-November with 16 flights. These flights covered the Pacific Ocean off the western United States, transits across the United States, the western coast of Europe, and the North and Central Atlantic Ocean. Particular attention was paid to the North Atlantic Flight Corridor. ATHOS collected high-quality HO(x) data on 15 flights. Observations taken at 5 Hz were typically averaged into 20-second measurements. Each 20-second measurement has precision 1(sigma) of less than 0.01 pptv. OH measurements were generally made from the surface to flight altitudes. HO2 measurements, which require reagent NO flow, were made from flight altitudes to near the top of the planetary boundary layer. Measured OH and HO2 during SONEX was generally lower than the measured OH and HO2 during SUCCESS (April-May, 1996, central United States). Whereas during SUCCESS midday OH was 0.1-0.5 pptv and HO2 was 3-15 pptv, during SONEX midday OH was 0.02-0.2 pptv and HO2 was 0.5-8 pptv. Part of this difference results from the midday solar zenith angles, which were larger during SONEX than during SUCCESS due to both the season and the generally higher latitudes sampled during SONEX. However, some of the difference may be due to differences in HOx sources, since less air influenced by convection was sampled during SONEX. These possibilities await post-flight calibrations of ATHOS and analysis of observations of HO(x) and simultaneously measured meteorology and trace species.

Brune, William M.↗
NASA NTRS2015

Radiation Dosimetry Experiment (RaD-X): High-Altitude Balloon Flight Mission for Improving the NAIRAS Model

The NASA Radiation Dosimetry Experiment (RaD-X) high-altitude balloon mission was successfully launched from Fort Sumner, New Mexico USA on 25 September, 2015. Over 15 hours of science data were obtained from four dosimeters at altitudes above about 25 km. One of the main goals of the RaD-X mission is to improve aviation radiation model characterization of cosmic ray primaries by taking dosimetric measurements above the Pfotzer maximum before the production of secondary particles occurs. The second goal of the RaD-X mission is to facilitate the pathway toward real-time, data assimilative predictions of atmospheric cosmic radiation exposure by identifying and characterizing low-cost radiation measurement solutions.

Mertens, Christopher J.↗
NASA NTRS1974

Viscous reacting flows with wall slip and catalysis applied to spheres in arc jets and flight

The influence of wall slip and catalytic atom-recombination on the flow field and wall heat flux are calculated for high altitude flight and arc jet flow conditions. Boundary equations, which include velocity slip, temperature jump, and wall catalytic atom recombination, are coupled to the viscous reacting multicomponent Navier-Stokes equations. These equations are solved using a time-dependent finite difference technique applied to spheres in an arc jet flow (Reynolds number of 550) and a high altitude flight case representative of the Space Shuttle Orbiter (Reynolds number of 450). The results indicate that catalysis strongly influences the temperature jump, but not the velocity slip. Slip increases the atom fraction and temperature at both the wall and the flow field. Likewise, the shock stand-off distance, the wall heat flux, and friction coefficient are increased over the nonslip cases. The reacting gas calculations confirm the chemically frozen nature of the shock layer in arc jet flows.

Scott, C. D.↗
NASA NTRS1989

Optimal aeroassisted guidance using Loh's term approximations

This paper presents three guidance algorithms for aerocapture and/or aeroassisted orbital transfer with plane change. All three algorithms are based on the approximate solution of an optimal control problem at each guidance update. The chief assumption is that Loh's term may be modeled as a function of the independent variable only. The first two algorithms maximize exit speed for fixed exit altitude, flight path angle and heading angle. The third minimizes, in one sense, the control effort for fixed exit altitude, flight path angle, heading angle and speed. Results are presented which indicate the near optimality of the solutions generated by the first two algorithms. Results are also presented which indicate the performance of the third algorithm in a simulation with unmodeled atmospheric density disturbances.

Mceneaney, W. M.↗
NASA NTRS1984

The design of sport and touring aircraft

General considerations concerning the design of a new aircraft are discussed, taking into account the objective to develop an aircraft can satisfy economically a certain spectrum of tasks. Requirements related to the design of sport and touring aircraft included in the past mainly a high cruising speed and short take-off and landing runs. Additional requirements for new aircraft are now low fuel consumption and optimal efficiency. A computer program for the computation of flight performance makes it possible to vary automatically a number of parameters, such as flight altitude, wing area, and wing span. The appropriate design characteristics are to a large extent determined by the selection of the flight altitude. Three different wing profiles are compared. Potential improvements with respect to the performance of the aircraft and its efficiency are related to the use of fiber composites, the employment of better propeller profiles, more efficient engines, and the utilization of suitable instrumentation for optimal flight conduction.

Eppler, R.↗
NASA NTRS2004

Solar Airplane Concept Developed for Venus Exploration

An airplane is the ideal vehicle for gathering atmospheric data over a wide range of locations and altitudes, while having the freedom to maneuver to regions of scientific interest. Solar energy is available in abundance on Venus. Venus has an exoatmospheric solar flux of 2600 W/m2, compared with Earth's 1370 W/m2. The solar intensity is 20 to 50 percent of the exoatmospheric intensity at the bottom of the cloud layer, and it increases to nearly 95 percent of the exoatmospheric intensity at 65 km. At these altitudes, the temperature of the atmosphere is moderate, in the range of 0 to 100 degrees Celsius, depending on the altitude. A Venus exploration aircraft, sized to fit in a small aeroshell for a "Discovery" class scientific mission, has been designed and analyzed at the NASA Glenn Research Center. For an exploratory aircraft to remain continually illuminated by sunlight, it would have to be capable of sustained flight at or above the wind speed, about 95 m/sec at the cloud-top level. The analysis concluded that, at typical flight altitudes above the cloud layer (65 to 75 km above the surface), a small aircraft powered by solar energy could fly continuously in the atmosphere of Venus. At this altitude, the atmospheric pressure is similar to pressure at terrestrial flight altitudes.

Landis, Geoffrey A.↗
NASA NTRS1989

The GRAD high-altitude balloon flight over Antarctica

The Gamma Ray Advanced Detector (GRAD) consists of a n-type germanium detector inside an active bismuth-germanate Compton and charged particle shield with additional active plastic shielding across the aperture. It will be flown on a high-altitude balloon at 36 km altitude at a latitude of 78 deg S over Antarctica for observations of gamma radiation emitted by the radioactive decay of Co-56 in the supernova SN1987A, for assessment of the performance of bismuth-germanate scintillation material in the radiation environment of near space, for gathering information on the gamma-ray background over Antarctica, and for testing fault-tolerant software.

Eichhorn, G.↗
NASA NTRS1992

An integrated Rotorcraft Avionics/Controls Architecture to support advanced controls and low-altitude guidance flight research

Salient design features of a new NASA/Army research rotorcraft--the Rotorcraft-Aircrew Systems Concepts Airborne Laboratory (RASCAL) are described. Using a UH-60A Black Hawk helicopter as a baseline vehicle, the RASCAL will be a flying laboratory capable of supporting the research requirements of major NASA and Army guidance, control, and display research programs. The paper describes the research facility requirements of these programs together with other critical constraints on the design of the research system. Research program schedules demand a phased development approach, wherein specific research capability milestones are met and flight research projects are flown throughout the complete development cycle of the RASCAL. This development approach is summarized, and selected features of the research system are described. The research system includes a real-time obstacle detection and avoidance system which will generate low-altitude guidance commands to the pilot on a wide field-of-view, color helmet-mounted display and a full-authority, programmable, fault-tolerant/fail-safe, fly-by-wire flight control system.

Jacobsen, Robert A.↗
NASA NTRS2015

Summary of the First High-Altitude, Supersonic Flight Dynamics Test for the Low-Density Supersonic Decelerator Project

NASA's Low-Density Supersonic Decelerator Project is developing and testing the next generation of supersonic aerodynamic decelerators for planetary entry. A key element of that development is the testing of full-scale articles in conditions relevant to their intended use, primarily the tenuous Mars atmosphere. To achieve this testing, the LDSD project developed a test architecture similar to that used by the Viking Project in the early 1970's for the qualification of their supersonic parachute. A large, helium filled scientific balloon is used to hoist a 4.7 m blunt body test vehicle to an altitude of approximately 32 kilometers. The test vehicle is released from the balloon, spun up for gyroscopic stability, and accelerated to over four times the speed of sound and an altitude of 50 kilometers using a large solid rocket motor. Once at those conditions, the vehicle is despun and the test period begins. The first flight of this architecture occurred on June 28th of 2014. Though primarily a shake out flight of the new test system, the flight was also able to achieve an early test of two of the LDSD technologies, a large 6 m diameter Supersonic Inflatable Aerodynamic Decelerator (SIAD) and a large, 30.5 m nominal diameter supersonic parachute. This paper summarizes this first flight.

Clark, Ian G.↗
NASA NTRS1972

A viscous starter solution for shuttle flow field computations

A time dependent numerical procedure that calculates the viscous flow in the shock layer around the shuttle nose has been developed. It has been applied to the free stream conditions that may be encountered in the shuttle flight trajectory and found to be efficient and in satisfactory agreement with other steady and unsteady techniques. Two features associated with the present formulation are responsible for its successful applications. The first is that the flow field computation is made within the shock layer; the second is that the mapping of the computational region places proportionately more mesh points in the vicinity of the wall than in the remaining computational region. The numerical results may be used for low altitude flight to determine the edge conditions for a thin boundary layer, to provide initial boundary layer profiles for downstream boundary layer calculations, and to start supersonic computations. For high altitude flight, it may be used to determine the complete flow field in the nose region and also provide a starter solution for subsequent supersonic flow computations.

Li, C. P.↗