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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

The Space Station neutral gas environment and the concomitant requirements for monitoring

At 340 km, for typical conditions, the neutral atmospheric density is several times 10E8/cc and is thus more abundant than the ionized component by several factors of 10. At that altitude, the principal series is atomic oxygen with 10 percent N2, and 1 percent He, and trace amounts of O2, H, N, NO, and Ar. The constituent densities are highly variable with local time, latitude, and geophysical indices. The physical interaction with surfaces at orbital velocity leads to large buildup of density on forward faces and great depletions in the wakes of objects. Chemical reactions lead to major modifications in constituent densities as in the case of the conversion of most colliding oxygen atoms to oxygen bearing molecules. The neutral environment about an orbiting body is thus a complex product of many variables even without a source of neutral contaminants. The addition of fluxes of gases emanating from the orbiting vehicle, as will be the case for the Space Station, with the associated physical and chemical interactions adds another level of complexity to the character of the environment and mandates a sophisticated measurement capability if the neutral environment is to be quantitatively characterized.

Carignan, George↗
NASA NTRSDate not supplied

Hypersonic Inflatable Aerodynamic Decelerator Earth-based Applications

Hypersonic Inflatable Aerodynamic Decelerators technology has been developed by NASA to enable challenging entry, descent, and landing missions at various planetary destinations. In the last two decades, HIAD technology has been developed through a series of ground tests and flight tests, culminating in the 2022 Low-Earth Orbit Flight Test of an Inflatable Decelerator flight demonstration of a 6 m diameter vehicle from orbital velocities. Past studies have considered application of HIAD for human-scale missions, especially return from the Moon or human-class missions to Mars. However, recent commercial interest in the HIAD technology following LOFTID’s success shows HIAD applications are possible for cislunar return, Earth aerocapture, return from low Earth orbit, and even launch vehicle component recovery. This paper describes the flight performance range for these new, Earth-based applications.

Soumyo Dutta↗
NASA NTRSDate not supplied

Hypersonic Inflatable Aerodynamic Decelerator Earth-based Applications

Hypersonic Inflatable Aerodynamic Decelerators technology has been developed by NASA to enable challenging entry, descent, and landing missions at various planetary destinations. In the last two decades, HIAD technology has been developed through a series of ground tests and flight tests, culminating in the 2022 Low-Earth Orbit Flight Test of an Inflatable Decelerator flight demonstration of a 6 m diameter vehicle from orbital velocities. Past studies have considered application of HIAD for human-scale missions, especially return from the Moon or human-class missions to Mars. However, recent commercial interest in the HIAD technology following LOFTID’s success shows HIAD applications are possible for cislunar return, Earth aerocapture, return from low Earth orbit, and even launch vehicle component recovery. This paper describes the flight performance range for these new, Earth-based applications.

Soumyo Dutta↗
NASA NTRS2013

Hypersonic Inflatable Aerodynamic Decelerator (HIAD) Technology Development Overview

The successful flight of the Inflatable Reentry Vehicle Experiment (IRVE)-3 has further demonstrated the potential value of Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology. This technology development effort is funded by NASA's Space Technology Mission Directorate (STMD) Game Changing Development Program (GCDP). This paper provides an overview of a multi-year HIAD technology development effort, detailing the projects completed to date and the additional testing planned for the future. The effort was divided into three areas: Flexible Systems Development (FSD), Mission Advanced Entry Concepts (AEC), and Flight Validation. FSD consists of a Flexible Thermal Protection Systems (FTPS) element, which is investigating high temperature materials, coatings, and additives for use in the bladder, insulator, and heat shield layers; and an Inflatable Structures (IS) element which includes manufacture and testing (laboratory and wind tunnel) of inflatable structures and their associated structural elements. AEC consists of the Mission Applications element developing concepts (including payload interfaces) for missions at multiple destinations for the purpose of demonstrating the benefits and need for the HIAD technology as well as the Next Generation Subsystems element. Ground test development has been pursued in parallel with the Flight Validation IRVE-3 flight test. A larger scale (6m diameter) HIAD inflatable structure was constructed and aerodynamically tested in the National Full-scale Aerodynamics Complex (NFAC) 40ft by 80ft test section along with a duplicate of the IRVE-3 3m article. Both the 6m and 3m articles were tested with instrumented aerodynamic covers which incorporated an array of pressure taps to capture surface pressure distribution to validate Computational Fluid Dynamics (CFD) model predictions of surface pressure distribution. The 3m article also had a duplicate IRVE-3 Thermal Protection System (TPS) to test in addition to testing with the Aerocover configuration. Both the Aerocovers and the TPS were populated with high contrast targets so that photogrammetric solutions of the loaded surface could be created. These solutions both refined the aerodynamic shape for CFD modeling and provided a deformed shape to validate structural Finite Element Analysis (FEA) models. Extensive aerothermal testing has been performed on the TPS candidates. This testing has been conducted in several facilities across the country. The majority of the testing has been conducted in the Boeing Large Core Arc Tunnel (LCAT). HIAD is continuing to mature testing methodology in this facility and is developing new test sample fixtures and control methodologies to improve understanding and quality of the environments to which the samples are subjected. Additional testing has been and continues to be performed in the NASA LaRC 8ft High Temperature Tunnel, where samples up to 2ft by 2ft are being tested over representative underlying structures incorporating construction features such as sewn seams and through-thickness quilting. With the successful completion to the IRVE-3 flight demonstration, mission planning efforts are ramping up on the development of the HIAD Earth Atmospheric Reenty Test (HEART) which will demonstrate a relevant scale vehicle in relevant environments via a large-scale aeroshell (approximately 8.5m) entering at orbital velocity (approximately 7km/sec) with an entry mass on the order of 4MT. Also, the Build to Print (BTP) hardware built as a risk mitigation for the IRVE-3 project to have a "spare" ready to go in the event of a launch vehicle delivery failure is now available for an additional sub-orbital flight experiment. Mission planning is underway to define a mission that can utilize this existing hardware and help the HIAD project further mature this technology.

Hughes, Stephen J.↗
NASA NTRS2011

Lessons Learned from the Design, Certification, and Operation of the Space Shuttle Integrated Main Propulsion System (IMPS)

The Space Shuttle Integrated Main Propulsion System (IMPS) consists of the External Tank (ET), Orbiter Main Propulsion System (MPS), and Space Shuttle Main Engines (SSMEs). The IMPS is tasked with the storage, conditioning, distribution, and combustion of cryogenic liquid hydrogen (LH2) and liquid oxygen (LO2) propellants to provide first and second stage thrust for achieving orbital velocity. The design, certification, and operation of the associated IMPS hardware have produced many lessons learned over the course of the Space Shuttle Program (SSP). A subset of these items will be discussed in this paper for consideration when designing, building, and operating future spacecraft propulsion systems. This paper will focus on lessons learned related to Orbiter MPS and is the first of a planned series to address the subject matter.

Martinez, Hugo E.↗
NASA NTRS1992

Hypervelocity flows of argon produced in a free piston driven expansion tube

An expansion tube with a free piston driver has been used to generate quasi-steady hypersonic flows in argon at flow velocities in excess of 9 km/s. Irregular test flow unsteadiness has limited the performance of previous expansion tubes. Test section measurements of pitot pressure, static pressure, and flat plate heat transfer rates are used to confirm the presence of quasi-steady flow, and comparisons are made with predictions for the equilibrium flow of an ideal, ionizing, monatomic gas. The results of this work indicate that expansion tubes can be used to generate quasi-steady hypersonic flows in argon at speeds in excess of Earth orbital velocity.

Neely, A. J.↗
NASA NTRS1991

Trim drag reduction concepts for horizontal takeoff single-stage-to-Orbit vehicles

The results of a study to investigate concepts for minimizing trim drag of horizontal takeoff single-stage-to-orbit (SSTO) vehicles are presented. A generic hypersonic airbreathing conical configuration was used as the subject aircraft. The investigation indicates that extreme forward migration of the aerodynamic center as the vehicle accelerates to orbital velocities causes severe aerodynamic instability and trim moments that must be counteracted. Adequate stability can be provided by active control of elevons and rudder, but use of elevons to produce trim moments results in excessive trim drag and fuel consumption. To alleviate this problem, two solution concepts are examined. Active control of the center of gravity (COG) location to track the aerodynamic center decreases trim moment requirements, reduces elevon deflections, and leads to significant fuel savings. Active control of the direction of the thrust vector produces required trim moments, reduces elevon deflections, and also results in significant fuel savings. It is concluded that the combination of active flight control to provide stabilization, (COG) position control to minimize trim moment requirements, and thrust vectoring to generate required trim moments has the potential to significantly reduce fuel consumption during ascent to orbit of horizontal takeoff SSTO vehicles.

Shaughnessy, John D.↗
NASA NTRS1987

The effect of atmospheric drag on position and velocity errors of orbiting spacecraft

A model, in closed form, of position and velocity changes due to atmospheric drag of a spacecraft in orbit about a planetary body is presented, considering primarily the effects of a two-body force field. Calculations for both elliptical and circular geometries indicate that the simplifying assumptions in the analysis make the theory more accurate (to less than 1 percent error) for lengthier mappings, when the drag effect becomes quite significant. The downtrack error demonstrates a quadratic growth, while the radial error demonstrates a linear growth.

Russell, R. Kent↗
DOE OSTI2025

Effects of Dark Matter Self-interactions on Sagittarius and its Stream

This work explores how assumptions regarding the particle-physics nature of dark matter can alter the evolution of the Sagittarius (Sgr) dwarf spheroidal galaxy and its expansive stellar stream. We run a large suite of N-body simulations to model the infall of a spherically symmetric Sgr-like dwarf, exploring how the presence of dark matter self-interactions impacts its evolution. For a scattering cross section of σ/m χ = 30 cm 2 g −1 (at orbital velocity scales), these interactions result in significantly less stellar mass and little to no dark matter bound to the progenitor at the present day. To isolate the cause of this mass loss, we introduce a novel technique for controlling which pairs of dark matter simulation particles can interact. This enables us to identify ram-pressure evaporation—the scattering of satellite and host dark matter particles—as the primary source of the enhanced mass loss. The rapid disintegration of the Sgr progenitor when self-interactions are allowed alters some key properties of the resulting stellar stream, most dramatically suppressing the presence of a “spur” on the apocenter of the trailing stream arm that correlates with the mass of the satellite at last pericenter. We demonstrate how the effects on the Sgr system scale with the particular choice of self-interaction cross section, which affects the degree of ram-pressure evaporation. These findings generalize beyond the Sgr system, underscoring that dwarf stellar streams and dwarf galaxies with close passages may serve as sensitive probes for dark matter self-interactions.

Milky Way dark matter halo↗
NASA NTRS1964

Meteoroid environment.

Composition, density and orbit velocity of meteoroids noting relationship to spacecraft structure and space suit design

LUNAR ENVIRONMENT↗
NASA NTRS1971

S-band transponder experiment

Apollo 14 command service and lunar module orbital velocity data from radio navigation S-band transponder experiment for lunar gravitation effects

Gottlieb, P.↗
NASA NTRS1972

Analyses of solar viewing time, beta angle, and doppler shift for solar observations from the space shuttle

Studies of solar physics phenomena are aided by the ability to observe the sun from earth orbit without periodic occultation. Charts are presented for the selection of suitable orbits about the earth at which a spacecraft is continuously illuminated through a period of a few days. Selection of the orbits considers the reduction of Doppler shift and wavefront attenuation due to relative orbital velocity and residual earth atmosphere.

Brandon, J. P.↗
NASA NTRS1975

An explanation for Iapetus' asymmetric reflectance

Cook and Franklin (1970) consider Iapetus originally to have been coated with about a meter of ice. They suggest that Iapetus' orbital velocity about Saturn has caused an asymmetric erosion of this ice layer which has now nearly laid bare its 'leading' hemisphere, but not as yet the entire 'trailing' hemisphere. Rather than an erosion process which operates more actively on the leading side, this paper considers an ice deposition mechanism operating more actively on the trailing side. The two main assumptions used are (1) that there are more icy than rocky meteoroids in Saturn's environment, and (2) that some portion of each icy meteoroid will stick to a surface at collision velocities less than 2.4 km per sec, but will completely vaporize itself at greater velocities. A meteoroid can have the minimum collision velocity of about 1.7 km per sec with Iapetus only if their velocity vectors are nearly parallel, and under these conditions such collisions would tend to be with the trailing hemisphere. Collisions with the leading hemisphere will tend to be at a much higher velocity.

Peterson, C.↗
NASA NTRS1976

The NASA-NMSU automated meteor observatory

A new observatory for meteor research which provides data for study of meteor heights, velocities, orbits, and meteoroid abundances is described. The observing equipment is automated to take advantage of the long periods of favorable observing weather common to the region. Four K-24 cameras, electrically operated, provide the triangulation observations, and four Maksutov f/1.3 cameras with blazed transmission grating provide spectral coverage. The patrol cameras have operated for a year and a half, and approximately 6,000 frames have been exposed by 9 March 1975. Meteor trails appear on 260 of these frames. Sixty-eight trails are of meteors photographed from two locations and thus allow trajectory and orbit determinations for 34 meteors. Photoelectric sensors initiate the 2-second spectrograph exposures, and electrical controls open and close the observatory at present times.

Harvey, G. A.↗