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NASA NTRS2012

Use of Commercial Electrical, Electronic and Electromechanical (EEE) Parts in NASA's Commercial Crew Program (CCP)

NASA's Commercial Crew and Cargo Program (CCP) is stimulating efforts within the private sector to develop and demonstrate safe, reliable, and cost-effective space transportation capabilities. One initiative involves investigating the use of commercial electronic parts. NASA's CCP asked the NASA Engineering and Safety Center (NESC) to collect data to help frame the technical, cost, and schedule risk trades associated with electrical, electronic and electromechanical (EEE) parts selection and specifically expressed desire of some of the CCP partners to employ EEE parts of a lower grade than traditionally used in most NASA safety-critical applications. This document contains the outcome from the NESC's review and analyses.

Gonzalex, Oscar↗
NASA NTRS2022

Powering the Future of Electric Aviation

Aviation is one of the largest contributors to climate change on this planet, responsible for nearly 5% of the global warming impact on Earth. As the aviation sector is projected to grow and as new aircraft are introduced, aviation’s impact on climate change will only increase. Without sustainable alternatives implemented in the near future, aviation could strongly contribute to making this planet uninhabitable. This paper examines the possibilities of electric aviation and other power sources in reducing the impact of aviation on climate change. Although there are many power sources for aircraft, electricity is the most effective and sustainable power source. Electric aviation, however, is still relatively new, and there are limitations with electric power, such as battery size, energy density, and charging. This paper dives deeper into the applications and factors to consider for the implementation of electric aircraft into the current society, as well as a potential solution to accelerate the process. Specifically, our research finds that hydrogen fuel cells, despite a few limitations, provide the amount of energy necessary to develop capable and sustainable electric aircraft in a manner that may be the most feasible.

electric aviation↗
NASA NTRS1989

Direct conversion technology

The overall objective of the Direct Conversion Technology task is to develop an experimentally verified technology base for promising direct conversion systems that have potential application for energy conservation in the end-use sectors. This report contains progress of research on the Alkali Metal Thermal-to-Electric Converter (AMTEC), and on the Two-Phase Liquid-Metal Magnetohydrodynamic Electrical Generator (LMMHD) for the period January 1, 1989 through December 31, 1989. Research on these concepts was initiated during October 1987. Reports prepared on previous occasions contain discussions on the following other direct conversion concepts: thermoelectric, pyroelectric, thermionic, thermophotovoltaic, thermoacoustic, thermomagnetic, thermoelastic (nitinol heat engines); and also, more complete discussions of AMTEC and LMMHD systems.

Massier, Paul F.↗
NASA NTRS2016

Ionospheric Storm Effects and Equatorial Plasma Irregularities During the 17-18 March 2015 Event

The intense magnetic storm on 17-18 March 2015 caused large disturbances of the ionosphere. Based on the plasma density (Ni) observations performed by the Swarm fleet of satellites, the Gravity Recovery and Climate Experiment mission, and the Communications/Navigation Outage Forecasting System satellite, we characterize the storm-related perturbations at low latitudes. All these satellites sampled the ionosphere in morning and evening time sectors where large modifications occurred. Modifications of plasma density are closely related to changes of the solar wind merging electric field (E (sub m)). We consider two mechanisms, prompt penetration electric field (PPEF) and disturbance dynamo electric field (DDEF), as the main cause for the Ni redistribution, but effects of meridional wind are also taken into account. At the start of the storm main phase, the PPEF is enhancing plasma density on the dayside and reducing it on the nightside. Later, DDEF takes over and causes the opposite reaction. Unexpectedly, there appears during the recovery phase a strong density enhancement in the morning/pre-noon sector and a severe Ni reduction in the afternoon/evening sector, and we suggest a combined effect of vertical plasma drift, and meridional wind is responsible for these ionospheric storm effects. Different from earlier studies about this storm, we also investigate the influence of storm dynamics on the initiation of equatorial plasma irregularities (EPIs). Shortly after the start of the storm main phase, EPIs appear in the post-sunset sector. As a response to a short-lived decline of E (sub m), EPI activity appears in the early morning sector. Following the second start of the main phase, EPIs are generated for a few hours in the late evening sector. However, for the rest of the storm main phase, no more EPIs are initiated for more than 12 hours. Only after the onset of recovery phase does EPI activity start again in the post-midnight sector, lasting more than 7 hours.This comprehensive view of ionospheric storm effects and plasma irregularities adds to our understanding of conditions that lead to ionospheric instabilities.

Zhou, Yun-Liang↗
NASA NTRS1974

Initial Explorer 45 substorm observations and electric field considerations

Description of initial Explorer 45 substorm observations of particle distributions near the equator at altitudes from 5 to 5.5 earth radii. These initial results pertain to the evening sector and to a substorm occurring on Dec. 12, 1971. Fluxes, spectra, and energy densities are presented for 1- to 300-keV protons and 1.5- to 560-keV electrons. Arrival time dispersion effects are shown for electrons. These data are compared with the plasma cloud concepts and electric field model used by DeForest and McIlwain (1971) and McIlwain (1972) to explain particle observations at geosynchronous orbit.

Williams, D. J.↗
NASA NTRS1986

The theta aurora

A comprehensive review is presented of the characteristics of theta aurora as revealed from four imaging efforts with the DE 1 and 2 satellites. The theta aurora consists of an auroral oval with a sun-aligned arc extending from the dayside to the nightside sectors of the oval. The DE 1 spacecraft provided high altitude simultaneous measurements of the electric and magnetic fields and plasma and the DE 2 collected equivalent low altitude data on the four events. The plasma was found to convect sunward when the transpolar arc appeared, while the convection was antisunward in other regions over the polar cap. The arc plasmas featured field-aligned electron acceleration into the polar atmosphere and field-aligned current sheets, both of which were sparse over the rest of the polar cap. The ions originated in the ionosphere and the solar wind; ions over the rest of the polar cap mainly arrived from the magnetosphere. Further discussions are provided of the dominant electrons and ions and the associated flow directions into and out of the various regions of the pole, similarities between the transpolar arc and the auroral oval, and interactions between the ionosphere and the auroral phenomena.

Frank, L. A.↗
NASA NTRS2009

Modeling Guidelines for Code Generation in the Railway Signaling Context

Modeling guidelines constitute one of the fundamental cornerstones for Model Based Development. Their relevance is essential when dealing with code generation in the safety-critical domain. This article presents the experience of a railway signaling systems manufacturer on this issue. Introduction of Model-Based Development (MBD) and code generation in the industrial safety-critical sector created a crucial paradigm shift in the development process of dependable systems. While traditional software development focuses on the code, with MBD practices the focus shifts to model abstractions. The change has fundamental implications for safety-critical systems, which still need to guarantee a high degree of confidence also at code level. Usage of the Simulink/Stateflow platform for modeling, which is a de facto standard in control software development, does not ensure by itself production of high-quality dependable code. This issue has been addressed by companies through the definition of modeling rules imposing restrictions on the usage of design tools components, in order to enable production of qualified code. The MAAB Control Algorithm Modeling Guidelines (MathWorks Automotive Advisory Board)[3] is a well established set of publicly available rules for modeling with Simulink/Stateflow. This set of recommendations has been developed by a group of OEMs and suppliers of the automotive sector with the objective of enforcing and easing the usage of the MathWorks tools within the automotive industry. The guidelines have been published in 2001 and afterwords revisited in 2007 in order to integrate some additional rules developed by the Japanese division of MAAB [5]. The scope of the current edition of the guidelines ranges from model maintainability and readability to code generation issues. The rules are conceived as a reference baseline and therefore they need to be tailored to comply with the characteristics of each industrial context. Customization of these recommendations has been performed for the automotive control systems domain in order to enforce code generation [7]. The MAAB guidelines have been found profitable also in the aerospace/avionics sector [1] and they have been adopted by the MathWorks Aerospace Leadership Council (MALC). General Electric Transportation Systems (GETS) is a well known railway signaling systems manufacturer leading in Automatic Train Protection (ATP) systems technology. Inside an effort of adopting formal methods within its own development process, GETS decided to introduce system modeling by means of the MathWorks tools [2], and in 2008 chose to move to code generation. This article reports the experience performed by GETS in developing its own modeling standard through customizing the MAAB rules for the railway signaling domain and shows the result of this experience with a successful product development story.

Ferrari, Alessio↗
NASA NTRSDate not supplied

Space Based Solar Power

Space based solar power (SBSP) entails in-space collection of solar energy, transmission of that energy to one or more stations on Earth, conversion to electricity, and delivery to the grid or to batteries for storage. Experts in both the aerospace and energy sectors are debating the benefits of SBSP as more organizations globally begin SBSP technology development programs. We conducted a study to evaluate the potential benefits, challenges, and options for NASA to engage with growing global interest in SBSP. We performed a first order lifecycle study of two representative SBSP designs for 2 GW utility-scale power generation that, for the purposes of the study, are presumed to begin in 2050. We assumed baseline capabilities to develop, assemble, operate, maintain, and dispose of the SBSP systems are a mix of capabilities that are above, below, or comparable to capabilities demonstrated to date. We then compared the lifecycle cost of electricity and lifecycle GHG emission intensity of the SBSP designs to alternative terrestrial renewable electricity production technologies. Our findings indicate the SBSP designs may produce lifecycle GHG emissions per unit of electricity that are comparable to terrestrial alternatives, pending further studies of upper atmosphere responses to launch emissions. We find the SBSP designs are more expensive than terrestrial alternatives and may have lifecycle costs per unit of electricity that are 12-80 times higher. Though, we do find cost competitiveness may be achieved if a favorable combination of cost and capability improvements related to launch and manufacturing that are beyond the advancements assumed in the baseline assessment can be attained.

Erica Rodgers↗
NASA NTRSDate not supplied

Space Based Solar Power Study

Space based solar power (SBSP) entails in-space collection of solar energy, transmission of that energy to one or more stations on Earth, conversion to electricity, and delivery to the grid or to batteries for storage. Experts in both the aerospace and energy sectors are debating the benefits of SBSP as more organizations globally begin SBSP technology development programs. We conducted a study to evaluate the potential benefits, challenges, and options for NASA to engage with growing global interest in SBSP. We performed a first order lifecycle study of two representative SBSP designs for 2 GW utility-scale power generation that, for the purposes of the study, are presumed to begin in 2050. We assumed baseline capabilities to develop, assemble, operate, maintain, and dispose of the SBSP systems are a mix of capabilities that are above, below, or comparable to capabilities demonstrated to date. We then compared the lifecycle cost of electricity and lifecycle GHG emission intensity of the SBSP designs to alternative terrestrial renewable electricity production technologies. Our findings indicate the SBSP designs may produce lifecycle GHG emissions per unit of electricity that are comparable to terrestrial alternatives, pending further studies of upper atmosphere responses to launch emissions. We find the SBSP designs are more expensive than terrestrial alternatives and may have lifecycle costs per unit of electricity that are 12-80 times higher. Though, we do find cost competitiveness may be achieved if a favorable combination of cost and capability improvements related to launch and manufacturing that are beyond the advancements assumed in the baseline assessment can be attained.

solar↗
NASA NTRSDate not supplied

Subsonic Single Aft Engine Narrowbody (SUSAN) Freighter Concept and Market Analysis

The dedicated air cargo and freight market has the potential to be a critical early pathway for emerging technologies in low to zero emission propulsion. This study analyzes the cargo aviation market to understand current market trends and future market viability of a mid-sized all-electric or hybrid-electric concept aircraft. While cargo aviation’s overall emissions footprint is small relative to commercial passenger aviation, it remains an important and challenging transportation sector to decarbonize. Past research has focused on small, less than 19-seat electrified aircraft propulsion concepts that could serve both passenger and air cargo markets This study extends the electrified market space into larger aircraft classes, considering if a purpose-built large hybrid electric turboprop freighter can compete in the market currently served primarily by conversion narrowbody freighters. Specifically, this paper focuses on the mid-sized cargo market with payload ranges of 40,000-50,000lbs, and an all-electric range potential up to 750 miles. The concept aircraft is based on a 4-engine turboprop configuration, with mounted wing battery packs and an aft cargo door to allow for standardized palletization. The market analysis indicates broad market coverage with 73% of the existing mid-sized cargo network within the range of 750 miles. A breakeven analysis of operating and capital costs shows potential for market competition, however, additional energy and acquisition cost savings from the concept aircraft are needed. Evidence from the breakeven analysis also points to higher rates of aircraft utilization being a critical path to lowering costs and increasing cost effectiveness.

Jacob M. Wishart↗
NASA NTRSDate not supplied

Hybrid Electric Turboprop Commercial Freighter (HETCOF) Market Study

The dedicated air cargo and freight market has the potential to be a critical early pathway for emerging technologies in low to zero emission propulsion. This study analyzes the cargo aviation market to understand current market trends and future market viability of a mid-sized all-electric or hybrid-electric concept aircraft. While cargo aviation’s overall emissions footprint is small relative to commercial passenger aviation, it remains an important and challenging transportation sector to decarbonize. Past research has focused on small, less than 19-seat electrified aircraft propulsion concepts that could serve both passenger and air cargo markets. This study extends the electrified market space into larger aircraft classes, considering if a purpose-built large hybrid electric turboprop freighter can compete in the market currently served primarily by conversion narrowbody freighters. Specifically, this paper focuses on the mid-sized cargo market with payload ranges of 40,000-50,000lbs, and an all-electric range potential up to 750 miles. The concept aircraft is based on a 4-engine turboprop configuration, with wing mounted battery packs and an aft cargo door to allow for standardized palletization. The market analysis indicates broad market coverage with 73% of the existing mid-sized cargo network within the range of 750 miles. A breakeven analysis of operating and capital costs shows potential for market competition; however, this would require additional energy and acquisition cost savings from the concept aircraft. Evidence from the breakeven analysis also points to higher rates of aircraft utilization being a critical path to lowering costs and increasing cost effectiveness.

Hybrid Electric↗
NASA NTRS1981

Fluctuations and turbulence in an electric field Bumpy Torus plasma

Fluctuation characteristics of plasma number density and electrostatic potential below the ion plasma and ion cyclotron frequencies in an electric field Bumpy Torus plasma were investigated experimentally, using digitally implemented spectral analysis techniques. The toroidal plasma was biased to high potentials by applying positive or negative voltage to electrodes located in the midplanes of two sectors of the toroidal array. The plasma was observed to be biased to 80 or 90% of the potential on the midplane electrodes, regardless of polarity. The radial electric field exceeded 1 kV/cm at the plasma boundary and penetrated inward to at least one-half of the plasma radius. When the imposed radial electric fields reached values characteristic of the experiment, the E/B drift velocities were comparable to the particle thermal velocities. The amplitude statistics of both the density and the potential fluctuations were found to be Gaussian for the most part, with near-zero skewness and a kurtosis of about 3.0. The spectral index of the density and potential fluctuations ranged from 2 to 6. The higher frequency components were found to propagate faster than the E/B drift velocity, which is the characteristic speed of the lower-frequency components.

Roth, J. R.↗
NASA NTRS1977

Electric and magnetic fields in the high-latitude magnetosphere

The configuration of high-latitude electric and magnetic fields is reviewed. Various results suggest that high-latitude magnetic field lines from the outermost regions of the dayside magnetosphere converge toward a point near the noon meridian. Plasma flows, the midday cusp, and a dawn-dusk electric field across the polar cap are characterized. The electric fields associated with plasma flows produce Hall currents on the polar cap which vary with sector structure. Some evidence indicates that polar cap convection may reverse during intervals of strong northward interplanetary field. It is concluded that most observations are consistent with an open field magnetosphere model.

Fairfield, D. H.↗
NASA NTRS1978

Tread drum for animals

A device for exercising animals such as primates is described, which includes a cylindrical housing mounted for rotation about a horizontal axis of revolution and has a cylindrical treadway portion on which the animal treads while the drum is rotated by means of a motorized drive. The treadway portion of the drum includes an electrode structure with sectors being independently energizable by means of a commutator and source of potential so that an electrical shock station is created behind a running-in-place station on the moving treadway. In this manner, if the animal should fall behind its running-in-place station, it may be shocked by treading on the energized electrode structure. One end of the tread drum comprises a transparent wall for unobstructed viewing of the animal being exercised.

Howard, W. H.↗
NASA NTRS1991

HF radar observations of Pc 5 field line resonances in the midnight/early morning MLT sector

The technique of F region sounding by HF coherent radar is applied to the study of field line resonances equatorward of a region of shear flow in the early morning sector. The motions were predominantly in the geomagnetic east-west direction, indicating north-south electric fields. These oscillations had pronounced peaks in their latitudinal power distribution. For the pulsation at 1.95 mHz, a latitudinal phase shift of 180 deg was observed across the peaks in all the look directions of the radar, and a longitudinal wavelength corresponding to an m value of 3 was obtained. For the 2.6-mHz pulsation, the phase shifts across the peaks had a variation with a look direction that indicated a significant longitudinal as well as latitudinal variation; for this activity, an m value of about 16 is estimated. These features are interpreted in terms of the field line resonance theory, and the possible sources of the pulsation energy are discussed.

Ruohoniemi, J. M.↗
NASA NTRS1995

Four large-scale field-aligned current systmes in the dayside high-latitude region

A system of four current sheets of large-scale field-aligned currents (FACs) was discovered in the data set of simultaneous Viking and Defense Meteorological Satellire Program-F7 (DMSP-F7) crossing of the dayside high-latitude region. This paper reports four examples of this system that were observed in the prenoon sector. The flow polarities of FACs are upward, downward, upward, and downward, from equatorward to poleward. The lowest-latitude upward current is flowing mostly in the central plasma sheet (CPS) precipitation region, often overlapping with the boundary plasma sheet (BPS) at its poleward edge, andis interpreted as a region 2 current. The pair of downward and upward FACs in the middle of te structure are collocated with structured electron precipitation. The precipitation of high-energy (greater than 1 keV) electrons is more intense in the lower-latitude downward current sheet. The highest-latitude downward flowing current sheet is located in a weak, low-energy particle precipitation region, suggesting that this current is flowing on open field lines. Simulaneous observations in the postnoon local time sector reveal the standard three-sheet structure of FACs, sometimes described as region 2, region 1, and mantle (referred to the midday region O) currents. A high correlation was found between the occurrence of the four FAC sheet structure and negative interplanetary magnetic field (IMF) B(sub Y). We discuss the FAC structurein terms of three types of convection cells: the merging, viscous, andlobe cells. During strongly negative IMF B(sub Y), two convection reversals exist in the prenoon sector; one is inside the viscous cell, and the other is between the viscous cell and the lobe cell. This structure of convection flow is supported by the Viking electric field and auroral UV image data. Based on the convection pattern, the four FAC sheet structure is interpreted as the latitude overlap of midday and morning FAC systems. We suggest that the for-current sheet structure is common in a certain prenoon localtime sector during strongly negative IMF B(sub Y).

Ohtani, S.↗
NASA NTRS1976

Variational electric fields at low latitudes and their relation to spread F and plasma irregularities

Recordings from OGO 6 show that electric field irregularities are frequently present between + or - 35 deg geomagnetic latitude in the 2000 - 0600 local time sector. The signatures are very clear, and are easily distinguished from the normal AC background noise, and whistler and emission activity. The spectral appearance of the fields makes it meaningful to distinguish between 3 different types of irregularities: strong irregularities, weak irregularities, and weak irregularities with a rising spectrum. Strong irregularities seem most likely to occur in regions where gradients in ionization are present. Changes in plasma composition, resulting in an increase in the mean ion mass, are also often observed in the irregularity regions. Comparison with ground based ionosondes indicates a connection between strong irregularities and low latitude spread F. A good correlation is also present between strong fields and small scale fluctuations in ionization, delta N/N 1 percent. From the data it appears as if a gradient driven instability is the most likely source of the strong irregularities.

Holtet, J. A.↗
NASA NTRS1982

Regional applicability and potential of salt-gradient solar ponds in the United States. Volume 2: Detailed report

A comprehensive assessment of the regional applicability and potential of salt-gradient solar ponds in the United States is provided. The assessment is focused on the general characteristics of twelve defined geographic regions. Natural resources essential to solar ponds are surveyed. Meteorological and hydrogeological conditions affecting pond performance are examined. Potentially favorable pond sites are identified. Regional thermal and electrical energy output from solar ponds is calculated. Selected pond design cases are studied. Five major potential market sectors are evaluated in terms of technical and energy-consumption characteristics, and solar-pond applicability and potential. Relevant pond system data and financial factors are analyzed. Solar-pond energy costs are compared with conventional energy costs. The assessment concludes that, excepting Alaska, ponds are applicable in all regions for at least two market sectors. Total solar pond energy supply potential in the five market sectors examined is estimated to be 8.94 quads/yr by the year 2000, approximately 7.2% of the projected total national energy demand.

Lin, E. I. H.↗