SEARCH · Engineering Papers

Results for “transition path”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 973 records · Page 54

All sources NASA NTRS DOE OSTI

NASA NTRSDate not supplied

ARCTRON: A Rapid Experimental Proving Ground for TPS Experiments and Arcjet Technology Development

Innovation in high-enthalpy facilities is fundamentally limited by the cost and risk of experimentation. New concepts for plasma control, diagnostics, facility components, and plasma-material interaction often require repeated iterations that are impractical to perform in production arcjets. As a result, promising ideas may remain unexplored or reach operational facilities only after significant development effort. ARCTRON is being developed as a rapid experimental proving ground where new ideas in plasma science, arcjet engineering, diagnostics, and material response can be conceived, tested, and quantitatively evaluated before transition to large-scale facilities. The platform combines radio-frequency (RF) and DC arc plasma generation, externally applied magnetic fields, configurable gas composition, reduced-pressure operation, laser heating, electrical biasing, and modular diagnostic access. These capabilities permit the plasma source, applied forcing, test article, and measurement configuration to be modified independently, allowing individual physical mechanisms to be isolated more readily than in a traditional test environment. One class of investigations addresses fundamental plasma-surface interaction physics. Conventional material tests often expose a specimen simultaneously to convective heating, reactive species, pressure, shear, radiation, and surface-current effects. The resulting material response may be measured accurately, while the contribution of each mechanism remains difficult to identify. ARCTRON is designed to vary these effects selectively. Plasma chemistry can be changed independently through configurable gas mixtures; magnetic fields and electrical biasing can modify charged-particle transport; laser heating can provide a non-plasma thermal input; and pressure, flow, and discharge mode can be varied over a broad operating space. This enables controlled tests of hypotheses involving surface catalycity, reactive-species transport, plasma-assisted oxidation, electromagnetic effects, shear, and the relative contributions of thermal and chemical loading. A second class of investigations enabled by this approach concerns the engineering of high-enthalpy facilities themselves. Arc-heated facilities are limited by electrode erosion, unstable arc attachment, localized heating, and damage to nozzles and other plasma-facing components. ARCTRON provides a lower-cost environment for testing concepts intended to mitigate these limitations. Candidate investigations include the use of applied magnetic fields to alter current paths and reduce plasma interaction with nozzle walls, ExB forcing to introduce controlled plasma rotation, magnetic or geometric approaches for distributing arc attachment, and alternative electrode or discharge configurations intended to reduce erosion and improve stability. Because the platform is reconfigurable, these concepts can be evaluated through repeated design--build--test cycles before they are considered for implementation in operational facilities. The platform also supports the development and validation of diagnostics that may be difficult to introduce initially into a large arcjet. Current and planned measurements include spatially resolved optical emission spectroscopy, electrostatic probes, fast imaging, pyrometry, calorimetry, laser-induced fluorescence, and absorption spectroscopy. These diagnostics are intended not merely to document a nominal operating condition, but to constrain the local plasma state and its relationship to component or material response. The modular facility geometry allows diagnostic concepts to be tested, calibrated, and compared under repeatable conditions before deployment in more demanding environments. ARCTRON is also supported by an integrated software suite. Automated control and data acquisition allow discharge parameters, gas composition, magnetic fields, diagnostic timing, and test configuration to be recorded as part of each experiment (STARDAC - Software for Testing, Analysis, Research Data, and Control). The Backend for Experiment Analysis, Storage, and Traceability (BEAST) is a database that provides the infrastructure needed to associate heterogeneous measurements with facility configuration, specimen identity, calibration state, geometry, and analysis provenance. This backend is particularly important for exploratory campaigns, in which many related configurations may be tested, and the value of an individual experiment depends on its connection to earlier and subsequent iterations. Complementary analysis capabilities, including computer-vision-based transient response measurements (arcjetCV), three-dimensional surface reconstruction (STARSCAN), and model-based Bayesian inference (SHIELD), and tomography data analysis (TOMATO, PuMA) can be incorporated when required by a specific hypothesis without becoming the focus of every campaign. The central objective of ARCTRON is therefore not to maximize heat flux or reproduce a complete flight environment. Its purpose is to reduce the cost and time required to ask consequential questions about plasma behavior, plasma-facing materials, diagnostics, and arcjet technology. By providing a controlled environment for rapid reconfiguration, mechanism isolation, quantitative measurement, and iterative engineering, ARCTRON can help mature concepts that would otherwise remain too speculative or too risky for evaluation in production facilities. The resulting knowledge can then guide the design of material models, focus test objectives in larger arcjets, reduce facility-development risk, and improve the physical basis of high-enthalpy ground testing. This work will present the ARCTRON architecture, operating modes, diagnostic suite, and digital experimental workflow. Initial experimental results from the first integrated operation of the facility will be presented, including flow characterization, power limitations, and deployment of the initial diagnostic suite. Ongoing development efforts aimed at catalycity characterization, magnetic plasma control, and advanced optical diagnostics will also be discussed, illustrating how the platform supports rapid iteration from concept to experiment.

experimental diagnostics↗

NASA NTRS2015

Preparing for Mars: The Evolvable Mars Campaign 'Proving Ground' Approach

As the National Aeronautics and Space Administration (NASA) prepares to extend human presence beyond Low Earth Orbit, we are in the early stages of planning missions within the framework of an Evolvable Mars Campaign. Initial missions would be conducted in near-Earth cis-lunar space and would eventually culminate in extended duration crewed missions on the surface of Mars. To enable such exploration missions, critical technologies and capabilities must be identified, developed, and tested. NASA has followed a principled approach to identify critical capabilities and a "Proving Ground" approach is emerging to address testing needs. The Proving Ground is a period subsequent to current International Space Station activities wherein exploration-enabling capabilities and technologies are developed and the foundation is laid for sustained human presence in space. The Proving Ground domain essentially includes missions beyond Low Earth Orbit that will provide increasing mission capability while reducing technical risks. Proving Ground missions also provide valuable experience with deep space operations and support the transition from "Earth-dependence" to "Earth-independence" required for sustainable space exploration. A Technology Development Assessment Team identified a suite of critical technologies needed to support the cadence of exploration missions. Discussions among mission planners, vehicle developers, subject-matter-experts, and technologists were used to identify a minimum but sufficient set of required technologies and capabilities. Within System Maturation Teams, known challenges were identified and expressed as specific performance gaps in critical capabilities, which were then refined and activities required to close these critical gaps were identified. Analysis was performed to identify test and demonstration opportunities for critical technical capabilities across the Proving Ground spectrum of missions. This suite of critical capabilities is expected to provide the foundation required to enable a variety of possible destinations and missions consistent with the Evolvable Mars Campaign.. The International Space Station will be used to the greatest extent possible for exploration capability and technology development. Beyond this, NASA is evaluating a number of options for Proving Ground missions. An "Asteroid Redirect Mission" will demonstrate needed capabilities (e.g., Solar Electric Propulsion) and transportation systems for the crew (i.e., Space Launch System and Orion) and for cargo (i.e., Asteroid Redirect Vehicle). The Mars 2020 mission and follow-on robotic precursor missions will gather Mars surface environment information and will mature technologies. NASA is considering emplacing a small pressurized module in cis-lunar space to support crewed operations of increasing duration and to serve as a platform for critical exploration capabilities testing (e.g., radiation mitigation; extended duration deep space habitation). In addition, "opportunistic mission operations" could demonstrate capabilities not on the Mars critical path that may, nonetheless, enhance exploration operations (e.g., teleoperations, crew assisted Mars sample return). The Proving Ground may also include "pathfinder" missions to test and demonstrate specific capabilities at Mars (e.g., entry, descent, and landing). This paper describes the (1) process used to conduct an architecture-driven technology development assessment, (2) exploration mission critical and supporting capabilities, and (3) approach for addressing test and demonstration opportunities encompassing the spectrum of flight elements and destinations consistent with the Evolvable Mars Campaign.

Bobskill, Marianne R.↗

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

urban air mobility↗

NASA NTRS2003

Masked Proportional Routing

Distributed approach for determining a path connecting adjacent network nodes, for probabilistically or deterministically transporting an entity, with entity characteristic mu from a source node to a destination node. Each node i is directly connected to an arbitrary number J(mu) of nodes, labeled or numbered j=jl, j2, .... jJ(mu). In a deterministic version, a J(mu)-component baseline proportion vector p(i;mu) is associated with node i. A J(mu)-component applied proportion vector p*(i;mu) is determined from p(i;mu) to preclude an entity visiting a node more than once. Third and fourth J(mu)-component vectors, with components iteratively determined by Target(i;n(mu);mu),=alpha(mu).Target(i;n(mu)-1;mu)j+beta(mu).p* (i;mu)j and Actual(i;n(mu);+a(mu)j. Actual(i;n(mu)-l;mu)j+beta(mu).Sent(i;j'(mu);n(mu)-1;mu)j, are computed, where n(mu) is an entity sequence index and alpha(mu) and beta(mu) are selected numbers. In one embodiment, at each node i, the node j=j'(mu) with the largest vector component difference, Target(i;n(mu);mu)j'- Actual (i;n(mu);mu)j'. is chosen for the next link for entity transport, except in special gap circumstances, where the same link is optionally used for transporting consecutively arriving entities. The network nodes may be computer-controlled routers that switch collections of packets, frames, cells or other information units. Alternatively, the nodes may be waypoints for movement of physical items in a network or for transformation of a physical item. The nodes may be states of an entity undergoing state transitions, where allowed transitions are specified by the network and/or the destination node.

David H Wolpert↗

NASA NTRSDate not supplied

Performance Testing of TRL4-6 LISA Laser System

The Laser Interferometer Space Antenna (LISA) is an ESA-led future mission to measure gravitational waves from astronomical sources in space. LISA has been adopted as a formal mission by ESA in January 2024, and is expected to become a formal project at NASA within 2024. The laser system (LS), which includes four laser heads (LH) each containing a laser optical module (LOM) and laser electronics module (LEM), a frequency reference system (FRS, optical frequency reference) and four power monitor detectors (PMON), is one of the three U.S. contributions to LISA from NASA. The Lasers and Electro-Optics Branch at NASA GSFC has been developing and managing the design of the LISA LS. Currently, the TRL (technology readiness level) of the NASA LISA laser system is transitioning from 4 to 6. TRL 4/5 LISA LOM was sent to ESA in early 2023 and has undergone optical performance testing. [1] By late summer of 2024, NASA plans to deliver the TRL 6 LOM to ESA for performance evaluation. Since the delivery of the TRL4/5 LOM to ESA, we have taken steps to advance the TRL of the overall LS and have also started end-to-end system level testing involving other subsystems. They include 1) optical performance test of TRL6 LOM and TRL 5 LEM under thermal cycling, 2) end-to-end test of the laser head (LH) and the GSE (ground support equipment) FRS, driven by TRL 4 FRS electronics (FRS-E) provided by Ball Aerospace, 3) end-to-end test of the laser head (LH) with the GSE phase meter system (PMS) provided by Albert Einstein Institute, and 4) optical performance test of the LH with the PMON subsystem developed by NASA. The FRS, PMS, and PMON provide necessary frequency stability, relative phase stability between lasers, and output power stability, respectively. Since they are all vital for the sensitive laser interferometry performed in LISA, it is necessary to perform these system level testing by combining the LH and other subsystems, and to prove the optical performance at an early stage during the LS development. Our recent work has successfully demonstrated the intra-connectivity of the LS, as well as critical external interface with the PMS to meet the LISA’s performance requirements. In this talk, we will report on the latest status of the LH testing and system level test. We will also discuss the paths to bring each subsystem to TRL6+ and plans for future system level testing.

LISA↗

NASA NTRS2015

Propulsion System Testing for the Iodine Satellite (iSAT) Demonstration Mission

CUBESATS are relatively new spacecraft platforms that are typically deployed from a launch vehicle as a secondary payload, providing low-cost access to space for a wide range of end-users. These satellites are comprised of building blocks having dimensions of 10x10x10 cm cu and a mass of 1.33 kg (a 1-U size). While providing low-cost access to space, a major operational limitation is the lack of a propulsion system that can fit within a CubeSat and is capable of executing high delta v maneuvers. This makes it difficult to use CubeSats on missions requiring certain types of maneuvers (i.e. formation flying, spacecraft rendezvous). Recently, work has been performed investigating the use of iodine as a propellant for Hall-effect thrusters (HETs) 2 that could subsequently be used to provide a high specific impulse path to CubeSat propulsion. 3, 4 Iodine stores as a dense solid at very low pressures, making it acceptable as a propellant on a secondary payload. It has exceptionally high ρIsp (density times specific impulse), making it an enabling technology for small satellite near-term applications and providing the potential for systems-level advantages over mid-term high power electric propulsion options. Iodine flow can also be thermally regulated, subliming at relatively low temperature (less than 100 C) to yield I2 vapor at or below 50 torr. At low power, the measured performance of an iodine-fed HET is very similar to that of a state-of-the-art xenon-fed thruster. Just as importantly, the current-voltage discharge characteristics of low power iodine-fed and xenon-fed thrusters are remarkably similar, potentially reducing development and qualifications costs by making it possible to use an already-qualified xenon-HET PPU in an iodine-fed system. Finally, a cold surface can be installed in a vacuum test chamber on which expended iodine propellant can deposit. In addition, the temperature doesn't have to be extremely cold to maintain a low vapor pressure in the vacuum chamber (it is under 10(exp -6) torr at −75 C), making it possible to 'cryopump' the propellant with lower-cost recirculating refrigerant-based systems as opposed to using liquid nitrogen or low temperature gaseous helium cryopanels. An iodine-based system is not without its challenges. The primary challenge is that the entire feed system must be maintained at an elevated temperature to prevent the iodine from depositing (transitioning from the gas phase directly back into the solid phase), which will block the propellant feed lines. Furthermore, deposition will occur unless the temperature in the lines is not greater than the temperature of the propellant reservoir. The flow rate can be controlled by adjusting the heating applied to the reservoir, but as with any thermal control there is a relatively slow response to changes in the heating rate. In the present paper, we describe the propulsion and propellant feed system for the iodine satellite (iSAT) flight demonstration mission. The system is based around the Busek BHT-200 Hall thruster, which has been modified for chemical compatibility with iodine vapor. While the gross propellant flow rate is maintained by the heated propellant reservoir, the flow to the anode and cathode are adjusted using two heated Vacco proportional flow control valves (PFCV), which provide very fast response on the flow rate adjustment. The flight mission design layout will be presented, showing how the system will be packaged into the overall 12-U spacecraft and the techniques being employed to protect the remaining spacecraft hardware from the propulsion system (e.g., plasma impingement, iodine deposition, thermal loads). In addition to the flight system design, results of testing the thruster and cathode with both operating on iodine propellant are presented. The tests are conducted on a thrust stand (see Fig. 1) in a large vacuum chamber containing a beam dump chilled to below -100 C to 'cryopump' the propellant. The thruster performance during these tests is presented, with these data used to evaluate the feed system and guide further refinements. Results of relatively long duration testing are presented to demonstrate the capability to operate for the length of the iSAT mission and to perform a number of re-starts as will be required by the mission concept of operations.

Polzin, Kurt A.↗

DOE OSTI2021

Burning velocities of R-32/O 2 /N 2 mixtures: Experimental measurements and development of a validated detailed chemical kinetic model

This work entails characterizing the flammability of the refrigerant R-32 (CH 2 F 2 ) by both experimental measurements and modeling. Burning velocities S u were measured using a constant-volume spherical-flame method for R-32/O2/N 2 mixtures with O 2 /N 2 ratios ranging from 21% (synthetic air) to 40%, pressures of (1 to 3) bar, and equivalence ratios $\phi$ of (0.8 to 1.3). Based on a critical assessment of available data, and extended by our own calculations, a detailed chemical kinetic model was developed and key reactions determined using reaction path and sensitivity analyses. Initiation and combustion were identified as distinct kinetic regimes and burning velocities were found to be controlled by two primary reactions: unimolecular decomposition of CH 2 F 2 → CHF + HF and the subsequent reaction, CHF + O 2 → CHFO + O, the latter reaction initiating the radical chain propagating and branching by producing O atoms. Sensitive rate constants in the kinetic model were critically adjusted within their uncertainties and current knowledge bounds to best fit the experimental burning velocities. We found that rate constants in the model could be adjusted to match a given experimental S u for specific conditions (O 2 loading, P, T, $\phi$). This, however, then fixes predicted burning velocities for other all conditions within (3 to 4)% if physically realistic rate parameters are maintained. Thus, the entire set of experimental data is fit, not just to particular conditions. Relative random uncertainties in the experimental Su measurements were (4 to 6)%, but assumptions made for thermal radiation lost by the burned gas in the spherical-flame experiments add an additional systematic uncertainty. Systematic differences between the limiting cases of adiabatic (no thermal radiation lost) and optically-thin (all thermal radiation lost) varied significantly with conditions and ranged from (4 to 30)% at high to low velocities, respectively, translating into uncertainties of (2 to 15)% considering the average of two limiting cases. Comparison of experimental and kinetically modeled Su values suggests that the burned gas tends towards the optically-thin limit at the lowest pressures and fuel loadings and toward the adiabatic limit at the highest pressures and loadings. We tested and found support for this conclusion with a detailed analysis as a function of all the conditions (T, P, % O 2 , $\phi$). This behavior appears to transition from optically-thin to adiabatic as the density of the initial fuel increases, which results in increased CO 2 in the burned gas and thus increased absorption of the thermal radiation (consistent with the Beer-Lambert Law). The validated detailed model based on evaluated kinetics is shown to accurately predict burning velocities for R-32 O 2 /N 2 mixtures over a wide range of conditions and provides a reliable basis for extrapolation to other conditions.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2024

Magnetic dipole γ-ray strength functions in the crossover from spherical to deformed neodymium isotopes

We calculate the magnetic dipole $\gamma$-ray strength functions in a chain of even-mass neodymium isotopes $^{144-152}$Nd in the framework of the configuration-interaction (CI) shell model. We infer the strength function by applying the maximum entropy method (MEM) to the exact imaginary-time response function calculated with the shell-model Monte Carlo (SMMC) method. The success of the MEM depends on the choice of a good strength function as a prior distribution. We investigate two choices for the prior strength function: the static path approximation (SPA) and the quasiparticle random-phase approximation (QRPA). We find that the QRPA is a better approximation at low temperatures (i.e., near the ground state), while the SPA is a better choice at finite temperatures. We identify a low-energy enhancement (LEE) in the MEM deexcitation $M1$ strength functions of the even-mass neodymium isotopes and compare with recent experimental results for the total deexcitation $\gamma$-ray strength functions. The LEE is already seen in the SPA strength function but not in the QRPA strength function, indicating the importance of large-amplitude static fluctuations around the mean field in reproducing the LEE. Our method is currently the only one which can reproduce LEE in heavy open-shell nuclei where conventional CI shell model calculations are prohibited. With the onset of deformation as number of neutrons increases along the chain of neodymium isotopes, we observe that some of the LEE strength transfers to a low-energy excitation, which we interpret as a finite-temperature ``scissors'' mode. Here, we also observe a finite-temperature spin-flip mode.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

NASA NTRS2020

AERoBOND Project Summary

Under NASA’s Convergent Aeronautics Solutions (CAS) project, the Adhesive-Free Bonding of Complex Composites (AERoBOND) project investigated off-stoichiometric epoxy polymers for fast, reliable assembly of epoxy matrix composite structures. The project goal was to demonstrate feasibility of the AERoBOND joining method by demonstrating mechanical properties greater than 80% of conventional co-cured materials while reducing structure weight by 1%. The project consisted of three convergent research areas: material and process development, systems analysis, and material and process modeling. Material and process development was the largest component of AERoBOND with approximately 6 FTE and 1WYE of support to formulate and characterize new resins, prepare carbon fiber prepregs, fabricate laminates, measure mechanical properties, analyze failure results, and select material and process improvements. The systems analysis activity estimated the potential reduction in part count and aircraft weight by comparing models of composite wing boxes with no fasteners (co-cured structure), fasteners in major joints (co-cured stringers), and fasteners in all joints. The materials and process modeling activity included a molecular model of the AERoBOND materials system to predict mechanical properties of resins with offset stoichiometry and a process model to predict the effect of resin formulation and processing conditions on the extent of mixing and degree of cure in a finished joint. As the number of airline passenger trips doubles in the next 20 years (IATA/Tourism Economics Air Passenger Forecasts, April 2019), the increased demand for new commercial aircraft is now the single greatest technical challenge to the airframe manufacturing industry. To meet efficiency requirements, new aircraft must be fabricated primarily from high performance structural composites, but manufacturing processes are inherently slow with the largest bottleneck attributed to assembly and installation of fasteners (NASA/TM–2019-220428). Manufactures of commercial transport aircraft are compelled to install more than 100,000 redundant fasteners into bonded joints to prevent failures due to unpredictable weak bonds. In structural adhesive bonds, the interface between adherend and adhesive is nearly two-dimensional making it susceptible to minute quantities of contamination, which can cause weak bonds. Currently, bond strength assessment is only possible through destructive testing (i.e., breaking the joint). For these reasons, regulatory organizations such as the Federal Aviation Administration (FAA) often require redundant load paths in secondary-bonded, primary-structures to alleviate concerns with bond performance. The AERoBOND process enables reflow of matrix resin during assembly to eliminate the material discontinuity at the interface, thereby eliminating the dependence of mechanical performance on interfacial adhesion. The AERoBOND joint is equivalent to the interlaminar region obtained during a co-cure process, so joint performance depends on the cohesive properties of the matrix resin. Conventional co-cured structures, although too costly and complex for large-scale manufacturing, are trusted by manufacturers and regulators, and are certified for flight with few or no redundant fasteners.Systems analysis performed on a composite wing model at the scale of a single-aisle commercial transport aircraft indicated that >20,000 redundant fasteners per wing could be eliminated by implementing the AERoBOND joining method. A total weight reduction of 15% was predicted in a wing box by eliminating fasteners and thinning components that must no longer support localized fastener loads and accommodate fastener dimensions. Interlaminar shear fracture toughness measured by the end-notched flexure test was greater than 1 kJ/m2 (nearly 140% of the co-cured benchmark property), which is greatly in excess of the project goals for mechanical properties. Testing was planned to measure interlaminar tensile fracture toughness as well as interlaminar tensile and shear strengths using the same AERoBOND configuration, but was delayed due to closure of LaRC facilities during the COVID-19 pandemic. The AERoBOND process model is partially validated and available for experimental use. It allows the user to input AERoBOND process parameters such as material composition, laminate configuration, and cure cycle to predict the final cure state of the AERoBOND joint. A preliminary, multi-scale material model was developed to predict AERoBOND joint mechanical properties (stiffness and strength) based on the cure state of the joint provided by the process model. The timing for transition of this technology within NASA is excellent as NASA initiates new enduring projects to address composites manufacturing rate challenges. AERoBOND technology is well suited to AAVP/AATT objectives for rapid manufacturing of a composite wing. A minimal effort (1 FTE/$15k procurement/0 WYE) is proposed in FY21 to continue a minor mechanical testing effort and maintain a SAA with ASX composites to develop commercial quality prepreg material. An RFI with the composites industry is suggested to quantify the technology gap between the current TRL and the TRL needed for transition to industry. A moderate effort [3-4 FTE/$150k/1 WYE (~$115k)] is proposed in FY22 for the “high rate composites manufacturing” project currently in planning. The partnership with ASX Composites will be expanded to produce material for sub-element/element-scale “panel-off” activities. Industry partnerships with airframe manufacturers is an expected component to explore damage tolerance and environmental stability. Further development of multi-scale modeling tools (process model, meso-scale model, and molecular model) is planned to enhance and deliver tools for rapid manufacturing infusion.

Frank Louis Palmieri↗

NASA NTRS2014

Expansion of the Real-time Sport-land Information System for NOAA/National Weather Service Situational Awareness and Local Modeling Applications

The NASA Short-term Prediction Research and Transition (SPoRT) Center has been running a real-time version of the Land Information System (LIS) since summer 2010 (hereafter, SPoRTLIS). The real-time SPoRT-LIS runs the Noah land surface model (LSM) in an offline capacity apart from a numerical weather prediction model, using input atmospheric and precipitation analyses (i.e., "forcings") to drive the Noah LSM integration at 3-km resolution. Its objectives are to (1) produce local-scale information about the soil state for NOAA/National Weather Service (NWS) situational awareness applications such as drought monitoring and assessing flood potential, and (2) provide land surface initialization fields for local modeling initiatives. The current domain extent has been limited by the input atmospheric analyses that drive the Noah LSM integration within SPoRT-LIS, specifically the National Centers for Environmental Prediction (NCEP) Stage IV precipitation analyses. Due to the nature of the geographical edges of the Stage IV precipitation grid and its limitations in the western U.S., the SPoRT-LIS was originally confined to a domain fully nested within the Stage IV grid, over the southeastern half of the Conterminous United States (CONUS). In order to expand the real-time SPoRT-LIS to a full CONUS domain, alternative precipitation forcing datasets were explored in year-long, offline comparison runs of the Noah LSM. Based on results of these comparison simulations, we chose to implement the radar/gauge-based precipitation analyses from the National Severe Storms Laboratory as a replacement to the Stage IV product. The Multi-Radar Multi-Sensor (MRMS; formerly known as the National Mosaic and multi-sensor Quantitative precipitation estimate) product has full CONUS coverage at higher-resolution, thereby providing better coverage and greater detail than that of the Stage IV product. This paper will describe the expanded/upgraded SPoRT-LIS, present comparisons between the original and upgraded SPoRT-LIS, and discuss the path forward for future collaboration opportunities with SPoRT partners in the NWS.

Case, Jonathan L.↗

NASA NTRSDate not supplied

Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP)

Aircraft in oceanic and remote non-radar airspace frequently fly for extended periods of time in the same direction, at the same time, along similar flight paths as other aircraft. Since there is no radar surveillance, controllers use procedural separation to ensure that aircraft remain separated. Procedural separation distances are typically larger than radar separation distances and as a result aircraft operating in oceanic airspace are sometimes held at non-optimal flight levels due to conflicting traffic at intervening flight levels. Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedures (ITP) were developed to enable flight level change maneuvers that would otherwise not be possible with current procedural separation standards. Aircraft operators choosing to equip with an ADS-B transceiver and an appropriate onboard decision support system would be able to take advantage of these procedures when operating in proximity to aircraft equipped with a suitable ADS-B transmitter (“ADS-B Out”). The ability to perform in-trail maneuvers to achieve more time at optimum altitudes could result in more efficient and predictable flight profiles thereby saving fuel and in some cases allowing operators to make beneficial operational decisions. NASA first began developing ADS-B ITP in 2003 as a result of a desire to develop methodologies, concepts, and procedures to reduce separation requirements for future air transportation systems using airborne ADS-B. The objectives were to provide insight into the details necessary to reduce separation requirements for the future and to develop applications that could provide incentives for operators to voluntarily equip with transformational technologies. From 2003 to 2008, NASA conducted research that supported the development of ITP including batch simulations, human-in-the-loop experiments and avionics and separation standards development. This research showed enough maturity and benefit that in 2008, the FAA Surveillance and Broadcast Services (SBS) program adopted ADS-B ITP as one of their three key, near-term applications to make use of ADS-B-In. The FAA developed an agreement with NASA to transition the technology and established an FAA project for the purpose of performing an operational trial of ADS-B ITP in revenue service in the summer of 2011. The objectives of the project are to a) validate the operational performance and economic benefits of ITP; and b) develop and validate ADS-B ITP Minimum Operational Performance Specifications (MOPS) material. As a part of this project, the FAA established agreements with United Airlines and Honeywell. The agreements include the work necessary for the development, certification and installation of onboard systems for twelve United Airlines 747-400s. ITP system development is nearly complete and certification activities are underway. The FAA project has also been working with Oakland Oceanic Control Center (ZOA) and the FAA’s Oceanic and Offshore Operations Office to develop controller procedures and safety analyses that are required to support the flight trial. The FAA has also been working on the development of an ITP Operational Specification that should be approved this April. The presentation will cover some of the key aspects of the development, challenges, and integration required to successfully transition ADS-B ITP from a concept in 2003 to flight trials in revenue service in 2011.

Kenneth M Jones↗

DOE OSTI2023

Revisiting the pseudo-supercritical path method: An improved formulation for the alchemical calculation of solid–liquid coexistence

Alchemical free energy calculations via molecular dynamics have been applied to obtain thermodynamic properties related to solid–liquid equilibrium conditions, such as melting points. In recent years, the pseudo-supercritical path (PSCP) method has proved to be an important approach to melting point prediction due to its flexibility and applicability. In the present work, we propose improvements to the PSCP alchemical cycle to make it more compact and efficient through a concerted evaluation of different potential energies. The multistate Bennett acceptance ratio (MBAR) estimator was applied at all stages of the new cycle to provide greater accuracy and uniformity, which is essential concerning uncertainty calculations. In particular, for the multistate expansion stage from solid to liquid, we employed the MBAR estimator with a reduced energy function that allows affine transformations of coordinates. Free energy and mean derivative profiles were calculated at different cycle stages for argon, triazole, propenal, and the ionic liquid 1-ethyl-3-methyl-imidazolium hexafluorophosphate. Comparisons showed a better performance of the proposed method than the original PSCP cycle for systems with higher complexity, especially the ionic liquid. Furthermore, a detailed study of the expansion stage revealed that remapping the centers of mass of the molecules or ions is preferable to remapping the coordinates of each atom, yielding better overlap between adjacent states and improving the accuracy of the methodology.

25 ENERGY STORAGE↗

NASA NTRSDate not supplied

Urban Air Mobility Noise: Current Practice, Gaps, and Recommendations

AN Air Mobility (UAM) is an opportunity for aviation to improve transportation systems across the world. Representative UAM vehicle attributes include electrical vertical takeoff and landing (eVTOL) vehicles that can accommodate up to 6 passengers (or equivalent cargo), are possibly autonomous, perform missions of up to 100 nautical miles at altitudes up to 3000 ft. above ground level, have flight speeds up to 200 knots, and weigh between 800 and 8000 pounds. Along with the many anticipated benefits, there will be noise issues that need to be addressed. In 2018, NASA formed an Urban Air Mobility Noise Working Group (UNWG) to assemble noise experts from industry, universities and government agencies to identify, discuss, and address UAM noise issues. This oral presentation summarizes technology gaps and goals associated with four areas of interest: Tools & Technologies, Ground & Flight Testing, Human Response & Metrics, and Regulation & Policy, and is drawn from a draft white paper [1] by the same title. Tools & Technologies include noise prediction tools and noise reduction technologies that have been developed for conventional rotorcraft and fixed-wing vehicles that may be applicable or need to be modified for UAM. Prediction tools need to be able to account for variable speed rotors and other temporal variation effects that impact community noise. A reprioritization of noise sources needs to be done since UAM vehicles include multiple rotors/propellers, often in proximity to one another and/or the airframe, with dynamic transition, and new noise sources such as electric motors or hybrid-electric propulsion. Scattering and propagation methods need to be developed that include the vehicle components and surfaces near a receiver such as buildings and vertiports. Validation databases are needed to quantify prediction uncertainties. Prediction tools used to evaluate community noise will need source models appropriate for a wide range of UAM vehicles. Existing noise reduction technologies need to be evaluated and new noise reduction technologies should be developed in anticipation of future noise requirements. Although the prediction and treatment of interior cabin noise is a secondary goal, it is recognized that new tools and methods may be needed due to the uniqueness of the vehicle design and the presence of both acoustic and structure-borne loads. Ground & Flight Testing has been a critical part of validating noise reduction technologies and verifying that an air vehicle is ready for certification. UAM vehicles introduce new challenges for test procedures such as different source noise directivity, unsteady sources due to maneuvers, and a variety of takeoff and approach trajectories. The operating environment will be more complex than current aircraft with the introduction of vertiports in populated areas with “urban canyons” making reflections an important part of noise prediction and annoyance. It is expected that new test procedures and measurement methods will be necessary. Consideration will need to be given for both piloted and autonomous operations. Human Response & Metrics may be very different for UAM noise compared to current experience with airport noise. Current metrics used to certify rotorcraft and fixed-wing aircraft may not be as useful for evaluating UAM noise. Operations at lower altitudes may influence annoyance. Psychoacoustic and community testing will be needed to quantify annoyance and assess appropriate metrics. In addition to conventional noise level metrics, considerations such as audibility and temporal variation of the sound may be required. Differences between indoor or outdoor exposure will have an impact with dependence on urban and residential flight paths. Aircraft noise is currently regulated at a national level and typically involves partnerships with the industry to establish regulations. Regulators realize that current policies and procedures may not be appropriate for some of the emerging air vehicles and new procedures may be needed to address UAM noise. Development of new policies and procedures are needed so that local communities do not hastily attempt to establish their own restrictions that will both limit growth of the market and create an inconsistent and confusing regulatory environment. To expedite this development, it is crucial early measurement data are shared through partnership arrangements to support both noise certification and noise modeling/noise assessment. At the same time, an effective engagement strategy should be developed to address local community noise issues associated with UAM vehicles and flight operations as they arise.

urban air mobility↗

NASA NTRS2014

Control and Non-Payload Communications Generation 1 Prototype Radio Flight Test Report

Unmanned aircraft (UA) represent a new capability that will provide a variety of services in the Government (public) and commercial (civil) aviation sectors. The growth of this potential industry has not yet been realized because of the lack of a common understanding of what is required to safely operate Unmanned Aircraft Systems in the National Airspace System (UAS in the NAS). The desire and ability to fly UA is of increasing urgency. The application of UA to perform national security, defense, scientific, and emergency management are driving the critical need for less restrictive access by UA to the NAS. Existing Federal Aviation Regulations, procedures, and technologies do not allow routine UA access to the NAS. Access to the NAS is hampered by challenges such as the lack of an onboard pilot to see and avoid other aircraft; the ability of a single pilot or operator to control multiple UA; the reliance on command and control (C2) links; the altitudes, speeds, and duration at which the aircraft fly; and the wide variation in UA size and performance. NASA is working with other Government agencies to provide solutions that reduce technical barriers and make access to the NAS routine. This goal will be accomplished through system-level integration of key concepts, technologies, or procedures and through demonstrations of these integrated capabilities in an operationally relevant environment. This project provides an opportunity to transition the acquired empirical data and knowledge to the Federal Aviation Administration and other stakeholders to help them define the requirements for routine UA access to the NAS.Radio communications channels for UA are currently managed through exceptions and use either Department of Defense frequencies for line-of-sight (LOS) and satellite-based communications links, low-power LOS links in amateur bands, or unlicensed Industrial/Scientific/Medical (ISM) frequencies. None of these frequency bands are designated for safety and regularity of flight. Only recently has radiofrequency (RF) spectrum been allocated by the International Telecommunications Union specifically for commercial UA C2, LOS communication (L-Band: 960 to 1164 MHz, and C-Band: 5030 to 5091 MHz). The safe and efficient integration of UA into the NAS requires the use of protected RF spectrum allocations and a new data communications system that is both secure and scalable to accommodate the potential growth of these new aircraft. Data communications for UA-referred to as control and non-payload communications (CNPC)-will be used to exchange information between a UA and a ground station (GS) to ensure safe, reliable, and effective UA flight operation. The focus of this effort is on validating and allocating new RF spectrum and data link communications to enable civil UA integration into the NAS. Through a cost-sharing cooperative agreement with Rockwell Collins, Inc., the NASA Glenn Research Center is exploring and performing the necessary development steps to realize a prototype UA CNPC system. These activities include investigating signal waveforms and access techniques, developing representative CNPC radio hardware, and executing relevant testing and validation activities. There is no intent to manufacture the CNPC end product, rather the goals are to study, demonstrate, and validate a typical CNPC system that will allow safe and efficient communications within the L-Band and C-Band spectrum allocations. The system is addressing initial "seed" requirements from RTCA, Inc., Special Committee 203 (SC-203) and is on a path to Federal Aviation Administration certification. This report provides results from the flight testing campaign of the Rockwell Collins Generation 1 prototype radio, referred hereafter as the "radio." The radio sets operate within the 960- to 977-MHz frequency band with both air and ground radios using identical hardware. Flight tests involved one aircraft and one GS. Results include discussion of aircraft flight paths and associated radio performance.

Shalkhauser, Kurt A.↗

NASA NTRSDate not supplied

Aerocapture Trajectory Design for Uranus Orbiter

Introduction: The recently released National Academies Planetary Science and Astrobiology Decadal Survey 2023-2032 [1] identified the Ice Giants as the top priority science destination. While the survey acknowledged the potential for either a Uranus Orbiter and Probe (UOP) mission or a Neptune-Triton Odyssey mission, it ultimately identified the former as the highest priority new flagship mission. UOP missions calls for a launch window of opportunity between 2031-2038 with 12-15 year interplanetary cruise time along with a fully-propulsive Uranus Orbit Insertion burn on the order of a few km/s. However, a mission to Uranus with the same science payload could utilize aerocapture for orbit insertion to achieve both a significant reduction in the interplanetary cruise time and reduction in propulsive burn costs. Why Aerocapture: Aerocapture is a promising propellant and time-saving orbital insertion technique for planetary destinations with an atmosphere. Although not flight-proven, previous aerocapture systems studies in the literature have demonstrated both the validity and robustness of the technique at various planetary destinations. With respect to the Ice Giant planets, Neptune has seen more of the analysis in the literature. For science missions at Neptune, aerocapture can enable 1.4 times more delivered mass to orbit than an all-propulsive mission for the same launch vehicle while reducing interplanetary cruise times by more than 3 years [2] Additionally with modern guidance and control, Neptune aerocapture with blunt-body aeroshells is realizable [3][4]. There are limited papers in the literature investigating Uranus aerocapture with those available providing a preliminary feasibility assessment [5]. Consequently, the two-year funded NASA Space Technology Mission Directorate (STMD)-funded project, titled Aerocapture System as an Enabling Technology for Ice Giants Missions, aims to mature the analysis and technology state of Uranus aerocapture. Trajectory Design: This paper presents the current state of the trajectory design in support of the new aerocapture project. The project design philosophy is inspired from recent Neptune aerocapture studies, which employed modern guidance and control, in the sense that blunt-body aeroshells are analyzed. An assessment of the theoretical flight path angle corridor width is conducted for a range of ballistic coefficients and lift-to-drag ratios for both Space Launch System and Falcon Heavy Launch Vehicle interplanetary trajectory solutions. The results from the corridor width assessment provide an assessment of the aerocapture design-space and qualitative metrics on trajectory design considerations. The Program to Optimize Simulated Trajectories II (POST2) is utilized to run Monte Carlo simulations of Uranus aerocapture three-degree-of-freedom bank angle modulated trajectories using a closed-loop numerical-predictor corrector guidance algorithm. UranusGRAM 2021 is utilized as the atmospheric model [6]. A Uranus-developed aerodatabase, originally derived from Mars Science Laboratory (MSL), is utilized to provide vehicle aerodynamics over a wide range of hypersonic flow regimes. A MSL-derived 70 deg 4.5m diameter sphere-cone aeroshell that houses the UOP payload mass is assumed. Robustness testing and performance analysis is conducted, including the assessment of entry state errors, atmosphere density variations, and aerodynamic dispersions. Post-aerocapture Delta-V and aerothermal statistics are formulated into propellant mass and TPS requirements. The results presented in the paper will demonstrate the trajectory viability of Uranus aerocapture. Preliminary Results: Preliminary trajectory design results indicates successful Uranus aerocapture with a blunt-body aeroshell housing the same payload mass as the UOP mission from an Earth-to-Uranus interplanetary trajectory arriving in less than 7 years. From this interplanetary trajectory, aerocapture provides an orbit insertion Delta-V capability of 6.9 km/s requiring less than 300 m/s for post-aerocapture correction burns (15% of wet mass allocated to propellant). To put this into perspective, the UOP study utilized an Earth-to-Uranus trajectory that arrives in 13 years and requires more than 1000 m/s for fully-propulsive orbit insertion (40% of wet mass allocated to propellant). Achieving the same 6.9 km/s Delta-V capability fully-propulsively is mass prohibitive (97% of wet mass allocated to propellant). Nevertheless, aerocapture has the potential to reduce interplanetary transit times to Uranus by half while delivering the same payload mass to orbit in a reduced propellant mass footprint.

Rohan Deshmukh↗

NASA NTRS2000

What we Hope to Learn about Global Mineral Dust Aerosols from EOS Multi-Angle Imaging SpectroRadiometer (MISR)

On global scales, just a few broad atmospheric aerosol compositional groups are commonly observed. Of these, "mineral dust" is the only group which both contains non-spherical particles, and typically has size distributions with enough large particles for particle shape to affect its visible-light-scattering properties. The MISR instrument is scheduled for launch into a 10:30 AM sun-synchronous, polar orbit aboard the EOS Terra satellite in 1999. MISR will measure the upwelling visible radiance from Earth in 4 spectral bands centered at 446, 558, 672, and 866 nm, at each of 9 emission angles spread out in the forward and aft directions along the flight path at +/-70.5 deg, +/-60.0 deg, +/-45.6 deg, +/-26.1deg, and nadir. Over a period of 7 minutes, as the spacecraft flies along, a 360 km wide swath of Earth will successively be viewed by each of the cameras, allowing MISR to sample a very large range of scattering angles; in mid latitudes, the instrument will observe scattering angles between about 60 deg and 160 deg. Global coverage will be acquired about once in 9 days at the equator; the nominal mission lifetime is 6 years. The distinction in single scattering phase function between natural distributions of spherical and randomly oriented, non-spherical particles, with a broad range of aspect ratios, shows up strongly for scattering angles ranging from about 90 deg to near 180 deg. For non-spherical particle distributions, single scattering phase functions tend to be much flatter in this region than for spherical particles. Since MISR samples the relevant range of scattering angles very well, we expect to be able to make critical distinctions between natural distributions of spherical and randomly oriented, non-spherical particles with MISR data. We anticipate that the new multiangle, multispectral data from MISR will also contain other information about particle properties, a major step beyond current spacecraft remote sensing retrievals, which obtain aerosol optical depth based on entirely assumed particle microphysical properties. According to simulations over cloud-free, calm ocean, for pure particles with natural ranges of optical depth, particle size, and indices of refraction, MISR should retrieve column optical depth for all but the darkest particles, to an uncertainty of at most 0.05 or 20%, whichever is larger, even if the particle properties are poorly known. For one common particle type, soot, constraints on the optical depth over dark ocean are very poor. The simulated measurements also should allow us to separate two to four compositional groups based on indices of refraction, and to identify three to four distinct size groups between 0.1 and 2.0 microns characteristic radius at most latitudes. The technique is most sensitive to particle microphysical properties in the "accumulation mode" sizes. where particle scattering undergoes the transition from Rayleigh to large-particle regimes for the MISR wavelengths. Based on these results, we expect to distinguish air masses containing different aerosol types, routinely and globally, with multiangle remote sensing data. Such data complements in situ and field data, which can provide details about aerosol size and composition locally that are needed to assess the radiative effects of aerosols quantitatively. Both field data and correlations in space and time with likely source and sink regions will also be helpful in developing a global picture of mineral dust aerosol budgets. Further work on the expected sensitivity of MISR to natural mixtures of pure particles, including climatologically likely mineral dust components, is currently underway.

Kahn, Ralph↗

DOE OSTI2025

Molecular axis distribution moments in ultrafast transient absorption spectroscopy: A path toward ultrafast quantum state tomography

In ultrafast time-resolved experiments with gas phase molecules, the alignment of the molecular axis relative to the polarization of the interacting laser pulses plays a crucial role in determining the dynamics following this light–matter interaction. The molecular axis distribution is influenced by the interacting pulses and is intrinsically linked to the electronic coherences of the excited molecules. However, in typical theoretical calculations of such interactions, the signal is either calculated for a single molecule in the molecular frame or averaged over all possible molecular orientations to compare with the experiment. Such averaging removes information about anisotropy in the molecular-axis distribution, even though anisotropic contributions can play a significant role in the measured experimental signal. Here, we calculate the laboratory frame transient electronic first-order polarization [P (1) ] spectra in terms of separated molecular frame and laboratory frame quantities. The laboratory frame polarizations are compared with orientation-averaged quantum master equation calculations, demonstrating that orientation-averaging captures only the isotropic contributions. We show that our formalism also allows us to evaluate the anisotropic contributions to the spectrum. Lastly, we discuss the application of this approach to achieve ultrafast quantum state tomography using transient absorption spectroscopy and field observables in nonlinear spectroscopy.

74 ATOMIC AND MOLECULAR PHYSICS↗