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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 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Delayed fertilization of anuran amphibian (Xenopus) eggs leads to reduced numbers of primordial germ cells

Several media were tested for the extent to which they promoted high fertilization efficiencies in ovulated, stripped Xenopus eggs. One medium was selected for maintaining eggs in a 'delayed fertilization' (DelF) condition. DelF eggs displayed several unusual characteristics, including shift of the center of gravity, prominent sperm entrance site, and occasional polyspermy. The frequency of normal pattern formation varied according to the length of time eggs were maintained in the DelF condition. Various developmental abnormalities were observed during gastrulation, neurulation, and organogenesis. Most abnormalities appeared, however, to be related to morphogenesis of the endoderm. Primordial germ cell (PGC) development was examined in DelF eggs which displayed normal external morphological features at the swimming tadpole stage. PGC counts were usually normal in short-duration (eg, 5 hr) DelF eggs, but frequently substantially reduced or completely diminished in longer-duration (eg, 25h) tadpoles. Six spawnings were compared and shown to exhibit considerable variability in fertility, morphogenesis, and PGC development. Yolk platelet shifts and developmental parameters were examined in two additional spawnings. The subcortical cytoplasm in which the germ plasm is normally localized appeared to be disrupted in longer duration DelF eggs. That observation may account for low PGC counts in DelF tadpoles.

NASA Discipline Number 40-20↗
NASA NTRS1962

Comparison of the Effectiveness of Flares With That of Fins for Stabilizing Low Fineness Ratio Bodies at Mach Numbers From 0.6 to 5.8

An experimental and analytical investigation has been made of the effectiveness of flares and of fins for providing aerodynamic stability of low-fineness-ratio bodies near zero angle of attack. Wind-tunnel tests were performed at Mach numbers from 0.6 to 3.8 to measure the normal force, center of pressure, and drag of bodies consisting of conical noses in combination with cylindrical midsections and finned or flared aftersections. This study included an investigation of the effects of nose bluntness, midbody length, flare angle (from 0° to 20°), and fin leading-edge bluntness. The results showed that for the same plan-form area, flares were more effective than fins, but for the same drag, fins were more effective than flares. Flow separation, which occurred ahead of a flare at certain Mach numbers, resulted in an increase in the stabilizing effectiveness of the flare and a decrease in the drag. However, flow separation led to large undesirable shifts in the center of pressure. Blunt fins were found to be more effective than sharp fins, with the vertical as well as the horizontal fins contributing to the effectiveness. Comparisons of the analytical with the experimental results indicated that the analytical method employed gave good estimates of the stabilizing effectiveness of both fins and flares throughout the supersonic Mach number range.

Leland H Jorgensen↗
DOE OSTI2022

Effect of single atom Platinum (Pt) doping and facet dependent on the electronic structure and light absorption of Lanthanum Titanium Oxide (La 2 Ti 2 O 7 ): A Density Functional Theory study

Charge generation and separation are two key processes for semiconductor photocatalysis. Here, we use Pt as a single atom catalyst to systematically examine the facet-dependent electronic band structure and light absorption of the layered perovskite-type wide-gap semiconductor, lanthanum titanium oxide (La 2 Ti 2 O 7 , LTO) by means of density functional theory simulations. In this study, it is found that single Pt atom doping of different LTO surfaces (here, (100), (101) and (001)) can not only create states in the bandgap that would promote the formation of recombination centers, but also shift the optical absorption edge to the visible region. Interestingly, the Pt doping forms a heterojunction, with the valence band maximum consisting of Pt states and the conduction band minimum consisting of LTO states, respectively. To study the facet dependent surface activity, acetic acid (CH 3 COOH) was used as a model molecule to investigate the adsorption and charge transfer on the (101), (100) and (001) Pt-LTO surface facets. The results show that the (101) facet could enable stronger adsorption of CH 3 COOH by promoting more electron transfer during the interfacial interaction. Our theoretical findings aim to promote the design and optimization of the single atom catalysts (SACs) for photocatalytic applications and other broad catalysis systems.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2026

EmissionsFlexibility

Software to calculate the how changes in electricity consumption change the generator which provides the electricity. This is applied to find how load shifting (e.g. data centers) impact the carbon emissions of the power grid.

Rhodes, Noah↗
NASA NTRS1981

Cornering characteristics of the nose-gear tire of the space shuttle orbiter

An experimental investigation was conducted to evaluate cornering characteristics of the 32 x 8.8 nose gear tire of the space shuttle orbiter. Data were obtained on a dry concrete runway at nominal ground speeds ranging from 50 to 100 knots and over a range of tire vertical loads and yaw angles which span the expected envelope of loads and yaw angles to be encountered during space shuttle landing operations. The cornering characteristics investigated included side and drag forces and friction coefficients, aligning and overturning torques, friction force moment arm, and the lateral center of pressure shift. Results of this investigation indicate that the cornering characteristics of the space shuttle nose gear tire are insensitive to variations in ground speed over the range tested. The effects on cornering characteristics of variations in the tire vertical load and yaw angle are as expected. Trends observed are consistent with trends observed during previous cornering tests involving other tire sizes.

Vogler, W. A.↗
NASA NTRS1980

Integrated application of active controls (IAAC) technology to an advanced subsonic transport project. Initial ACT configuration design study

The initial ACT configuration design task of the integrated application of active controls (IAAC) technology project within the Energy Efficient Transport Program is summarized. A constrained application of active controls technology (ACT) resulted in significant improvements over a conventional baseline configuration previously established. The configuration uses the same levels of technology, takeoff gross weight, payload, and design requirements/objectives as the baseline, except for flying qualities, flutter, and ACT. The baseline wing is moved forward 1.68 m. The configuration incorporates pitch-augmented stability (which enabled an approximately 10% aft shift in cruise center of gravity and a 45% reduction in horizontal tail size), lateral/directional-augmented stability, an angle of attack limiter, wing load alleviation, and flutter mode control. This resulted in a 930 kg reduction in airplane operating empty weight and a 3.6% improvement in cruise efficiency, yielding a 13% range increase. Adjusted to the 3590 km baseline mission range, this amounts to 6% block fuel reduction and a 15.7% higher incremental return on investment, using 1978 dollars and fuel cost.

Source record↗
NASA NTRS1981

Analysis of data from a wind tunnel investigation of a large-scale model of a highly maneuverable supersonic V/STOL fighter - STOL configuration

The surface pressure and thermal characteristics of a large-scale model of a highly maneuverable supersonic fighter with STOL capability are described. The 7.28 m span model is powered by two J-97 turbojets, operated at 9340 N thrust. It combines upper-surface and spanwise blowing to augment the lift characteristics over a wide angle-of-attack range. The most significant feature of the fighter's flow field is the leading edge vortex that forms at low alphas, grows stronger, and moves inboard as alpha is increased. Upper surface blowing enhanced the lift on the wing in both stalled and unstalled areas significantly, while generating only a modest aft shift in the center of pressure. Lift gains were greatest at high alphas and with the flap deflected. Spanwise blowing was most significant at angles-of-attack greater than 8 deg, when the jet strengthened the vortex. The 1100 F spanwise blowing jet mixed very rapidly with the wing flow field, creating a maximum temperature rise of only 300-350 F. A comparison of small-scale and large-scale model wing pressure characteristics showed similar trends created by upper surface blowing, while spanwise blowing characteristics differed considerably. Force data correlated well with semi-empirical predictions for gross thrust coefficients less than 1.0.

Falarski, M. D.↗
NASA NTRS1982

Delay-Doppler radar observations of Saturn's rings

Delay-Doppler observations at 12.6 cm which have been used to estimate the relative radar reflectivities of Saturn's classical ring sections show that the A and B rings are responsible for most of the radar echo, and that the average radar reflectivity per unit of projected area of the A ring is 90% as large as the B ring. No firm evidence is found for radar backscattering from particles interior to the B ring, exterior to the A ring, of from the planet itself. Unexpectedly large amounts of power at Doppler shifts near the center of the echo spectrum, which had been reported at 3.5 and 12.6 cm for ring plane tilt angles greater than 24.4 deg are not apparent in spectra for those wavelengths obtained at ring plane tilt angles smaller than 21.4 deg.

Ostro, S. J.↗
NASA NTRS1981

Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project: Wing planform study and final configuration selection

The Wing Planform Study and Final Configuration Selection Task of the Integrated Application of Active Controls (IAAC) Technology Project within the Energy Efficient Transport Program is documented. Application of Active Controls Technology (ACT) in combination with increased wing span resulted in significant improvements over the Conventional Baseline Configuration (Baseline) and the Initial ACT Configuration previously established. The configurations use the same levels of technology, takeoff gross weight, and payload as the Baseline. The Final ACT Configuration (Model 768-107) incorporates pitch-augmented stability (which enabled an approximately 10% aft shift in cruise center of gravity and a 44% reduction in horizontal tail size), lateral/directional-augmented stability, an angle-of-attack limiter, and wing-load alleviation. Flutter-mode control was not beneficial for this configuration. This resulted in an 890 kg (1960 lb) reduction in airplane takeoff gross weight and a 9.8% improvement in cruise lift/drag. At the Baseline mission range (3589 km 1938 nmi), this amounts to 10% block-fuel reduction. Results of this task strongly indicate that the IAAC Project should proceed with the Final ACT evaluation, and begin the required control system development and test.

Source record↗
NASA NTRS1981

Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project: Wing planform study and final configuration selection

This report summarizes the Wing Planform Study Task and Final Configuration Selection of the Integrated Application of Active Controls (IAAC) Technology Project within the Energy Efficient Transport Program. Application of Active Controls Technology (ACT) in combination with increased wing span resulted in significant improvements over the Conventional Baseline Configuration (Baseline) and the Initial ACT Configuration previously established. The configurations use the same levels of technology (except for ACT), takeoff gross weight, and payload as the Baseline. The Final ACT Configuration (Model 768-107) incorporates pitch-augmented stability (which enabled an approximately 10% aft shift in cruise center of gravity and a 45% reduction in horizontal tail sizes), lateral/directional-augmented stability, an angle-of-attack limiter, and wing-load alleviation. Flutter-mode control was not beneficial for this configuration. This resulted in an 890 kg (1960 lb) reduction in airplane takeoff gross weight and a 9.8% improvement in cruise lift/drag. At the Baseline mission range (3590 km) (1938 nmi), this amounts to 10% block fuel reduction. Good takeoff performance at high-altitude airports on a hot day was also achieved. Results of this task strongly indicate that the IAAC Project should proceed with the Final ACT evaluation and begin the required control system development and testing.

Source record↗
NASA NTRS1985

Oblique wing ready for research aircraft

Performance features and possible design configurations for oblique wings which would lower the supersonic drag characteristics of fighter aircraft are described. The oblique shape reduces wave drag in proportion to the wing length, and can achieve reductions by factors of 4-16. Variable sweep would be accompanied by fuel pumping to maintain an acceptable center of gravity and tail loading. The lift forces remain balanced and thus remove fuselage loads considerations. Extra tail loading to handle longitudinal moments of center-of-lift shifts with variable sweep aircraft are also eliminated. However, oblique wings couple the roll, pitch and yaw axes and require digital controls to provide balancing forces. NASA has initiated a four phase design, construction and flight test program to examine the flight envelope of oblique wings on the F-8 aircraft.

Gregory, T.↗
NASA NTRS1987

Frequency stabilization in injection controlled pulsed CO2 lasers

Longitudinal mode selection by injection has been demonstrated as a viable technique for tailoring a TEA-CO2 laser with pulse energies of a Joule or greater to fit the requirements of a coherent lidar transmitter. Once reliable generation of single-longitudinal-mode (SLM) pulses is obtained, one can study the intrapulse frequency variation and attempt to determine the sources of frequency sweeping, or chirp. These sources include the effect of the decaying plasma, the thermal gradient due to the energy dissipation associated with the laser mechanism itself, and the pressure shift of the center frequency of the laser transition. The use of the positive-branch unstable resonator as an efficient means of coupling a discharge with transverse spatial dimensions of the order of centimeters to an optical cavity mode introduces another concern: namely, what can be done to emphasize transverse mode discrimination in an unstable resonator cavity while maintaining high coupling efficiency. These issues are briefly discussed in the paper, and representative experimental examples are included.

Menzies, Robert T.↗
NASA NTRS1987

Frequency stabilization and transverse mode discrimination in injection-seeded unstable resonator TEA CO2 lasers

Longitudinal mode selection by injection has been demonstrated as a viable technique for TEA-CO2 lasers with pulse energies of a Joule or greater. Once reliable generation of single-longitudinal-mode (SLM) pulses is obtained, the characteristics and the causes of intrapulse frequency variation can be studied. These include the effect of the decaying plasma, the thermal gradient due to the energy dissipation associated with the laser mechanism itself, and the pressure shift of the center frequency of the laser transition. The use of the positive-branch unstable resonator as an efficient means of coupling a discharge with large spatial dimensions to an optical cavity mode introduces another concern: namely, what can be done to emphasize transverse mode discrimination in an unstable resonator cavity while maintaining high coupling efficiency. These issues are discussed in this paper, and relevant experimental results are included.

Ancellet, G. M.↗
NASA NTRS1990

Calculation of real-gas effects on airfoil aerodynamic characteristics

The effects of high temperature thermochemical phenomena on the aerodynamic characteristics at hypersonic speeds are calculated for two-dimensional airfoils in air. The calculations are performed on an airfoil similar to that used for the Space Shuttle Orbiter, and ellipses of thickness ratios varying between 5 and 15 percent. For the airfoil, one flight condition is considered. For the ellipses, the calculations are carried out over a range of chord lengths, flight velocities, flight altitudes, and angles of attack. It is shown that the lift and drag coefficients are consistently reduced by the thermochemical phenomena, and that the behavior can be represented by a specific heat ratio value less than 1.4. The center of pressure shifts forward due to the thermochemical phenomena, but its extent is sensitively affected by the geometry and angle of attack and cannot be represented by a fixed specific heat ratio. The calculated results are in qualitative agreement with the data obtained during the entry flights of the Space Shuttle vehicle.

Park, Chul↗
NASA NTRS1952

Longitudinal Stability and Drag Characteristics at Mach Numbers from 0.70 to 1.37 of Rocket-propelled Models Having a Modified Triangular Wing

A modified triangular wing of aspect ratio 2.53 having an airfoil section 3.7 percent thick at the root and 5.98 percent thick at the tip was designed in an attempt to improve the lift and drag characteristics of triangular wings. Free-flight drag and stability tests were made using rocket-propelled models equipped with the modified wing. The Mach number range of the test was from 0.70 to 1.37. Test results indicated the following: The lift-curve slope of wing plus fuselage approaches the theoretical value of wing alone at supersonic Mach numbers. The drag coefficient, based on total wing area, for wing plus interference was approximately 0.0035 at subsonic Mach numbers and 0.0080 at supersonic Mach numbers. The maximum shift in aerodynamic center for the complete configuration was 14 percent in the rearward direction from the forward position of 51.5 percent of mean aerodynamic chord at subsonic Mach numbers. The variation of lift and moment with angle of attack was linear at supersonic Mach numbers for the range of coefficients covered in the test. The high value of lift-curve slope was considered to be a significant result attributable to the wing modifications.

Chapman, Rowe, Jr↗
NASA NTRS1955

An Investigation of the Maximum Lift of Wings at Supersonic Speeds

This report presents the results of an exploratory investigation carried out in the Langley 9-inch supersonic tunnel to determine the maximum lift of wings operating at supersonic speeds. A variety of wing plan forms of random thickness distributions were tested at Mach numbers of 1.55, 1.90, and 2.32 and at Reynolds numbers varying between 0.74 x 10(6) and 0.27 x 10(6) at angles of attack ranging from zero up through the angle at which maximum lift occurred. Subsequent pressure-distribution tests on wings of triangular and rectangular plan forms were made at a Mach number of 2.40. The results of these tests substantiated the values of maximum lift obtained during the force tests and further showed no appreciable center-of-pressure shift over the entire angle-of-attack range.

Gallagher, James J↗
NASA NTRS1942

The Longitudinal Stability of Flying Boats as Determined by Tests of Models in the NACA Tank II : Effect of Variations in Form of Hull on Longitudinal Stability

Data taken from tests at constant speed to establish trim limits of stability, tests at accelerated speeds to determine stable limits of center of gravity shift, and tests at decelerated speeds to obtain landing characteristics of several model hull forms were used to establish hull design effect on longitudinal stability of porpoising. Results show a reduction of dead rise angle as being the only investigated factor reducing low trim limit. Various methods of reducing afterbody interference increased upper trim limit

Olson, Roland E.↗