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Investigating Material Behavior in Atmospheric Entry Conditions: Arc-Jet Testing Insights from Meteorite Ablation to High-Temperature Coatings.

Arc-jet testing is an indispensable tool in elucidating the complex interactions materials undergo when subjected to the extreme thermal and mechanical stresses of atmospheric entry. By replicating these harsh conditions, arc-jets enable researchers to explore critical phenomena such as ablation, melting, and spallation, generating invaluable data that informs the development of sophisticated, physics-based models. These models are pivotal not only in predicting material performance for spacecraft re-entry systems but also in assessing the threat posed by celestial bodies as they encounter Earth’s atmosphere. One of the leading facilities for such investigations is the Hypersonic Materials Environmental Test System (HyMETS) at NASA’s Langley Research Center. A pioneering test campaign conducted at HyMETS focused on unraveling the ablation mechanisms of an ordinary chondrite meteorite (Tamdakht H5) and a terrestrial analog (basalt). These studies unveiled distinct material behaviors: Tamdakht demonstrated a remarkably stable melt flow, with mass loss primarily driven by the volatilization of elements such as iron and sodium, whereas basalt exhibited more aggressive surface degradation due to the rapid decomposition of hydrated minerals, culminating in significant spallation and surface material ejection. Beyond meteorite analysis, HyMETS has also been integral in the exploration of advanced Thermal Protection Systems (TPS) such as Phenolic Impregnated Carbon Ablator (PICA), a material with extensive flight heritage in missions like Stardust, Mars Science Laboratory, Mars 2020, and Osiris-REx. PICA, when coated with NuSil CV-1144-0—a polysiloxane resin designed to prevent particle shedding—undergoes a remarkable transformation upon heating. The resin pyrolyzes to form a thin, oxidation-resistant silicon oxycarbide layer that profoundly influences the material’s thermal response through a sophisticated four-stage process. Initially, the silicon oxycarbide acts as a formidable barrier, impeding reactive interactions with the PICA char and effectively suppressing surface temperature rise and material recession. However, as the heating persists, the protective layer decomposes via carbothermal reduction, exposing the underlying char, which in turn leads to a dramatic spike in surface temperature and accelerated material erosion. In the final stage, equilibrium is reached, with recession rates aligning with those of the virgin material. This intricate understanding of PICA-NuSil behavior under extreme conditions offers valuable insights, enhancing material response models and advancing the development of next-generation TPS for space exploration.

Chemistry↗

DOE OSTI2025

Simulation and measurement of the dynamic strain response in a prototypical spallation target

The Second Target Station (STS) at the Spallation Neutron Source (SNS) will address emerging scientific challenges by providing a source of intense cold neutrons to instruments optimized for this source. The STS target will use rotating tungsten blocks and will receive 1.3 GeV proton beam pulses from the SNS accelerator at a repetition rate of 15 Hz. The facility life is planned for 40 years, and each target assembly life is expected to be approximately 10 years. An accurate strain prediction is then critical for fatigue life assessment of STS target blocks because they will be subject to approximately 10 8 beam pulses per lifetime. As an R&D activity, the Los Alamos Neutron Science Center (LANSCE) Weapons Neutron Research (WNR) Target 2 (Blue Room) facility was used to test the strain response of prototypical target blocks to the thermal shock of a proton pulse. The blue room was well suited for a pulsed proton beam impact test of subscale STS target blocks; the 800 MeV proton energy is approximately 60 % of the 1.3 GeV proton energy expected from the SNS accelerator to the STS. The LANSCE Proton Storage Ring (PSR) and SNS are both short-pulse proton beam sources with nominal pulse widths of 250 ns and 661 ns, respectively, so the energy deposition in the target occurs in <1 μs pulse duration. Strain measurements on the outer surface of three target blocks (bare tungsten, tantalum-clad tungsten, niobium-clad tungsten) were recorded for comparison against neutronics and structural simulations. In conclusion, this experiment and the supporting simulations satisfied the following primary research goals for the STS target.

Dynamic strain response↗

NASA NTRS2020

Lunar Transient Accelerations White Paper

Recently, the United States announced a plan to return astronauts to the moon by 2024 [8]. Lunar landing (and subsequent Mars landing) architecture was not considered when the current NASA standards and vehicle design requirements for crew injury risk were developed. Therefore a gap exists in protecting the crew in planetary landing scenarios. One of the interesting aspects of this design reference mission (DRM)is the consideration of having the crew stand during dynamic phases of flight. Although this approach was contemplated for the Apollo Lunar Module, current NASA standards do not address design solutions that allow the crew to stand. Currently, NASA uses several tools and associated limits to mitigate crew injury because of dynamic loads. Some of these tools are the Brinkley Dynamic Response Criterion (BDRC) model and Hybrid III Anthropomorphic Test Devices (ATDs) [10]; and these have several limitations for assessing spaceflight loading environments, as well as specific underlying assumptions that may not be applicable in planetary landing vehicles. The BDRC is a simple lumped mass parameter model developed by the U.S. military, and has been used primarily to evaluate injury risk associated with aircraft ejection systems. The model evaluates seat accelerations in each axis to determine injury risk. Because the model treats the human-seat-restraint system as a single system, it is contingent on a restraint system and seat with similar characteristics of the original test data underlying the model. In particular, the model requires a rigid seat with a minimum natural frequency of 15Hz, minimal seat pan padding, side supports, and multipoint harness. The BDRC model uses undamped natural frequency and damping coefficients based on these requirements and any deviations may render the model injury predictions void. In lunar landing, one expects that a minimal or even no seat with minimal restraints will be employed. In this case, the original model parameters are likely to not be applicable. For capsule-based spacecraft returning crew to Earth, the Hybrid III ATD in various sizes also is used to supplement the BDRC. This analytical tool was added to address limitations in the BDRC related to spacecraft landings while wearing a pressure garment and helmet. Although the Hybrid III ATD has additional measurement capability; head, neck,and lumbar spine responses were the only metrics included because of the limitations imposed by the model.Lunar landing acceleration limits must assume the crew is standing during landing, an orientation for which we have limited data.Although the Apollo missions did employ a standing orientation for the crew, much of the data is lost. Therefore data from othersources havebeen examined to inform lunar landing acceleration limits.

Jeffrey T Somers↗

DOE OSTI2022

Effects of variable deceleration periods on Rayleigh-Taylor instability with acceleration reversals

The dynamics of an interfacial flow that is initially Rayleigh-Taylor unstable but becomes statically stable for some intermediate period due to the reversal of the externally imposed acceleration field is studied. We discuss scenarios that consider both single and double-acceleration reversals. The accel-decel (AD) case consists of a single reversal imposed at an instant after the constant acceleration instability has entered a self-similar regime. The layer of mixed fluid ceases to grow upon acceleration reversal, and the dominant mechanics are due to internal wave oscillations. Variation of mass flux and the Reynolds stress anisotropy is observed due to the action of the internal waves. Here, a second reversal of the AD case that is termed as accel-decel-accel, ADA is then explored; the response of the mixing layer is shown to depend strongly on the duration and the periodicity of the Reynolds stress anisotropy of the mixing layer during the deceleration period. We explore the effect of this variable deceleration period after the second acceleration reversal where the flow once again becomes Rayleigh-Taylor unstable based on metrics that include the integral mixing-layer width, bubble and spike amplitudes, mass flux, Reynolds stress anisotropy tensor, and the molecular mixing parameter.

42 ENGINEERING↗

DOE OSTI2021

Benzo[a]pyrene (BaP) metabolites predominant in human plasma following escalating oral micro-dosing with [ 14 C]-BaP

Benzo[a]pyrene (BaP) is formed by incomplete combustion of organic materials (petroleum, coal, tobacco, etc.). BaP is designated by the International Agency for Research on Cancer as a group 1 known human carcinogen; a classification supported by numerous studies in preclinical models and epidemiology studies of exposed populations. Risk assessment relies on toxicokinetic and cancer studies in rodents at doses 5–6 orders of magnitude greater than average human uptake. Using a dose–response design at environmentally relevant concentrations, this study follows uptake, metabolism, and elimination of [ 14 C]-BaP in human plasma by employing UPLC - accelerator mass spectrometry (UPLC-AMS). Volunteers were administered 25, 50, 100, and 250 ng (2.7–27 nCi) of [ 14 C]-BaP (with interceding minimum 3-week washout periods) with quantification of parent [ 14 C]-BaP and metabolites in plasma measured over 48 h. [ 14 C]-BaP median T max was 30 min with C max and area under the curve (AUC) approximating dose-dependency. Marked inter-individual variability in plasma pharmacokinetics following a 250 ng dose was seen with 7 volunteers as measured by the C max (8.99 ± 7.08 ng × mL -1 ) and AUC0-48hr (68.6 ± 64.0 fg × hr -1 × mL -1 ). Approximately 3–6% of the [ 14 C] recovered (AUC 0-48 hr ) was parent compound, demonstrating extensive metabolism following oral dosing. Metabolite profiles showed that, even at the earliest time-point (30 min), a substantial percentage of [ 14 C] in plasma was polar BaP metabolites. The best fit modeling approach identified non-compartmental apparent volume of distribution of BaP as significantly increasing as a function of dose (p = 0.004). Bay region tetrols and dihydrodiols predominated, suggesting not only was there extensive first pass metabolism but also potentially bioactivation. AMS enables the study of environmental carcinogens in humans with de minimus risk, allowing for important testing and validation of physiologically based pharmacokinetic models derived from animal data, risk assessment, and the interpretation of data from high-risk occupationally exposed populations.

59 BASIC BIOLOGICAL SCIENCES↗

DOE OSTI2020

Quantitative Specifications to Avoid Degradation during E-Beam and Induced Current Microscopy of Halide Perovskite Devices

Degradation due to electron beam exposure has posed a challenge in the use of electron microscopy to probe halide perovskite materials and devices. Herein, the interaction between the electron beam and the perovskite across acceleration voltages and at low probe currents is investigated in a scanning electron microscope (SEM) by monitoring the electron-beaminduced current (EBIC) response in perovskite solar cells in a planview configuration. SEM probe conditions are identified where dozens of repeated scans over a single region of the perovskite solar cell induce minimal electronic degradation. Overall, the induced current response of the perovskite device is found to strongly depend upon the beam condition: rapid decay occurs at high beam powers, the current activates at the lowest beam powers, and a newfound quasi-steady response is revealed at intermediate beam conditions. A quantitative window for the successful conduction of e-beam studies with minimal electronic degradation is revealed by evaluating induced current response over a wide range of perovskite devices, which invites broader use of SEM-based characterization techniques, including EBIC, as powerful techniques for correlative microscopy investigations.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2026

Mechanically Polishing Electroplated Nb3Sn for Higher Accelerating Gradients

As the demand for more efficient SRF technology continues to rise, so does the need to improve the performance of Nb3Sn, the most promising alternative to niobium. Leveraging recent breakthroughs in Nb3Sn research from Cornell University and Fermilab, namely the electrochemical synthesis-based growth of Nb3Sn and the centrifugal barrel polishing (CBP) technique to smoothen the final Nb3Sn film, our primary goal is to reduce surface roughness while preserving the film’s quality. We present promising RF results from an electroplated cavity that underwent mechanical polishing using the CBP technique, which showed an increase in the maximum accelerating gradient compared to the baseline test. However, contamination-induced Q-slope limited performance. Temperature mapping reveals quench location and heating response before, during and after quench.

Shpani, L. [Cornell U.]↗

DOE OSTI2024

The Challenge Ahead: A Critical Perspective on Meeting U.S. Growth Targets for Sustainable Aviation Fuel

With demand for jet fuel expected to more than double by 2050 and triple by 2070, continued and accelerated efforts to decarbonize the global aviation sector are needed to curtail rising emissions and avert the worst outcomes of climate change. In response to this call-to-action, the United States has unveiled the Sustainable Aviation Fuel (SAF) Grand Challenge, which seeks to expedite the development of alternative fuel pathways that offer a minimum of a 50% reduction in life cycle greenhouse gas emissions compared to conventional jet fuel. However, there is growing concern on whether sufficient biomass will be readily available to satisfy the projected sharp rise in demand for SAF. Carbon dioxide point-source emissions combined with rising supply from direct air capture efforts have the potential to complement and offset any supply gaps for biomass-derived SAF and other use cases. Independent of the chosen feedstock and conversion technology, numerous challenges persist across SAF production in seeking to drive down fuel cost and carbon intensity. To hit the 2030 target of 3 billion gal/yr, this means about a 100% compound annual growth rate in volumetric SAF production (about 130 times scale-up) will need to be realized. To achieve the stretch goal of 35 billion gallons of SAF per year by 2050, volumetric production must increase by a factor of 12 from the 3-billion-gal/year 2030 target of SAF Grand Challenge. The comparatively longer runway for 2050 combined with significant production volume growth suggests a more inclusive "all-hands-on-deck"-style approach will likely play a role. A key component in success lies in the coordinated research, development, demonstration, and deployment efforts by multiple federal agencies and industry partnerships.

09 BIOMASS FUELS↗

DOE OSTI2025

Coupled Aerodynamic and Hydrodynamic Hybrid Simulation of Floating Offshore Wind Turbines

The development and innovation of floating offshore wind energy in the U.S. requires detailed high-fidelity observations and measurements of turbine and platform loading due to wind, waves, and currents. However, full-scale and quasi-full-scale experiments require significant financial and temporal investments for construction, experimental testing, and long-term field campaigns. To support the commercial advancement of the offshore wind energy industry, specialized wind tunnel and wave basin experimental facilities are critical to be able to test FOWT designs at small scale under controlled conditions prior to full-scale deployment. Oregon State University (OSU) is internationally known as a leader in water and energy research, development, and testing. The O.H. Hinsdale Wave Research Laboratory (HWRL) and the Wallace Energy Systems and Renewables Facility (WESRF) at OSU have extensive experience building, modeling, monitoring, controlling, and actuating scaled systems. Experiments on wave-structure interaction have been performed at the HWRL since its establishment in 1972. Studies have included the interaction of waves with coastal structures (breakwaters, seawalls, buildings, cylinders, bridges, fixed foundations of offshore wind turbines, etc.) and with floating structures (e.g., wave energy converters, maneuvering of vessels, etc.). Hinsdale is actively used by marine energy technology developers, both for private testing and OSU-collaborative research projects. However, despite the availability of several large-scale facilities for hydrodynamic testing (at OSU and elsewhere in the U.S.), existing experimental laboratories are generally limited in their ability to accurately generate combined wind and wave conditions. The simulation of both wind and waves in experimental testing is complicated due to a number of constraints, including: [i] incompatible similitude laws governing the wind and waves for scaled experiments, [ii] producing accurate wind over a large enough control volume via fans, and [iii] generating wind that reasonably represents the atmospheric boundary layer in existing wave basins/flumes. Hence, physical test data providing insight into the simultaneous wave- and wind-structure response of floating offshore wind components can be difficult to generate. Given the aforementioned challenges in classic hydrodynamic experiments, the motivation of this project is to establish a real-time hybrid simulation (RTHS) approach that can apply aero- and hydro-dynamic loading by augmenting wave-only experimental facilities with virtual aerodynamic forces through numerical models representing the remaining dynamic forces. RTHS is a physical-numerical approach that partitions a prototype system into physical and numerical sub-assemblies that interact with each other through actuators and sensors in real time. In coupling physical and numerical models, the hybrid simulation approach applied herein is ideal for problems with: (1) structures subjected to different scaling laws, such as floating offshore wind turbines subjected to combined aero/hydro-dynamic loading, (2) structures that are too large or complex to be tested entirely in a laboratory setting, such as deep-water mooring applications, and (3) component testing, where the behavior of a portion of the assembly is uncertain but still interacts with other portions of the structure, such as testing the fatigue life of turbine blades. Few U.S. experimental facilities are able to test simultaneous aero- and hydro-dynamic loading and none can accurately produce aero/hydro-dynamic response on scaled FOWT models due to conflicting similitude laws between the wind (commonly Reynolds) and the waves (commonly Froude). To aid in accelerating the development of the U.S. floating offshore industry, there is a significant need to develop a flexible, modular framework that can expand the capacities of existing wave-only laboratories. The project goal is to demonstrate a hydrodynamic real-time hybrid simulation (hydro-RTHS) framework that couples numerical wind and physical waves acting on a FOWT, thus representing simultaneous aero/hydro-dynamic loading. The FOWT is partitioned into a full-scale numerical sub-assembly associated with the aerodynamics and a model-scale physical sub-assembly associated with the hydrodynamics. The numerical-physical partition associated with hydro-RTHS mitigates scaling constraints by supplying different scaling laws to the physical and numerical sub-assemblies. Herein, length, force, and time are scaled and exchanged between the sub-assemblies using Froude scaling to represent the open-channel flow in the physical sub-assembly. Other similitude laws could also be utilized depending on the problem definition. It is envisioned that the ability to model FOWTs under waves and wind, with mitigation of similitude distortions, would result in reduced development costs (currently, FOWT concept development is performed with full-size pro- totypes at enormous expense and risk) and increase the reliability of the FOWT industry (since extreme wave and wind conditions and contingency events can be tested safely in a controlled environment).

16 TIDAL AND WAVE POWER↗

DOE OSTI2025

Global Methane Budget 2000–2020

Abstract. Understanding and quantifying the global methane (CH4) budget is important for assessing realistic pathways to mitigate climate change. CH4 is the second most important human-influenced greenhouse gas in terms of climate forcing after carbon dioxide (CO2), and both emissions and atmospheric concentrations of CH4 have continued to increase since 2007 after a temporary pause. The relative importance of CH4 emissions compared to those of CO2 for temperature change is related to its shorter atmospheric lifetime, stronger radiative effect, and acceleration in atmospheric growth rate over the past decade, the causes of which are still debated. Two major challenges in quantifying the factors responsible for the observed atmospheric growth rate arise from diverse, geographically overlapping CH4 sources and from the uncertain magnitude and temporal change in the destruction of CH4 by short-lived and highly variable hydroxyl radicals (OH). To address these challenges, we have established a consortium of multidisciplinary scientists under the umbrella of the Global Carbon Project to improve, synthesise, and update the global CH4 budget regularly and to stimulate new research on the methane cycle. Following Saunois et al. (2016, 2020), we present here the third version of the living review paper dedicated to the decadal CH4 budget, integrating results of top-down CH4 emission estimates (based on in situ and Greenhouse Gases Observing SATellite (GOSAT) atmospheric observations and an ensemble of atmospheric inverse-model results) and bottom-up estimates (based on process-based models for estimating land surface emissions and atmospheric chemistry, inventories of anthropogenic emissions, and data-driven extrapolations). We present a budget for the most recent 2010–2019 calendar decade (the latest period for which full data sets are available), for the previous decade of 2000–2009 and for the year 2020. The revision of the bottom-up budget in this 2025 edition benefits from important progress in estimating inland freshwater emissions, with better counting of emissions from lakes and ponds, reservoirs, and streams and rivers. This budget also reduces double counting across freshwater and wetland emissions and, for the first time, includes an estimate of the potential double counting that may exist (average of 23 Tg CH4 yr−1). Bottom-up approaches show that the combined wetland and inland freshwater emissions average 248 [159–369] Tg CH4 yr−1 for the 2010–2019 decade. Natural fluxes are perturbed by human activities through climate, eutrophication, and land use. In this budget, we also estimate, for the first time, this anthropogenic component contributing to wetland and inland freshwater emissions. Newly available gridded products also allowed us to derive an almost complete latitudinal and regional budget based on bottom-up approaches. For the 2010–2019 decade, global CH4 emissions are estimated by atmospheric inversions (top-down) to be 575 Tg CH4 yr−1 (range 553–586, corresponding to the minimum and maximum estimates of the model ensemble). Of this amount, 369 Tg CH4 yr−1 or ∼ 65 % is attributed to direct anthropogenic sources in the fossil, agriculture, and waste and anthropogenic biomass burning (range 350–391 Tg CH4 yr−1 or 63 %–68 %). For the 2000–2009 period, the atmospheric inversions give a slightly lower total emission than for 2010–2019, by 32 Tg CH4 yr−1 (range 9–40). The 2020 emission rate is the highest of the period and reaches 608 Tg CH4 yr−1 (range 581–627), which is 12 % higher than the average emissions in the 2000s. Since 2012, global direct anthropogenic CH4 emission trends have been tracking scenarios that assume no or minimal climate mitigation policies proposed by the Intergovernmental Panel on Climate Change (shared socio-economic pathways SSP5 and SSP3). Bottom-up methods suggest 16 % (94 Tg CH4 yr−1) larger global emissions (669 Tg CH4 yr−1, range 512–849) than top-down inversion methods for the 2010–2019 period. The discrepancy between the bottom-up and the top-down budgets has been greatly reduced compared to the previous differences (167 and 156 Tg CH4 yr−1 in Saunois et al. (2016, 2020) respectively), and for the first time uncertainties in bottom-up and top-down budgets overlap. Although differences have been reduced between inversions and bottom-up, the most important source of uncertainty in the global CH4 budget is still attributable to natural emissions, especially those from wetlands and inland freshwaters. The tropospheric loss of methane, as the main contributor to methane lifetime, has been estimated at 563 [510–663] Tg CH4 yr−1 based on chemistry–climate models. These values are slightly larger than for 2000–2009 due to the impact of the rise in atmospheric methane and remaining large uncertainty (∼ 25 %). The total sink of CH4 is estimated at 633 [507–796] Tg CH4 yr−1 by the bottom-up approaches and at 554 [550–567] Tg CH4 yr−1 by top-down approaches. However, most of the top-down models use the same OH distribution, which introduces less uncertainty to the global budget than is likely justified. For 2010–2019, agriculture and waste contributed an estimated 228 [213–242] Tg CH4 yr−1 in the top-down budget and 211 [195–231] Tg CH4 yr−1 in the bottom-up budget. Fossil fuel emissions contributed 115 [100–124] Tg CH4 yr−1 in the top-down budget and 120 [117–125] Tg CH4 yr−1 in the bottom-up budget. Biomass and biofuel burning contributed 27 [26–27] Tg CH4 yr−1 in the top-down budget and 28 [21–39] Tg CH4 yr−1 in the bottom-up budget. We identify five major priorities for improving the CH4 budget: (i) producing a global, high-resolution map of water-saturated soils and inundated areas emitting CH4 based on a robust classification of different types of emitting ecosystems; (ii) further development of process-based models for inland-water emissions; (iii) intensification of CH4 observations at local (e.g. FLUXNET-CH4 measurements, urban-scale monitoring, satellite imagery with pointing capabilities) to regional scales (surface networks and global remote sensing measurements from satellites) to constrain both bottom-up models and atmospheric inversions; (iv) improvements of transport models and the representation of photochemical sinks in top-down inversions; and (v) integration of 3D variational inversion systems using isotopic and/or co-emitted species such as ethane as well as information in the bottom-up inventories on anthropogenic super-emitters detected by remote sensing (mainly oil and gas sector but also coal, agriculture, and landfills) to improve source partitioning. The data presented here can be downloaded from https://doi.org/10.18160/GKQ9-2RHT (Martinez et al., 2024).

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS1978

Large engines and vehicles, 1958

During the mid-1950s, the Air Force sponsored work on the feasibility of building large, single-chamber engines, presumably for boost-glide aircraft or spacecraft. In 1956, the Army missile development group began studies of large launch vehicles. The possibilities opened up by Sputnik accelerated this work and gave the Army an opportunity to bid for the leading role in launch vehicles. The Air Force had the responsibility for the largest ballistic missiles and hence a ready-made base for extending their capability for spaceflight. During 1958, actions taken to establish a civilian space agency, and the launch vehicle needs seen by its planners, added a third contender to the space vehicle competition. These activities during 1958 are examined as to how they resulted in the initiation of a large rocket engine and the first large launch vehicle.

Source record↗

NASA NTRS1987

Active vibration control in microgravity environment

An active control process to reduce vibration transmitted from the Space Station structure to the vibration sensitive payload is evaluated. A low-friction air-bearing table is used to approximate zero gravity in the horizontal plane. An analog control system is described which activates calibrated air jets when displacement of the test mass is sensed. The air jet control system is found to introduce an effective damping factor in controlling the oscillatory response. The air-jet control system is designed such that the thrust force produces less than 10 to the -5th g acceleration of the payload. An analytical model has verified the amount of damping in addition to flow parameters such as the pressure drop across the valve and the air flow rate.

Gerhold, C. H.↗

NASA NTRS1993

Experimental and numerical analysis of the wing rock characteristics of a 'wing-body-tail' configuration

Free-to-roll wind tunnel tests were conducted and a computer simulation exercise was performed in an effort to investigate in detail the mechanism of wing rock on a configuration that consisted of a highly-slender forebody and a 78 deg swept delta wing. In the wind tunnel test, the roll angle and wing surface pressures were measured during the wing rock motion. A limit cycle oscillation was observed for angles of attack between 22 deg and 30 deg. In general, the wind tunnel test confirmed that the main flow phenomena responsible for the wing-body-tail wing rock are the interactions between the forebody and the wing vortices. The variation of roll acceleration (determined from the second derivative of the roll angle time history) with roll angle clearly showed the energy balance necessary to sustain the limit cycle oscillation. Pressure measurements on the wing revealed the hysteresis of the wing rock process. First, second and nth order models for the aerodynamic damping were developed and examined with a one degree of freedom computer simulation. Very good agreement with the observed behavior from the wind tunnel was obtained.

Suarez, Carlos J.↗

NASA NTRS1993

Aerodynamic control of NASP-type vehicles through vortex manipulation. Volume 3: Wing rock experiments

Free-to-roll tests were conducted in water and wind tunnels in an effort to investigate the mechanisms of wing rock on a NASP-type vehicle. The configuration tested consisted of a highly-slender forebody and a 78 deg swept delta wing. In the water tunnel test, extensive flow visualization was performed and roll angle histories were obtained. In the wind tunnel test, the roll angle, forces and moments, and limited forebody and wing surface pressures were measured during the wing rock motion. A limit cycle oscillation was observed for angles of attack between 22 deg and 30 deg. In general, the experiments confirmed that the main flow phenomena responsible for the wing-body-tail wing rock are the interactions between the forebody and the wing vortices. The variation of roll acceleration (determined from the second derivative of the roll angle time history) with roll angle clearly slowed the energy balance necessary to sustain the limit cycle oscillation. Different means of suppressing wing rock by controlling the forebody vortices using small blowing jets were also explored. Steady blowing was found to be capable of suppressing wing rock, but significant vortex asymmetrices are created, causing the model to stop at a non-zero roll angle. On the other hand, alternating pulsed blowing on the left and right sides of the fore body was demonstrated to be a potentially effective means of suppressing wing rock and eliminating large asymmetric moments at high angles of attack.

Suarez, Carlos J.↗

NASA NTRS2007

Calculation of Dynamic Loads Due to Random Vibration Environments in Rocket Engine Systems

An important part of rocket engine design is the calculation of random dynamic loads resulting from internal engine "self-induced" sources. These loads are random in nature and can greatly influence the weight of many engine components. Several methodologies for calculating random loads are discussed and then compared to test results using a dynamic testbed consisting of a 60K thrust engine. The engine was tested in a free-free condition with known random force inputs from shakers attached to three locations near the main noise sources on the engine. Accelerations and strains were measured at several critical locations on the engines and then compared to the analytical results using two different random response methodologies.

Christensen, Eric R.↗

NASA NTRS2009

Physical Processes for Driving Ionospheric Outflows in Global Simulations

We review and assess the importance of processes thought to drive ionospheric outflows, linking them as appropriate to the solar wind and interplanetary magnetic field, and to the spatial and temporal distribution of their magnetospheric internal responses. These begin with the diffuse effects of photoionization and thermal equilibrium of the ionospheric topside, enhancing Jeans' escape, with ambipolar diffusion and acceleration. Auroral outflows begin with dayside reconnexion and resultant field-aligned currents and driven convection. These produce plasmaspheric plumes, collisional heating and wave-particle interactions, centrifugal acceleration, and auroral acceleration by parallel electric fields, including enhanced ambipolar fields from electron heating by precipitating particles. Observations and simulations show that solar wind energy dissipation into the atmosphere is concentrated by the geomagnetic field into auroral regions with an amplification factor of 10-100, enhancing heavy species plasma and gas escape from gravity, and providing more current carrying capacity. Internal plasmas thus enable electromagnetic driving via coupling to the plasma, neutral gas and by extension, the entire body " We assess the Importance of each of these processes in terms of local escape flux production as well as global outflow, and suggest methods for their implementation within multispecies global simulation codes. We complete 'he survey with an assessment of outstanding obstacles to this objective.

Moore, Thomas Earle↗

NASA NTRS2006

Vehicle Transponder for Preemption of Traffic Lights

The purpose of this article is to describe, in more detail, the transponder installed in each vehicle that participates in the emergency traffic-light-preemption system described in the immediately preceding article. The transponder (see figure) is a fully autonomous data--collection, data-processing, information-display, and communication subsystem that performs robustly in preemption of traffic lights and monitoring of the statuses of street intersections. This transponder monitors the condition of the emergency vehicle in which it is installed and determines when the vehicle has been placed in an emergency-response condition with its siren and/or warning lights activated. Upon detection of such a condition, the transponder collects real-time velocity and acceleration data from the onboard diagnostic (OBD) computer of the vehicle. For this purpose, the transponder contains an OBD interface circuit, including a microprocessor that determines the manufacturer and model of the vehicle and then sends the appropriate commands to the OBD computer requesting the speed and acceleration data. At the same time, data from an onboard navigation system are collected to determine the location and the heading of the vehicle. Then acceleration, speed, position, and heading data are processed and combined with a vehicle-identification number and the resulting set of data is transmitted to monitoring and control units located at all intersections within communication range. When the unit at an intersection determines that this vehicle is approaching and has priority to preempt the intersection, it transmits a signal declaring the priority and the preemption to all participating vehicles (including this one) in the vicinity. If the unit at the intersection has determined that other participating vehicles are also approaching the intersection, then this unit also transmits, to the vehicle that has priority, a message that the other vehicles are approaching the same intersection. The texts of these messages, plus graphical symbols that show the directions and numbers of the approaching vehicles, are presented on the display panel of a computer that is part of the transponder.

Foster, Conrad↗

NASA NTRS2012

The Age of Precision Cosmology

In the past two decades, our understanding of the evolution and fate of the universe has increased dramatically. This "Age of Precision Cosmology" has been ushered in by measurements that have both elucidated the details of the Big Bang cosmology and set the direction for future lines of inquiry. Our universe appears to consist of 5% baryonic matter; 23% of the universe's energy content is dark matter which is responsible for the observed structure in the universe; and 72% of the energy density is so-called "dark energy" that is currently accelerating the expansion of the universe. In addition, our universe has been measured to be geometrically flat to 1 %. These observations and related details of the Big Bang paradigm have hinted that the universe underwent an epoch of accelerated expansion known as Uinflation" early in its history. In this talk, I will review the highlights of modern cosmology, focusing on the contributions made by measurements of the cosmic microwave background, the faint afterglow of the Big Bang. I will also describe new instruments designed to measure the polarization of the cosmic microwave background in order to search for evidence of cosmic inflation.

Chuss, David T.↗