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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 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
NASA NTRS1976

Wide range stress intensity factor expressions for ASTM E 399 standard fracture toughness specimens

For each of the two types of specimens, bend and compact, described previously for plane strain fracture toughness of materials, E 399, a polynominal expression is given for calculation of the stress intensity factor, K, from the applied force, P, and the specimen dimensions. It is explicitly stated, however, that these expressions should not be used outside the range of relative crack length, a/W, from 0.45 to 0.55. While this range is sufficient for the purpose of E 399, the same specimen types are often used for other purposes over a much wider range of a/W; for example, in the study of fatigue crack growth. Expressions are presented which are at least as accurate as those in E 399-74, and which cover much wider ranges of a/W: for the three-point bend specimen from 0 to 1; and for the compact specimen from 0.2 to 1. The range has to be restricted for the compact specimen because of the proximity of the loading pin holes to the crackline, which causes the stress intensity factor to be sensitive to small variations in dimensions when a/W is small. This is a penalty inherently associated with the compactness of the specimen.

Srawley, J. E.↗
NASA NTRS1976

The excitation of plasma lines in blanketing sporadic E

Enhanced plasma lines in blanketing sporadic E have been excited by a powerful HF radio wave illuminating the E region over the Arecibo Observatory. The plasma lines are observed by the incoherent scatter radar at the observatory. They originate in the sporadic E layer when the blanketing frequency exceeds the exciting frequency, a result which confirms that the plasma is overdense for the exciting frequency. Around the time when the blanketing frequency falls through the exciting frequency, large fluctuations in the plasma line intensities are observed, and thus the possibility of overdense patches drifting through the sampled volume is suggested.

Gordon, W. E.↗
NASA NTRS1989

Modeling mass loss from B(e) stars

It was suggested by Zickgraf et al. (1986) that the outer atmospheres of some B(e) stars have a two-component structure: a fast, radiation-driven wind from the pole, and a dense, slow outflow from the equator. Poe et al. (1989) developed this theory to explain the momentum problem associated with WR stars. This paper uses the multiforce wind theory of Poe et al. to model the B(e) outflow phenomenon. Two general questions are investigated: (1) whether B(e) stars can be rotating near critical speed, and if so, (2) what constraints can be placed on the parameters that determine the two-component flow structure.

Cassinelli, J. P.↗
NASA NTRS2004

Evaluation of the AMSR-E Data Calibration Over Land

Land observations by the Advanced Microwave Scanning Radiometer for the Earth Observing System (AMSR-E), particularly of soil and vegetation moisture changes, have numerous applications in hydrology, ecology and climate. Quantitative retrieval of soil and vegetation parameters relies on accurate calibration of the brightness temperature measurements. Analyses of the spectral and polarization characteristics of early versions of the AMSR-E data revealed significant calibration biases over land at 6.9 GHz. The biases were estimated and removed in the current archived version of the data Radiofrequency interference (RFI) observed at 6.9 GHz is more difficult to quanti@ however. A calibration analysis of AMSR-E data over land is presented in this paper for a complete annual cycle from June 2002 through September 2003. The analysis indicates the general high quality of the data for land applications (except for RFI), and illustrates seasonal trends of the data for different land surface types and regions.

Njoku, E.↗
NASA NTRS2005

Loss of Water from Saturn's E-Ring Through Ion Pick-Up

One of the possible loss processes for Saturn s E-ring is ionization followed by acceleration by the electric field associated with the corotating magnetized plasma. It is possible to determine if this process is occurring by detecting electromagnetic waves at the gyrofrequency of water group ions. If the energy the particle gains in this pick-up process is sufficiently great, the picked up ions will generate ion cyclotron waves. Pioneer 11 and Voyager 1 both observed intervals of such waves associated with water group ions during their passes through Saturn s E-ring. Presently the magnetometer onboard the Cassini spacecraft is also seeing water group ion cyclotron oscillations. The Cassini data allow the spatial and temporal behavior of the waves to be mapped in ways not possible during the previous flybys. Analyses of these waves allow us to study the rate of mass loading and its latitudinal and local time variation. In conjunction with previous data, we can then determine the variation as the inclination of the ring to the Sun changes, in accordance with Saturn's seasons. These waves may be the clue to how Saturn powers its magnetosphere as the newly born ions could be the driver for the radial motion of the plasma and to how the E-ring may play the equivalent role to that of Io in the jovian magnetosphere.

Leisner, J. S.↗
NASA NTRSDate not supplied

Upper E Traffic Management

This is a slide set as part of a meeting series with members of a working group aimed at the development of a concept that addresses needs and gaps in the management of high altitude airspace operations. This concept leverages elements developed through the UAS Traffic Management project with respect to a cooperative, service-based approach that provides services and capabilities in areas (e.g., Upper E airspace) that currently receive no or limited service from Air Traffic Control. This concept is meant to provide a safe, fair, and scalable approach to management of Upper E operations that reduces the burden on ATC while providing the flexibility and access desired by current and new users of the airspace. This set of slides includes partner feedback on the following concept elements: Upper E Traffic Management (ETM) planning processes, transit phase of operation, data sharing, time horizons for data sharing, and cooperative integration of military operations. An additional segment of the slides consists of an overview of the UAS Traffic Management (UTM) concept and its relationship to ETM.

Upper E↗
NASA NTRSDate not supplied

Upper Class E Traffic Management (ETM) and ATM-X

This is a slide set for presentation at the 4th Federal UAS Workshop jointly hosted by NASA and USGS. The contents of the slide cover the work currently being performed with respect to the Upper Class E Traffic Management (ETM) concept, which addresses the needs and gaps in the management of high altitude airspace operations. This concept leverages elements developed through the UAS Traffic Management project with respect to a cooperative, service-based approach that provides services and capabilities in areas (e.g., Upper E airspace) that currently receive no or limited service from Air Traffic Control. This concept is meant to provide a safe, fair, and scalable approach to management of Upper E operations that reduces the burden on ATC while providing the flexibility and access desired by current and new users of the airspace. This set of slides includes an overview and rationale of the ETM concept, a recap of the progress made, the road ahead, and the place of ETM within its parent project: Air Traffic Management-eXploration (ATM-X).

Upper E↗
NASA NTRSDate not supplied

The Advanced Geared Turbofan 30,000 lb f – electrified (AGTF30-e): A Virtual Testbed for Electrified Aircraft Propulsion Research

Electrified Aircraft Propulsion (EAP) is a growing topic of research with the potential to shape the future of commercial air travel. Here, detailed mathematical models serve an essential role in developing understanding and evaluating different technologies and design concepts. The Advanced Geared Turbofan 30,000 lb f – electrified (AGTF30-e) is an open-source software package developed by the National Aeronautics and Space Administration (NASA). The AGTF30-e provides a realistic propulsion system model of a conceptual electrified advanced geared turbofan engine suitable for propelling a single-aisle commercial aircraft. Included with the engine model is a controller that provides representative dynamic performance across a full operating envelop. The model is meant to facilitate research studies and promote collaboration. It is envisioned for use in concept exploration studies, technology impact studies, and dynamics and controls studies. The engine model can be run in various modes of operation including boost and power extraction. It also has options for other electrification features and methods for engine shaft and electric machine integration. This paper documents the AGTF30-e and illustrates its use through various simulation scenarios.

AGTF30-e↗
NASA NTRSDate not supplied

Identifying Information Needs and Tools to Support Interactions between Upper Class E Traffic Management (ETM) Operations and the Air Traffic System (ATS)

With the introduction of high-altitude long endurance (HALE) vehicles and balloons designed to operate above 60,000 feet, the frequency and duration of operations in Upper Class E airspace are expected to increase. In response to the need for scalable traffic management for these diverse operations at higher altitudes, the FAA introduced the Upper Class E Traffic Management (ETM) concept. Like the successful demonstration of Uncrewed Aircraft System (UAS) Traffic Management (UTM), the ETM concept is also designed as a community-based, industry-driven cooperative approach to traffic management. As these vehicles and balloons ascend to/descend from ETM Cooperative Areas in Upper Class E, they will transit through Class A controlled airspace where they will interact with various entities of the conventional Air Traffic System (ATS) (e.g., Air Traffic Control (ATC)). This work explores tools that will help support ETM-ATS interactions for users throughout the ATS, as well as ETM Operators. An information needs analysis using ETM-ATS interaction use cases, revealed that the needed functionalities generally grouped themselves into two main themes, the visualization of flights and airspace designations, and digital communication capabilities across various human users. In this paper, we describe two envisioned tools, 1) an Integrated Visualization Tool to display flight information and airspace designations, and 2) an Integrated Digital Communication Tool to facilitate two-way information exchange between users about vehicle position information, the coordination of airspace approvals, and notifications. The tools we describe create an integrated visual representation of vehicles and airspace designations with a set of communication capabilities to consolidate information into a single display interface. These tools may be used to guide the development of prototype tools for demonstrations at the National Aeronautics and Space Administration (NASA) Ames Research Center to further explore ETM-ATS interactions within the ETM concept.

Upper Class E Traffic Management (ETM)↗
NASA NTRSDate not supplied

Multi-Party Flight Trajectory Negotiation for Upper Class E Traffic Management

A new operational concept has been proposed in Upper Class E airspace at or above 60,000 feet (Flight Level / FL600), which will allow operators of diverse vehicle characteristics to cooperatively manage and share their operational intents with neighboring operators to avoid conflict. There is a consensus in the community that negotiation for strategic deconfliction is needed, but there are no specific guidelines for how the negotiation should be conducted. There is a need for a structured and cooperative way to resolve the conflict between a wide variety of aircraft projected to be operating in Upper Class E for the negotiation to be carried out routinely. The use of negotiation models are a promising solution that can resolve conflict risks during flight in real-time while taking into account the uncertainty of future vehicle positions and dynamic business considerations. A two-party negotiation model has been researched, but as the traffic demand grows, there is a higher likelihood of conflict involving multiple aircraft that would require a method to handle multi-party conflict. This paper proposes a cooperative multi-party negotiation model inspired by game theory concepts for application to flight trajectory negotiation in Upper Class E traffic management. This model can be applied in flight with operators communicating directly after a potential conflict is detected. Some of the model’s benefits include allowing business costs to be private to operators, allowing operators to collaborate together to find conflict-free flight trajectories, and being compatible with different aircraft and operation types. This model provides a structured procedure for conflict resolution that can handle conflict involving multiple parties, assuming each operator is willing to take on a small cost to themselves in order to reduce the total cost to the group.

Upper Class E Traffic Management (ETM)↗
NASA NTRSDate not supplied

The Advanced Geared Turbofan 30,000 lbf – electrified (AGTF30-e): A Virtual Testbed for Electrified Aircraft Propulsion Research

Electrified Aircraft Propulsion (EAP) is a growing topic of research with the potential to shape the future of commercial air travel. Here, detailed mathematical models serve an essential role in developing understanding and evaluating different technologies and design concepts. The Advanced Geared Turbofan 30,000 lbf – electrified (AGTF30-e) is an open-source software package developed by the National Aeronautics and Space Administration (NASA). The AGTF30-e provides a realistic propulsion system model of a conceptual electrified advanced geared turbofan engine suitable for propelling a single-aisle commercial aircraft. Included with the engine model is a controller that provides representative dynamic performance across a full operating envelop. The model is meant to facilitate research studies and promote collaboration. It is envisioned for use in concept exploration studies, technology impact studies, and dynamics and controls studies. The engine model can be run in various modes of operation including boost and power extraction. It also has options for other electrification features and methods for engine shaft and electric machine integration. This paper documents the AGTF30-e and illustrates its use through various simulation scenarios.

AGTF30-e↗
NASA NTRSDate not supplied

Identifying Information Needs and Tools to Support Interactions between Upper Class E Traffic Management (ETM) Operations and the Air Traffic System (ATS)

With the introduction of high-altitude long endurance (HALE) vehicles and balloons designed to operate above 60,000 feet, the frequency and duration of operations in Upper Class E airspace are expected to increase. In response to the need for scalable traffic management for these diverse operations at higher altitudes, the FAA introduced the Upper Class E Traffic Management (ETM) concept. Like the successful demonstration of Uncrewed Aircraft System (UAS) Traffic Management (UTM), the ETM concept is also designed as a community-based, industry-driven cooperative approach to traffic management. As these vehicles and balloons ascend to/descend from ETM Cooperative Areas in Upper Class E, they will transit through Class A controlled airspace where they will interact with various entities of the conventional Air Traffic System (ATS) (e.g., Air Traffic Control (ATC)). This work explores tools that will help support ETM-ATS interactions for users throughout the ATS, as well as ETM Operators. An information needs analysis using ETM-ATS interaction use cases, revealed that the needed functionalities generally grouped themselves into two main themes, the visualization of flights and airspace designations, and digital communication capabilities across various human users. In this paper, we describe two envisioned tools, 1) an Integrated Visualization Tool to display flight information and airspace designations, and 2) an Integrated Digital Communication Tool to facilitate two-way information exchange between users about vehicle position information, the coordination of airspace approvals, and notifications. The tools we describe create an integrated visual representation of vehicles and airspace designations with a set of communication capabilities to consolidate information into a single display interface. These tools may be used to guide the development of prototype tools for demonstrations at the National Aeronautics and Space Administration (NASA) Ames Research Center to further explore ETM-ATS interactions within the ETM concept.

Upper Class E Traffic Management (ETM)↗
NASA NTRS2020

Overview and Initial Results of SAND-E: Semi-Autonomous Navigation for Detrital Environments

Unmanned aerial systems (UAS) and automated terrain analysis for science and navigation are new technologies for planetary exploration. The Mars Helicopter will fly with the Mars2020 rover, the Dragonfly quadcopter will explore Titan, and Soil Properties and Object Classification (SPOC) software will be used for path planning and navigation on the Mars2020 rover. Using an Argo J5 rover instrumented with stereo cameras and Autonomous Soil Assessment System (ASAS) software, and an off the shelf quadcopter, SAND-E tested the use of automated terrain analysis and UAS data for science operations in a Mars-analog environment in Iceland during July of 2019. Scientifically, we sought to determine changes in the physical and chemical properties of sediments along a glacial-fluvial-aeolian transport pathway. Operationally, we tested rover mission-like scenarios that included UAS images and classified terrain images. Here, we present the initial results for both the operations and science elements of the study. Site Selection: A goal of SAND-E is examine sorting and alteration of sediments in fluvial and aeolian environments in both mineral-dominated and glass-dominated basaltic settings. During the first year of the project we focused on a mineral-dominated environment. Selection of the location was based on prior publications that indicated our selected region had a greater abundance of crystalline sediments than other areas fluvial-aeolian settings in Iceland. Other criteria included the presence of both fluvial and aeolian landforms along a transport pathway such that the sediments in transport could be linked to their source rocks. We chose the Skjaldbreidauhraun glacial outwash plain, which sits at the base of Thórisjökull glacier. The site is 30 km north of Thingvellir National Park and ~2 hours from Reykjavik. The outwash plain is fed by two small catchments that drain from the base of the glacier and cut through hyaloclastite and shield volcano bedrock. The drainage progresses from steep alluvial fans near the glacier into a low-sloping fluvial braidplain that becomes confined by the Skjaldbreidur shield volcano and creates a shallow canyon cut into lava bedrock. The fluvial system was a typical braided alluvial environment composed pebble- and cobble-bedded longitudinal bars and sandy channel beds. The river remained active and fluctuated in response to diurnal runoff cycles near the glacier before disappearing into the sandy substrate downstream. The high concentration of suspended sediment in the river was evident by the cloudy water and the silt and clay-sized sediments that draped the channel beds after abandonment and created playas in the lowest sloping areas of the catchment. The entire fluvial system was affected by the winds generated by frontal systems and katabatic flows descending the glacier. This resulted in the formation of aeolian lag deposits and a wind-deflation plain where the fluvial system was not active. Wind ripples and drifts formed in abandoned fluvial channels from aeolian reworking of the sand-sized fluvial sediments. The silt- and clay-sized sediments found in fluvial channels, bar tops, and playas generated dust plumes during high wind events. Our operation sought to capture the variability in this system by sampling from the range of fluvial and aeolian features 6.3 km (proximal), 11.3 km (medial), and 14.4 km (distal) along the river from its origin at the base of glacier.

Ewing, R. C.↗
NASA NTRS1974

Galactic heavy cosmic rays with 5 less than E less than 130 MeV/nucleon

With stacks of Lexan and cellulose triacetate exposed outside the lunar modules on Apollo 16 and 17, a study was made of the spectra and composition of low-energy particles in interplanetary space. For the period from Apr. 16 to 23, 1972 (Apollo 16), measurements were made of the spectra of the elements 6 less than or equal to Z less than or equal to 28 at energies 40 less than or equal to E less than or equal to 150 MeV/nucleon. For the period from Dec. 11 to 13, 1972 (Apollo 17), a study was made of CNO, NeMgSi, and elements with Z greater than 16 at energies 5 less than or equal to E less than or equal to 40 MeV/nucleon. Using the abundance of charges 17 less than or equal to Z less than or equal to 25 relative to iron as a tracer, it is found that the bulk of the heavy particles in interplanetary space at E greater than 10 MeV/nucleon are of galactic rather than solar origin. The relative abundances of the various charge groups are independent of energy from about 2 GeV/nucleon down to about 30 MeV/nucleon.

Price, P. B.↗
NASA NTRS1976

Midlatitude sporadic-E layers

The partially transparent echo from midlatitude sporadic E layers was recorded by ionosondes between the blanketing frequency and the maximum frequency. The theory that the midlatitude sporadic E layers are not uniform in the horizontal plane but contain localized regions of high electron density was evaluated using data obtained by incoherent scatter radar and found to provide a satisfactory explanation. The main features of midlatitude sporadic E layers are consistent with the convergence of metallic ions as described by the wind shear theory applied to gravity waves and tides. The interference of gravity waves with other gravity waves and tides can be recognized in the altitudes of occurrence and the structure of the layers. Small scale horizontal irregularities are attributed in some cases to critical level effects and in others to fluid instabilities. The convergence of a meteor trail can, under some circumstances, account for localized enhancement of the electron density in the layer.

Miller, K. L.↗
NASA NTRS1981

On plasma instabilities in the high-latitude ionospheric E region

The use of the Farley-Buneman instability in the high-latitude E region of the earth's ionosphere as a diagnostic tool for ionospheric and solar wind electric fields, and the effect of Farley-Buneman waves on cosmic radio noise events observed on riometers, are discussed. Data are analyzed and presented in support of the hypothesis, suggested by Olesen (1972), that the Slant E condition in polar cap ionograms is a manifestation of the Farley-Buneman instability in the E region. Detailed descriptions are given of the experimental apparatus employed in these investigations.

Dangelo, N.↗
NASA NTRS1983

Influence of the E region dynamo on equatorial spread F

The integrated E region Pedersen conductivity can be an important parameter in determining whether the bottomside of the equatorial F layer will be stable against the Rayleigh-Taylor gravitational instability. The F layer is observed to become unstable when it rises to great heights after sunset. One effect of this height rise is to decrease the stabilizing influence of ion-neutral collisions at F region heights. It is shown here that the same eastward electric field that raises the F layer also decreases the Pedersen conductivity of the E region, which further destabilizes convective overturning. Because the conductivity of magnetic tubes that penetrate the main F layer is large compared to the E layer contribution, these effects are important only for the bottomside of the equatorial F layer.

Hanson, W. B.↗
NASA NTRS1984

Theory of plasma waves in the auroral E region

A general theory is developed for both electrojet waves and ion cyclotron and current convective waves observed above 120 km altitude. Previously defined electrojet instability theories are extended to encompass the effects of the magnetic field on ions and the presence of field-aligned currents. The ion-cyclotron (E) waves are assumed produced by the two-stream instability in regions dominated by ion magnetization effects. Field-aligned and cross-field currents drive the E waves, which have displayed threshold drift velocities (TDV) sensitive to conditions at altitudes with effective electron/ion and anomalous electron collision frequencies. The electron density gradients in the region affect the magnitude of the TDV for waves on scales of tens of meters. Recombinational damping increases the TDV for marginal damping of two-stream E waves and establishes a TDV for excitation of large-scale gradient drift waves which propagate nearly perpendicularly to the magnetic field and may have only 10-20 m wavelengths.

Fejer, B. G.↗