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At least 1,531 records · Page 85
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

Regaining Lost Separation in a Piloted Simulation of Autonomous Aircraft Operations

NASA is currently investigating a new concept of operations for the National Airspace System, designed to improve capacity while maintaining or improving current levels of safety. This concept, known as Distributed Air/Ground Traffic Management (DAG-TM), allows appropriately equipped autonomous aircraft to maneuver freely for flight optimization while resolving conflicts with other traffic and staying out of special use airspace and hazardous weather. While Airborne Separation Assurance System (ASAS) tools would normally allow pilots to resolve conflicts before they become hazardous, evaluation of system performance in sudden, near-term conflicts is needed in order to determine concept feasibility. If an acceptable safety level can be demonstrated in these situations, then operations may be conducted with lower separation minimums. An experiment was conducted in NASA Langley s Air Traffic Operations Lab to address issues associated with resolving near-term conflicts and the potential use of lower separation minimums. Sixteen commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts. Required separation standards were set at either 3 or 5 NM lateral spacing, with 1000 ft vertical separation being used for both cases. Reducing the lateral separation from 5 to 3 NM did not appear to increase operational risk, as indicated by the proximity to the intruder aircraft. Pilots performed better when they followed tactical guidance cues provided by ASAS than when they didn't follow the guidance. As air-air separation concepts are evolved, further studies will consider integration issues between ASAS and existing Airborne Collision Avoidance Systems (ACAS).These types of non-normal events will require the ASAS to provide effective alerts and resolutions prior to the time that an Airborne Collision Avoidance System (ACAS) would give a Resolution Advisory (RA). When an RA is issued, a pilot must take immediate action in order to avoid a potential near miss. The Traffic Alert and Collision Avoidance System (TCAS) II currently functions as an ACAS aboard commercial aircraft. Depending on the own aircraft s altitude, TCAS only issues RA s 15-35 seconds prior to the Closest Point of Approach (CPA). Prior to an RA, DAG-TM pilots operating autonomous aircraft must rely solely on ASAS for resolution guidance. An additional area of DAG-TM concept feasibility relates to a potential reduction in separation standards. Lower separation standards are likely needed in order to improve NAS efficiency and capacity. Current separation minimums are based in large part on the capabilities of older radar systems. Safety assessments are needed to determine the feasibility of reduced separation minimums. They will give strong consideration to surveillance system performance, including accuracy, integrity, and availability. Candidate surveillance systems include Automatic Dependent Surveillance-Broadcast (ADS-B) and multi-lateration systems. Considering studies done for Reduced Vertical Separation Minimums (RVSM) operations, it is likely that flight technical errors will also be considered. In addition to a thorough evaluation of surveillance system performance, a potential decision to lower the separation standards should also take operational considerations into account. An ASAS Safety Assessment study identified improper maneuvering in response to a conflict (due to ambiguous or improper resolution commands or a pilot s failure to comply with the resolution) as a potential safety risk. If near-term conflicts with lower separation minimums were determined to be more challenging for pilots, the severity of these risks could be even greater.

Barhydt, Richard↗
NASA NTRS1996

Scale-Model, Low-Tip-Speed Turbofan Tested at Simulated Takeoff and Approach Conditions

Tests are currently being performed in the NASA Lewis Research Center's 9- by 15-Foot Low-Speed Wind Tunnel on a Pratt & Whitney designed l ow-tip-speed fan. The test objectives are to determine the acoustic, aerodynamic, and aeromechanical performance of this low-speed, high-b ypass-ratio fan stage. Noise reductions from various combinations of engine nacelle acoustic treatments are also being obtained.

Source record↗
DOE OSTI2022

A BOUT++ extension for full annular tokamak edge MHD and turbulence simulations

For tokamak edge plasma simulation, a plasma simulation framework BOUT++ employs a dual coordinate system to simulate moderate-n and high-n plasma instability with reasonable computational cost, where n is the toroidal mode number. This coordinate system however limits the computational domain to the toroidal wedge (full torus divided into N parts in the toroidal direction) for computational efficiency and the use of flute-ordering approximation in the field solver calculating the flow potential from the vorticity which may not be valid for low-n modes. Improving numerical treatment of low-n modes is however indispensable to address simulations of low-n current-driven edge localized mode (ELM), ELM control by resonant magnetic perturbations (RMPs), edge turbulence with RMPs and so on. In this work, BOUT++ is extended to simulate the interplay between $n=0$, low-n and high-n plasma components in a full annular tokamak edge domain through hybrid modeling of the flow potential and the vorticity. Low-n modes of flow potential are calculated in an orthogonal flux surface coordinate and high-n modes in the dual coordinate system separately in Fourier space. Finally, the proposed scheme can capture an interplay between $n=1$ global modes and high-n turbulence during pedestal collapse in a full annular torus domain with a circular cross section.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS1984

Region one Birkeland currents connecting to sunward convecting flux tubes

On the basis of Birkeland current observations, analytic stability arguments demonstrate that there may be a sector within the plasma sheet in the night side magnetosphere where plasma pressures are reduced relative to the surrounding regions. Physical arguments, in addition to this analysis, imply that a depleted region near the center of the magnetotail would be stable against the interchange instability, thereby generating currents of the same sense as the region-1 currents. The depleted region is presently simulated by means of computer experiments based on the Rice Convection Model. Results indicate that flux tube content gradients across the tailward boundary can cause region-1 currents to flow along sunward-convecting flux tubes, in general agreement with satellite data.

Karty, J. L.↗
NASA NTRS1991

Large-eddy simulation of compressible turbulence

The increase in the range of length scales with increasing Reynolds number limits the direct simulation of turbulent flows to relatively simple geometries and low Reynolds numbers. However, since most flows of engineering interest occur at much higher Reynolds number than is currently within the capabilities of full simulation, prediction of these flow fields can only be obtained by solving some suitably-averaged set of governing equations. In the traditional Reynolds-averaged approach, the Navier-Stokes equations are averaged over time. This in turn yields correlations between various turbulence fluctuations. It is these terms, e.g. the Reynolds stresses, for which a turbulence model must be derived. Turbulence modeling of incompressible flows has received a great amount of attention in the literature. An area of research that has received comparatively less attention is the modeling of compressible turbulent flows. An approach to simulating compressible turbulence at high Reynolds numbers is through the use of Large-Eddy Simulation (LES). In LES the dependent variables are decomposed into a large-scale (resolved) component and a sub-grid scale component. It is the small-scale components of the velocity field which are presumably more homogeneous than the large scales and, therefore, more easily modeled. Thus, it seems plausible that simpler models, which should be more universal in character than those employed in second-order closure schemes, may be developed for LES of compressible turbulence. The objective of the present research, therefore, is to explore models for the Large-Eddy Simulation of compressible turbulent flows. Given the recent successes of Zeman in second order closure modeling of compressible turbulence, model development was guided by principals employed in second-order closures.

Squires, Kyle D.↗
NASA NTRS1977

Scramjet exhaust simulation technique for hypersonic aircraft nozzle design and aerodynamic tests

Current design philosophy for scramjet-powered hypersonic aircraft results in configurations with the entire lower fuselage surface utilized as part of the propulsion system. The lower aft-end of the vehicle acts as a high expansion ratio nozzle. Not only must the external nozzle be designed to extract the maximum possible thrust force from the high energy flow at the combustor exit, but the forces produced by the nozzle must be aligned such that they do not unduly affect aerodynamic balance. The strong coupling between the propulsion system and aerodynamics of the aircraft makes imperative at least a partial simulation of the inlet, exhaust, and external flows of the hydrogen-burning scramjet in conventional facilities for both nozzle formulation and aerodynamic-force data acquisition. Aerodynamic testing methods offer no contemporary approach for such vehicle design requirements. NASA-Langley has pursued an extensive scramjet/airframe integration R&D program for several years and has recently developed a promising technique for simulation of the scramjet exhaust flow for hypersonic aircraft. Current results of the research program to develop a scramjet flow simulation technique through the use of substitute gas blends are described in this paper.

Hunt, J. L.↗
DOE OSTI2018

NDT System for Metal Components in Concrete Structures (Final Report)

Steel reinforcements embedded within concrete can corrode and crack, leading to weakening of the structures, and existing NDT (non-destructive testing) techniques do not provide the full picture. Condition assessment is critical in evaluating these structures in order to ensure safe, long-term operation of the nuclear power plants. Improved NDT techniques are needed as the nation’s generating stations age and require action based on increasingly critical inspection data. The power industry uses eddy current test (ECT) during in-service inspections to detect and monitor defects such as cracks and corrosion in metals, particularly metal pipes. However, the detection of defects in the reinforcing steel embedded in concrete is far more challenging for numerous reasons. Primary among them is the concrete layer’s thickness, which prevents the ability to have a close proximity between sensor and metallic sample. One solution to this problem is to create a higher sensitivity technique which can inspect at depth, with good spatial resolution and excellent directional sensitivity, to isolate the metal buried deep in the concrete and characterize defects in the metal. The goal of the phase II research program was to study and develop a new reinforced concrete NDT technology based on anisotropic magnetoresistive (AMR) sensors designed specifically for ECT of steel reinforcements in concrete. The first technical objective was to demonstrate the capability of inspecting steel reinforcement structures, including metal rebar and tensioning cable at or below 6” of depth embedded in concrete. Another objective was to be able to confidently identify multiple layers of reinforcements at varying depths. In addition, the technique needed to be able to provide condition assessment of the metal, providing data on the structure and positioning of the steel members, material loss, and detection of the presence of breaks. An important part of the research and development was aimed at achieving superior performance compared to existing technology. The ability to detect corrosion breaks in unbonded multi-wire and multi-strand tendons was another important objective. The final objective that led to a successful program was to build a complete prototype portable scanning system capable of demonstrating the probe performance in the field. All of these objectives were met, which provided data for the system development work going forward. RMD worked with the engineering firm Simpson Gumpertz & Heger to develop a detailed problem definition for concrete structures and the necessary sensor specifications. In addition, we developed finite element simulation models for the eddy current based NDT system through the analysis of the electromagnetic (EM) properties of sample materials and the orientation of the transmitter, sensor array (receivers), metal, and intervening materials like concrete and air. Based on the modeling and specifications, we designed and fabricated prototype sensor modules. We then acquired and fabricated test samples to characterize and optimize the sensors. Finally, we built a complete prototype for testing on actual concrete structures. This new NDT technology has high promise for greatly improving capabilities in the inspection of steel reinforcements within concrete structures, such as rebar, liners, anchors, and prestressing cables. This method could be valuable in the maintenance of nuclear power plants, and many other structures critical to our nation’s infrastructure.

42 ENGINEERING↗
DOE OSTI2018

Reverse Current Model for Coronal Mass Ejection Cavity Formation

In this work, we present a new model for explaining the three-part structure of coronal mass ejections (CMEs). The model proposes that the cavity in a CME forms because a rising electric current in the core prominence induces an oppositely directed electric current in the background plasma; this eddy current is required to satisfy the frozen-in magnetic flux condition in the background plasma. The magnetic force between the inner-core electric current and the oppositely directed induced eddy current propels the background plasma away from the core, creating a cavity and a density pileup at the cavity edge. The cavity radius saturates when an inward restoring force from magnetic and hydrodynamic pressure in the region outside the cavity edge balances the outward magnetic force. The model is supported by (i) laboratory experiments showing the development of a cavity as a result of the repulsion of an induced reverse current by a rising inner-core flux-rope current, (ii) 3D numerical magnetohydrodynamic (MHD) simulations that reproduce the laboratory experiments in quantitative detail, and (iii) an analytic model that describes cavity formation as a result of the plasma containing the induced reverse current being repelled from the inner core. This analytic model offers broad applicability because the predicted cavity widths are relatively independent of both the current injection mechanism and the injection timescale.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2024

Nonlinear modeling of ELM mitigation with RMP on HL-2A

Abstract Nonlinear modeling of mitigation of the edge localized mode (ELM) with resonant magnetic perturbation (RMP) is performed for the HL-2A tokamak, utilizing the three-dimensional (3D) magnetohydrodynamic code JOREK. Based on the 3D equilibrium established after application of the n = 1 ( n is the toroidal mode number) RMP at 4.9 kAt coil current with odd parity, ELM mitigation is successfully simulated consistent with the experimental result. Nonlinear simulations show strong mode coupling among toroidal Fourier harmonics, allowing redistribution of the magnetic energy such that the most unstable toroidal mode saturates at a lower level. This magnetic energy cascade offers an explanation of the RMP-induced ELM mitigation achieved in HL-2A. Detailed examination of the simulation results shows persistent resonant field screening even during the ELM mitigation phase. Finite plasma resistivity however does enable partial penetration of the resonant field thus modifying the edge magnetic topology and characteristics of the edge transport. Plasma radial profiles undergo pronounced changes around the pedestal region, when the magnetic energy of the most unstable toroidal mode reaches the maximum value. Systematic scans of the applied RMP coil current with the JOREK simulations find a threshold value of around 4.5 kAt required for achieving the ELM mitigation on HL-2A.

Physics↗
DOE OSTI2022

Physical Compact Model for Three-Terminal SONOS Synaptic Circuit Element

A well-posed physics-based compact model for a three-terminal silicon–oxide–nitride–oxide–silicon (SONOS) synaptic circuit element is presented for use by neuromorphic circuit/system engineers. Based on technology computer aided design (TCAD) simulations of a SONOS device, the model contains a nonvolatile memristor with the state variable QM representing the memristor charge under the gate of the three-terminal element. By incorporating the exponential dependence of the memristance on QM and the applied bias V for the gate, the compact model agrees quantitatively with the results from TCAD simulations as well as experimental measurements for the drain current. The compact model is implemented through VerilogA in the circuit simulation package Cadence Spectre and reproduces the experimental training behavior for the source–drain conductance of a SONOS device after applying writing pulses ranging from –12 V to +11 V, with an accuracy higher than 90%.

42 ENGINEERING↗
DOE OSTI2019

Tank Closure Cesium Removal Project CST Simulant Cesium Batch Contact Kinetics Test Results and Column Performance Predictions

To evaluate the cesium removal capabilities of the caustic-washed R9120-B version of crystalline silicotitanate (CST) ion exchange media from Savannah River Site (SRS) waste during Tank Closure Cesium Removal (TCCR) column processing, batch contact kinetics tests were performed at 23 °C in SRS Average simulant. Cesium loading kinetics data was also collected (in current and previous testing; King, et al., 2018a) using the same simulant for an older CST sample (IE- 911) which was caustic-washed by the vendor many years ago and was recently retrieved from drums stored at SRS. (Note that R9120-B and IE-911 are believed to be identical materials, after the R9120-B was caustic washed by SRNL, and differ only by particle size and manufacturing date, and thus can be considered different batches). Although cesium loading kinetics testing can be conducted more rigorously using dynamic column tests, the batch contact method requires less simulant and considerably less experimental effort. Average percent removal data for batch contact samples for the two CST batches are provided in Table ES-1. Faster cesium uptake was observed with IE-911, although the loading rates for the two media batches were similar. After 5.5 hours of CST contact, 81% cesium removal was observed with R9120-B versus 86% removal with IE-911. Although these differences are small, the trend is consistent across the timed results, with the larger bead material always loading slower. These seemingly small differences in percent removal are believed to have a large impact on the column performance. Cesium loading curves for the two CST batches are provided in Figure ES-1 below. Faster cesium loading with IE-911 CST is presumed to be associated with the smaller average particle diameter (408 μm mean volume diameter) versus R9120-B (572 μm diameter). Cesium loading kinetic data was needed to conduct column performance comparisons (i.e., model predictions) for the two CST batches.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS1978

Results of piloted simulator studies of fighter aircraft at high angles of attack

The experience gained at the NASA Langley Research Center during the application of simulator techniques to high angle of attack flight conditions for several current fighters is discussed. The discussion includes (1) the simulator hardware, (2) requirements for static and dynamic aerodynamic data inputs, (3) evaluation procedures, (4) correlation with flight, and (5) the effects of dynamic stability parameters. Results obtained with the simulator technique have correlated well with flight test experience, resulting in early identification of potential problems, identification of critical flight conditions, and solutions to various deficiencies in stability and control characteristics. Dynamic stability parameters, results indicate that certain parameters can have a large influence on the flying qualities and tactical effectiveness of fighters at high angles of attack.

Chambers, J. R.↗
NASA NTRS2002

Design of a High-Energy, Two-Stage Pulsed Plasma Thruster

Design details of a proposed high-energy (approx. 50 kJ/pulse), two-stage pulsed plasma thruster are presented. The long-term goal of this project is to develop a high-power (approx. 500 kW), high specific impulse (approx. 7500 s), highly efficient (approx. 50%),and mechanically simple thruster for use as primary propulsion in a high-power nuclear electric propulsion system. The proposed thruster (PRC-PPT1) utilizes a valveless, liquid lithium-fed thermal plasma injector (first stage) followed by a high-energy pulsed electromagnetic accelerator (second stage). A numerical circuit model coupled with one-dimensional current sheet dynamics, as well as a numerical MHD simulation, are used to qualitatively predict the thermal plasma injection and current sheet dynamics, as well as to estimate the projected performance of the thruster. A set of further modelling efforts, and the experimental testing of a prototype thruster, is suggested to determine the feasibility of demonstrating a full scale high-power thruster.

Markusic, T. E.↗
NASA NTRS2020

Benefit Assessment of the Integrated Demand Management Concept for Multiple New York Metroplex Airports

Benefits of the Integrated Demand Management (IDM) concept were assessed utilizing a newly developed automated simulation capability called ‘Traffic Management Initiative Automated Simulation (TMIAutoSim).’ The IDM concept focuses on improving traffic flow management (TFM) by coordinating the FAA’s strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The IDM concept leverages a new TFMS capability called Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for tactically managing traffic by generating precise arrival schedules. The IDM concept was developed over a multi-year effort, focusing on solving New York metroplex airport arrival problems. TMIAutoSim closely mimics NASA’s high-fidelity simulation capabilities while enabling more data to be collected at higher speed. Using this new capability, the IDM concept was evaluated using realistic traffic across various weather scenarios. Six representative weather days were selected after clustering three months of historical data. For those selected six days, Newark Liberty International Airport (EWR) and LaGuardia Airport (LGA) arrival traffic scenarios were developed. For each selected day, the historical data were analyzed to accurately simulate actual operations and the weather impact of the day. The current day operations and the IDM concept operations were simulated for the same weather scenarios and the results were compared. The selected six days were categorized into two groups: ‘clear weather’ for days without Ground Delay Programs (GDP) and ‘convective weather’ for days with GDP and significant weather around New York metroplex airports. For the clear weather scenarios, IDM operations reduced last minute, unanticipated departure delays for short-haul flights within TBFM control boundaries with minimal to no impact on throughput and total delay. For the convective weather scenarios, IDM significantly reduced delays and increased throughput to the destination airports.

Traffic Management Initiative Automated Simulation↗
DOE OSTI2024

Studies of the outer-off-midplane lower hybrid wave launch scenario for plasma start-up on the TST-2 spherical tokamak

Abstract Establishment of an efficient central solenoid (CS) free tokamak plasma start-up method may lead to an economical fusion reactor. CS-free start-up using lower hybrid (LH) waves has been studied on the TST-2 spherical tokamak. Plasma current of about a quarter of CS-driven discharges has been obtained fully non-inductively using the outer-midplane and top LH launchers. Recently, an outer-off-midplane LH launcher was developed to achieve higher plasma current by optimizing for core absorption and minimal fast electron losses. Using the (outer-)off-midplane launcher, fully non-inductive plasma current start-up up to about 8 kA was achieved. Coupled ray-tracing and Fokker–Planck simulation was performed on equilibria reconstructed with an extended MHD model. It was found that the experimentally observed plasma current was in reasonable agreement with the numerical simulation. The simulation predicted appreciable orbit losses for the off-midplane launcher driven discharge at the present parameters, which was consistent with the experimentally observed x-ray radiation characteristics. The simulation showed that the current density was saturated for the present off-midplane launcher discharges and higher density and higher LH power was necessary to achieve higher plasma current.

Physics↗
DOE OSTI2020

Progress on Understanding Rayleigh–Taylor Flow and Mixing Using Synergy Between Simulation, Modeling, and Experiment

Simultaneous advances in numerical methods and computing, theoretical techniques, and experimental diagnostics have all led independently to better understanding of Rayleigh–Taylor (RT) instability, turbulence, and mixing. In particular, experiments have provided significant motivation for many simulation and modeling studies, as well as validation data. Numerical simulations have also provided data that is not currently measurable or very difficult to measure accurately in RT unstable flows. Thus, simulations have also motivated new measurements in this class of buoyancy-driven flows. This overview discusses simulation and modeling studies synergistic with experiments and examples of how experiments have motivated simulations and models of RT instability, flow, and mixing. First, a brief summary of measured experimental and calculated simulation quantities, of experimental approaches, and of issues and challenges in the simulation and modeling of RT experiments is presented. Implicit large-eddy, direct numerical, and large-eddy simulations validated using RT experimental data are then discussed. This is followed by a discussion of modeling using analytical, modal, buoyancy–drag, and turbulent transport models of RT mixing experiments. The discussion will focus on three-dimensional RT mixing arising from multimode perturbations. Finally, this focused review concludes with a perspective on future simulation, modeling, and experimental directions for further research. Research in simulation and modeling of RT unstable flows, coupled with experiments, has made significant progress over the past several decades. This overview serves as an opportunity to both discuss progress and to stimulate future research on simulation and modeling of this unique class of hydrodynamically unstable turbulent flows.

42 ENGINEERING↗
NASA NTRS2010

Interplanetary Transit Simulations Using the International Space Station

We evaluated the space life sciences utility of the International Space Station (ISS) to simulate the outbound transit portion of missions to Mars and Near Earth Asteroids (NEA) to investigate biomedical and psychological aspects of such transits, to develop and test space operation procedures compatible with communication delays and outages, and to demonstrate and validate technologies and countermeasures. Two major categories of space life sciences activities can capitalize on ISS capabilities. The first includes studies that require ISS (or a comparable facility), typically for access to prolonged weightlessness. The second includes studies that do not strictly require ISS but can exploit it to maximize their scientific return more efficiently and productively than in ground-based simulations. For these studies, ISS offers a high fidelity analog for fundamental factors on future missions, such as crew composition, mission control personnel, operational tasks and workload, real-world risk, and isolation, and can mimic the effects of distance and limited accessibility. In addition to conducting Mars- and NEA-transit simulations on 6-month ISS increments, extending the current ISS increment duration from 6 months to 9 or even 12 months will provide opportunities for enhanced and focused research relevant to long duration Mars and NEA missions. Increasing the crew duration may pose little additional risk to crewmembers beyond that currently accepted on 6-month increments, but additional medical monitoring capabilities will be required beyond those currently used for ISS operations. Finally, while presenting major logistical challenges, such a simulation followed by a post-landing simulation of Mars exploration could provide quantitative evidence of capabilities in an actual mission. Thus, the use of ISS to simulate aspects of Mars and NEA missions seems practical. If it were to be implemented without major disruption of on-going ISS activities, then planning should begin soon, in close consultation with all international partners.

Charles, John B.↗
DOE OSTI2019

Kinetic simulation of a low-pressure helium discharge with comparison to experimental measurements

Modern computational validation efforts rely on comparison of known experimental quantities such as current, voltage, particle densities, and other plasma properties with the same values determined through simulation. A discrete photon approach for radiation transport was recently incorporated into a particle-in-cell/direct simulation Monte Carlo code. As a result, spatially and temporally resolved synthetic spectra may be generated even for non-equilibrium plasmas. The generation of this synthetic spectra lends itself to potentially new validation opportunities. In this work, initial comparisons of synthetic spectra are made with experimentally gathered optical emission spectroscopy. A custom test apparatus was constructed that contains a 0.5 cm gap distance parallel plane discharge in ultra high purity helium gas (99.9999%) at a pressure of 75 Torr. Plasma generation is initiated with the application of a fast rise-time, 100 ns full-width half maximum, 2.0 kV voltage pulse. Transient electrical diagnostics are captured along with time-resolved emission spectra. A one-dimensional simulation is run under the same conditions and compared against the experiment to determine if sufficient physics are included to model the discharge. To sync the current measurements from experiment and simulation, significant effort was undertaken to understand the kinetic scheme required to reproduce the observed features. Additionally, the role of the helium molecule excimer emission and atomic helium resonance emission on photocurrent from the cathode are studied to understand which effect dominates photo-feedback processes. Results indicate that during discharge development, atomic helium resonance emission dominates the photo-flux at the cathode even though it is strongly self-absorbed. A comparison between the experiment and simulation demonstrates that the simulation reproduces observed features in the experimental discharge current waveform. Here, the synthesized spectra from the kinetic method produces more favorable agreement with the experimental data than a simple local thermodynamic equilibrium calculation and is a first step towards using spectra generated from a kinetic method in validation procedures. The results of this study produced a detailed compilation of important helium plasma chemistry reactions for simulating transient helium plasma discharges.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗