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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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1954

Permeability and Strength Measurements on Sintered, Porous, Hollow Turbine Blades Made by the American Electro Metal Corporation under Office of Naval Research Contract N-ONR-295 (01)

An experimental investigation was made to determine the permeability and strength characteristics of a number of sintered, porous, hollow turbine rotor blades and to determine the effectiveness of the blade fabrication method on permeability control. The test blades were fabricated by the American Electro Metal Corporation under a contract with the Office of Naval Research, Department of the Navy, and were submitted to the NACA for testing. Of the 22 test blades submitted, ten were sintered but not coined, five were sintered and coined, and seven were sintered and not coined but contained perforated reinforcements integral with the blade shells. Representative samples of each group of blades were tested. Large variations in permeability in both chordwise and spanwise directions were found. Local deviations as large as 155 to -85 percent from prescribed values were found in chordwise permeability. Only one blade, an uncoined one, had a chordwise permeability variations which reasonably approached that specified. Even for this blade, local deviations exceeded 10 percent. Spanwise permeability, specified to be held constant, varied as much as 50 percent from root to tip for both an uncoined and a coined blade. Previous NACA analyses have shown that in order to maintain proper control of blade wall temperatures, permeability variations must not exceed plus or minus 10 percent. Satisfactory control of permeability in either the chordwise or the spanwise direction was not achieved in the blades tested. Spin tests made at room temperature for six blades revealed the highest material rupture strength to be 8926 pounds per square inch. This value is about one third the strength required for rotor blades in present-day turbojet engines. The lowest value of blade strength was 1436 pounds per square inch.

Richards, Hadley T.↗
NASA NTRS1987

Severe winds in the DFW microburst measured from two aircraft

Advanced analytical methods are applied to the digital flight data and Air Traffic Control radar records from two airliners, Delta flight 191 and American flight 539, that penetrated a microburst at the Dallas/Ft. Worth airport on August 2, 1985. The results for Delta 191 (which crashed) show that the aircraft encountered a strong downburst followed by a strong outflow accompanied by large and rapid changes in the vertical wind. The rapid changes in the vertical wind detected near the ground are attributed to vortex-induced turbulence. The next following aircraft, American 539, made a go-around 110 sec after Delta 191 and traversed the microburst at an altitude of about 2500 ft above the ground. The measured winds during this go-around indicate a broad pattern of downflow in the microburst, with regions of upflow at the extreme edges. The combined results indicate a microburst that was increasing in size with vortex-induced turbulence embedded in a strong outflow near the ground. These wind measurements provide a realistic description of the microburst wind environment that can be used in simulator studies and pilot training, and provide a standard of comparison for ongoing experiments and modeling of microbursts involving vortex rings.

Wingrove, R. C.↗
NASA NTRS1974

EMC test plan for shipboard in-harbor and at-sea measurements for L-band terminal

This test plan is to provide a procedure for the measurement of on-board radio frequency interference resulting from the operation of on-board radars (S-Band and X-Band). Field intensity measurements in the range of 1 to 10 GHz will be made using calibrated test instrumentation to determine possible adverse effects to the operation of the future installation of a Maritime L-Band Shipboard Satellite Communications Terminal, for use with the ATS-F and MARISAT Communications Satellites. A measurement will be made of power line conducted interference to determine the degree of power line isolation that may be required. There is also consideration of interference to the radars by the proposed L-Band terminals and observations will be made of the radar displays while L-Band transmitter operation is simulated. These tests will be made aboard the American Alliance container ship, United States Lines.

Source record↗
NASA NTRS1993

International aerospace STI

A brief discussion is presented of the use being made by the American R&D community of international aerospace scientific and technical information (STI). The incorporation of international STI into the NASA Aerospace Database is addressed.

Harrison, Laurie↗
NASA NTRS2016

Comparing Eyewitness-Derived Trajectories of Bright Meteors to Ground Truth Data

The NASA Meteoroid Environment Office is a US government agency tasked with analyzing meteors of public interest. When queried about a meteor observed over the United States, the MEO must respond with a characterization of the trajectory, orbit, and size within a few hours. If the event is outside meteor network coverage and there is no imagery recorded by the public, a timely assessment can be difficult if not impossible. In this situation, visual reports made by eyewitnesses may be the only resource available. This has led to the development of a tool to quickly calculate crude meteor trajectories from eyewitness reports made to the American Meteor Society. A description of the tool, example case studies, and a comparison to ground truth data observed by the NASA All Sky Fireball Network are presented.

Moser, D. E.↗
NASA NTRS2016

Comparing Eyewitness-Derived Trajectories of Bright Meteors to Ground Truth Data

The NASA Meteoroid Environment Office (MEO) is the only US government agency tasked with analyzing meteors of public interest. When queried about a meteor observed over the United States, the MEO must respond with a characterization of the trajectory, orbit, and size within a few hours. Using observations from meteor networks like the NASA All Sky Fireball Network or the Southern Ontario Meteor Network, such a characterization is often easy. If found, casual recordings from the public and stationary web cameras can be used to roughly analyze a meteor if the camera's location can be identified and its imagery calibrated. This technique was used with great success in the analysis of the Chelyabinsk meteorite fall. But if the event is outside meteor network coverage, if an insufficient number of videos are found, or if the imagery cannot be geolocated or calibrated, a timely assessment can be difficult if not impossible. In this situation, visual reports made by eyewitnesses may be the only resource available. This has led to the development of a tool to quickly calculate crude meteor trajectories from eyewitness reports made to the American Meteor Society. The output is illustrated in Figure 1. A description of the tool, example case studies, and a comparison to ground truth data observed by the NASA All Sky Fireball Network will be presented.

Moser, D. E.↗
NASA NTRS1954

Ditching Investigation of a 1/10-Scale Model of the North American F-86 Airplane

An investigation was made of a 1/10-scale dynamically similar model of the North American F-86 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tabular form, sequence photographs, and time-history acceleration curves. From the results of the investigation it was concluded that the airplane should be ditched at the nose-high, 14 deg attitude to avoid the violent dive which occurs at the 4 deg attitude. The flaps and leading-edge slats should be fully extended to obtain the lowest possible landing speed. The wing tanks should be jettisoned to avoid the undesirable behavior which occurs with the tanks attached. In a calm-water ditching under these conditions the airplane will run smoothly for about 600 feet. Maximum longitudinal and vertical decelerations of about 3g will be encountered.

Fisher, Lloyd J.↗
NASA NTRS1964

Spin-Tunnel Investigation of a 1/30-Scale Model of the North American A-5 Airplane

An investigation has been made to determine the erect and. inverted spin and recovery characteristics of a 1/30-scale dynamic model of the North American A-5A airplane. Tests were made for the basic flight design loading with the center of gravity at 30-percent mean aerodynamic chord and also for a forward position and a rearward position with the center of gravity at 26-percent and 40-percent mean aerodynamic chord, respectively. Tests were also made to determine the effect of full external wing tanks on both wings, and of an asymmetrical condition when only one full tank is carried.

Lee, Henry A.↗
NASA NTRS1994

The electrical conductivities of candidate beam-waveguide antenna shroud materials

The shroud on the beam-waveguide (BWG) antenna at DSS 13 is made from highly magnetic American Society for Testing and Materials (ASTM) A36 steel. Measurements at 8.42 GHz showed that this material (with paint) has a very poor electrical conductivity that is 600 times worse than aluminum. In cases where the BWG mirrors might be slightly misaligned, unintentional illumination and poor electrical conductivity of the shroud walls can cause system noise temperature to be increased significantly. This potential increase of noise temperature contribution can be reduced through the use of better conductivity materials for the shroud walls. An alternative is to attempt to improve the conductivity of the currently used ASTM A36 steel by means of some type of plating, surface treatment, or high-conductivity paints. This article presents the results of a study made to find improved materials for future shrouds and mirror supports.

Otoshi, T. Y.↗
NASA NTRS2010

NASA UAS Update

Last year may prove to be a pivotal year for the National Aeronautics and Space Administration (NASA) in the Unmanned Aircraft Systems (UAS) arena, especially in relation to routine UAS access to airspace as NASA accepted an invitation to join the UAS Executive Committee (UAS ExCom). The UAS ExCom is a multi-agency, Federal executive-level committee comprised of the Federal Aviation Administration (FAA), Department of Defense (DoD), Department of Homeland Security (DHS), and NASA with the goals to: 1) Coordinate and align efforts between key Federal Government agencies to achieve routine safe federal public UAS operations in the National Airspace System (NAS); 2) Coordinate and prioritize technical, procedural, regulatory, and policy solutions needed to deliver incremental capabilities; 3) Develop a plan to accommodate the larger stakeholder community at the appropriate time; and 4) Resolve conflicts between Federal Government agencies (FAA, DoD, DHS, and NASA), related to the above goals. The committee was formed in recognition of the need of UAS operated by these agencies to access to the National Airspace System (NAS) to support operational, training, development and research requirements. In order to meet that need, technical, procedural, regulatory, and policy solutions are required to deliver incremental capabilities leading to routine access. The formation of the UAS ExCom is significant in that it represents a tangible commitment by FAA senior leadership to address the UAS access challenge. While the focus of the ExCom is government owned and operated UAS, civil UAS operations are bound to benefit by the progress made in achieving routine access for government UAS. As the UAS ExCom was forming, NASA's Aeronautics Research Mission Directorate began to show renewed interest in UAS, particularly in relation to the future state of the air transportation system under the Next Generation Air Transportation System (NextGen). NASA made funding from the American Recovery and Revitalization Act available in order to continue addressing the issue of routine civil UAS access.

Bauer, Jeffrey Ervin↗
NASA NTRS2004

Code Blue on Orbit: Treating Cardiac Arrest on the ISS

As a result of the Columbia tragedy on February 1,2003, the International Space Station (ISS) crew size has been temporarily reduced from three to two. This change forces adaptations in many operational procedures used by the crew, including medical protocols which were designed for scenarios involving one casualty and two caregivers. The Office of Space Medicine directed that the procedure for the resuscitation of a crewmember in cardiac arrest be rewritten for use by a single care provider. Methods: Adaptation of this procedure made use of current American Heart Association Advanced Cardiac Life Support (ACLS) procedures and reflects necessary compromises between the realities of the operational environment and prompt provision of medical care. Results: Numerous changes were incorporated due to the diminution in available personnel, including substitution of endotracheal rather than intravenous delivery of drugs, more rapid defibrillation, addition of a precordial thump, removal of transcutaneous pacing, streamlining of procedural steps, and clarification of termination criteria. Discussion: The on-orbit care available to the ISS crewmembers is constrained by numerous factors, including crew medical training, minimal medical assets, limited air/ground communication , and a single caregiver for the foreseeable future. All of these combine to make a successful resuscitation unlikely, however, this procedure must ultimately deal with not only the patient's welfare, but also that of the caregiver, the mission, and the program.

Bacal, Kira↗
NASA NTRS2020

Cold-Flow Model Tests to Determine Static Performance of a NASA One-Sided Ejector Nozzle System

This report presents the results of cold-flow model tests to determine the static performance of multiple configurations of a NASA one-sided ejector nozzle system. The existing ejector nozzle system hardware was provided by NASA and was previously used for acoustic tests. A new facility adapter duct and ejector box support brackets were designed and fabricated by the FluiDyne Aerotest Laboratory of Aero Systems Engineering, Inc. The tests were performed in the Channel 8 static thrust stand at ASE’s FluiDyne Aerotest Laboratory in Plymouth, Minnesota. Facility checkout tests were made using a standard American Society of Mechanical Engineers (ASME) long-radius metering nozzle. These tests demonstrated facility data accuracy at flow conditions similar to the model tests. Channel 8 static tests included 40 ASME nozzle facility checkout tests and 24 model tests (plus an additional 1 at no charge). The model nozzle pressure ratio varied from 1.4 to 3.0. Test results include: thrust coefficients, thrust vector angles and location, nozzle discharge coefficients, charging station total and static pressures, and model static pressure distributions (in the Data Appendix).

McDonald, Timothy J.↗
NASA NTRSDate not supplied

NASA's Human Lunar Landing Strategy

In early 2020, NASA's Human Landing System Program made awards to a set of American companies to compete for the design, delivery and demonstration of an integrated human landing system to land the next Americans near the South Pole of the Moon by 2024. Awards were made utilizing the NextSTEP Broad Agency Announcement procurement mechanism and kicked off a seven-month Certification Baseline Review, leading up to a Continuation Review and possible down-select by NASA at the end of 2020. This paper discusses the work that has been done thus far for the rapid development of a human landing system to safely carry the first woman and the next man to the lunar surface. It will also provide a preview of the work that remains ahead for the program. Keywords: Artemis, Human Landing System, Mars, Moon, Propulsion

Lisa Watson-Morgan↗
NASA NTRS1948

Ditching Tests of a 1/10-Scale Model of the North American XFJ-1 Airplane Ted No. NACA 314

Tests were made of a 1/10-scale dynamically similar model of the North American XFJ-1 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, by recording the accelerations, and by taking motion pictures of the ditchings. Data are presented in tabular form, sequence photographs, and time-history acceleration curves. From the results of the tests it was concluded that the airplane should be ditched at the near-stall, tail-down landing attitude of 12 deg. The flaps should be fully extended to obtain the lowest possible landing speed. The wing-tip tanks should be jettisoned if any appreciable load of fuel remains; if empty, they should be retained for additional buoyancy. In a calm-water ditching the airplane will probably run about 600 feet Maximum longitudinal decelerations of about 2.5g and maximum vertical acceleration of about 2g will be encountered. The nose-intake duct will be clear of the water until practically all forward motion has stopped.

Fisher, Lloyd J.↗
NASA NTRS1964

Spin Tunnel Investigation of a 1/30 Scale Model of the North American A-5A Airplane

An investigation has been made in the Langley spin tunnel to determine the erect and inverted spin and recovery characteristics of a 1/30-scale dynamic model of the North American A-5A airplane. Tests were made for the basic flight design loading with the center of gravity at 30-percent mean aerodynamic chord and also for a forward position and a rearward position with the center of gravity at 26-percent and 40-percent mean aerodynamic chord, respectively. Tests were also made to determine the effect of full external wing tanks on both wings, and of an asymmetrical condition when only one full tank is carried.

Lee, Henry A.↗
NASA NTRS1977

Aeroelastic analysis and ground vibration survey of the NASA, Grumman American Yankee modified for spin testing

A complete ground vibration and aeroelastic analysis was made of a modified version of the Grumman American Yankee. The aircraft had been modified for four empennage configurations, a wing boom was added, a spin chute installed and provisions included for large masses in the wing tip to vary the lateral and directional inertia. Other minor changes were made which have much less influence on the flutter and vibrations. Neither static divergence nor aileron reversal was considered since the wing structure was not sufficiently changed to affect its static aeroelastic qualities. The aircraft was found to be free from flutter in all of the normal modes explored in the ground shake test. The analysis demonstrated freedom from flutter up to 214 miles per hour.

Kroeger, R. A.↗
NASA NTRS1959

Free-Spinning-Tunnel Investigation of a 1/20-Scale Model of the North American T2J-1 Airplane

An investigation has been made in the Langley 20-foot free-spinning tunnel to determine the erect and inverted spin and recovery characteristics of a 1/20-scale dynamic model of the North American T2J-1 airplane. The model results indicate that the optimum technique for recovery from erect spins of the airplane will be dependent on the distribution of the disposable load. The recommended recovery procedure for spins encountered at the flight design gross weight is simultaneous rudder reversal to against the spin and aileron movement to with the spin. With full wingtip tanks plus rocket installation and full internal fuel load, rudder reversal should be followed by a downward movement of the elevator. For the flight design gross weight plus partially full wingtip tanks, recovery should be attempted by simultaneous rudder reversal to against the spin, movement of ailerons to with the spin, and ejection of the wing-tip tanks. The optimum recovery technique for airplane-inverted spins is rudder reversal to against the spin with the stick maintained longitudinally and laterally neutral.

Bowman, James S., Jr.↗