Making aerospace technology work for the automotive industry, introduction

NASA derived technology already in use in the automotive industry include: (1) developments in electronics design, computer systems, and quality control methods for line testing of cars and trucks; (2) a combustion analysis computer program for automotive engine research and development; (3) an infrared scanner and television display for analyzing tire design and performance, and for studying the effects of heat on the service life of V-belts, shock mounts, brakes, and rubber bearings; (4) exhaust gas analyzers for trouble shooting and emissions certification; (5) a device for reducing noise from trucks; and (6) a low cost test vehicle for measuring highway skid resistance. Services offered by NASA to facilitate access to its technology are described

Nonaerospace uses of chemical rocket technology

Nonaerospace uses of chemical rocket technolog

The design of test-section inserts for higher speed aeroacoustic testing in the Ames 80- by 120-foot wind tunnel

An engineering feasibility study was made of aeroacoustic inserts designed for large-scale acoustic research on aircraft models in the 80- by 120-Foot Wind Tunnel at NASA Ames Research Center. The goal was to find test-section modifications that would allow improved aeroacoustic testing at airspeeds equal to and above the current 100 knots limit. Results indicate that the required maximum airspeed drives the design of a particular insert. Using goals of 200, 150, and 100 knots airspeed, the analysis led to a 30 x 60 ft open-jet test section, a 40 x 80 ft open-jet test section, and a 70 x 110 ft closed test section with enhanced wall lining respectively. The open-jet inserts would be composed of a nozzle, collector, diffuser, and acoustic wedges incorporated in the existing 80 x 120 ft test section. The closed test section would be composed of approximately 5-ft acoustic wedges covered by a porous plate attached to the test-section walls of the existing 80 x 120. All designs would require a double row of acoustic vanes between the test section and fan drive to attenuate fan noise and, in the case of the open-jet designs, to control flow separation at the diffuser downstream end. The inserts would allow virtually anechoic acoustics studies of large helicopter models, jets, and V/STOL aircraft models in simulated flight. Model scale studies would be necessary to optimize the aerodynamic and acoustic performance of any of the designs. Successful development of acoustically transparent walls, though not strictly necessary to the project, would lead to a porous-wall test section that could be substituted for any of the open-jet designs, and thereby eliminate many aerodynamic and acoustic problems characteristic of open-jet shear layers

Fuel rich catalytic comustion: The first stage of a two-stage combustor

An experimental program demonstrated that fuel-rich catalytic combustion can be accomplished soot free as long as the combustion temperature is less than the temperature at the rich limit of combustion. Although soot was not measured directly, three pieces of data strongly suggest that it was not present: (1) the product gases were completely transparent and produced no radiation characteristic of soot, (2) measured reaction temperatures followed closely those calculated for equilibrium with no soot present, and (3) over 99 percent of the carbon was accounted for in the measured reaction products. Data for two catalyst configurations were taken along with gas samples at two locations downstream of the catalyst bed

Fuel-rich catalytic combustion: A soot-free technique for in situ hydrogen-like enrichment

An experimental program on the catalytic oxidation of iso-octane demonstrated the feasibility of the two-stage combustion system for reducing particulate emissions. With a fuel-rich (phi = 4.8 to 7.8) catalytic combustion preburner as the first stage the combustion process was soot free at reactor outlet temperatures of 1200 K or less. Although soot was not measured directly, its absence was indicated. Reaction products collected at two positions downstream of the catalyst bed were analyzed on a gas chromatograph. Comparison of these products indicated that pyrolysis of the larger molecules continued along the drift tube and that benzene formation was a gas-phase reaction. The effective hydrogen-carbon ratio calculated from the reaction products increased by 20 to 68 percent over the range of equivalence ratios tested. The catalytic partial oxidation process also yielded a large number of smaller-containing molecules. The fraction of fuel carbon in compounds having two or fewer carbon atoms ranged from 30 percent at 1100 K to 80 percent at 1200 K

The Ontological Basis of Strong Artificial Life

This article concerns the claim that it is possible to create living organisms, not merely models that represent organisms, simply by programming computers ("virtual" strong alife). I ask what sort of things these computer-generated organisms are supposed to be (where are they, and what are they made of?). I consider four possible answers to this question: (a) The organisms are abstract complexes of pure information; (b) they are material objects made of bits of computer hardware; (c) they are physical processes going on inside the computer; and (d) they are denizens of an entire artificial world, different from our own, that the programmer creates. I argue that (a) could not be right, that (c) collapses into (b), and that (d) would make strong alife either absurd or uninteresting. Thus, "virtual" strong alife amounts to the claim that, by programming a computer, one can literally bring bits of its hardware to life

Modeling coronal magnetic field using spherical geometry: cases with several active regions

The magnetic fields in the solar atmosphere structure the plasma, store free magnetic energy and produce a wide variety of active solar phenomena, like flare and coronal mass ejections(CMEs). The distribution and strength of magnetic fields are routinely measured in the solar surface(photosphere). Therefore, there is considerable interest in accurately modeling the 3D structure of the coronal magnetic field using photospheric vector magnetograms. Knowledge of the 3D structure of magnetic field lines also help us to interpret other coronal observations, e.g., EUV images of the radiating coronal plasma. Nonlinear force-free field (NLFFF) models are thought to be viable tools for those task. Usually those models use Cartesian geometry. However, the spherical nature of the solar surface cannot be neglected when the field of view is large. In this work, we model the coronal magnetic field above multiple active regions using NLFFF extrapolation code using vector magnetograph data from the Synoptic Optical Long-term Investigations of the Sun survey (SOLIS)/ Vector Spectromagnetograph (VSM) as a boundary conditions. We compare projections of the resulting magnetic field lines solutions with their respective coronal EUV-images from the Atmospheric Imaging Assembly (SDO/AIA) observed on October 11, 2011 and November 13, 2012. This study has found that the NLFFF model in spherical geometry reconstructs the magnetic configurations for several active regions which agrees with observations. During October 11, 2011 observation, there are substantial number of trans-equatorial loops carrying electric current.Comment: 3 Figures, Submitted to Astrophysics and Space Science Journa

Investigation of kilovolt ion sputtering second quarterly progress report

Kilovolt ion sputtering - electron beam focusing of cesium ion beam, radiation detection in copper atoms, ultrahigh vacuum system construction, and spectrometer pulse heigh

CELSS Transportation Analysis

Regenerative life support systems based on the use of biological material was considered for inclusion in manned spacecraft. Biological life support systems are developed in the controlled ecological life support system (CELSS) program. Because of the progress achieved in the CELSS program, it is determined which space missions may profit from use of the developing technology. Potential transportation cost savings by using CELSS technology for selected future manned space missions was evaluated. Six representative missions were selected which ranged from a low Earth orbit mission to those associated with asteroids and a Mars sortie. The crew sizes considered varied from four persons to five thousand. Other study parameters included mission duration and life support closure percentages, with the latter ranging from complete resupply of consumable life support materials to 97% closure of the life support system. The analytical study approach and the missions and systems considered, together with the benefits derived from CELSS when applicable are described