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At least 217 records · Page 12

The Rapidly Rotating Sun

Convection in the solar interior is thought to comprise structures at a continuum of scales, from large to small. This conclusion emerges from phenomenological studies and numerical simulations though neither covers the proper range of dynamical parameters of solar convection. In the present work, imaging techniques of time-distance helioseismology applied to observational data reveal no long-range order in the convective motion. We conservatively bound the associated velocity magnitudes, as a function of depth and the spherical-harmonic degree l to be 20-100 times weaker than prevailing estimates within the wavenumber band l < 60. The observationally constrained kinetic energy is approximately a thousandth of the theoretical prediction, suggesting the prevalence of an intrinsically different paradigm of turbulence. A fundamental question arises: what mechanism of turbulence transports the heat ux of a solar luminosity outwards? The Sun is seemingly a much faster rotator than previously thought, with advection dominated by Coriolis forces at scales l < 60.

Hanasoge, Shravan M.↗

Estimating Marine Aerosol Particle Volume and Number from Maritime Aerosol Network Data

As well as spectral aerosol optical depth (AOD), aerosol composition and concentration (number, volume, or mass) are of interest for a variety of applications. However, remote sensing of these quantities is more difficult than for AOD, as it is more sensitive to assumptions relating to aerosol composition. This study uses spectral AOD measured on Maritime Aerosol Network (MAN) cruises, with the additional constraint of a microphysical model for unpolluted maritime aerosol based on analysis of Aerosol Robotic Network (AERONET) inversions, to estimate these quantities over open ocean. When the MAN data are subset to those likely to be comprised of maritime aerosol, number and volume concentrations obtained are physically reasonable. Attempts to estimate surface concentration from columnar abundance, however, are shown to be limited by uncertainties in vertical distribution. Columnar AOD at 550 nm and aerosol number for unpolluted maritime cases are also compared with Moderate Resolution Imaging Spectroradiometer (MODIS) data, for both the present Collection 5.1 and forthcoming Collection 6. MODIS provides a best-fitting retrieval solution, as well as the average for several different solutions, with different aerosol microphysical models. The average solution MODIS dataset agrees more closely with MAN than the best solution dataset. Terra tends to retrieve lower aerosol number than MAN, and Aqua higher, linked with differences in the aerosol models commonly chosen. Collection 6 AOD is likely to agree more closely with MAN over open ocean than Collection 5.1. In situations where spectral AOD is measured accurately, and aerosol microphysical properties are reasonably well-constrained, estimates of aerosol number and volume using MAN or similar data would provide for a greater variety of potential comparisons with aerosol properties derived from satellite or chemistry transport model data.

Sayer, A. M.↗

Strategic Planning with Unscented Optimal Guidance for Urban Air Mobility

This study proposes a strategic trajectory planning framework to support development of Urban Air Mobility (UAM) traffic networks and optimization of UAM aircraft trajectories that are robust to uncertain wind fields. The development of UAM traffic networks considers static aviation constraints and dynamic weather constraints in urban airspace and the connections to ground transportation networks for preliminary selection of feasible time-optimal routes. The trajectory optimization of UAM aircraft utilizes an unscented optimal guidance approach to generate cost-optimal trajectories constrained on the selected sigma values of probability distribution of uncertain wind fields while ensuring that the end-point constraints are met for reducing wind-induced trajectory uncertainty. Unscented guidance commands are assessed based on trajectory perturbations at subsequent end-points in various wind fields by conducting Monte Carlo simulations.An example of wind-optimal UAM corridor and the associated trajectory-based operation volume is created utilizing the perturbations of the unscented trajectories for preliminary assessment of required aircraft separation minima without knowledge of aircraft navigation performance.

Strategic Planning↗

The Effects of a 1998 Observing System Change on MERRA-2-Based Ozone Profile Simulations

Model simulations of ozone (O3) driven by meteorological reanalyses are useful for filling observational gaps and interpreting observed O3 variability and trends. However, the transport circulation of reanalysis products is impacted by changes to the observing system (the data assimilated into the reanalyses). We examine the impacts of these changes on simulated O3 from two models, Global Modeling Initiative (GMI) Chemistry Transport Model (GMI CTM) and Modern‐Era Retrospective Analysis for Research Applications version 2 (MERRA‐2) GMI Replay (M2 GMI Replay) simulation, using observations from global ozonesondes (>50,000 profiles) and satellites from 1980 to 2016. Both models are constrained by meteorology from the NASA MERRA‐2 reanalysis, and both use versions of NASA's GMI chemical mechanism. We focus on an observing system change affecting simulated O3 after 1998, associated with the assimilation of temperature and humidity data from new microwave profiling satellites. A large post‐1998 O3 increase, mainly confined to 15–20‐km altitude, of ~10 Dobson units (DU) in midlatitudes occurs in the GMI CTM, worsening the bias compared to observations. In contrast, an increase in M2 GMI Replay simulation O3 of ~10 DU is observed only near −60° latitude, reducing the bias compared to observations. The GMI CTM O3 high biases display a Quasi‐Biennial Oscillation (QBO)‐like periodicity that result from excessive transport from the tropical stratosphere to the midlatitude lower stratosphere during the QBO westerly phase. We quantify O3 discontinuities caused by MERRA‐2 observing system changes and demonstrate how the MERRA‐2 Global Modeling Initiative Replay simulation dampens the effects of these changes and QBO‐driven artifacts on simulated lower stratospheric and total O3. We caution against using simulations driven by a reanalysis to derive multidecadal O3 trends, especially prior to 1998.

Replay↗

Practical considerations in designing the engine cycle

When it is required to define the cycle parameters and calculate the performance of a real engine, there are numerous practical constraints that need to be taken into account. These fall into two main categories: the limitations of available component technologies, and the operational considerations that are dependent on aircraft application. The lecture discusses the main technology limiters and indicates how they are incorporated into the cycle definition process. Operational factors include the extent of the intended flight envelope and range of critical flight conditions for which performance must be assured, and the balance to be struck between minimising fuel consumption, maximising installed power and constraining costs of ownership. Taking these technology and operational influences into account, the basic cycle characteristics and approach to cycle choice are examined for three main classes of aircraft: subsonic transports, military combat aircraft and helicopters.

M G Philpot↗

Limitations of Reliability for Long-Endurance Human Spaceflight

Long-endurance human spaceflight - such as missions to Mars or its moons - will present a never-before-seen maintenance logistics challenge. Crews will be in space for longer and be farther way from Earth than ever before. Resupply and abort options will be heavily constrained, and will have timescales much longer than current and past experience. Spare parts and/or redundant systems will have to be included to reduce risk. However, the high cost of transportation means that this risk reduction must be achieved while also minimizing mass. The concept of increasing system and component reliability is commonly discussed as a means to reduce risk and mass by reducing the probability that components will fail during a mission. While increased reliability can reduce maintenance logistics mass requirements, the rate of mass reduction decreases over time. In addition, reliability growth requires increased test time and cost. This paper assesses trends in test time requirements, cost, and maintenance logistics mass savings as a function of increase in Mean Time Between Failures (MTBF) for some or all of the components in a system. In general, reliability growth results in superlinear growth in test time requirements, exponential growth in cost, and sublinear benefits (in terms of logistics mass saved). These trends indicate that it is unlikely that reliability growth alone will be a cost-effective approach to maintenance logistics mass reduction and risk mitigation for long-endurance missions. This paper discusses these trends as well as other options to reduce logistics mass such as direct reduction of part mass, commonality, or In-Space Manufacturing (ISM). Overall, it is likely that some combination of all available options - including reliability growth - will be required to reduce mass and mitigate risk for future deep space missions.

Owens, Andrew C.↗

Multi-source Estimates of Land / Ocean Moisture Transport Variability over the Satellite Era

It is widely appreciated that atmospheric transport of water from the world’s oceans is a process key to planetary energy balance as well as Earth's habitability. What is not yet clear is the extent of variability in moisture transports, the relative importance of interdecadal variability versus climate change signals, and importantly, our ability to quantify these changes. This work assesses variations in moisture transport variability during the satellite era (~1980 to present) by comparing several different estimates. (i) The most direct estimate is the vertically integrated flux convergence of moisture from reanalyses which use observed wind and moisture information. (ii) One alternative estimate comes from P-ET over land taken from global hydrologic models constrained with precipitation and near-surface meteorology. Here we use an ensemble of six models. An adjunct to this method is to employ satellite derive ET (e.g., GLEAM or DOLCE). (iii) Complementary to this is E-P over the global oceans derived from satellite estimates of P such as TRMM, GPM and GPCP and SeaFlux V3 or J-OFURO3 estimates of E, all relying heavily upon microwave measurements. Transport between land and oceans must essentially balance at monthly scales, i.e., vanish globally. (iv) a fourth perspective comes from estimate of terrestrial RO + storage rate, delta S. G-RUN Ensemble which uses observed streamflow and P measurements to calibrate a statistical model provides the former while GRACE, GRACE-FO provide total water storage anomalies used to calculate storage rate changes. GRACE REC uses GRACE data to train a precipitation-driven statistical model to extend storage estimates before the GRACE era. (All of these alternatives to reanalysis estimates also consider the small atmospheric column water vapor contribution.) We examine the transport changes from these three different methodologies, their relative accuracies and discuss the origin of their differences. Regional trends in moisture flux divergence and their role in multi-decadal trends are considered. Interannual variability arising in connection with ENSO variability is a dominant signal, driven largely by P changes. Trends since 1980 include reductions in moisture delivery to the western U.S., eastern Brazil, and central Africa with recovery of moisture convergence to the Sahel and parts of eastern North America.

Franklin Robertson↗

Chemical Ionization Mass Spectrometry-Based Measurements of HO2 and RO2 During TRACE-P

The Transport and Chemical Evolution over the Pacific (TRACE-P) mission extends NASA's Global Tropospheric Experiment (GTE) series of campaigns. TRACE-P was an aircraft-based campaign that was part of a larger ground-based and aircraft-based program (APARE) under the auspices of the International Global Atmospheric Chemistry (IGAC) program. TRACE-P was designed to (1) determine the chemical composition of Asian outflow over the western Pacific, and to (2) determine the chemical evolution of the Asian outflow. These objectives were addressed through a variety of observations and numerical modeling exercises. In particular, the goals included sampling strategies that would improve understanding of the budgets of odd hydrogen species (OH and HO2), budgets of NOx (NO, NO2, and their reservoirs), and impacts of oxidants produced in the outflow on air quality in the United States. The NASA DC-8 and P-3B aircraft were deployed in the March and April, 2001 out of primary bases of operation in Hong Kong and Yokota Air Base in Japan. These two aircraft have complementary capabilities which allow high altitude and long range impacts, as well as low altitude, local impacts to be assessed. In order to quantify the composition and evolution of Asian outflow, it is important to quantify as many species as possible including photochemically active species (e.g. NO2, CH2O, O3, acetone, etc.), sources species (VOCs, CO, NOx, SO2, aerosols), reactive intermediates including free radicals (OH, HO2, RO2, and their reservoirs), and end products (nitric acid, sulfuric acid, secondary aerosols, etc.). The more complete the measurement suite, the more tightly constrained the numerical modeling can be (within the uncertainties of the measurements). The numerical models range in sophistication from simple steady state box models (as employed in this study) to multi-dimensional chemical transport models. Data were collected on approximately 20 flights of the DC-8 and 21 flights of the P-3B. Observations from both aircraft were used in the present analysis, but primarily focused on the P-3B flights since that was the platform on which the peroxy radical instrumentation was based.

Cantrell, Christopher A.↗

Investigation of Optimal Control Allocation for Gust Load Alleviation in Flight Control

Advances in sensors and avionics computation power suggest real-time structural load measurements could be used in flight control systems for improved safety and performance. A conventional transport flight control system determines the moments necessary to meet the pilot's command, while rejecting disturbances and maintaining stability of the aircraft. Control allocation is the problem of converting these desired moments into control effector commands. In this paper, a framework is proposed to incorporate real-time structural load feedback and structural load constraints in the control allocator. Constrained optimal control allocation can be used to achieve desired moments without exceeding specified limits on monitored load points. Minimization of structural loads by the control allocator is used to alleviate gust loads. The framework to incorporate structural loads in the flight control system and an optimal control allocation algorithm will be described and then demonstrated on a nonlinear simulation of a generic transport aircraft with flight dynamics and static structural loads.

Frost, Susan A.↗

Flare gamma ray continuum emission from neutral pion decay

We investigate, in detail, the production of solar flare gamma ray emission above 100 MeV via the interaction of high energy protons with the ambient solar atmosphere. We restrict our considerations to the broadband gamma ray spectrum resulting from the decay of neutral pions produced in p-H reactions. Thick-target calculations are performed to determine the photon fluences. However, proton transport is not considered. Inferences about the form of the proton spectrum at 10-100 MeV have already been drawn from de-excitation gamma ray lines. Our aim is to constrain the proton spectrum at higher energies. Thus, the injected proton spectrum is assumed to have the form of a Bessel Function, characteristics of stochastic energy at higher energies. The detailed shape of the gamma ray spectra around 100 MeV is found to have a strong dependence on the spectral index of the power law and on the turnover energy (from Bessel function to power law). As would be expected, the harder the photon spectrum the wider the 100 MeV feature. The photon spectra are to be compared with observations and used to place limits upon the number of particles accelerated and to constrain acceleration models.

Alexander, David↗

The Structure of Active Galactic Nuclei

We are continuing our systematic investigation of the nuclear structure of nearby active galactic nuclei (AGN). Upon completion, our study will characterize hypothetical constructs such as narrow-line clouds, obscuring tori, nuclear gas disks. and central black holes with physical measurements for a complete sample of nearby AGN. The major scientific goals of our program are: (1) the morphology of the NLR; (2) the physical conditions and dynamics of individual clouds in the NLR; (3) the structure and physical conditions of the warm reflecting gas; (4) the structure of the obscuring torus; (5) the population and morphology of nuclear disks/tori in AGN; (6) the physical conditions in nuclear disks; and (7) the masses of central black holes in AGN. We will use the Hubble Space Telescope (HST) to obtain high-resolution images and spatially resolved spectra. Far-UV spectroscopy of emission and absorption in the nuclear regions using HST/FOS and the Hopkins Ultraviolet Telescope (HUT) will help establish physical conditions in the absorbing and emitting gas. By correlating the dynamics and physical conditions of the gas with the morphology revealed through our imaging program, we will be able to examine mechanisms for fueling the central engine and transporting angular momentum. The kinematics of the nuclear gas disks may enable us to measure the mass of the central black hole. Contemporaneous X-ray observations using ASCA will further constrain the ionization structure of any absorbing material. Monitoring of variability in the UV and X-ray absorption will be used to determine the location of the absorbing gas, possibly in the outflowing warm reflecting gas, or the broad-line region, or the atmosphere of the obscuring torus. Supporting ground-based observations in the optical, near-IR, imaging polarimetry, and the radio will complete our picture of the nuclear structures. With a comprehensive survey of these characteristics in a complete sample of nearby AGN, our conclusions should be more reliably extended to AGN as a class.

Kriss, Gerard A.↗

Observational Diagnoses of Extratropical Ozone STE from 2005-2010

The transport of ozone from the stratosphere to the extratropical troposphere is an important boundary condition to tropospheric chemistry. However, previous direct estimates from models and indirect estimates from observations have poorly constrained the magnitude of ozone stratosphere-troposphere exchange (STE). In this study we provide a direct diagnosis of the extratropical ozone STE using data from the Microwave Limb Sounder on Aura and output of the MERRA reanalysis over the time period from 2005 to the present. We find that the mean annual STE is about 275 Tg yr-1 and 205 Tg yr-1 in the NH and SH, respectively. The interannual variability of the magnitude is about twice as great in the NH than the SH. This variability is dominated by the seasonal variability during the late winter and spring. A comparison of the ozone flux to the mass flux reveals that there is not a simple relationship between the two quantities. This presentation will also examine the magnitude and distribution of ozone in the lower stratosphere relative to the years of maximum and minimum ozone STE

Olsen, Mark A.↗

Investigating the Nature of and Methods for Managing Metroplex Operations

A combination of traffic demand growth, Next Generation Air Transportation System (NextGen) technologies and operational concepts, and increased utilization of regional airports is expected to increase the occurrence and severity of coupling between operations at proximate airports. These metroplex phenomena constrain the efficiency and/or capacity of airport operations and, in NextGen, have the potential to reduce safety and prevent environmental benefits. Without understanding the nature of metroplexes and developing solutions that provide efficient coordination of operations between closely-spaced airports, the use of NextGen technologies and distribution of demand to regional airports may provide little increase in the overall metroplex capacity. However, the characteristics and control of metroplex operations have not received significant study. This project advanced the state of knowledge about metroplexes by completing three objectives: 1. developed a foundational understand of the nature of metroplexes; 2. provided a framework for discussing metroplexes; 3. suggested and studied an approach for optimally managing metroplexes that is consistent with other NextGen concepts

Atkins, Stephen↗

Deployment Technology of a Heliogyro Solar Sail for Long Duration Propulsion

Interplanetary, multi-mission, station-keeping capabilities will require that a spacecraft employ a highly efficient propulsion-navigation system. The majority of space propulsion systems are fuel-based and require the vehicle to carry and consume fuel as part of the mission. Once the fuel is consumed, the mission is set, thereby limiting the potential capability. Alternatively, a method that derives its acceleration and direction from solar photon pressure using a solar sail would eliminate the requirement of onboard fuel to meet mission objectives. MacNeal theorized that the heliogyro-configured solar sail architecture would be lighter, less complex, cheaper, and less risky to deploy a large sail area versus a masted sail. As sail size increases, the masted sail requires longer booms resulting in increased mass, and chaotic uncontrollable deployment. With a heliogyro, the sail membrane is stowed as a roll of thin film forming a blade when deployed that can extend up to kilometers. Thus, a benefit of using a heliogyro-configured solar sail propulsion technology is the mission scalability as compared to masted versions, which are size constrained. Studies have shown that interplanetary travel is achievable by the heliogyro solar sail concept. Heliogyro solar sail concept also enables multi-mission missions such as sample returns, and supply transportation from Earth to Mars as well as station-keeping missions to provide enhanced warning of solar storm. This paper describes deployment technology being developed at NASA Langley Research Center to deploy and control the center-of-mass/center-of-pressure using a twin bladed heliogyro solar sail 6-unit (6U) CubeSat. The 6U comprises 2x2U blade deployers and 2U for payload. The 2U blade deployers can be mounted to 6U or larger scaled systems to serve as a non-chemical in-space propulsion system. A single solar sail blade length is estimated to be 2.4 km with a total area from two blades of 720 m2; total allowable weight of a 6U CubeSat is approximately 8 kg. This makes the theoretical characteristic acceleration of approximately 0.75 mm/s2 at I AU (astronomical unit), when compared to IKAROS (0.005 mm/s2) and NanoSail-D (0.02 mm/s2).

Peerawan, Wiwattananon↗

Blowing Snow Sublimation and Transport over Antarctica from 11 Years of CALIPSO Observations

Blowing snow processes commonly occur over the earth's ice sheets when the 10 mile wind speed exceeds a threshold value. These processes play a key role in the sublimation and redistribution of snow thereby influencing the surface mass balance. Prior field studies and modeling results have shown the importance of blowing snow sublimation and transport on the surface mass budget and hydrological cycle of high-latitude regions. For the first time, we present continent-wide estimates of blowing snow sublimation and transport over Antarctica for the period 2006-2016 based on direct observation of blowing snow events. We use an improved version of the blowing snow detection algorithm developed for previous work that uses atmospheric backscatter measurements obtained from the CALIOP (Cloud-Aerosol Lidar with Orthogonal Polarization) lidar aboard the CALIPSO (Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observation) satellite. The blowing snow events identified by CALIPSO and meteorological fields from MERRA-2 are used to compute the blowing snow sublimation and transport rates. Our results show that maximum sublimation occurs along and slightly inland of the coastline. This is contrary to the observed maximum blowing snow frequency which occurs over the interior. The associated temperature and moisture reanalysis fields likely contribute to the spatial distribution of the maximum sublimation values. However, the spatial pattern of the sublimation rate over Antarctica is consistent with modeling studies and precipitation estimates. Overall, our results show that the 2006-2016 Antarctica average integrated blowing snow sublimation is about 393 +/- 196 Gt yr(exp -1), which is considerably larger than previous model-derived estimates. We find maximum blowing snow transport amount of 5 Mt km-1 yr(exp -1) over parts of East Antarctica and estimate that the average snow transport from continent to ocean is about 3.7 Gt yr(exp -1). These continent-wide estimates are the first of their kind and can be used to help model and constrain the surface mass budget over Antarctica.

Antarctica Sublimation Ice-sheet↗

Sulfur and Metal Fertilization of the Lower Continental Crust

Mantle-derived melts and metasomatic fluids are considered to be important in the transport and distribution of trace elements in the subcontinental lithospheric mantle. However, the mechanisms that facilitate sulfur and metal transfer from the upper mantle into the lower continental crust are poorly constrained. This study addresses this knowledge gap by examining a series of sulfide- and hydrous mineral-rich alkaline mafic-ultramafic pipes that intruded the lower continental crust of the Ivrea-Verbano Zone in the Italian Western Alps. The pipes are relatively small (<300 m diameter) and primarily composed of a matrix of subhedral to anhedral amphibole (pargasite), phlogopite and orthopyroxene that enclose sub-centimeter-sized grains of olivine. The 1 to 5 m wide rim portions of the pipes locally contain significant blebby and disseminated Fe-Ni-Cu-PGE sulfide mineralization.Stratigraphic relationships, mineral chemistry, geochemical modeling and phase equilibria suggest that the pipes represent open-ended conduits within a large magmatic plumbing system. The earliest formed pipe rocks were olivine-rich cumulates that reacted with hydrous melts to produce orthopyroxene, amphibole and phlogopite.Sulfides precipitated as immiscible liquid droplets that were retained within a matrix of silicate crystals and scavenged metals from the percolating hydrous melt. New high-precision chemical abrasion TIMS-UPb dating of zircons from one of the pipes indicates that these pipes were emplaced at 249.1+/-0.2 Ma, following partial melting of lithospheric mantle pods that were metasomatized during the Eo-Variscan oceanic to continental subduction (approx. 420-310 Ma). The thermal energy required to generate partial melting of the metasomatized mantle was most likely derived from crustal extension, lithospheric decompression and subsequent asthenospheric rise during the orogenic collapse of the Variscan belt (<300 Ma). Unlike previous models, outcomes from this study suggest a significant temporal gap between the occurrence of mantle metasomatism, subsequent partial melting and emplacement of the pipes.We argue that this multi-stage process is a very effective mechanism to fertilize the commonly dry and refractory lower continental crust in metals and volatiles. During the four-dimensional evolution of the thermo-tectonic architecture of any given terrain, metals and volatiles stored in the lower continental crust may become available as sources for subsequent ore-forming processes, thus enhancing the prospectivity of continental block margins for a wide range of mineral systems.

Marek Locmelis↗

Reconfigurable Cellular Composite Structures for Lighter than Air Vehicles with Scalable Size and Endurance

Engineered non-stochastic cellular materials show promising characteristics on the laboratory scale,with nearly ideal specific stiffness and strength scaling at ultralight mass density. These propertiessuggest performance benefits in any application with combined stiffness and mass constraints, suchas air vehicles. We investigate here the application of re-configurable cellular composite materialsand structures to lighter than air vehicles. We describe the properties and applicability of these materials,provide an example analysis of governing loading conditions associated with airships, showan example optimization method for navigating the design space, and describe how recent advancesin cellular material manufacturing and reconfiguration enable system performance benefits includingnew concepts of operation. Lastly, we propose lighter than air vehicles that are assembled andmaintained in-flight, eliminating structural compromises associated with transitional flight modesand ground handling.Engineered non-stochastic cellular material properties suggest performance benefits in lighter than air vehicles due tostiffness and mass constraints that are intrinsic to the airship design problem. Recent advances in cellular materialmanufacturing and reconfiguration enable system performance benefits including new concepts of operation, such aslighter than air vehicles that are assembled and maintained in-flight, eliminating structural compromises associatedwith transitional flight modes and ground handling. Existing engineered cellular materials display properties allowinglarge large scale airships design as monocoque cellular solids. Inevitable improvements in cellular material propertiesand manufacturing will improve feasibility even further. Given the suggestion that the two most significant technologygaps exist across all current airship projects are manufacturing and assembly processes and ground handling [7],a strategy that encompasses construction and maintenance in flight could provide critical rephrasing of the systemdesign problem through these new concepts of operation. Refactoring of traditional manufacturing, operation, andservice process constraints could extend to other domains in aerospace systems and manufacturing in general.In future work, the complexity of the design task would benefit from a form of optimization in order to find themost suitable geometry for a chosen application. For example, the Sequential Least SQuares Programming (SLSQP)function from within the SciPy Minimize library is a multiobjective constrained optimization method that has beenapplied to fixed wing aircraft design. [17] In this situation it would allow for several objective functions such as drag,bending stiffness, buoyancy and cost of transport to be incorporated into a composite objective function.

Copplestone, Grace↗

Large Primtive Asteroids: Thermal and Dynamical Context

Primitiveasteroids, most of which are located in the outer belt and Jupiter’s Trojan clouds, provide information related to the origin and evolution of the solar system and the conditions in which the solar nebula was formed. These asteroids are widely thought to be the origin of the least-altered car-bonaceous chondrite that allow us to put crucial con-straints on the current dynamical and thermal theories of the formation and evolution of the early solar sys-tem. The nature of surface composition of large and low-albedo asteroids, like (1) Ceres, (10) Hygiea and (52) Europa, is still under intense debate and different interpretations have beenput forth to explain the ab-sorption features in these objects (e.g.,[1, 2, 3,4,5,6]). Laboratory and spectroscopic experiments on me-teorites that represent all nine carbonaceous chondrite types also found no spectral matches for these large asteroids (e.g.,[7]). Previous studies of asteroid Ceres (the largest primitive asteroid in the solar system) have been conducted to constrain and estimate its surface composition (e.g., [2, 5]). Using linear mixing,[2]found hydroxide brucite, serpentines, and carbonates, to be consistent with Ceres’ ground-based spectra.[5]estimated the surface composition of Ceres and found evidence of widespread NH3-phyllosilicates across its surface using best-fit solutions to Dawn’s NIR spectra. The presence of NH3-phyllosilicates implies that mate-rial from the outer solar system was incorporated into large primitive asteroids, either during their formation at great heliocentric distance or by incorporation of material transported into the Main Belt region. Here we presentnew largeand primitive asteroidsthat share the same spectral similaritieswith the largest asteroid in the solar system, Ceres.We also present the context of these new observations in terms oftheirthermal and dynamicalevolution.Large Primitive Asteroids: Dynamical and Thermal Context:Orbital Distribution of LargePrimitiveAsteroids: Constraining the mineralogy and surface composition of large primitive asteroids will place crucial con-straints on existing dynamical and thermal theories of the formation of the early solar system. We identified several additional asteroids in the Europa-like group in addition to asteroids Europa, Euphrosyne, and Patien-tia, that wereidentified in [8]using NASA IRTFtele-scope (e.g.,Figure 1). These new asteroids along with the already-observed Ceres-and Europa-like group members are localized in the 2.8 < a < 3.4 AU region and characterized by larger sizes, showing an interest-ing orbital distribution (Figure 2). Ceres-likeand Eu-ropa-like groups, which include the largest asteroids in the solar system, show an interesting orbital distribu-tion. These groups are located in the 2.6 < a < 3.6 AU region that contains the snow-line. The snow-line’s location may have been driftedinwards due to the disk’s cooling and evolution[9,10]. Recent dynamical models[11,12]suggested that a substantial fraction of primitive asteroids originated between or beyond the giant planets (a > 5 AU), where water ice would have been stable, and then implanted in the outer Main Belt region because of the giant planets’ growth.Figure 1. Two asteroids, 94 Aurora and 423 Diotima, showing spectra similar to asteroids (1)Ceres and (52)Europa.Thermal modeling and evolution of primitive aster-oids:Primitive water-rich asteroids are thought to be originally composed of mixtures of anhydrous materi-als and water ice that waslater melted by heating sources such as the decay of 26Al, reacting with anhy-drous materials to form H2O/OH-rich minerals. Calcu-lations of the evolution of the temperature and struc-ture of icy planetesimals were performedusing a 1D finite differences thermal evolution model[13, 14] for 26Al-heated planetesimals. In particular, thermally activated compaction due to hot pressing of bodies with an initially unconsolidated porous structure is included. An ice-rich initial composition that leads to a material dominated by phyllosilicates upon aqueous alteration (with 25 vol% H2O and a rock fraction that contains 85 vol% phyllosilicates and 15 vol% olivine upon aque-ous alteration, similar to CIand CM chondrites) was assumed. Atypical initial porosity of 40%[15] is re-duced following the change of the strain rate that is calculated as Voigt approximation from the strain rates of components[16]. Material properties (thermal con-ductivity, density, heat capacity, etc.) correspond to the composition assumed and are adjusted with tempera-ture and porosity. Melting of the water ice as well as water-rock separation are included[14]. Both short-and long-lived radionuclides are consideredas heat sources. Figure 3 shows the maximum temperature calculated as a function of radius and accretion time. A variety of internal structures is obtained, ranging from primordial (no melting of water ice) over partially melted or partially differentiated (melting of water ice, hydration, formation of a rocky core and water ocean below an undifferentiated layer) to completely differ-entiated ones (rocky core, water mantle, Enceladus-like case). The heating and differentiation of planetesi-mals is determined by the availability of 26Al, i.e., by the accretion time t0 relative to the formation of the calcium-aluminum-rich inclusions (CAIs), such that maximum temperatures and structures vary stronglyfor t0< 6 Myr rel. to CAIs. However, for a later accre-tion only the size of the body determines its maximum tempera-ture and structure due to the nearly constant heating by long-lived radionuclides. Average densities of Ceres-and Europa-like group membersimply high-ly porous interiors and, consequently, relatively late accretion at t0> 3 Myr rel. to CAIs with a maximum temperature of < 600 K (Figure3)

D Takir↗