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NASA NTRS1997

NASA Contractor Report: Guidelines for Proof Test Analysis

These Guidelines integrate state-of-the-art Elastic-Plastic Fracture Mechanics (EPFM) and proof test implementation issues into a comprehensive proof test analysis procedure in the form of a Road Map which identifies the types of data, fracture mechanics based parameters, and calculations needed to perform flaw screening and minimum proof load analyses of fracture critical components. Worked examples are presented to illustrate the application of the Road Map to proof test analysis. The state-of-the-art fracture technology employed in these Guidelines is based on the EPFM parameter, J, and a pictorial representation of a J fracture analysis, called the Failure Assessment Diagram (FAD) approach. The recommended fracture technology is validated using finite element J results, and laboratory and hardware fracture test results on the nickel-based superalloy IN-718, the aluminum alloy 2024-T351 1, and ferritic pressure vessel steels. In all cases the laboratory specimens and hardware failed by ductile mechanisms. Advanced proof test analyses involving probability analysis and Multiple Cycle Proof Testing (MCPT) are addressed. Finally, recommendations are provided on to how to account for the effects of the proof test overload on subsequent service fatigue and fracture behaviors.

Chell, G. G.↗

NASA NTRS1998

Airborne Laser Altimetric Monitoring of the Rapid Evolution of Topography in the Long Valley, CA, Caldera

A consortium of investigators from several universities and Government agencies have conducted a series of aircraft topographic surveys over the Long Valley caldera, California. The region has a geologic history of extensive volcanism, and its central dome has recently been undergoing resurgent uplift episodes of up to 4 cm per year, a deformation rate that is still continuing. These surveys were conducted from the NASA WFF T39 jet aircraft, outfitted with a nadir-profiling altimetric laser (ATLAS), a GPS guidance system for in-flight precision navigation, two P-code GPS receivers, a Litton LTN92 inertial unit for attitude determination, and both video and still-frame aerial cameras. In addition, two base-station GPS receivers were deployed for post-flight differential navigation, complementing the permanent GPS station operated on the resurgent dome by JPL, and a kinematic automobile survey of roads crossing the area was conducted, thereby complementing the JPL kinematic GPS surveys of some of the same roads. Precision flying yielded multiple profiles along nearly identical paths, including crossing profiles over selected locations within the caidera and calibration flights over Mono Lake, and Lake Crowley. Data from the most recent survey in 1995 are at this time still being reduced, but the standard error of the mean is very low (< 3 mm), due to the high number of crossover points. We thus intend to evaluate the technique for measuring systematic changes in the dome height over time.

Rundle, John↗

NASA NTRS1999

Guidelines for Proof Test Analysis

These guidelines integrate state-of-the-art elastic-plastic fracture mechanics (EPFM) and proof test implementation issues into a comprehensive proof test analysis procedure in the form of a road map which identifies the types of data, fracture mechanics based parameters, and calculations needed to perform flaw screening and minimum proof load analyses of fracture critical components. Worked examples are presented to illustrate the application of the road map to proof test analysis. The state-of-the art fracture technology employed in these guidelines is based on the EPFM parameter, J, and a pictorial representation of a J fracture analysis, called the failure assessment diagram (FAD) approach. The recommended fracture technology is validated using finite element J results, and laboratory and hardware fracture test results on the nickel-based superalloy Inconel 718, the aluminum alloy 2024-T3511, and ferritic pressure vessel steels. In all cases the laboratory specimens and hardware failed by ductile mechanisms. Advanced proof test analyses involving probability analysis and multiple-cycle proof testing (MCPT) are addressed. Finally, recommendations are provided on how to account for the effects of the proof test overload on subsequent service fatigue and fracture behaviors.

Chell, G. G.↗

NASA NTRS1999

Deep Space Network Revitalization: Operations for the 21st Century

The National Aeronautics and Space Administration (NASA) supports unmanned space missions through a Deep Space Network (DSN) that is developed and operated by the Jet Propulsion Laboratory (JPL and its subcontractors. The DSN capabilities have been incrementally upgraded since its establishment in the late '50s and are delivered from three Deep Space Communications Complexes (DSCC's) near Goldstone, California, Madrid, Spain, and Canberra, Australia. At present each DSCC includes large antennas with diameters from 11 meters to 70 meters, that operate largely in S-band and X-band frequencies. In addition each DSCC includes all the associated electronics to receive and process the low-level telemetry signals, and radiate the necessary command with high-power transmitters. To accommodate support of the rapidly increasing number of missions by NASA and other space agencies, and to facilitate maintaining and increasing the level of service in a shrinking budget environment, JPL has initiated a bold road map with three key components: 1. A Network Simplification Project (NSP) to upgrade aging electronics, replacing them with modem commercially based components. NSP and related replacement tasks are projected to reduce the cost of operating the DSN by 50% relative to the 1997 levels. 2. Upgrade of all 34-m and 70-m antennas to provision of Ka-Band telemetry downlink capability, complemented by an existing X-band uplink capability. This will increase the effective telemetry downlink capacity by a factor of 4, without building any new antennas. 3. Establishment of an optical communications network to support for high data rate unmanned missions that cannot be accommodated with radiofrequency (RF) communications, as well as establish a path toward support of manned missions at Mars. In this paper we present the mission loading projected for 1998-2008 and the elements of the JPL road map that will enable supporting it with a reduced budget. Particular emphasis will be on streamlining the architecture and to reduce the DSN cost for operations, maintenance and sustaining engineering while at the same time also simplifying and reducing the operations cost for the flight missions.

Statman, Joseph I.↗

NASA NTRS2001

Testing the Preliminary X-33 Navigation System

The X-33 Reusable Launch Vehicle (RLV) must meet the demanding requirements of landing autonomously on a narrow landing strip following a flight that reaches an altitude of up to 200,000 feet and a speed in excess of Mach 9 with significant in-flight energy bleed-off maneuvers. To execute this flight regimen a highly reliable avionics system has been designed that includes three LN-100G Inertial Navigation System/Global Positioning System (INS/GPS) units as the primary navigation system for the X-33. NASA's Marshall Space Flight Center (MSFC) tested an INS/GPS system in real-time simulations to determine the ability of this navigation suite to meet the in flight and autonomous landing requirements of the X-33 RLV. A total of sixty-one open loop tests were performed to characterize the navigation accuracy of the LN-100G. Twenty-seven closed-loop tests were also performed to evaluate the performance of the X-33 Guidance, Navigation and Control (GN&C) algorithms with the real navigation hardware. These closed-loop tests were also designed to expose any integration or operational issues with the real-time X-33 vehicle simulation. Dynamic road tests of the INS/GPS were conducted by Litton to assess the performance of differential and nondifferential INS/GPS hybrid navigation solutions. The results of the simulations and road testing demonstrate that this novel solution is capable of meeting the demanding requirements of take-off, in-flight navigation, and autonomous landing of the X-33 RLV. This paper describes the test environment developed to stimulate the LN-100G and discusses the results of this test effort. This paper also presents recommendations for a navigation system suitable to an operational RLV system.

Lomas, James J.↗

NASA NTRS2000

Validation of MODIS Aerosol Retrievals during PRIDE

The Puerto Rico Dust Experiment (PRIDE) was held in Roosevelt Roads, Puerto Rico from June 26 to July 24, 2000. It was intended to study the radiative and microphysical properties of Saharan dust transported into Puerto Rico. PRIDE had the unique distinction of being the first major field experiment to allow direct comparison of aerosol retrievals from MODIS (MODerate Imaging Spectro-radiometer - aboard the Terra satellite) with data from a variety of ground, shipboard and air-based instruments. Over the ocean the MODIS algorithm retrieves optical depth as well as information about the aerosol's size. During PRIDE, MODIS passed over Roosevelt Roads approximately once per day during daylight hours. Due to sunglint and clouds over Puerto Rico, aerosol retrievals can be made from only about half the MODIS scenes. In this study we try to "validate" our aerosol retrievals by comparing to measurements taken by sun-photometers from multiple platforms, including: Cimel (AERONET) from the ground, Microtops (handheld) from ground and ship, and the NASA-Ames sunphotometer from the air.

Levy, R.↗

NASA NTRS2001

Ventifact Formation in the Mojave Desert: Field Analogs for Martian Processes

Two field studies in the Mojave Desert, California, shed light on processes of ventifact formation. The field sites are located on a ridge at Little Cowhole Mountain, which lies approximately 12 km south of Baker, and on an unnamed ridge situated along the northern boundary of the Mojave River Sink (Rasor Road site). The rocks at Little Cowhole Mountain are a blue-grey marble/dolomite, whereas those at Rasor Road are Miocene volcanic rocks (basalt). At both sites the abrasive agent is a fine-grained aeolian sand which was probably derived largely from the Mojave River. There are minimal modem inputs of sand to either site: abrasion occurs as a result of unique climatic and topographic conditions which allow pre-existing sand to be recycled from one aspect of the ridge to the other. Climatic conditions are well suited for ventifact formation. Owing, to the dry climate (marked by low average relative humidity, infrequent dew, and low annual rainfall), rates of chemical weathering are low. Where resurfacing of the rocks by sand abrasion proceeds at a rate greater than weathering, the ventifacts are considered "active." Active ventifacts are found atop and straddling the ridge crests, in the zone of maximum wind velocity and sediment supply. Inactive ventifacts occur where modem weathering Processes exceed abrasion rates; principally on the basal two-thirds of the hillslope, where wind velocity and sediment supply are lower. At intermediate locations between the slope base and crest, ventifacts are either active or inactive, depending on local conditions. The presence of relict ventifacts at the study sites, as well as elsewhere in the eastern Mojave Desert, suggests that the conditions for venti fact formation must have been more intense and extensive in the past. Together, the studies illustrate that the processes that interact to form ventifacts are highly complex, and must be studied at many scales. Small-scale effects, such as local topography, plant cover, or even the spatial distribution of boulders, strongly influence the formation of each individual ventifact. Mesoscale effects (hillslope form, total availability of sediment, seasonality of winds, etc.) determine the distribution of overall erosional energy and the location of active and relict forms.

Laity, J. E.↗

NASA NTRS2002

Urban Surface Radiative Energy Budgets Determined Using Aircraft Scanner Data

It is estimated that by the year 2025, 80% of the world's population will live in cities. The extent of these urban areas across the world can be seen in an image of city lights from the Defense Meteorological Satellite Program. In many areas of North America and Europe, it is difficult to separate individual cities because of the dramatic growth and sprawl of urbanized areas. This conversion of the natural landscape vegetation into man-made urban structures such as roads and buildings drastically alter the regional surface energy budgets, hydrology, precipitation patterns, and meteorology. One of the earliest recognized and measured phenomena of urbanization is the urban heat island (UHI) which was reported as early as 1833 for London and 1862 for Paris. The urban heat island results from the energy that is absorbed by man-made materials during the day and is released at night resulting in the heating of the air within the urban area. The magnitude of the air temperature difference between the urban and surrounding countryside is highly dependent on the structure of the urban area, amount of solar immolation received during the day, and atmospheric conditions during the night. These night time air temperature differences can be in the range of 2 to 5 C. or greater. Although day time air temperature differences between urban areas and the countryside exists during the day, atmospheric mixing and stability reduce the magnitude. This phenomena is not limited to large urban areas, but also occurs in smaller metropolitan areas. The UHI has significant impacts on the urban air quality, meteorology, energy use, and human health. The UPI can be mitigated through increasing the amount of vegetation and modification of urban surfaces using high albedo materials for roofs and paved surfaces. To understand why the urban heat island phenomenon exists it is useful to define the surface in terms of the surface energy budget. Surface temperature and albedo is a major component of the surface energy budget. Knowledge of it is important in any attempt to describe the radiative and mass fluxes which occur at the surface. Use of energy terms in modeling surface energy budgets allows the direct comparison of various land surfaces encountered in a urban landscape, from vegetated (forest and herbaceous) to non-vegetated (bare soil, roads, and buildings). These terms are also easily measured using remote sensing from aircraft or satellite platforms allowing one to examine the spacial variability. The partitioning of energy budget terms depends on the surface type. In natural landscapes, the partitioning is dependent on canopy biomass, leaf area index, aerodynamic roughness, and moisture status, all of which are influenced by the development stage of the ecosystem. In urban landscapes, coverage by man-made materials substantially alters the surface face energy budget. The remotely sensed data obtained from aircraft and satellites, when properly calibrated allows the measurement of important terms in the radiative surface energy budget a urban landscape scale.

Luvall, Jeffrey C.↗

NASA NTRS2002

Technology Development of a Fiber Optic-Coupled Laser Ignition System for Multi-Combustor Rocket Engines

This paper addresses the progress of technology development of a laser ignition system at NASA Marshall Space Flight Center (MSFC). The first two years of the project focus on comprehensive assessments and evaluations of a novel dual-pulse laser concept, flight- qualified laser system, and the technology required to integrate the laser ignition system to a rocket chamber. With collaborations of the Department of Energy/Los Alamos National Laboratory (LANL) and CFD Research Corporation (CFDRC), MSFC has conducted 26 hot fire ignition tests with lab-scale laser systems. These tests demonstrate the concept feasibility of dual-pulse laser ignition to initiate gaseous oxygen (GOX)/liquid kerosene (RP-1) combustion in a rocket chamber. Presently, a fiber optic- coupled miniaturized laser ignition prototype is being implemented at the rocket chamber test rig for future testing. Future work is guided by a technology road map that outlines the work required for maturing a laser ignition system. This road map defines activities for the next six years, with the goal of developing a flight-ready laser ignition system.

Trinh, Huu P.↗

NASA NTRS2003

Compositional Grading in an Impact-produced Spherule Bed, Barberton Greenstone Belt, South Africa: A Key to Condensation History of Rock Vapor Clouds

The chemical and physical processes by which spherules form during the condensation of impact-produced rock vapor clouds are poorly understood. Although efforts have been made to model the processes of spherule formation, there is presently a paucity of field data to constrain the resulting theoretical models. The present study examines the vertical compositional variability in a single early Archean spherule bed in the Barberton Greenstone Belt (BGB), South Africa, in order to better identify the process by which impact vapor clouds condense and spherules form and accumulate. The BGB spherule beds are suitable for this type of study because of their great thickness, often exceeding 25cm of pure spherules, due to the massive sizes of the impactors. Two main problems complicate analysis of vertical compositional variability of graded spherule beds: (1) differential settling of particles in both the vapor and water column due to density and size differences and (2) turbulence within the vapor cloud. The present study compares sections of spherule bed S3 from four different depositional environments in the Barberton Greenstone Belt: (1) The Sheba Mine section (SAF-381) was deposited under fairly low energy conditions in deep water, providing a nice fallout sequence, and also has abundant Ni-rich spinels; (2) Jay's Chert section (SAF-380) was deposited in subaerial to shallow-water conditions with extensive post-depositional reworking by currents. The spherules also have preserved spinels; (3) the Loop Road section (loc. SAF-295; samp. KSA-7) was moderately reworked and has only rare preservation of spinels; and (4) the shallow-water Barite Syncline section (loc. SAF-206; samp KSA-1) has few to no spinels preserved and is not reworked. Although all of the spherule beds have been altered by silica diagenesis and K-metasomatism, most of the compositional differences between these sections appear to reflect their diagenetic histories, possibly related to their differing depositional environments. Sulfate diagenesis in the Barite Syncline and Loop road sections may account for the loss of spinels.

Krull, A. E.↗

NASA NTRS2000

Geology and geochemistry of paleosols developed on the Hekpoort Basalt, Pretoria Group, South Africa

The Hekpoort paleosols comprise a regional paleoweathering horizon developed on 2.224 +/- 0.021 Ga basaltic andesite lavas at the top of the Hekpoort Formation of the Pretoria Group, Transvaal Supergroup, South Africa. In five separate profiles, from outcrops along road cuts near Waterval Onder and the Daspoort Tunnel and in three drill cores from the Bank Break Area (BB3, BB8, and BB14), the top of the paleosol is a sericite-rich zone. The sericite zone grades downward into a chlorite-rich zone. In core BB8 and in the road cut at the Daspoort Tunnel, we sampled the underlying or parent basaltic andesite into which the chlorite zone grades. We did not obtain samples of the parent material at Waterval Onder and in cores BB3 and BB14, but chemical analyses indicate that the chlorite and sericite zones in these profiles derive from underlying lavas similar to the ones we sampled in core BB8 and at the Daspoort Tunnel. The presence of apparent rip-up clasts of the paleosol in the overlying ironstones of the Strubenkop Formation in the cores from Bank Break makes it very unlikely that most of the alteration was a result of interactions with hydrothermal fluids. Desiccation cracks at the top of the paleosol that were filled with sand during the deposition of the overlying sediments at Waterval Onder point to a subaerial weathering origin. Very little, if any, Al, Ti, Zr, V, or Cr moved a discernible distance during weathering of any of the five profiles. The vertical distribution of Fe, Mg, Mn, Ni, and Co indicates that these elements were largely removed from the top of the soil during weathering. The overall abundance of these elements in each of the profiles indicates that a significant fraction of the complement lost from the top subsequently reprecipitated in the lower portion of the soil as constituents of an Fe2(+) -rich smectite. The loss of Fe from the top of the soil during weathering of the Hekpoort paleosols indicates that atmospheric PO2 was less than 8 x 10(-4) atm about 2.22 Ga. Fe2(+) -rich smectite should only precipitate during soil formation if atmospheric PCO2 is less than or equal to 2 x 10(-2) atm (Rye, Kuo, and Holland, 1995). Ca and Na were largely lost during weathering. Some Na was apparently added to the sericite zone in cores BB3, BB8, and BB14 after weathering. All five profiles are enriched in K and Rb, and most are enriched in Ba. The distribution of these elements indicates that they all were added during post-weathering hydrothermal metasomatism. Rb-Sr analysis of the paleosol at the Daspoort Tunnel indicates that metasomatism last affected that profile 1.925 +/- 0.032 Ga (Macfarlane and Holland, 1991).

Non-NASA Center↗

NASA NTRS2004

Modeling Forest Understory Fires in an Eastern Amazonian Landscape

Forest understory fires are an increasingly important cause of forest impoverishment in Ammonia, but little is known of the landscape characteristics and climatic phenomena that determine their occurrence. We developed empirical functions relating the occurrence of understory fires to landscape features near Paragominas, a 35- yr-old ranching and logging center in eastern Ammonia. An historical sequence of maps of forest understory fire was created based on field interviews With local farmers and Landsat TM images. Several landscape features that might explain spatial variations in the occurrence of understory fires were also mapped and co-registered for each of the sample dates, including: forest fragment size and shape, forest impoverishment through logging and understory fires, source of ignition (settlements and charcoal pits), roads, forest edges, and others. The spatial relationship between forest understory fire and each landscape characteristic was tested by regression analyses. Fire probability models were then developed for various combinations of landscape characteristics. The analyses were conducted separately for years of the El Nino Southern Oscillation (ENSO), which are associated with severe drought in eastern Amazonia, and non-ENS0 years. Most (91 %) of the forest area that burned during the 10-yr sequence caught fire during ENSO years, when severe drought may have increased both forest flammability and the escape of agricultural management fires. Forest understory fires were associated with forest edges, as reported in previous studies from Ammonia. But the strongest predictor of forest fire was the percentage of the forest fragment that had been previously logged or burned. Forest fragment size, distance to charcoal pits, distance to agricultural settlement, proximity to forest edge, and distance to roads were also correlated with forest understory fire. Logistic regression models using information on fragment degradation and distance to ignition sources accurately predicted the location of lss than 80% of the forest fires observed during the ENSO event of 1997- 1998. In this Amazon landscape, forest understory fire is a complex function of several variables that influence both the flammability and ignition exposure of the forest.

Alencar, A. A. C.↗

NASA NTRS2005

Space Shuttle Transportation (Roll-Out) Loads Diagnostics

The Space Transportation System (STS) consists of three primary components; an Orbiter Vehicle, an External Fuel Tank, and two Solid Rocket Boosters. The Orbiter Vehicle and Solid Rocket Boosters are reusable components, and as such, they are susceptible to durability issues. Recently, the fatigue load spectra for these components have been updated to include load histories acquired during the rollout phase of the STS processing for flight. Using traditional program life assessment techniques, the incorporation of these "rollout" loads produced unacceptable life estimates for certain Orbiter structural members. As a result, the Space Shuttle System Engineering and Integration Office has initiated a program to re-assess the method used for developing the "rollout" loads and performing the life assessments. In the fall of 2003 a set of tests were preformed to provide information to either validate existing load spectra estimation techniques or generate new load spectra estimation methods. Acceleration and strain data were collected from two rollouts of a partial-stack configuration of the Space Shuttle. The partial stack configuration consists of two Solid Rocket Boosters tied together at the upper External Tank attachment locations mounted on the Mobile Launch Platform carried by a Crawler Transporter (CT). In the current analysis, the data collected from this test is examined for consistency in speed, surface condition effects, and the characterization of the forcing function. It is observed that the speed of the CT is relatively stable. The dynamic response acceleration of the partial-stack is slightly sensitive to the surface condition of the road used for transport, and the dynamic response acceleration of the partial-stack generally increases as the transport speed increases. However, the speed sensitivity is dependent on the measurement location. Finally, the character of the forcing function is narrow-banded with the primary drivers being harmonics of two CT speed dependent excitations. One source is an excitation due to the CT treads striking the road surface, and the second is unknown.

Elliott, Kenny B.↗

NASA NTRS1995

Performance of Four-Wheel-Steering Vehicles in Lane Change Maneuvers

This study addresses the performance of four-wheel-steering vehicles in high-speed lane change maneuvers. We compare the steering commands of an experienced driver in executing high-speed lane change maneuvers in road tests with those determined via solving suitably formulated optimization problems. It turns out that the optimal control determined is qualitatively comparable to the steering commands used by experienced drivers in road tests. Hence, we can analytically compare the performance of an experienced driver in executing lane change maneuvers using different vehicles.

Four-wheel-steering lane change maneuvers obstacle↗

NASA NTRS2009

Model Validation of an RSRM Transporter Through Full-scale Operational and Modal Testing

The Reusable Solid Rocket Motor (RSRM) segments, which are part of the current Space Shuttle system and will provide the first stage of the Ares launch vehicle, must be transported from their manufacturing facility in Promontory, Utah, to a railhead in Corinne, Utah. This approximately 25-mile trip on secondary paved roads is accomplished using a special transporter system which lifts and conveys each individual segment. ATK Launch Systems (ATK) has recently obtained a new set of these transporters from Scheuerle, a company in Germany. The transporter is a 96-wheel, dual tractor vehicle that supports the payload via a hydraulic suspension. Since this system is a different design than was previously used, computer modeling with validation via test is required to ensure that the environment to which the segment is exposed is not too severe for this space-critical hardware. Accurate prediction of the loads imparted to the rocket motor is essential in order to prevent damage to the segment. To develop and validate a finite element model capable of such accurate predictions, ATA Engineering, Inc., teamed with ATK to perform a modal survey of the transport system, including a forward RSRM segment. A set of electrodynamic shakers was placed around the transporter at locations capable of exciting the transporter vehicle dynamics. Forces from the shakers with varying phase combinations were applied using sinusoidal sweep excitation. The relative phase of the shaker forcing functions was adjusted to match the shape characteristics of each of several target modes, thereby customizing each sweep run for exciting a particular mode. The resulting frequency response functions (FRF) from this series of sine sweeps allowed identification of all target modes and other higher-order modes, allowing good comparison to the finite element model. Furthermore, the survey-derived modal frequencies were correlated with peak frequencies observed during road-going operating tests. This correlation enabled verification of the most significant modes contributing to real-world loading of the motor segment under transport. After traditional model updating, dynamic simulation of the transportation environment was compared to the measured operating data to provided further validation of the analysis model. KEYWORDS Validation, correlation, modal test, rocket motor, transporter

Brillhart, Ralph↗

NASA NTRS2006

Detection of Water Hazards for Autonomous Robotic Vehicles

Four methods of detection of bodies of water are under development as means to enable autonomous robotic ground vehicles to avoid water hazards when traversing off-road terrain. The methods involve processing of digitized outputs of optoelectronic sensors aboard the vehicles. It is planned to implement these methods in hardware and software that would operate in conjunction with the hardware and software for navigation and for avoidance of solid terrain obstacles and hazards. The first method, intended for use during the day, is based on the observation that, under most off-road conditions, reflections of sky from water are easily discriminated from the adjacent terrain by their color and brightness, regardless of the weather and of the state of surface waves on the water. Accordingly, this method involves collection of color imagery by a video camera and processing of the image data by an algorithm that classifies each pixel as soil, water, or vegetation according to its color and brightness values (see figure). Among the issues that arise is the fact that in the presence of reflections of objects on the opposite shore, it is difficult to distinguish water by color and brightness alone. Another issue is that once a body of water has been identified by means of color and brightness, its boundary must be mapped for use in navigation. Techniques for addressing these issues are under investigation. The second method, which is not limited by time of day, is based on the observation that ladar returns from bodies of water are usually too weak to be detected. In this method, ladar scans of the terrain are analyzed for returns and the absence thereof. In appropriate regions, the presence of water can be inferred from the absence of returns. Under some conditions in which reflections from the bottom are detectable, ladar returns could, in principle, be used to determine depth. The third method involves the recognition of bodies of water as dark areas in short-wavelength infrared (SWIR) images. This method is based on the fact, well known among experts in remote sensing, that water bodies of any appreciable depth appear very dark in near-infrared, overhead imagery. Even under a thick layer of marine fog, SWIR illumination is present. Hence, this method may work even in the presence of clouds, though it is unlikely to work at night. Snow and ice also exhibit very strong absorption at wavelengths greater than about 1.4 m. Hence, the wavelength range of about 1.5 to 1.6 m might be useable in this method for recognizing water, snow, and ice. One notable drawback of this method is that useful look-ahead distance could be limited by surface reflections. The fourth method, intended for use at night, involves the contrast between water and terrain in thermal-infrared (medium-wavelength infrared) imagery. This method is based on the fact that at night, water is usually warmer than the adjacent terrain. Look-ahead distance could be limited in this method because, for reasons not yet fully understood, water appears to darken in the thermal infrared with increasing distance.

Matthes, Larry↗

NASA NTRS2005

Long-Range Emergency Preemption of Traffic Lights

A forwarding system could prove beneficial as an addition to an electronic communication-and-control system that automatically modifies the switching of traffic lights to give priority to emergency vehicles. A system to which the forwarding system could be added could be any of a variety of emergency traffic-signal-preemption systems: these include systems now used in some municipalities as well as advanced developmental systems described in several NASA Tech Briefs articles in recent years. Because of a variety of physical and design limitations, emergency traffic-signal- preemption systems now in use are often limited in range to only one intersection at a time: in a typical system, only the next, closest intersection is preempted for an emergency vehicle. Simulations of gridlock have shown that such systems offer minimal advantages and can even cause additional delays. In analogy to what happens in fluid dynamics, the forwarding system insures that flow at a given location is sustained by guaranteeing downstream flow along the predicted route (typically a main artery) and intersecting routes (typically, side streets). In simplest terms, the forwarding system starts by taking note of any preemption issued by the preemption system to which it has been added. The forwarding system predicts which other intersections could be encountered by the emergency vehicle downstream of the newly preempted intersection. The system then forwards preemption triggers to those intersections. Beyond affording a right of way for the emergency vehicle at every intersection that lies ahead along any likely route from the current position of the vehicle, the forwarding system also affords the benefit of clearing congested roads far ahead of the vehicle. In a metropolitan environment with heavy road traffic, forwarding of preemption triggers could greatly enhance the performance of a pre-existing preemption system.

Bachelder, Aaron↗

NASA NTRS2008

The Use of Solar Heating and Heat Cured Polymers for Lunar Surface Stabilization

Dust ejecta can affect visibility during a lunar landing, erode nearby coated surfaces and get into mechanical assemblies of in-place infrastructure. Regolith erosion was observed at many of the Apollo landing sites. This problem needs to be addressed at the beginning of the lunar base missions, as the amount of infrastructure susceptible to problems will increase with each landing. Protecting infrastructure from dust and debris is a crucial step in its long term functionality. A proposed way to mitigate these hazards is to build a lunar launch pad. Other areas of a lunar habitat will also need surface stabilization methods to help mitigate dust hazards. Roads would prevent dust from being lifted during movement and dust free zones might be required for certain areas critical to crew safety or to critical science missions. Work at NASA Kennedy Space Center (KSC) is investigating methods of stabilizing the lunar regolith including: sintering the regolith into a solid and using heat or UV cured polymers to stabilize the surface. Sintering, a method in which powders are heated until fusing into solids, has been proposed as one way of building a Lunar launch/landing pad. A solar concentrator has been built and used in the field to sinter JSC-1 Lunar stimulant. Polymer palliatives are used by the military to build helicopter landing pads and roads in dusty and sandy areas. Those polymers are dispersed in a solvent (water), making them unsuitable for lunar use. Commercially available, solvent free, polymer powders are being investigated to determine their viability to work in the same way as the solvent borne terrestrial analog. This presentation will describe the ongoing work at KSC in this field. Results from field testing will be presented. Physical testing results, including compression and abrasion, of field and laboratory prepared samples will be presented.

Hintze, Paul↗