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The transit of Mercury of November 10, 1973 was observed from Silver Spring, Maryland (76 deg 58' W, 39 deg 01' N) for the period 6:48:00 EST, near sunrise, to 8:17:18 (contact 4). A total of 24 frames of 35mm Pan X film were taken through a Questar telescope equipped with a sun filter of 40mm aperture. The diameter of the solar image is 13mm on the film. Transit photographs from the observation are included.
A 5-cm diameter mercury ion thruster similar to one tested for 9715 hours was operated approximately 400 hrs each at discharge voltages of 36.6, 39.6, and 42.6 V, with corresponding discharge propellant utilizations of 58, 68, and 70 percent. The observed sputter erosion rates of the internal thruster parts and the anode weight gain rate all rose rapidly with discharge voltage and were roughly in the ratio of 1:3:5 for the three voltages. The combined weight loss of the internal thruster parts nearly balanced the anode weight gain. Hg+2 ions apparently caused most of the observed erosion.
New measurements of the equivalent widths of the 4.0 S(0) and S(1) H2 quadrupole lines in the Uranian spectrum have been obtained using high dispersion (4.12 A/mm) image-tube spectrography. The measured equivalent widths are 62 plus or minus 19 mA and 58 plus or minus 13 mA for the S(0) and S(1) lines, respectively. Curve-of-growth analysis in terms of a reflecting layer model yields an H2 column density of 780 (+940 or -330) km amagat and a temperature of 78 (+80 or -24) K. Interpretation using a semiinfinite, homogeneous, isotropically scattering model for line formation yields a scattering mean free path at 6400 A of 550 plus or minus 250 km amagat. Quoted errors for both the H2 column density and the scattering mean free path include the effect of uncertainty in the choice of atmospheric temperature. The results are discussed in terms of current models for the Uranian atmosphere.
Observation of efficient up-conversion of low-level IR radiation near 10 microns to the near ultraviolet. Radiation at 9.26 micron is converted to 3305 A with a photon conversion efficiency of 58% and a corresponding power gain of 16.2. The process employs resonant two-photon pumping of the nonallowed 3s-3d transition in Na.
Charged particle conductivities measured in the very low ionosphere are compared with atmospheric parameters and high-frequency radio wave absorption measurements. Between 33 and 58 km, positive conductivity is well correlated with neutral atmospheric temperature. Good correlations are found also between high-frequency radio wave absorption and negative conductivity at altitudes as low as 53 km, this fact suggesting that day-to-day variations in absorption may be principally due to variations in electron loss rate. These correlations do not apply to some days of very low or very high radio wave absorption, for which the effects of transport on nitric oxide appear to be important.
The time-dependent continuity equations, including diffusion, were solved for the first six energy levels of molecular nitrogen for conditions in the thermosphere corresponding to stable auroral red (SAR) arcs. The results show that molecular nitrogen is excited vibrationally to the degree that the rate constant for the ionospheric loss process, O(+) + N2 yields NO(+) + N, is increased by as much as a factor of 7.6 at F2 region altitudes. It was found that deviations from the energetically equivalent Boltzmann distribution were large, causing the rate constant to be as much as 1.6 times the rate constant calculated for the Boltzmann distribution. These results indicate that SAR arc intensities as small as 58 R can produce noticeable increases in the ionosphere ion-atom interchange reaction rate and hence in the rate of loss of ionospheric electrons. It is suggested that the observed decrease of electron density in the F2 region in SAR arcs can probably be explained by enhanced reaction rates for ion-atom interchange between O(+) and N2 caused by vibrational excitation of molecular nitrogen by electron impact.
A systematic investigation of aircraft far-field radiated, aerodynamically generated noise was conducted. The test phase of the original program involved the measurement of the noise produced by five gliding aircraft in an aerodynamically clean configuration during low altitude flyovers. These aircraft had gross weights that ranged from 5785 to 173 925N (1300 to 39,000 pounds), fly-by velocities from 30 to 98.5m/sec (58 to 191.5 knots or 98 to 323 ft/sec) and wing aspect ratios from 6.59 to 18.25. The results of these measurements were used to develop an equation relating aerodynamic noise to readily evaluated physical and operational parameters of the aircraft. A non-dimensional frequency spectrum, based on the mean wing thickness, was also developed.
The ferrite memory arrays are made from pre-formed metal conductors for the ferrite arrays. The conductors are made by forming a thin sheet of a metallizing paste of metal alloy powder, drying the paste layer, bisque firing the dried sheet at a first temperature, and then punching the conductors from the fired sheet. During the bisque firing, the conductor sheet shrinks to 58 percent of its pre-fired volume and the alloy particles sinter together. The conductors are embedded in ferrite sheet material and finally fired at a second higher temperature during which firing the conductors shrink approximately the same degree as the ferrite material.
The relative noisiness of low frequency 1/3-octave bands of noise was examined. The frequency range investigated was bounded by the bands centered at 25 and 200 Hz, with intensities ranging from 50 to 95 db (SPL). Thirty-two subjects used a method of adjustment technique, producing comparison band intensities as noisy as 100 and 200 Hz standard bands at 60 and 72 db. The work resulted in contours of equal noisiness for 1/3-octave bands, ranging in intensity from approximately 58 to 86 db (SPL). These contours were compared with the standard equal noisiness contours; in the region of overlap, between 50 and 200 Hz, the agreement was good.
The S190B Earth Terrain Camera (ETC) operated acceptably for all of its scheduled EREP passes throughout the SL2 mission. The crew reported no problems in unstowing the camera, changing filters, installing the ETC window in the SAL, or installing the camera onto the window. The ETC was operated for a total of seven times with no failures. The clock on the ETC was checked on DOY 170 (June 19, 1973) and was found to be 30 min. and 58 sec. slower than GMT. The change in time was expected since a similar circumstance was experienced during ETC qualification testing for launch vibration. A leak existed in the seal of the spare magazine to the camera vacuum interface. For EREP passes 08 and 10, black-and-white film EK 3414 (roll no. 82) was installed in this spare magazine. Since there was an audible hiss, the vacuum hose was not connected to the camera. This caused the vacuum platen to be inoperable, resulting in some degradation in resolution for this roll of film. The vegetation of the South American jungle areas proved to be much darker than vegetation found in the United States, and was consequently about 1/2 stop underexposed in all cases.
A redundant three-axis analog control system was designed and developed to back up a digital fly-by-wire control system for an F-8C airplane. Forty-two flights, involving 58 hours of flight time, were flown by six pilots. The mechanization and operational experience with the backup control system, the problems involved in synchronizing it with the primary system, and the reliability of the system are discussed. The backup control system was dissimilar to the primary system, and it provided satisfactory handling through the flight envelope evaluated. Limited flight tests of a variety of control tasks showed that control was also satisfactory when the backup control system was controlled by a minimum-displacement (force) side stick. The operational reliability of the F-8 digital fly-by-wire control system was satisfactory, with no unintentional downmodes to the backup control system in flight. The ground and flight reliability of the system's components is discussed.
The design, implementation, and verification of the flight control software used in the F-8 DFBW program are discussed. Since the DFBW utilizes an Apollo computer and hardware, the procedures, controls, and basic management techniques employed are based on those developed for the Apollo software system. Program Assembly Control, simulator configuration control, erasable-memory load generation, change procedures and anomaly reporting are discussed. The primary verification tools--the all-digital simulator, the hybrid simulator, and the Iron Bird simulator--are described, as well as the program test plans and their implementation on the various simulators. Failure-effects analysis and the creation of special failure-generating software for testing purposes are described. The quality of the end product is evidenced by the F-8 DFBW flight test program in which 42 flights, totaling 58 hours of flight time, were successfully made without any DFCS inflight software, or hardware, failures.
The general relativistic correction to the position of a satellite is found by retaining Newtonian physics for an observer on the satellite and introducing a potential. The potential is expanded in terms of the Keplerian elements of the orbit and substituted in Lagrange's equations. Integration of the equations shows that a typical earth satellite with small orbital eccentricity is displaced by about 17 cm. from its unperturbed position after a single orbit, while the periodic displacement over the orbit reaches a maximum of about 3 cm. The moon is displaced by about the same amounts. Application of the equations to Mercury gives a total displacement of about 58 km. after one orbit and a maximum periodic displacement of about 12 km.
The operational testing and evaluation program is presented which was conducted on 20-ampere-hour nickel-cadmium (Ni-Cd) batteries for use on the Apollo telescope mount (ATM). The test program was initiated in 1967 to determine if the batteries could meet ATM mission requirements and to determine operating characteristics and methods. The ATM system power and charging power for the Ni-Cd secondary batteries is provided by a solar array during the 58-minute daylight portion of the orbit; during the 36-minute night portion of the orbit, the Ni-Cd secondary batteries will supply ATM system power. The test results reflect battery operating characteristics and parameters relative to simulated ATM orbital test conditions. Maximum voltage, charge requirements, capacity, temperature, and cyclic characteristics are presented.
Description of the optical and structural design requirements, mechanical and thermal response analyses, final design features, and testing procedures employed in the development of a large window mounted on the earth-facing side of the multiple docking adapter (MDA) of the Skylab manned space vehicle. This window was designed for the S190 earth resources multispectral camera and was protected from the space environment during nonuse periods by a hinged cover operated from within the MDA. The camera required a viewing area approximately 43 by 58 cm. A single glass pane 4.1 cm thick was selected to minimize optical distortions. Heaters on the glass and frame were designed to control distortions caused by thermal gradients in the glass.
The kinetics of the Sabatier methanation reaction, the reduction of carbon dioxide with hydrogen to methane and water, was investigated for 58 percent nickel on kieselguhr catalyst and 20 percent ruthenium on alumina catalyst. Differential rate data from an experimental program were correlated with a power function rate equation both for forward and reverse reactions. The kinetic parameters of activation energy, frequency rate constant and reaction order were determined for the rate equation. The values of these parameters were obtained from an Arrhenius plot of the experimental differential rate data. Also the carbon monoxide side reaction effect was measured and included in the correlation of parameters. The reaction was found to fit the rate equation experimentally within the temperature range 421 K, where the reaction effectively begins, the 800 K where the reaction rate drops and departs from the rate equation form.
Data from the Pioneer 10 radio occultation measurements are utilized to study the vertical electron number density distribution in the Jovian ionosphere. The immersion measurements were made at 26 North latitude in the late afternoon local time. The solar zenith angle in this region was 81 deg. Emersion measurements were made at 58 North latitude near the morning terminator where the solar zenith angle was 95 deg. The detectable portion of the Jovian ionosphere consists of a number of layers distributed over an altitude range of more than 3000 km. The maximum density appears to be on the order of 30,000 electrons per cu cm. Assuming that H(+) is the principal ion in the upper portion of the ionosphere yields a topside plasma temperature of 900 plus or minus 400 K.
The volatile organic components in the spacecraft cabin atmosphere of Skylab 4 were trapped on a solid adsorbent at various times during the mission. In post-flight analyses, more than 300 compounds in concentrations from less than 1 ppb up to 8000 ppb could be detected by high-resolution gas chromatography. In the samples of the 11th, 47th, and 77th day of the mission, approximately 100 components in the molecular weight range from 58 to 592 were identified by mass spectrometry. Besides components known from other environments, such as alkanes, alkenes, and alkylated aromatic hydrocarbons, components typical of the human metabolism, such as ketones and alcohols, were found. Other typical components in the spacecraft atmosphere included fluorocarbons and various silicone compounds, mostly normal and cyclic methylsiloxanes.