Results for “Ramp control” — Page 14

NASA NTRS2011

External Tank - The Structure Backbone

The External Tank forms the structural backbone of the Space Shuttle in the launch configuration. Because the tank flies to orbital velocity with the Space Shuttle Orbiter, minimization of weight is mandatory, to maximize payload performance. Choice of lightweight materials both for structure and thermal conditioning was necessary. The tank is large, and unique manufacturing facilities, tooling, handling, and transportation operations were required. Weld processes and tooling evolved with the design as it matured through several block changes, to reduce weight. Non Destructive Evaluation methods were used to assure integrity of welds and thermal protection system materials. The aluminum-lithium alloy was used near the end of the program and weld processes and weld repair techniques had to be refined. Development and implementation of friction stir welding was a substantial technology development incorporated during the Program. Automated thermal protection system application processes were developed for the majority of the tank surface. Material obsolescence was an issue throughout the 40 year program. The final configuration and tank weight enabled international space station assembly in a high inclination orbit allowing international cooperation with the Russian Federal Space Agency. Numerous process controls were implemented to assure product quality, and innovative proof testing was accomplished prior to delivery. Process controls were implemented to assure cleanliness in the production environment, to control contaminants, and to preclude corrosion. Each tank was accepted via rigorous inspections, including non-destructive evaluation techniques, proof testing, and all systems testing. In the post STS-107 era, the project focused on ascent debris risk reduction. This was accomplished via stringent process controls, post flight assessment using substantially improved imagery, and selective redesigns. These efforts were supported with a number of test programs to simulate combined environments. Processing improvements included development and use of low spray guns for foam application, additional human factors considerations for production, use of high fidelity mockups during hardware processing with video review, improved tank access, extensive use of non destructive evaluation, and producibility enhancements. Design improvements included redesigned bipod fittings, a bellows heater, a feedline camera active during ascent flight, removal of the protuberance airload ramps, redesigned ice frost ramps, and titanium brackets replaced aluminum brackets on the liquid oxygen feedline. Post flight assessment improved due to significant addition of imagery assets, greatly improving situational awareness. The debris risk was reduced by two orders of magnitude. During this time a major natural disaster was overcome when Katrina damaged the manufacturing facility. Numerous lessons from these efforts are documented within the paper.

Welzyn, Kenneth↗

NASA NTRS2024

The NASA Facility for Astromaterials Research at the Johnson Space Center – A National Laboratory for Planetary Research

The Astromaterials Research and Exploration Science (ARES) Division at the NASA Johnson Space Center houses a unique combination of laboratories, instruments, infrastructure, technical expertise, and other assets for conducting broad-based world-class planetary research. These facilities have been accessed for decades by hundreds of external scientists, including faculty, post-docs, students, and interns, most at no-cost and on a collaborative basis. With funding through NASA’s Planetary Science Enabling Facilities (PSEF) program, we have established the NASA Facility for Astromaterials Research (NFAR) to expand access to and enhance these laboratories for a diverse and inclusive external user base, focusing on training of the next generation of scientists and, thus, maximizing the science return from research funded by R&A programs in NASA’s Planetary Science Division (PSD). NFAR enables new planetary sample analyses, making new scientific discoveries possible, including training the next generation of planetary scientists. NFAR laboratories are co-located with JSC Curation that houses the NASA-controlled astromaterials collections, thus enabling direct access to both research and curation expertise, to facilitate specialized sample handling and analysis of allocated samples to sample PIs, particularly those affiliated with institutions that historically have limited access to or lack in-house analytical or experimental facilities.

J. I. Simon↗

NASA NTRSDate not supplied

Initial Testing the Exploration Extravehicular Mobility Unit (xEMU) in Lunar Environment Simulation at the Neutral Buoyancy Lab (NBL) in 2022

Understanding how to effectively train for Extravehicular Activities (EVAs) for Artemis missions is critical. Tasked by the new Extravehicular Activity and Human Surface Mobility Program(EHP), a team of stakeholders from engineering and flight operations worked together to test the Exploration Extravehicular Mobility (xEMU) in the Neutral Buoyancy Lab(NBL) simulating the lunar environment. The NBL is a pool in which astronauts are typically trained to complete simulated International Space Station (ISS) EVA tasks in a neutral weigh-out. The overall focus for this test series was evaluating how well the NBL could be used as an effective simulated environment for Artemis lunar EVAs. New NBL support hardware was manufactured to support this test series and update the interfaces to be more representative of xEMU hardware such as a new NBL Portable Life Support System(PLSS)mock-up and umbilical, lights and cameras, and display and control unit (DCU).To simulate the 1/6th-gravity (1/6-g) environment, extra weights were added around the suit to create an accurate center of gravity representation. The Partial Gravity Weigh-out Stand (PGWS) predicted where and how much weight would be required for the 1/6th-G simulation and predicted the center of gravity placement. After the weigh-out attempt was completed, the suited participant would complete a set of directed tasks such as kneeling, object pick-up, and walking to evaluate the weigh-out. To create the lunar environment, sand, boulders, and ramps were added to the pool floor. If time allowed after weigh-out was determined acceptable, the flight operations team would direct the suited participants to complete simulated Artemis EVA tasks using flight-like tools and tool cart. The team also evaluated turning out the overhead lights in the NBL for a portion of some of the test runs and using a solar simulator to create amore realistic lunar south pole lighting environment. The test series completed one unmanned test and nine manned tests. With four of the tests, dual xEMU suited operations were completed with subjects in both the small and large xEMU sizes. Overall, the NBL was able to create an acceptable lunar landscape and ability to have two subjects work side by side in pressurized xEMUs which currently cannot be achieved in other test environments. Achieving a stable 1/6th-G lunar weigh-out and clear, consistent dual suit communications was a challenge for this series. Future work is planned to continue to improve this simulation environment.

spacesuit↗

NASA NTRSDate not supplied

Initial Testing of the Exploration Extravehicular Mobility Unit (xEMU) in Lunar Environment Simulation at the Neutral Buoyancy Lab (NBL) in 2022

Understanding how to effectively train for Extravehicular Activities (EVAs) for Artemis missions is critical. Tasked by the new Extravehicular Activity and Human Surface Mobility Program(EHP), a team of stakeholders from engineering and flight operations worked together to test the Exploration Extravehicular Mobility (xEMU) in the Neutral Buoyancy Lab(NBL) simulating the lunar environment. The NBL is a pool in which astronauts are typically trained to complete simulated International Space Station (ISS) EVA tasks in a neutral weigh-out. The overall focus for this test series was evaluating how well the NBL could be used as an effective simulated environment for Artemis lunar EVAs. New NBL support hardware was manufactured to support this test series and update the interfaces to be more representative of xEMU hardware such as a new NBL Portable Life Support System(PLSS)mock-up and umbilical, lights and cameras, and display and control unit (DCU).To simulate the 1/6th-gravity (1/6-g) environment, extra weights were added around the suit to create an accurate center of gravity representation. The Partial Gravity Weigh-out Stand (PGWS) predicted where and how much weight would be required for the 1/6th-G simulation and predicted the center of gravity placement. After the weigh-out attempt was completed, the suited participant would complete a set of directed tasks such as kneeling, object pick-up, and walking to evaluate the weigh-out. To create the lunar environment, sand, boulders, and ramps were added to the pool floor. If time allowed after weigh-out was determined acceptable, the flight operations team would direct the suited participants to complete simulated Artemis EVA tasks using flight-like tools and tool cart. The team also evaluated turning out the overhead lights in the NBL for a portion of some of the test runs and using a solar simulator to create amore realistic lunar south pole lighting environment. The test series completed one unmanned test and nine manned tests. With four of the tests, dual xEMU suited operations were completed with subjects in both the small and large xEMU sizes. Overall, the NBL was able to create an acceptable lunar landscape and ability to have two subjects work side by side in pressurized xEMUs which currently cannot be achieved in other test environments. Achieving a stable 1/6th-G lunar weigh-out and clear, consistent dual suit communications was a challenge for this series. Future work is planned to continue to improve this simulation environment.

spacesuit↗

NASA NTRSDate not supplied

An Approach to Identifying Aspects of Positive Pilot Behavior within the Aviation Safety Reporting System

The National Airspace System (NAS) is constantly evolving as air traffic continues to ramp up to pre-pandemic numbers and projected to grow to unprecedented levels in the coming years. As well as increasing demand to the current system, emerging operations such as Unmanned Autonomous Systems are also expected to add to complexity in the airspace. To address these issues, the industry and government agencies supporting the NAS will need to rely upon additional automation and new technologies to address future operational requirements, while continuing to be a world-leading safe transportation system. As these new technologies are implemented, the system continues to rely on human pilots and controllers in the loop to monitor the system and intervene in situations the automation cannot handle. The goal of proactively addressing safety is of foremost concern to ensure passenger confidence. The industry has implemented various Safety Monitoring Systems to identify safety risks and proactively address them before they result in a serious incident or accident. One such program is the Aviation Safety Reporting System (ASRS). ASRS is a long-established system where pilots and controllers voluntarily and anonymously report safety incidents they experienced and observed during line operations by providing rich text narratives describing the events, the environment, and conditions leading to the safety event of concern. These narratives provide insight and context around events of interest and can be used to identify emerging problems. They can trigger investigations within Flight Operational Quality Assurance or Flight Data Monitoring programs. However, this process typically focuses on the adverse events and the unsafe aspects of the operations surrounding the reported or detected events. This perspective of investigating factors that went wrong around an adverse event is commonly referred to as Safety I. Alternatively, characterizing successful actions that operators perform every day under varying conditions that keep the system within safe operating bounds is a concept referred to as Safety II. The benefit of the Safety II view is that the scope is much larger than that of Safety I since a vast majority of the operations result in successful flights. Many of the successful techniques used to manage operational threats are not documented in standard operating procedures or taught during training. They are typically acquired over time by working with experienced pilots during line operations or in many cases after experiencing a problem for the first time and reacting to it in situ, drawing from years of experience to manage the threat. In an attempt to quantify these positive actions, we are proposing an approach to extracting key behaviors within ASRS reports that can support the Safety II concept. Our analysis assumes that ASRS reports contain some descriptions of corrective actions that operators performed to prevent a situation from leading to an accident. Leveraging recent advances in Natural Language Process modeling, we have developed an approach to extract positive sentiment from reports, embed these positive statements in a vector space where they can be numerically analyzed, and clustering these statements into similar contextual categories. From these contextualized categories we can attempt to summarized and distilled aspects of the positive behavior. The goal is to identify categories of behavior that describe consistent operator techniques that supports the Safety II concept. With this information, airlines may enable learning from these positive actions, or address procedures that need to be changed to avoid having pilots implement a workaround. These insights can provide a lens into what is “going right” in the operations that may otherwise not be known widely within the community. It is envisioned that this approach can be extended to other narrative programs such as Line Operation Safety Audit or Learning Improvement Team reports where similar observed behavior can be analyzed to extract positive actions and inform the overall operations.

NLP↗

NASA NTRSDate not supplied

An Approach to Identifying Aspects of Positive Pilot Behavior within the Aviation Safety Reporting System

The National Airspace System (NAS) is constantly evolving as air traffic continues to ramp up to pre-pandemic numbers and projected to grow to unprecedented levels in the coming years. As well as increasing demand to the current system, emerging operations such as Unmanned Autonomous Systems are also expected to add to complexity in the airspace. To address these issues, the industry and government agencies supporting the NAS will need to rely upon additional automation and new technologies to address future operational requirements, while continuing to be a world-leading safe transportation system. As these new technologies are implemented, the system continues to rely on human pilots and controllers in the loop to monitor the system and intervene in situations the automation cannot handle. The goal of proactively addressing safety is of foremost concern to ensure passenger confidence. The industry has implemented various Safety Monitoring Systems to identify safety risks and proactively address them before they result in a serious incident or accident. One such program is the Aviation Safety Reporting System (ASRS). ASRS is a long-established system where pilots and controllers voluntarily and anonymously report safety incidents they experienced and observed during line operations by providing rich text narratives describing the events, the environment, and conditions leading to the safety event of concern. These narratives provide insight and context around events of interest and can be used to identify emerging problems. They can trigger investigations within Flight Operational Quality Assurance or Flight Data Monitoring programs. However, this process typically focuses on the adverse events and the unsafe aspects of the operations surrounding the reported or detected events. This perspective of investigating factors that went wrong around an adverse event is commonly referred to as Safety I. Alternatively, characterizing successful actions that operators perform every day under varying conditions that keep the system within safe operating bounds is a concept referred to as Safety II. The benefit of the Safety II view is that the scope is much larger than that of Safety I since a vast majority of the operations result in successful flights. Many of the successful techniques used to manage operational threats are not documented in standard operating procedures or taught during training. They are typically acquired over time by working with experienced pilots during line operations or in many cases after experiencing a problem for the first time and reacting to it in situ, drawing from years of experience to manage the threat. In an attempt to quantify these positive actions, we are proposing an approach to extracting key behaviors within ASRS reports that can support the Safety II concept. Our analysis assumes that ASRS reports contain some descriptions of corrective actions that operators performed to prevent a situation from leading to an accident. Leveraging recent advances in Natural Language Process modeling, we have developed an approach to extract positive sentiment from reports, embed these positive statements in a vector space where they can be numerically analyzed, and clustering these statements into similar contextual categories. From these contextualized categories we can attempt to summarized and distilled aspects of the positive behavior. The goal is to identify categories of behavior that describe consistent operator techniques that supports the Safety II concept. With this information, airlines may enable learning from these positive actions, or address procedures that need to be changed to avoid having pilots implement a workaround. These insights can provide a lens into what is “going right” in the operations that may otherwise not be known widely within the community. It is envisioned that this approach can be extended to other narrative programs such as Line Operation Safety Audit or Learning Improvement Team reports where similar observed behavior can be analyzed to extract positive actions and inform the overall operations.

NLP↗

NASA NTRSDate not supplied

An Approach to Identifying Aspects of Positive Pilot Behavior within the Aviation Safety Reporting System

The National Airspace System (NAS) is constantly evolving as air traffic continues to ramp up to pre-pandemic numbers and projected to grow to unprecedented levels in the coming years. As well as increasing demand to the current system, emerging operations such as Unmanned Autonomous Systems are also expected to add to complexity in the airspace. To address these issues, the industry and government agencies supporting the NAS will need to rely upon additional automation and new technologies to address future operational requirements, while continuing to be a world-leading safe transportation system. As these new technologies are implemented, the system continues to rely on human pilots and controllers in the loop to monitor the system and intervene in situations the automation cannot handle. The goal of proactively addressing safety is of foremost concern to ensure passenger confidence. The industry has implemented various Safety Monitoring Systems to identify safety risks and proactively address them before they result in a serious incident or accident. One such program is the Aviation Safety Reporting System (ASRS). ASRS is a long-established system where pilots and controllers voluntarily and anonymously report safety incidents they experienced and observed during line operations by providing rich text narratives describing the events, the environment, and conditions leading to the safety event of concern. These narratives provide insight and context around events of interest and can be used to identify emerging problems. They can trigger investigations within Flight Operational Quality Assurance or Flight Data Monitoring programs. However, this process typically focuses on the adverse events and the unsafe aspects of the operations surrounding the reported or detected events. This perspective of investigating factors that went wrong around an adverse event is commonly referred to as Safety I. Alternatively, characterizing successful actions that operators perform every day under varying conditions that keep the system within safe operating bounds is a concept referred to as Safety II. The benefit of the Safety II view is that the scope is much larger than that of Safety I since a vast majority of the operations result in successful flights. Many of the successful techniques used to manage operational threats are not documented in standard operating procedures or taught during training. They are typically acquired over time by working with experienced pilots during line operations or in many cases after experiencing a problem for the first time and reacting to it in situ, drawing from years of experience to manage the threat. In an attempt to quantify these positive actions, we are proposing an approach to extracting key behaviors within ASRS reports that can support the Safety II concept. Our analysis assumes that ASRS reports contain some descriptions of corrective actions that operators performed to prevent a situation from leading to an accident. Leveraging recent advances in Natural Language Process modeling, we have developed an approach to extract positive sentiment from reports, embed these positive statements in a vector space where they can be numerically analyzed, and clustering these statements into similar contextual categories. From these contextualized categories we can attempt to summarized and distilled aspects of the positive behavior. The goal is to identify categories of behavior that describe consistent operator techniques that supports the Safety II concept. With this information, airlines may enable learning from these positive actions, or address procedures that need to be changed to avoid having pilots implement a workaround. These insights can provide a lens into what is “going right” in the operations that may otherwise not be known widely within the community. It is envisioned that this approach can be extended to other narrative programs such as Line Operation Safety Audit or Learning Improvement Team reports where similar observed behavior can be analyzed to extract positive actions and inform the overall operations.

NLP↗

NASA NTRS2002

Oxidation Behavior of GRCop-84 Copper Alloy Assessed

NASA's goal of safe, affordable space transportation calls for increased reliability and lifetimes of launch vehicles, and significant reductions of launch costs. The areas targeted for enhanced performance in the next generation of reusable launch vehicles include combustion chambers and nozzle ramps; therefore, the search is on for suitable liner materials for these components. GRCop-84 (Cu-8Cr-4Nb), an advanced copper alloy developed at the NASA Glenn Research Center in conjunction with Case Western Reserve University, is a candidate. The current liner of the Space Shuttle Main Engine is another copper alloy, NARloy-Z (Cu-3Ag-0.1Zr). It provides a benchmark against which to compare the properties of candidate successors. The thermomechanical properties of GRCop-84 have been shown to be superior, and its physical properties comparable, to those of NARloy-Z. However, environmental durability issues control longevity in this application: because copper oxide scales are not highly protective, most copper alloys are quickly consumed in oxygen environments at elevated temperatures. In consequence, NARloy-Z and most other copper alloys are prone to blanching, a degradation process that occurs through cycles of oxidation-reduction as the oxide is repeatedly formed and removed because of microscale fluctuations in the oxygen-hydrogen fuel systems of rocket engines. The Space Shuttle Main Engine lining typically degraded by blanching-induced hot spots that lead to surface roughening, pore formation, and coolant leakage. Therefore, resistance to oxidation and blanching are key requirements for second-generation reusable launch vehicle liners. The rocket engine ambient includes H2 (fuel) and H2O (combustion product) and is, hence, under reduced oxygen partial pressures. Accordingly, our studies were expanded to include oxygen partial pressures as low as 322 parts per million (ppm) at the temperatures likely to be experienced in service. A comparison of 10-hr weight gains of GRCop-84, NARloy-Z, and pure copper in 0.032, 2.2, and 100 percent oxygen from 550 to 750 C is shown. In 2.2 vol% and higher oxygen content, GRCop-84 oxidation was slower than that of NARloy-Z or Cu, but that advantage was lost or diminished in 322-ppm O2. Over longer (50-hr) exposures in 1.0 atm O2, however, the advantage of GRCop-84 increased significantly, its oxidation rate becoming approximately 10 times slower than those of Cu and NARloy-Z from 500 to 700 C. Weight gains were moderate and the kinetics parabolic for all three materials in 2.2 vol% and higher oxygen content; however, in 322-ppm O2, the scales were nonprotective below about 650 C, as reflected in linear kinetics and large weight gains. The superior oxidation resistance of GRCop-84 is likely related to the kinetics of extra oxygen consumption to form the additional oxides of Cr and Nb detected beneath the GRCop-84 oxide layer. While we continue to evaluate the blanching resistance of GRCop-84 in other tests, these oxidation results indicate that GRCop-84 is suitable as a reusable launch vehicle liner, and in applications where it is desired to use a copper alloy but without the risk of oxidative failure. Three bar charts comparing overall specific weight gains by each of the three materials studied. The top chart is for oxidation in 1.0 atm of oxygen, the middle is for 2.2% oxygen (balance argon), and the bottom is for 0.0322% oxygen. GRCop-84 outperforms the other two materials, showing the least weight gain in nearly all cases.

Thomas-Ogbuji, Linus U.↗

NASA NTRSDate not supplied

The NASA Facility for Astromaterials Research at the Johnson Space Center – A National Laboratory for Planetary Research

The Astromaterials Research and Exploration Science (ARES) Division at the NASA Johnson Space Center houses a unique combination of laboratories, instruments, infrastructure, technical ex-pertise, and other assets for conducting broad-based world-class planetary research. These facilities have been accessed for decades by hundreds of external scientists, including faculty, post-docs, students, and interns, most at no cost and on a collaborative basis. With funding through NASA’s Planetary Science Enabling Facilities (PSEF) program, we have estab-lished the NASA Facility for Astromaterials Research (NFAR) to expand access to and enhance these labora-tories for a diverse and inclusive external user base, thus maximizing the science return from research funded by R&A programs in NASA’s Planetary Sci-ence Division (PSD). NFAR enables cutting edge planetary sample analyses, making new scientific dis-coveries possible, in addition to training the next-generation of planetary scientists. NFAR laboratories are co-located with JSC Curation that houses all NASA-controlled astromaterials collections, thus ena-bling direct access to both research and curation exper-tise, to facilitate specialized sample handling and anal-ysis of allocated samples (from JSC and other sample collections) to PIs, particularly those affiliated with institutions that historically have limited or no access to in-house analytical or experimental facilities.

J Filiberto↗

NASA NTRS1999

Preliminary Findings: Issues in Surface Movement

The final report for the grant is presented. The recent goals for this project have been: (1) To identify common surface movement challenges which affect the airlines and Air Traffic Control; (2) To map out possible solutions to these challenges; (3) To start generalizing about the information we are receiving so that major, abstract categories of challenges and potential solutions will begin to emerge. In particular, there are several areas of opportunity which are beginning to emerge from the data, dealing with the need for: (1) Tools to support information exchange regarding priorities (both within an individual airline and between the ATC tower and airlines). Such priorities include both concerns affecting departure throughput as well as the ordering of departures to accommodate other airline considerations; (2) Planning tools to help ATC and airline Ramp staff deal with information about priorities; (3) Implementation of strategies to enable greater flexibility in queueing flights for departures; (4) Tools to provide better coordination and situation awareness during taxiing (within an airline as well as between airlines and between the airlines); (5) Tools to support planning and to deal with the interactions between departures and arrivals. Thus far, the initial interviews and observations at three airlines and two ATC facilities have been completed.

Smith, Philip J.↗

NASA NTRS2009

Overview of Proposal on High Resolution Climate Model Simulations of Recent Hurricane and Typhoon Activity: The Impact of SSTs and the Madden Julian Oscillation

This talk gives an update on the progress and further plans for a coordinated project to carry out and analyze high-resolution simulations of tropical storm activity with a number of state-of-the-art global climate models. Issues addressed include, the mechanisms by which SSTs control tropical storm. activity on inter-annual and longer time scales, the modulation of that activity by the Madden Julian Oscillation on sub-seasonal time scales, as well as the sensitivity of the results to model formulation. The project also encourages companion coarser resolution runs to help assess resolution dependence, and. the ability of the models to capture the large-scale and long-terra changes in the parameters important for hurricane development. Addressing the above science questions is critical to understanding the nature of the variability of the Asian-Australian monsoon and its regional impacts, and thus CLIVAR RAMP fully endorses the proposed tropical storm simulation activity. The project is open to all interested organizations and investigators, and the results from the runs will be shared among the participants, as well as made available to the broader scientific community for analysis.

Schubert, Siegfried↗

NASA NTRS2018

Overview of SAND-E: Semi-Autonomous Navigation for Detrital Environments

Rovers are the state of the art for the exploration and detection of past habitability and life on other worlds. One of the most basic functions of a rover is terrain navigation. Information collected by the rover is used autonomously to mitigate terrain hazards such large rocks, while humans qualitatively assess hazardous geologic terrain such as soil type and degree of rock cover. Planetary scientists use the same information to select targets such as drill sites, and for basic scientific analysis such as characterization of rock outcrops. Although the data is complementary, data from terrain analysis for navigation and terrain analysis for scientific investigations are poorly integrated. The lack of integration creates science and operation inefficiencies that limit exploration of habitable environments. As new modes of exploration come online, such as unmanned aerial systems (UAS) (e.g., the Mars Helicopter Scout and Titan Dragonfly), a need exists to integrate terrain data and science analysis to improve operational and scientific outcomes during exploration. We present an overview of a project aimed at evaluating the effectiveness and capability rover and UAS-based semi-automated terrain analysis using the Automated Soil Assessment Systems (ASAS) developed by Mission Control Space Services for navigating, selecting targets for sampling, and characterizing mafic detrital sediments along glacio-fluvial-aeolian sand transport pathways in Iceland. We describe recent advances in automated terrain analysis in sandy environments and scientific uses of terrain assessment from sandy environments. We assess fluvial and aeolian terrains in Iceland and show how terrain analysis data can inform scientific characterization of these environments.

Ewing, Ryan C.↗

NASA NTRS1992

Effect of initial acceleration on the development of the flow field of an airfoil pitching at constant rate

We present results from a series of experiments where an airfoil is pitched at constant rate from 0 to 60 degrees angle of attack. It is well documented that the dynamic stall behavior of such an airfoil strongly depends on the nondimensional pitch rate K = dot-alpha C/(2U(sub infinity)), where C is the chord, dot-alpha the constant pitch rate, and U(sub infinity) the free stream speed. In reality, the actual motion of the airfoil deviates from the ideal ramp due to the finite acceleration and deceleration periods imposed by the damping of drive system and response characteristics of the airfoil. It is possible that the pitch rate alone may not suffice in describing the flow and that the details of the motion trajectory before achieving a desired constant pitch rate may also affect the processes involved in the dynamic stall phenomenon. The effects of acceleration and deceleration periods are investigated by systematically varing the acceleration magnitude and its duration through the initial acceleration phase to constant pitch rate. The magnitude and duration of deceleration needed to bring the airfoil motion to rest is similarly controlled.

Koochesfahani, M. M.↗

NASA NTRS2012

CloudSat Anomaly Recovery and Operational Lessons Learned

In April 2011, NASA's pioneering cloud profiling radar satellite, CloudSat, experienced a battery anomaly that placed it into emergency mode and rendered it operations incapable. All initial attempts to recover the spacecraft failed as the resultant power limitations could not support even the lowest power mode. Originally part of a six-satellite constellation known as the "A-Train", CloudSat was unable to stay within its assigned control box, posing a threat to other A-Train satellites. CloudSat needed to exit the constellation, but with the tenuous power profile, conducting maneuvers was very risky. The team was able to execute a complex sequence of operations which recovered control, conducted an orbit lower maneuver, and returned the satellite to safe mode, within one 65 minute sunlit period. During the course of the anomaly recovery, the team developed several bold, innovative operational strategies. Details of the investigation into the root-cause and the multiple approaches to revive CloudSat are examined. Satellite communication and commanding during the anomaly are presented. A radical new system of "Daylight Only Operations" (DO-OP) was developed, which cycles the payload and subsystem components off in tune with earth eclipse entry and exit in order to maintain positive power and thermal profiles. The scientific methodology and operational results behind the graduated testing and ramp-up to DO-OP are analyzed. In November 2011, the CloudSat team successfully restored the vehicle to consistent operational collection of cloud radar data during sunlit portions of the orbit. Lessons learned throughout the six-month return-to-operations recovery effort are discussed and offered for application to other R&D satellites, in the context of on-orbit anomaly resolution efforts.

cloud profiling radar satellite↗

NASA NTRS1991

Digital cartography of Io

A high resolution controlled mosaic of the hemisphere of Io centered on longitude 310 degrees is produced. Digital cartographic techniques were employed. Approximately 80 Voyager 1 clear and blue filter frames were utilized. This mosaic was merged with low-resolution color images. This dataset is compared to the geologic map of this region. Passage of the Voyager spacecraft through the Io plasma torus during acquisition of the highest resolution images exposed the vidicon detectors to ionized radiation, resulting in dark-current buildup on the vidicon. Because the vidicon is scanned from top to bottom, more charge accumulated toward the bottom of the frames, and the additive error increases from top to bottom as a ramp function. This ramp function was removed by using a model. Photometric normalizations were applied using the Minnaert function. An attempt to use Hapke's photometric function revealed that this function does not adequately describe Io's limb darkening at emission angles greater than 80 degrees. In contrast, the Minnaert function accurately describes the limb darkening up to emission angles of about 89 degrees. The improved set of discrete camera angles derived from this effort will be used in conjunction with the space telemetry pointing history file (the IPPS file), corrected on 4 or 12 second intervals to derive a revised time history for the pointing of the Infrared Interferometric Spectrometer (IRIS). For IRIS observations acquired between camera shutterings, the IPPS file can be corrected by linear interpolation, provided that the spacecraft motions were continuous. Image areas corresponding to the fields of view of IRIS spectra acquired between camera shutterings will be extracted from the mosaic to place the IRIS observations and hotspot models into geologic context.

Mcewen, Alfred S.↗

NASA NTRS2020

The Role of Diagenesis at Vera Rubin Ridge in Gale Crater, Mars, and the Chemostratigraphy of the Murray Formation as Observed by the Chemcam Instrument

The Mars Science Laboratory (MSL) Curiosity rover explored Vera Rubin ridge (VRR) in Gale crater, Mars, for almost 500 sols (Mars days) between arriving at the ridge on sol 1809 of the mission in September 2017 and leaving it on sol 2302 upon entering the Glen Torridon area south of the ridge. VRR is a topographic ridge on the central mound, Aeolis Mons (Mt. Sharp), in Gale crater that displays a strong hematite spectral signature from orbit. In-situ observations on the ridge led to the recognition that the ridge-forming rocks belong to the Murray formation, the lowermost exposed stratigraphic unit of the Mt. Sharp group, that was first encountered at the Pahrump Hills location. Including VRR rocks, the Murray formation, interpreted to be primarily deposited in an ancient lacustrine environment in Gale crater, is more than 300 m thick. VRR itself is composed of two stratigraphic members within the Murray formation, the Pettegrove Point member overlain by the Jura member. The Pettegrove Point member overlies the Blunts Point member of the Murray formation. Areas of gray coloration are observed in the Jura member predominantly, but also in the Pettegrove Point member. Generally, gray areas are found in local topographic depressions, but contacts between red and gray rocks crosscut stratigraphy. Additionally, cm-scale dark concretions with very high iron-content are commonly observed in gray rocks, typically surrounded by a lighttoned zone that is conversely depleted in iron. A key goal for the VRR campaign was to characterize geochemical variations in the ridge-forming rocks to investigate the role of primary and diagenetic controls on the geochemistry and morphology of VRR. Here, we present observations by the ChemCam instrument on VRR and compare these to the full Murray formation chemostratigraphy. This work was recently submitted to a special issue of JGRPlanets that detail the full VRR campaign.

Frydenvang, J.↗

NASA NTRSDate not supplied

Olivine Dissolution and Formation of Secondary phases in Ultramafic Soils

Introduction: Olivine has been proposed as an indicator for the duration of water-rock interaction within Martian rocks and sediments [1-3]. The use of olivine as a mineralogical indicator for past aqueous alteration on Mars requires interpretation of a complex combination of factors including pH, temperature, and composition [5,6]. Here, we examine the persistence of natural olivine within terrestrial ultramafic soils (Fe/Mg-rich, Al-poor) developing under different climatic conditions and the incipient dissolution of emplaced forsterite (Fo) and fayalite (Fa) surfaces to investigate environmental effects on incipient olivine dissolution, olivine persistence in soils, and formation of secondary phases. Methods: Field Sites. We examined olivine weathering and secondary material formation in ultramafic soils at 6 sites in the Klamath Mountains (KM) of northern California with a mean annual temperature of ~12.8℃ and precipitation of ~55.7-95.4 cm/year [7], and soil pH of ~6.5-7.3; 4 sites in the Tablelands (TB) of Newfoundland, Canada with a mean annual temperature of <3.9℃ and precipitation of ~120.0 cm/year [8], and soil pH of ~7.7; and at 3 sites at Pickhandle Gulch (PG), Nevada with a mean annual temperature of ~14.4℃ and precipitation of ~14.1 cm/year [7], and soil pH of ~8.5. Sampling sites span an age range of ~12.1-50+ kya in the Klamath Mountains [9,10] and ~13-30 kya in the Tablelands [11]. Pickhandle Gulch sites are undated. Parent Material and Soil Analyses. Polished thin sections of bulk soil prepared by Wagner Petrographic, Inc were carbon-coated and analyzed on a JEOL 2100 SEM in back-scattered electron mode in the EMIL lab at UNLV and at the 13-ID-E synchrotron beamline at Argonne National Laboratory using µXRF, µXRD, and XAS. Soil and parent material samples were powdered in a Fritsch pulverisette and analyzed by XRD and soil by VNIR. Soil preparation is further described in [12]. Disk Preparation, Burial, and Collection. Fo disks were cut from a column prepared via hot-pressing and Fa disks by sintering synthetic fayalite powder, see [13] for detail. Disks were polished to a 0.25-micron level with diamond grit. Disks were buried in 3 KM soils, 4 TB soils, and 3 PG soils, collected after exactly 365 days, and washed gently with 100% reagent grade ethanol to remove potential adhered soil material. Weathered disks and soil samples were stored in a -20℃ freezer until analysis. Unaltered control disks prepared identically to the buried disks were stored at -20℃ for the duration of the experiment. Disk Analyses. One Fo and Fa disk from each climate zone was analyzed on a variable pressure Zeiss Supra 40VP SEM at Northern Arizona University. A separate Fo and Fa disk from each climate zone was analyzed by XPS using a Physical Electronics VersaProbe II at the Penn State Univ. Materials Characterization Lab after a Na-dodecyl sulfate wash and ozonation to remove carbon contamination as in [14]. VNIR measurements were conducted at Johnson Space Center using an ASD FieldSpec3 under ambient lab conditions on a separate Fo and Fa disk from each climate zone. One separate Fo and Fa control sample was analyzed for each technique for comparison with weathered samples. XPS uncertainty was determined from 5 repeat measurements on controls. Results: Bedrock and Soil Results Olivine is present in the parent material in the KM and TB. Olivine is found in ~12.1 ka KM soils but is absent from all older soils, while persisting into the oldest (>20 ka) TB soil (Figure 1). In both locations, olivine is found as cores surrounded by a serpentine rind (Figure 2). VNIR spectra from the analyzed soils possess strong OH-associated spectral features at ~2.33 µm indicating the presence of Mg-rich phyllosilicates as well as ferric-oxide features at ~0.92 µm in the KM (Figure 3). Primary crystalline silicate grains mostly incorporate Fe2+, while poorly crystalline weathering rinds are best fit by ferric oxide XAS standards (Figure 4). µXRF also shows that Fe and Ni concentrate in weathering rinds and Cr remains within interior silicate grains (Figure 4). Buried Sample Results All Fo surfaces exhibited formation of dissolution features including shallow pitting not observed on controls. Dissolution features were most visually widespread on the KM disk (Figure 5). Leaching of Mg from KM and TB Fo disks was evident from <1.6 Mg/Si ratios measured by XPS (Figure 6). Fe-rich precipitates in SEM (Figure 5) and Fe presence in XPS scans (Figure 6) indicate Fe deposition onto KM and TB Fo disk surfaces. The appearance of a spectral feature at 0.55 µm in the VNIR spectra from the TB Fo suggests this Fe is ferric (Figure 7). The PG Fo appears least altered, with minimal formation of dissolution features in SEM (Figure 5), a Mg/Si ratio inconsistent with leaching (~2) (Figure 6), and VNIR spectra almost identical to the control sample. Analysis of Fa surfaces is ongoing. The higher temperatures and more acidic pH in the KM soils likely drive the faster dissolution of the Fo disks described above. While the TB soils experience greater precipitation than in the KM, the cooler temperatures and more basic soil pH facilitate observable but more limited alteration. The dry climate and basic soil pH at PG lead to minimal dissolution of the PG disk surfaces.

A D Feldman↗

NASA NTRS2007

Simulation of a Periodic Jet in a Crossflow with a RANS Solver Using an Unstructured Grid

A second-order unstructured-grid code, developed and used primarily for steady aerodynamic simulations, is applied to the synthetic jet in a cross flow. The code, FUN3D, is a vertex-centered finite-volume method originally developed by Anderson[1, 2], and is currently supported by members of the Fast Adaptive Aerospace Tools team at NASA Langley. Used primarily for design[3] and analysis[4] of steady aerodynamic configurations, FUN3D incorporates a discrete adjoint capability, and supports parallel computations using MPI. A detailed description of the FUN3D code can be found in the references given above. The code is under continuous development and contains a variety of flux splitting algorithms for the inviscid terms, two methods for computing gradients, several turbulence models, and several solution methodologies; all in varying states of development. Only the most robust and reliable components, based on experiences with steady aerodynamic simulations, were employed in this work. As applied in this work, FUN3D solves the Reynolds averaged Navier-Stokes equations using the one equation turbulence model of Spalart and Allmaras[5]. The spatial discretization is formed on unstructured meshes using a vertex-centered approach. The inviscid terms are evaluated by a flux-difference splitting formulation using least-squares reconstruction and Roe-type approximate Riemann fluxes. Green-Gauss gradient evaluations are used for viscous and turbulence modeling terms. The discrete spatial operator is combined with a backward time operator which is then solved iteratively using point or line Gauss-Seidel and local time stepping in a pseudo time. For steady flows, the physical time step is set to infinity and the pseudo time step is ramped up with the iteration count. A second-order backward in time operator is used for time accurate flows with 20 to 50 steps in the pseudo time applied at each physical time step. For this effort, FUN3D was modified to support spatially varying boundary and initial conditions, and unsteady boundary conditions. Also, a specialized in/out flow boundary condition was implemented to model the action of the diaphragm. This boundary condition is described below in more detail. The grids were generated using the internally developed codes GridEX[6] for meshing the surfaces and inviscid regions of the domain, and for CAD access; and MesherX[7] for meshing the viscous regions. Grid spacing in on the surfaces and in the inviscid regions are indirectly controlled by specifying sources. The viscous layers are generated using an advancing layer technique. MeshersX allows the user to control the spatial variation of the first step off the surface, growth rates, and the termination criterion by providing small problem dependent subroutines.

Atkins, H. L.↗