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At least 361 records · Page 20

Geology of Europa

Europa is a rocky object of radius 1565 km (slightly smaller than Earth s moon) and has an outer shell of water composition estimated to be of order 100 km thick, the surface of which is frozen. The total volume of water is about 3 x 10(exp 9) cubic kilometers, or twice the amount of water on Earth. Moreover, like its neighbor Io, Europa experiences internal heating generated from tidal flexing during its eccentric orbit around Jupiter. This raises the possibility that some of the water beneath the icy crust is liquid. The proportion of rock to ice, the generation of internal heat, and the possibility of liquid water make Europa unique in the Solar System. In this chapter, we outline the sources of data available for Europa (with a focus on the Galileo mission), review previous and on-going research on its surface geology, discuss the astrobiological potential of Europa, and consider plans for future exploration.

Greeley, R.↗

Exploration of the Habitability of Mars with the SAM Suite Investigation on the 2009 Mars Science Laboratory

The 2009 Mars Science Laboratory (MSL) with a substantially larger payload capability that any other Mars rover, to date, is designed to quantitatively assess a local region on Mars as a potential habitat for present or past life. Its goals are (1) to assess past or present biological potential of a target environment, (2) to characterize geology and geochemistry at the MSL landing site, and (3) to investigate planetary processes that influence habitability. The Sample Analysis at Mars (SAM) Suite, in its final stages of integration and test, enables a sensitive search for organic molecules and chemical and isotopic analysis of martian volatiles. MSL contact and remote surface and subsurface survey Instruments establish context for these measurements and facilitate sample identification and selection. The SAM instruments are a gas chromatograph (GC), a mass spectrometer (MS), and a tunable laser spectrometer (TLS). These together with supporting sample manipulation and gas processing devices are designed to analyze either the atmospheric composition or gases extracted from solid phase samples such as rocks and fines. For example, one of the core SAM experiment sequences heats a small powdered sample of a Mars rock or soil from ambient to -1300 K in a controlled manner while continuously monitoring evolved gases. This is followed by GCMS analysis of released organics. The general chemical survey is complemented by a specific search for molecular classes that may be relevant to life including atmospheric methane and its carbon isotope with the TLS and biomarkers with the GCMS.

Mahaffy, P. R.↗

Recent Shuttle Post Flight MMOD Inspection Highlights

Post flight inspections on the Space Shuttle Atlantis conducted after the STS-11.5 mission revealed a 0.11 inch (2.8 mm) hole in the outer face sheet of the starboard payload bay door radiator panel #4. The payload bay door radiators in this region are 0.5 inch (12.7 mm) thick aluminum honeycomb with 0.011 in (0.279 mm) thick aluminum face sheets topped with 0.005 in (0.127 mm) silver-Teflon tape. Inner face sheet damage included a 0.267 in (6.78 mm) long through crack with measureable deformation in the area of 0.2 in (5.1 mm). There was also a 0.031 in (0.787 nun) diameter hole in the rear face sheet. A large approximately l in (25 mm) diameter region of honeycomb was also destroyed. Since the radiators are located on the inside of the shuttle payload bay doors which are closed during ascent and reentry, the damage could only have occurred during the on-orbit portion of the mission. During the August 2007 STS-118 mission to the International Space Station, a micro-meteoroid or orbital debris (MMOD) particle impacted and completely penetrated one of shuttle Endeavour's radiator panels and the underlying thermal control system (TCS) blanket, leaving deposits on (but no damage to) the payload bay door. While it is not unusual for shuttle orbiters to be impacted by small MMOD particles, the damage from this impact is larger than any previously seen on the shuttle radiator panels. One of the largest impacts ever observed on a crew module window occurred during the November 2008 STS-126 mission to the International Space Station. Damage to the window was documented by the crew on orbit. Post flight inspection revealed a 0.4 in (10.8 mm) crater in the window pane, with a depth of 0.03 in (0.76 mm). The window pane was replaced due to the damage caused by this impact. Analysis performed on residue contained in dental mold impressions taken of the site indicated that a meteoroid particle produced this large damage site. The post flight inspection after the subsequent mission, STS-119 in March of 2009, produced a large MMOD impact feature in a wing leading edge reinforced carbon-carbon panel. The crater measured 0.18 in (4.5 nun) in diameter and was nearly 0.037 in (0.93 nun) deep. The thickness of the silicon carbide coating that protects the carbon substrate is nominally 0.02 in (0.5 nun) to 0.04 in (1 mm), making this a significant impact into the RCC. The damage occurred on the upper surface of the panel, which experiences lower heat loads on re-entry. This poster will document the data collected from the impact sites and will include results of the Scanning Electron Microscope/Energy Dispersive X-ray (SEM/EDX) analysis. Evidence will be presented that suggests a source of the impacts.

Hyed, James L.↗

Turbulent Wing-Leading-Edge Correlation Assessment for the Shuttle Orbiter

This study was conducted in support of the Orbiter damage assessment activity that takes place for each Shuttle mission since STS-107 (STS - Space Transportation System). As part of the damage assessment activity, the state of boundary layer (laminar or turbulent) during reentry needs to be estimated in order to define the aerothermal environment on the Orbiter. Premature turbulence on the wing leading edge (WLE) is possible if a surface irregularity promotes early transition and the resulting turbulent wedge flow contaminates the WLE flow. The objective of this analysis is to develop a criterion to determine if and when the flow along the WLE experiences turbulent heating given an incoming turbulent boundary layer that contaminates the attachment line. The data to be analyzed were all obtained as part of the MH-13 Space Shuttle Orbiter Aerothermodynamic Test conducted on a 1.8%-scale Orbiter model at Calspan/University of Buffalo Research Center in the Large Energy National Shock Tunnels facility. A rational framework was used to develop a means to assess the state of the WLE flow on the Orbiter during reentry given a contaminated attachment-line flow. Evidence of turbulent flow on the WLE has been recently documented for a few STS missions during the Orbiter s flight history, albeit late in the reentry trajectory. The criterion developed herein will be compared to these flight results.

King, Rudolph A.↗

Fracture Mechanics Analyses of the Slip-Side Joggle Regions of Wing-Leading-Edge Panels

The Space Shuttle wing-leading edge consists of panels that are made of reinforced carbon-carbon. Coating spallation was observed near the slip-side region of the panels that experience extreme heating. To understand this phenomenon, a root-cause investigation was conducted. As part of that investigation, fracture mechanics analyses of the slip-side joggle regions of the hot panels were conducted. This paper presents an overview of the fracture mechanics analyses.

Raju, Ivatury S.↗

Dynamic Stability Analysis Using Free-Flight CFD

Blunt body probes are the primary design for atmospheric entry. The blunted capsule shape, while desirable for the decreased forebody heating, typically experiences dynamic instability at low supersonic and transonic flight. At moderate to low supersonic conditions, the unsteady wake begins to adversely interact with the vehicle in free-flight resulting in attitude oscillations which can grow in time and result in tumbling. Understanding vehicle dynamics is thus important when considering vehicle entry design and guidance navigation and control (GN&C) considerations. Historically, dynamic stability has been carried out exclusively using experimental techniques. The wide range of experimental approaches provide reasonable coverage in Mach and dynamic pressure space for a given trajectory, however achieving flight similitude is often difficult or impossible. Advancements in Computational Fluid Dynamics (CFD) techniques allow for dynamic motion of the vehicle surface during the simulation with either forced/prescribed motion or free motion in response to fluid forces. Several examples of CFD software with the ability to simulate fluid dynamics and vehicle motion are available in literature. The Free-Flight CFD (FF-CFD) capability developed by NASA Ames within the US3D flow solver has shown extensive validation and verification (V&V) efforts from moderate to low supersonic flow across a range of vehicle architectures. The solver is able to simulate full rotational and translation motion resulting in full 6 degrees-of-freedom (DoF) motion. The validation and verification efforts the solver's ability to predict the motion of a ballistic range model as compared to experimental results. Similar to other computational capabilities in literature, FF-CFD relied on heritage data reduction methodologies and processes for reducing dynamic data into aerodynamic coefficients intended for use in design and trajectory codes. These heritage approaches, initially developed with the assumptions (and restrictions) of ground test facilities, resulted in the significant culling of the full 6-DoF dynamic data set to discrete values which are then fit using an aerodynamic model. Recent development of simulation and data reduction methodologies has resulted in an improved approach to FF-CFD simulations of vehicle dynamics which leverage the control of dynamic constraints within a simulation set-up. The presentation of this work will cover the constrained dynamic simulation approach for deriving dynamic coefficients for a Genesis capsule. The methodology will be outlined and a discussion of implications in motion restriction will be discussed. Finally, reconstructed vehicle trajectories using FF-CFD derived aerodynamic coefficients will be presented.

Joseph M Brock↗

Post-Flight Quantification of LOFTID Aeroshell Deflection Using Feature Tracking

The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) was a flight demonstration of the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology, which has the potential to enable delivery of heavy payloads to Mars, Venus, and Titan, as well as return to Earth. Unlike rigid aeroshells that are constrained by the diameter of the launch vehicle shroud, inflatable aeroshells can be deployed to a much larger drag area, thus allowing a more massive spacecraft to begin its deceleration at higher altitudes and experience less heating. On November 10, 2022, the LOFTID reentry vehicle launched aboard a United Launch Alliance Atlas V rocket to low-Earth orbit. The aeroshell was inflated to its full 6-meter diameter, and the vehicle then successfully re-entered the atmosphere, landing in the Pacific Ocean. The aeroshell was composed of seven tori bound together by high strength straps to create a 70-degree half-angle sphere-cone, and the forebody was covered with a flexible thermal protection system (FTPS) (Fig. 1). The centerbody of the vehicle housed six visual cameras. Each camera was made up of 1920 x 1080 pixels and had a field-of-view (FOV) of 85.4° x 55.6°, resulting in a resolution of less than 0.1" at all locations on the aftbody side of the aeroshell. The approximate locations of the cameras and their associated FOVs is shown in Fig. 2. The high loads experienced during flight resulted in the cone of the aeroshell deflecting. This behavior was seen during the static load testing of the aeroshell in May 2021, in which loads ranging from 1,000 to 20,000 lbf were applied, and deflections of up to ~1.7° were observed. The LOFTID team was interested in estimating the deflection of the aeroshell during the its entry into Earth's atmosphere. Before launch, 1"-diameter black circles were drawn on select structural straps for tracking with the visual cameras; the change in position of these features could then be used to calculate aeroshell deflection angle.

Hannah S. Alpert↗

Post-Flight Quantification of LOFTID Aeroshell Deflection Using Feature Tracking

The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) was a flight demonstration of the Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology, which has the potential to enable delivery of heavy payloads to Mars, Venus, and Titan, as well as return to Earth. Unlike rigid aeroshells that are constrained by the diameter of the launch vehicle shroud, inflatable aeroshells can be deployed to a much larger drag area, thus allowing a more massive spacecraft to begin its deceleration at higher altitudes and experience less heating. On November 10, 2022, the LOFTID reentry vehicle launched aboard a United Launch Alliance Atlas V rocket to low-Earth orbit. The aeroshell was inflated to its full 6-meter diameter, and the vehicle then successfully re-entered the atmosphere, landing in the Pacific Ocean. The aeroshell was composed of seven tori bound together by high strength straps to create a 70-degree half-angle sphere-cone, and the forebody was covered with a flexible thermal protection system (FTPS) (Fig. 1). The centerbody of the vehicle housed six visual cameras. Each camera was made up of 1920 x 1080 pixels and had a field-of-view (FOV) of 85.4° x 55.6°, resulting in a resolution of less than 0.1" at all locations on the aftbody side of the aeroshell. The approximate locations of the cameras and their associated FOVs is shown in Fig. 2. The high loads experienced during flight resulted in the cone of the aeroshell deflecting. This behavior was seen during the static load testing of the aeroshell in May 2021, in which loads ranging from 1,000 to 20,000 lbf were applied, and deflections of up to ~1.7° were observed. The LOFTID team was interested in estimating the deflection of the aeroshell during the its entry into Earth's atmosphere. Before launch, 1"-diameter black circles were drawn on select structural straps for tracking with the visual cameras; the change in position of these features could then be used to calculate aeroshell deflection angle.

Hannah S. Alpert↗

Experimental and Computational Study of Underexpanded Jet Impingement Heat Transfer

An experiment was performed to assess CFD modeling of a hypersonic-vehicle breach, boundary-layer flow ingestion and internal surface impingement. Tests were conducted in the NASA Langley Research Center 31-Inch Mach 10 Tunnel. Four simulated breaches were tested and impingement heat flux data was obtained for each case using both phosphor thermography and thin film gages on targets placed inside the model. A separate target was used to measure the surface pressure distribution. The measured jet impingement width and peak location are in good agreement with CFD analysis.

Rufer, Shann J.↗

Accurate Measurement of Heat Capacity by Differential Scanning Calorimetry

Experience with high quality heat capacity measurement by differential scanning calorimetry is summarized and illustrated, pointing out three major causes of error: (1) incompatible thermal histories of the sample, reference and blank runs; (2) unstable initial and final isotherms; (3) incompatible differences between initial and final isotherm amplitudes for sample, reference and blank runs. Considering these problems, it is shown for the case of polyoxymethylene that accuracies in heat capacity of 0.1 percent may be possible.

Source record↗

Development of electrical feedback controlled heat pipes and the advanced thermal control flight experiment

The development and characteristics of electrical feedback controlled heat pipes (FCHP) are discussed. An analytical model was produced to describe the performance of the FCHP under steady state and transient conditions. An advanced thermal control flight experiment was designed to demonstrate the performance of the thermal control component in a space environment. The thermal control equipment was evaluated on the ATS-F satellite to provide performance data for the components and to act as a thermal control system which can be used to provide temperature stability of spacecraft components in future applications.

Bienert, W. B.↗

Comments on the Operation of Capillary Pumped Loop Devices in Low Gravity

The operation of Capillary Pumped Loops (CPL's) in low gravity has generally been unable to match ground-based performance. The reason for this poorer performance has been elusive. In order to investigate the behavior of a CPL in low-gravity, an idealized, glass CPL experiment was constructed. This experiment, known as the Capillary-driven Heat Transfer (CHT) experiment, was flown on board the Space Shuttle Columbia in July 1997 during the Microgravity Science Laboratory mission. During the conduct of the CHT experiment an unexpected failure mode was observed. This failure mode was a result of liquid collecting and then eventually bridging the vapor return line. With the vapor return line blocked, the condensate was unable to return to the evaporator and dry-out subsequently followed. The mechanism for this collection and bridging has been associated with long wavelength instabilities of the liquid film forming in the vapor return line. Analysis has shown that vapor line blockage in present generation CPL devices is inevitable. Additionally, previous low-gravity CPL tests have reported the presence of relatively low frequency pressure oscillations during erratic system performance. Analysis reveals that these pressure oscillations are in part a result of long wavelength instabilities present in the evaporator pores, which likewise lead to liquid bridging and vapor entrapment in the porous media. Subsequent evaporation to the trapped vapor increases the vapor pressure. Eventually the vapor pressure causes ejection of the bridged liquid. Recoil stresses depress the meniscus, the vapor pressure rapidly increases, and the heated surface cools. The process then repeats with regularity.

Hallinan, K. P.↗

Growth of single crystals by vapor transport in zero-gravity environment, ground-based experiments

Mass and heat transfer phenomena associated with the growth of single crystals by chemical vapor transport reactions were investigated. In this technique, a gaseous transport agent reacts with the solid source material to form exclusively gaseous products. The gas phase species migrate from the source to the condensation zone of the closed reaction ampoule where the reverse reaction occurs with formation of single crystals. The necessary concentration gradient is achieved by means of a temperature gradient.

Wiedemeier, H.↗

Solidification of eutectic system alloys in space (M-19)

It is well known that in the liquid state eutectic alloys are theoretically homogeneous under 1 g conditions. However, the homogeneous solidified structure of this alloy is not obtained because thermal convection and non-equilibrium solidification occur. The present investigators have clarified the solidification mechanisms of the eutectic system alloys under 1 g conditions by using the in situ observation method; in particular, the primary crystals of the eutectic system alloys never nucleated in the liquid, but instead did so on the mold wall, and the crystals separated from the mold wall by fluid motion caused by thermal convection. They also found that the equiaxed eutectic grains (eutectic cells) are formed on the primary crystals. In this case, the leading phase of the eutectic must agree with the phase of the primary crystals. In space, no thermal convection occurs so that primary crystals should not move from the mold wall and should not appear inside the solidified structure. Therefore no equiaxed eutectic grains will be formed under microgravity conditions. Past space experiments concerning eutectic alloys were classified into two types of experiments: one with respect to the solidification mechanisms of the eutectic alloys and the other to the unidirectional solidification of this alloy. The former type of experiment has the problem that the solidified structures between microgravity and 1 g conditions show little difference. This is why the flight samples were prepared by the ordinary cast techniques on Earth. Therefore it is impossible to ascertain whether or not the nucleation and growth of primary crystals in the melt occur and if primary crystals influence the formation of the equiaxed eutectic grains. In this experiment, hypo- and hyper-eutectic aluminum copper alloys which are near eutectic point are used. The chemical compositions of the samples are Al-32.4mass%Cu (Hypo-eutectic) and Al-33.5mass%Cu (hyper-eutectic). Long rods for the samples are cast by the Ohno Continuous Casting Process and they show the unidirectionally solidified structure. Each flight and ground sample was made of these same rods. The dimensions of all samples are 4.5 mm in diameter and 23.5 mm in length. Each sample is put in a graphite capsule and then vacuum sealed in a double silica ampoule. Then the ampoule is put in the tantalum cartridge and sealed by electron beam welding. For onbard experiments, a Continuous Heating Furnance (CHF) will be used for melting and solidifying samples under microgravity conditions. Six flight samples will be used. Four samples are hypo-eutectic and two are hyper-eutectic alloys. The surface of the two hypo-eutectic alloy samples are covered with aluminum oxide film to prevent Marangoni convection expected under microgravity conditions. Each sample will be heated to 700 C and held at that temperature for 5 min. After that the samples will be allowed to cool to 500 C in the furnace and they will be taken out of the furnace for He gas cooling. The heating and cooling diagrams for the flight experiments are shown. After collecting the flight samples, the solidified structures of the samples will be examined and the mechanisms of eutectic solidification under microgravity conditions will be determined. It is likely that successful flight experiment results will lead to production of high quality eutectic alloys and eutectic composite materials in space.

Ohno, Atsumi↗

STS 87: Meal - Suit Up - Depart O&C - Launch Columbia On Orbit - Landing - Crew Egress

The STS-87 Space Shuttle Columbia mission begins with the introduction of the seven crew members. The seven crew members include: Commander Kevin R. Kregel, pilot Steven W. Lindsey, mission specialists: Winston E. Scott, Kalpana Chawla and Takao Doi and payload specialist Leonid K. Kadenyuk. The United States Microgravity Payload (USMP-4), Orbital Acceleration Research Experiment (OARE), the EVA Demonstration Flight Test 5 (EDFT-05), Shuttle Ozone Limb Sending Experiment (SOLSE), Loop Heat Pump (LHP), and Sodium Sulfur Battery Experiment (NaSBE) were all shown during this video presentation. The launch of the STS-87 from different Kennedy Space Flight Center (KSFC) areas and Pre-flight training at the Johnson Space Center is presented. The retrieve and recovery spot satellite are also shown. Also, the landing of the Space Shuttle Columbia is presented from different areas at Kennedy Space Flight Center.

Source record↗

Furnace For Rapid Melting And Freezing

Proposed furnace rapidly heats and cools specimens in material-processing experiments. Preheated specimen heated rapidly above melting temperature by contact with hotter, more massive object. Once molten, cooled rapidly with flowing gas. Particularly useful for experiments requiring artificial low gravitation produced by flying KC-135 airplanes in parabolic trajectories.

Ethridge, Edwin C.↗