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The global vertical roughness properties of Mars as measured by the Mars Orbiter Laser Altimeter (MOLA) instrument aboard the Mars Global Surveyor is described. Initial results suggest that vertical roughness is correlated with major physiographic units, including portions of the crustal dichotomy.
This paper presents aircraft measurements of near-surface atmospheric boundary layer roll signatures and radar-derived sea surface roughness. These data are completely coincident in space and time and this unique feature supports attempts to definitively link SAR backscatter signatures to boundary layer roll impacts. The open-ocean data were collected at an altitude of 20 in from NOAA's Long-EZ aircraft using its turbulence probe and down-looking Ka-band radar scatterometer, Several flight legs of 20-30 km were flown with a heading across the wind direction, which is also roughly perpendicular to the roll vortices. We find remarkable correlation between measured modulations in the along-wind component of wind speed and radar backscatter for the spatial scale of I to 1.5 kin. Close agreement between normalized modulation amplitudes suggests the radar-inferred surface slope variance is changing linearly with wind speed. These data were collected within 30 minutes of a RADARSAT SAR overpass where apparent boundary layer impacts of the same orientation and spatial dimension are prevalent in the SAR backscatter image. Quantitative comparison between modulations in the aircraft and satellite radar data will be discussed.
The sub-kilometer scale vertical roughness of the martian surface in the polar regions can be investigated using calibrated, optical pulse width data provided by the Mars Orbiter Laser Altimeter (MOLA). Garvin and others have previously discussed initial observations of what we have called "total vertical roughness" or TVR, as derived from MOLA optical pulse width observations acquired during the pre-mapping phases of the Mars Global Surveyor (MGS) mission. Here we present the first assessment of the Mars polar region properties of the TVR parameter from more than nine months of continuous mapping by MOLA as part of the MGS mapping mission. Other than meter-scale surface properties directly inferred from Mars Orbiter Camera (MOC) images, MOLA measurements of footprint-scale TVR represent the only direct measurements of the local vertical structure of the martian surface at approx. 150 m length scales. These types of data have previously been shown to correlate with geologic process histories for terrestrial desert surfaces on the basis of Shuttle Laser Altimeter (SLA) observations. Additional information is obtained in the original extended abstract.
This paper presents results of wind-tunnel tests that demonstrate a novel drag reduction technique for blunt-based vehicles. For these tests, the forebody roughness of a blunt-based model was modified using micomachined surface overlays. As forebody roughness increases, boundary layer at the model aft thickens and reduces the shearing effect of external flow on the separated flow behind the base region, resulting in reduced base drag. For vehicle configurations with large base drag, existing data predict that a small increment in forebody friction drag will result in a relatively large decrease in base drag. If the added increment in forebody skin drag is optimized with respect to base drag, reducing the total drag of the configuration is possible. The wind-tunnel tests results conclusively demonstrate the existence of a forebody dragbase drag optimal point. The data demonstrate that the base drag coefficient corresponding to the drag minimum lies between 0.225 and 0.275, referenced to the base area. Most importantly, the data show a drag reduction of approximately 15% when the drag optimum is reached. When this drag reduction is scaled to the X-33 base area, drag savings approaching 45,000 N (10,000 lbf) can be realized.
Surface profiles were generated by a fractal algorithm and haptically rendered on a force feedback joystick, Subjects were asked to use the joystick to explore pairs of surfaces and report to the experimenter which of the surfaces they felt was rougher. Surfaces were characterized by their root mean square (RMS) amplitude and their fractal dimension. The most important factor affecting the perceived roughness of the fractal surfaces was the RMS amplitude of the surface. When comparing surfaces of fractal dimension 1.2-1.35 it was found that the fractal dimension was negatively correlated with perceived roughness.
The Mars Advanced Radar for Subsurface and Ionospheric Sounding (MARSIS) will conduct a global survey of Mars from the Mars Express Orbiter starting in 2004. The primary objective of the subsurface observations is to detect material interfaces in the upper several kilometers of the crust of Mars, with a particular emphasis on mapping the 3D distribution of water and ice in that portion of the crust. In order to detect subsurface interfaces, the returned echo from the subsurface must be distinguished from noise and clutter, which can arise from a variety of sources. One source of clutter is surface topography that generates backscattered energy at the same time delay as the subsurface region of interest. Surface topography can affect the detectability of subsurface features in several other ways. Surface roughness at scales comparable or somewhat smaller than the radar wavelength reduces the coherency of the wave as it passes the upper interface. Also, surface slope (tilt) at scales of the radar footprint and larger (> 5 km) affects the apparent Doppler signature of the echoes, and effectively disperses the wave transmitted into the subsurface, making processing and interpretation difficult. In this paper, we report on the roughness characteristics of Mars at these various scales as measured by the Mars Global Surveyor Laser Altimeter (MOLA), and consider the implications for achieving the subsurface sounding goals of MARSIS. Additional information is contained in the original extended abstract.
NASA needs autonomous robotic exploration of difficult (rough and/or steep) scientifically interesting Martian terrains. Concepts involving distributed autonomy for cooperative robotic exploration are key to enabling new scientific objectives in robotic missions. We propose to utilize a legged robot as an adjunct scout to a rover for access to difficult - scientifically interesting - terrains (rocky areas, slopes, cliffs). Our final mission scenario involves the Ames rover platform "K9" and Scorpion acting together to explore a steep cliff, with the Scorpion robot rappelling down using the K9 as an anchor as well as mission planner and executive. Cooperation concepts, including wheeled rappelling robots have been proposed before. Now we propose to test the combined advantages of a wheeled vehicle with a legged scout as well as the advantages of merging of high level planning and execution with biologically inspired, behavior based robotics. We propose to use the 8-legged, multifunctional autonomous robot platform Scorpion that is currently capable of: Walking on different terrains (rocks, sand, grass, ...). Perceiving its environment and modifying its behavioral pattern accordingly. These capabilities would be extended to enable the Scorpion to: communicate and cooperate with a partner robot; climb over rocks, rubble piles, and objects with structural features. This will be done in the context of exploration of rough terrains in the neighborhood of the rover, but inaccessible to it, culminating in the added capability of rappelling down a steep cliff for both vertical and horizontal terrain observation.
Haptic information is critically important in complex sensory-motor tasks such as manipulating objects. Its comparable importance in spatial orientation is only beginning to be recognized. We have shown that postural sway in humans is significantly reduced by lightly touching a stable surface with a fingertip at contact force levels far below those physically necessary to stabilize the body. To investigate further the functional relationship between contact forces at the hand and postural equilibrium, we had subjects stand in the tandem Romberg stance while being allowed physically supportive (force contact) and non-physically supportive (touch contact) amounts of index fingertip force on surfaces with different frictional characteristics. Mean sway amplitude (MSA) was reduced by over 50% with both touch and force contact of the fingertip, compared to standing without fingertip contact. No differences in MSA were observed when touching rough or slippery surfaces. The amplitude of EMG activity in the peroneal muscles and the timing relationships between fingertip forces, body sway and EMG activity suggested that with touch contact of the finger or with force contact on a slippery surface long-loop "reflexes" involving postural muscles were stabilizing sway. With force contact of the fingertip on a rough surface, MSA reduction was achieved primarily through physical support of the body. This pattern of results indicates that light touch contact cues from the fingertip in conjunction with proprioceptive signals about arm configuration are providing information about body sway that can be used to reduce MSA through postural muscle activation.
In helicopters and other rotorcraft, the gearbox is a major source of noise and vibration (N&V). The two N&V excitation mechanisms are the relative displacements between mating gears (transmission errors) and the friction associated with sliding between gear teeth. Historically, transmission errors have been minimized via improved manufacturing accuracies and tooth modifications. Yet, at high torque loads, noise levels are still relatively high though transmission errors might be somewhat minimal. This suggests that sliding friction is indeed a dominant noise source for high power density rotorcraft gearboxes. In reality, friction source mechanism is associated with surface roughness, lubrication regime properties, time-varying friction forces/torques and gear-mesh interface dynamics. Currently, the nature of these mechanisms is not well understood, while there is a definite need for analytical tools that incorporate sliding resistance and surface roughness, and predict their effects on the vibro- acoustic behavior of gears. Toward this end, an experiment was conducted to collect sound and vibration data on the NASA Glenn Gear-Noise Rig. Three iterations of the experiment were accomplished: Iteration 1 tested a baseline set of gears to establish a benchmark. Iteration 2 used a gear-set with low surface asperities to reduce the sliding friction excitation. Iteration 3 incorporated low viscosity oil with the baseline set of gears to examine the effect of lubrication. The results from this experiment will contribute to a two year project in collaboration with the Ohio State University to develop the necessary mathematical and computer models for analyzing geared systems and explain key physical phenomena seen in experiments. Given the importance of sliding friction in the gear dynamic and vibro-acoustic behavior of rotorcraft gearboxes, there is considerable potential for research & developmental activities. Better models and understanding will lead to quiet and reliable gear designs, as well as the selection of optimal manufacturing processes.
In this paper we describe a method to increase the spatial resolution of surface micro-roughness measurements. As the surface specifications for precision optics become more demanding, the metrology instruments must cover a broad spatial frequency range. Generally, multiple instruments are used to cover the full range of the specifications. For example, a Fizeau interferometer would be used to test low spatial frequency surface errors, a white light interferometer would be used for mid spatial frequency errors, and an AFM would be used for high spatial frequency errors. For some precision optics, three instruments would be necessary. However, in many applications, an increase in the spatial resolution of a metrology instrument could negate the need for multiple instruments. A solution to increase the spatial resolution of micro-roughness measurements obtained using white light interferometry with "interlaced stitching" will be presented. In "interlaced stitching", multiple interferometric measurements are made as the optic under test (or the CCD array) is laterally shifted at sub-pixel increments. The measurements are then combined to construct a measurement with higher spatial resolution. Initial results obtained while implementing a similar process used to increase the spatial resolution of measurements made with a commercially available Fizeau interferometer will be presented.
Gear working surfaces are subjected to repeated rolling and sliding contacts, and often designs require loads sufficient to cause eventual fatigue of the surface. This research provides experimental data and analytical tools to further the understanding of the causal relationship of gear surface roughness to surface fatigue. The research included evaluations and developments of statistical tools for gear fatigue data, experimental evaluation of the surface fatigue lives of superfinished gears with a near-mirror quality, and evaluations of the experiments by analytical methods and surface inspections. Alternative statistical methods were evaluated using Monte Carlo studies leading to a final recommendation to describe gear fatigue data using a Weibull distribution, maximum likelihood estimates of shape and scale parameters, and a presumed zero-valued location parameter. A new method was developed for comparing two datasets by extending the current methods of likelihood-ratio based statistics. The surface fatigue lives of superfinished gears were evaluated by carefully controlled experiments, and it is shown conclusively that superfinishing of gears can provide for significantly greater lives relative to ground gears. The measured life improvement was approximately a factor of five. To assist with application of this finding to products, the experimental condition was evaluated. The fatigue life results were expressed in terms of specific film thickness and shown to be consistent with bearing data. Elastohydrodynamic and stress analyses were completed to relate the stress condition to fatigue. Smooth-surface models do not adequately explain the improved fatigue lives. Based on analyses using a rough surface model, it is concluded that the improved fatigue lives of superfinished gears is due to a reduced rate of near-surface micropitting fatigue processes, not due to any reduced rate of spalling (sub-surface) fatigue processes. To complete the evaluations, surface inspection were completed. The surface topographies of the ground gears changed substantially due to running, but the topographies of the superfinished gears were essentially unchanged with running.
The zero plane displacement height (d) and aerodynamic roughness length (z0) can be determined separately for momentum, heat, and humidity by using a procedure based on the Levenberg-Marquardt method for solving non-linear equations. This procedure is used to analyze profile data previously collected by Lo (1977) in a forested area in Canada and by Morgan et al (1971) on a field at the University of California at Davis (UCD) in the United States. The UCD data base is used to show the effects of allowing for different roughness lengths (zom,z0h,z0q) in calculating sensible and latent heat flux densities from bulk transfer coefficients.
The investigation was made to study the rough-water landing characteristics of a Gemini type of spacecraft. The investigations were made with a 1/6-scale dynamic model in a simulated sea state 4 rough water. Parachute letdown landings were simulated with the model at various yaw angles and horizontal velocities. The vertical velocity and landing attitude remained constant. The range of maximum lateral and longitudinal acceleration was from about 3-1/2g to 16g while that for the maximum normal acceleration was from lg to 15g. The range of maximum angular acceleration was from about 0 to 190 radians per second(exp 2). The smoothest behavior and the lowest angular acceleration occurred at the 90 degree yaw angle. The normal acceleration was near minimum at this condition.
This work presents the results of an experiment conducted in the Icing Research Tunnel at NASA Glenn Research Center to understand the process by which icing feathers are formed in the initial stages of ice accretion formation on swept wings. Close-up photographic data were taken on an aluminum NACA 0012 swept wing tip airfoil. Two types of photographic data were obtained: time sequence close-up photographic data during the run and close-up photographic data of the ice accretion at the end of each run. Icing runs were conducted for short ice accretion times from 10 to 180 sec. The time sequence close-up photographic data was used to study the process frame by frame and to create movies of how the process developed. The movies confirmed that at glaze icing conditions in the attachment line area icing feathers develop from roughness elements. The close-up photographic data at the end of each run showed that roughness elements change into a pointed shape with an upstream facet and join on the side with other elements having the same change to form ridges with pointed shape and upstream facet. The ridges develop into feathers when the upstream facet grows away to form the stem of the feather. The ridges and their growth into feathers were observed to form the initial scallop tips present in complete scallops.
This viewgraph presentation regards one element of a larger project on the integration of NASA science models and data into the Hazards U.S. Multi-Hazard (HAZUS-MH) Hurricane module for hurricane damage and loss risk assessment. HAZUS-MH is a decision support tool being developed by the National Institute of Building Sciences for the Federal Emergency Management Agency (FEMA). It includes the Hurricane Module, which employs surface roughness maps made from National Land Cover Data (NLCD) maps to estimate coastal hurricane wind damage and loss. NLCD maps are produced and distributed by the U.S. Geological Survey. This presentation discusses an effort to improve upon current HAZUS surface roughness maps by employing ASTER multispectral classifications with QuickBird "ground reference" imagery.
Suitably placed discrete roughness elements are known to delay or hasten the onset of transition, depending on requirements. In this paper, 2D eigenvalue analysis is used to study the effects of surface roughness in the context of transition delay over subsonic and supersonic swept wing configurations, as well as boundarylayer tripping on the forebody of a hypersonic air breathing vehicle.
A localized 3-D roughness causes boundary-layer separation and (weak) shocks. Most importantly, streamwise vortices occur which induce streamwise (low U, high T) streaks. Immersed boundary method (volume force) suitable to represent roughness element in DNS. Favorable comparison between bi-global stability theory and DNS for a "y-mode" Outlook: Understand the flow physics (investigate "z-modes" in DNS through sinuous spanwise forcing, study origin of the beat in DNS).
In October 2003 a campaign on board the Australian icebreaker Aurora Australis had the objective to validate standard Aqua Advanced Microwave Scanning Radiometer (AMSR-E) sea-ice products. Additionally, the satellite laser altimeter on the Ice, Cloud and land Elevation Satellite (ICESat) was in operation. To capture the large-scale information on the sea-ice conditions necessary for satellite validation, the measurement strategy was to obtain large-scale sea-ice statistics using extensive sea-ice measurements in a Lagrangian approach. A drifting buoy array, spanning initially 50 km 100 km, was surveyed during the campaign. In situ measurements consisted of 12 transects, 50 500 m, with detailed snow and ice measurements as well as random snow depth sampling of floes within the buoy array using helicopters. In order to increase the amount of coincident in situ and satellite data an approach has been developed to extrapolate measurements in time and in space. Assuming no change in snow depth and freeboard occurred during the period of the campaign on the floes surveyed, we use buoy ice-drift information as well as daily estimates of thin-ice fraction and rough-ice vs smooth-ice fractions from AMSR-E and QuikSCAT, respectively, to estimate kilometer-scale snow depth and freeboard for other days. The results show that ICESat freeboard estimates have a mean difference of 1.8 cm when compared with the in situ data and a correlation coefficient of 0.6. Furthermore, incorporating ICESat roughness information into the AMSR-E snow depth algorithm significantly improves snow depth retrievals. Snow depth retrievals using a combination of AMSR-E and ICESat data agree with in situ data with a mean difference of 2.3 cm and a correlation coefficient of 0.84 with a negligible bias.