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Bolt instrumented to allow both ultrasonic and strain-gauge measurements of tensile load in bolt during installation and use of bolt in structure. Bolt head design allows interface for ultrasonic transducer installed, while shallow chamfered circumferential groove on bolt shank contains four strain gauges at equal angular intervals wired as a full-bridge transducer.
Development and application of linear array imaging technologies to address specific aging-aircraft inspection issues is described. Real-time video-taped images were obtained from an unmodified commercial linear-array medical scanner of specimens constructed to simulate typical types of flaws encountered in the inspection of aircraft structures. Results suggest that information regarding the characteristics, location, and interface properties of specific types of flaws in materials and structures may be obtained from the images acquired with a linear array. Furthermore, linear array imaging may offer the advantage of being able to compare 'good' regions with 'flawed' regions simultaneously, and in real time. Real-time imaging permits the inspector to obtain image information from various views and provides the opportunity for observing the effects of introducing specific interventions. Observation of an image in real-time can offer the operator the ability to 'interact' with the inspection process, thus providing new capabilities, and perhaps, new approaches to nondestructive inspections.
The Johns Hopkins University Applied Physics Laboratory (JHU/APL) Magnetic Field Experiment Data Analysis System (MFEDAS) has been developed to process and analyze satellite magnetic field experiment data from the TRIAD, MAGSAT, AMPTE/CCE, Viking, Polar BEAR, DMSP, HILAT, UARS, and Freja satellites. The MFEDAS provides extensive data management and analysis capabilities. The system is based on standard data structures and a standard user interface. The MFEDAS has two major elements: (1) a set of satellite unique telemetry processing programs for uniform and rapid conversion of the raw data to a standard format and (2) the program Magplot which has file handling, data analysis, and data display sections. This system is an example of software reuse, allowing new data sets and software extensions to be added in a cost effective and timely manner. Future additions to the system will include the addition of standard format file import routines, modification of the display routines to use a commercial graphics package based on X-Window protocols, and a generic utility for telemetry data access and conversion.
The new epitaxial growth experiments of Hg(l-x)Cd(x)Te on (100) CdTe substrates by chemical vapor transport (CVT), using HgI2 as a transport agent, were performed in the transient growth regime of this ternary, heteroepitaxial system at normal and reduced gravity during the USML-2 flight. The surface and interface morphology, the compositional and structural uniformity, and carrier mobility of the epitaxial layer and islands grown in microgravity are measurably improved relative to ground specimens. These observations demonstrate the effects of convective flow on the transport, deposition, and growth processes of this solid-vapor system even in the transient growth regime. The properties of the Hg(l-x)Cd(x)Te layer grown in a microgravity environment compare quite favorably to those of layers obtained by other techniques.
The need for better technology to facilitate building, sharing and reusing models is generally recognized within the ecosystem modeling community. The Scientists' Intelligent Graphical Modelling Assistant (SIGMA) creates an environment for model building, sharing and reuse which provides an alternative to more conventional approaches which too often yield poorly documented, awkwardly structured model code. The SIGMA interface presents the user a list of model quantities which can be selected for computation. Equations to calculate the model quantities may be chosen from an existing library of ecosystem modeling equations, or built using a specialized equation editor. Inputs for dim equations may be supplied by data or by calculation from other equations. Each variable and equation is expressed using ecological terminology and scientific units, and is documented with explanatory descriptions and optional literature citations. Automatic scientific unit conversion is supported and only physically-consistent equations are accepted by the system. The system uses knowledge-based semantic conditions to decide which equations in its library make sense to apply in a given situation, and supplies these to the user for selection. "Me equations and variables are graphically represented as a flow diagram which provides a complete summary of the model. Forest-BGC, a stand-level model that simulates photosynthesis and evapo-transpiration for conifer canopies, was originally implemented in Fortran and subsequenty re-implemented using SIGMA. The SIGMA version reproduces daily results and also provides a knowledge base which greatly facilitates inspection, modification and extension of Forest-BGC.
The Man-machine Design and Analysis System (MIDAS) is a human factors design and analysis system that combines human cognitive models with 3D CAD models and rapid prototyping and simulation techniques. MIDAS allows designers to ask 'what if' types of questions early in concept exploration and development prior to actual hardware development. The system outputs predictions of operator workload, situational awareness and system performance as well as graphical visualization of the cockpit designs interacting with models of the human in a mission scenario. Recently, MIDAS was re-designed to enhance functionality and usability. The goals driving the redesign include more efficient processing, GUI interface, advances in the memory structures, implementation of external vision models and audition. These changes were detailed in an earlier paper. Two Beta test sites with diverse applications have been chosen. One Beta test site is investigating the development of a new airframe and its interaction with the air traffic management system. The second Beta test effort will investigate 3D auditory cueing in conjunction with traditional visual cueing strategies including panel-mounted and heads-up displays. The progress and lessons learned on each of these projects will be discussed.
The Swift Observatory is a Middle-Class Explorer (MIDEX) mission that is a rapidly re-pointing spacecraft with immediate data distribution capability to the astronomical community. Its primary objectives are to characterize and determine the origin of Gamma Ray Bursts (GRBs) and to use the collected data on GRB phenomena in order to probe the universe and gain insight into the physics of black hole formation and early universe. The main components of the spacecraft are the Burst Alert Telescope (BAT), Ultraviolet and Optical Telescope (UVOT), X-Ray Telescope (XRT), and Optical Bench (OB) instruments coupled with the Swift spacecraft (S/C) bus. The Swift Observatory will be tested at the Space Environment Simulation (SES) chamber at the Goddard Space Flight Center from May to June 2004 in order to characterize its thermal behavior in a vacuum environment. In order to simulate the independent thermal zones required by the BAT, XRT, UVOT, and OB instruments, the spacecraft is mounted on a chariot structure capable of maintaining adiabatic interfaces and enclosed in a modified, four section MSX fixture in order to accommodate the strategic placement of seven cryopanels (on four circuits), four heater panels, and a radiation source burst simulator mechanism. There are additionally 55 heater circuits on the spacecraft. To mitigate possible migration of silicone contaminants from BAT to the XRT and UVOT instruments, a contamination enclosure is to be fabricated around the BAT at the uppermost section of the MSX fixture. This paper discuses the test requirements and implemented thermal vacuum test configuration for the Swift Observatory.
A proposed lightweight pressure vessel would be made of a composite of high-tenacity continuous fibers and a flexible matrix material. The flexibility of this pressure vessel would render it (1) compactly stowable for transport and (2) more able to withstand impacts, relative to lightweight pressure vessels made of rigid composite materials. The vessel would be designed as a structural shell wherein the fibers would be predominantly bias-oriented, the orientations being optimized to make the fibers bear the tensile loads in the structure. Such efficient use of tension-bearing fibers would minimize or eliminate the need for stitching and fill (weft) fibers for strength. The vessel could be fabricated by techniques adapted from filament winding of prior composite-material vessels, perhaps in conjunction with the use of dry film adhesives. In addition to the high-bias main-body substructure described above, the vessel would include a low-bias end substructure to complete coverage and react peak loads. Axial elements would be overlaid to contain damage and to control fiber orientation around side openings. Fiber ring structures would be used as interfaces for connection to ancillary hardware.
Hybrid composite gears have been investigated as a weight saving technology for rotorcraft transmissions. These gears differ from conventional steel gears in that the structural material between the shaft interface and the gear rim is replaced with a lightweight carbon fiber composite. The work discussed here is an extension of previous coupon level hybrid gear tests to a full-scale bull gear. The NASA Glenn Research Center High-Speed Helical Gear Rig was modified for this program, allowing several hybrid gear web configurations to be tested while utilizing the same gear rim. Testing was performed on both a baseline (steel) web configuration and a hybrid (steel-composite) configuration. Vibration, orbit and temperature data were recorded and compared between configurations. Vibration levels did not differ greatly between the hybrid and steel configurations, nor did temperature differential between inlet and outlet. While orbit shape displayed differences between the hybrid and baseline configurations, the general overall amplitude was comparable. The hybrid configuration discussed here successfully ran at 3300 hp (2,460 kW), however, progressive growth of the orbit while running at this test condition discontinued the test. Further studies are planned to determine the cause of this behavior.
Hybrid composite gears have been investigated as a weight saving technology for rotorcraft transmissions. These gears differ from conventional steel gears in that the structural material between the shaft interface and the gear rim is replaced with a lightweight carbon fiber composite. The work discussed here is an extension of previous coupon level hybrid gear tests to a full-scale bull gear. The NASA Glenn Research Center High-Speed Helical Gear Rig was modified for this program allowing several hybrid gear web configurations to be tested while utilizing the same gear rim. Testing was performed on both a baseline (steel) web configuration and a hybrid (steel-composite)configuration. Vibration, orbit and temperature data were recorded and compared between configurations. Vibration levels did not differ greatly between the hybrid and steel configurations, nor did temperature differential between inlet and outlet. While orbit shape displayed differences between the hybrid and baseline configurations, the general overall amplitude was comparable. The hybrid configuration discussed here successfully ran at 3300 hp(2,460 kW), however, progressive growth of the orbit while running at this test condition discontinued the test. Researchers continue to search for the cause of this orbit shift.
This paper provides an overview and status of the Gateway, which will be a small, human-tended space station in orbit around the Moon. The National Aeronautics and Space Administration (NASA) leads the Program and serves as the integrator of the spaceflight capabilities and contributions of U.S. commercial partners and international partners to develop the Gateway. Gateway is the cornerstone of sustainable deep space human exploration and is an essential element of the infrastructure necessary for the execution of the Artemis missions to the Moon. This paper will outline the current planned configuration and deployment of the station, describing the concept of operations and how Gateway supports both lunar surface missions and also serves as the springboard for exploration deeper in space. Calendar year 2022 will see the accomplishments of major milestones such as over twenty systems preliminary design reviews (PDRs), a Program-wide PDR-informed synchronization review, and NASA Key Decision Point marking the evolution of the program as a whole from the formulation phase and into implementation. This paper will provide a progress update for each major component of the Gateway: The Power and Propulsion Element; the Habitation and Logistics Outpost (HALO); Deep Space Logistics; the International Habitation module; the European System Providing Refueling, Infrastructure, and Telecommunications (ESPRIT), which includes a Refueler Module and the HALO Lunar Communications System; External Robotics System; and an Airlock with both science and crew capabilities. For each component, the paper will describe the current maturity of the modules, acquisition strategy, contracts, and if applicable, international partnership status. This paper will also outline the integration function the Gateway Program Office performs at the NASA Johnson Space Center, including the multilateral governance structure and cross-program interfaces across Artemis.
NASA is developing the X-38 vehicle that will demonstrate the technologies required for a potential crew return vehicle for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the space station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and the transfer of heat to underlying low temperature structures. Working with the NASA Johnson Space Center, the Seals Team at the NASA Glenn Research Center completed a series of tests to further characterize baseline seal designs for the rudder/fin interfaces of the X-38. The structures of the rudder/fin assembly and its associated seals are shown in the the preceding illustration. Tests performed at Glenn indicated that exposure of the seals in a compressed state at simulated seal re-entry temperatures resulted in a large permanent set and loss of seal resiliency. This could be of concern because the seals are required to maintain contact with the sealing surfaces while the vehicle goes through the maximum re-entry heating cycle to prevent hot gases from leaking past the seals and damaging interior low-temperature structures. To simulate conditions in which the seals may become unloaded during use, such as when they take on a large permanent set, Glenn researchers performed room temperature flow and compression tests to determine seal flow rates, resiliency, and unit loads under minimal loads. Flow rates through an unloaded (i.e., 0-percent compression) double seal arrangement were twice those of a double seal compressed to the 20-percent design compression level. These flow rates are being used in thermal analyses to predict the effect of flow through the seals on over-all seal temperatures. Compression test results showed that seal unit loads and contact pressures were below the limits that Johnson had set as goals for the seals. In the rudder/fin seal location, the seals are in contact with shuttle thermal tiles and are moved across the tiles as the rudder is rotated during re-entry. Low seal unit loads and contact pressures are required to limit the loads on these tiles and minimize any damage that the seals could cause. A series of tests were performed on these seals in NASA Ames Research Center's arc jet facility. The arc jet facility approximates relevant thermal environments that a seal or other structure would be subjected to during extreme heating conditions such as those experienced during space vehicle re-entry. Eleven tests were completed, including one test in which no seal was installed in the gap to examine the flow of heat down into the gap. The seal was compressed between stationary insulation tiles and a movable elevon that was rotated during the test to deflect the arc jet exhaust into the seal gap. Peak seal temperatures as high as 2000 F were reached during the 5-min tests. Results of these tests indicate satisfactory performance of the seal for single-use (e.g., X-38) applications. The results of these tests were shared with the NASA Johnson Space Center and are being used to validate aerothermostructural analysis codes that predict seal temperatures under these conditions. The tests performed at Glenn have provided valuable information to Johnson about the performance of the seals that they are considering using in the rudder/fin location of the X-38 vehicle. Glenn and Johnson are currently defining what additional work needs to be done to develop the final rudder/fin seal design for the X-38 vehicle.
This paper describes the objective and design of a proposed goal-oriented knowledge-based telerobotic system for space operations. This design effort encompasses the elements of the system executive and user interface and the distribution and general structure of the knowledge base, the displays, and the task sequencing. The objective of the design effort is to provide an expandable structure for a telerobotic system that provides cooperative interaction between the human operator and computer control. The initial phase of the implementation provides a rule-based, goal-oriented script generator to interface to the existing control modes of a telerobotic research system, in the Intelligent Systems Research Lab at NASA Research Center.
The objective and design of a proposed goal-oriented knowledge-based telerobotic system for space operations is described. This design effort encompasses the elements of the system executive and user interface and the distribution and general structure of the knowledge base, the displays, and the task sequencing. The objective of the design effort is to provide an expandable structure for a telerobotic system that provides cooperative interaction between the human operator and computer control. The initial phase of the implementation provides a rule-based, goal-oriented script generator to interface to the existing control modes of a telerobotic research system, in the Intelligent Systems Research Lab at NASA Research Center.
The implementation of a general three-dimensional hydroelastic capability in the NASTRAN computer program is described. A method for analyzing the combined mode shapes of arbitrary fluid and structure finite element models was developed. The fluid was modeled with three-dimensional solid elements with options for tetrahedron, wedge, and hexahedron shapes. The elements were then connected to fluid grid points which defined the pressure in the fluid at the specified location. Matrices were formulated to provide efficient solutions for large-order problems. The structure matrices were processed separately and could be reduced using matrix condensation procedures or through a modal formulation using the normal modes of the empty structure as solution coordinates. The fluid/structure interface and the free surface were defined by the user with special NASTRAN boundary elements. A special purpose mesh generator program was provided to generate the actual NASTRAN data cards for the fluid, the structure, and the boundary elements for typical tank-type models.
A previously developed interface method for coupling aerodynamics and structures is used to evaluate the aeroelastic effects for an advanced transport wing at cruise and under-cruise conditions. The calculated results are compared with wind tunnel test data. The capability of the interface method is also investigated for an MD-90 wing/fuselage configuration. In addition, an aircraft trim analysis is described and applied to wing configurations. The accuracy of turbulence models based on the algebraic eddy viscosity formulation of Cebeci and Smith is studied for airfoil flows at low Mach numbers by using methods based on the solutions of the boundary-layer and Navier-Stokes equations.
Design concepts defined for the cooled-structures assembly of a hydrogen fueled, regeneratively cooled, airframe-integrated Scramjet engine are considered. Engine subsystems, in particular, the fuel subsystem associated with the operating engine are included along with the engine mounting and the interfacing with the airplane. The engine structure and thermal protection system, including the fuel injection struts are emphasized.
We study the hydrophobic/hydrophilic behavior of carbon nanotubes using molecular dynamics simulations. The energetics of the carbon-water interface are mainly dispersive but in the present study augmented with a carbon quadrupole term acting on the charge sites of the water. The simulations indicate that this contribution is negligible in terms of modifying the structural properties of water at the interface. Simulations of two carbon nanotubes in water display a wetting and drying of the interface between the nanotubes depending on their initial spacing. Thus, initial tube spacings of 7 and 8 A resulted in a drying of the interface whereas spacing of > 9 A remain wet during the course of the simulation. Finally, we present a novel particle-particle-particle-mesh algorithm for long range potentials which allows for general (curvilinear) meshes and "black-box" fast solvers by adopting an influence matrix technique.