SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
A global map is presented of on-set diameters of rampart craters. These craters are proposed to result from impact into wet targets. This map shows both global latitudinal and regional trends that are consistent with the climate and geologic history of Mars.
The University of Arizona is manufacturing a 2-m diameter NGST Mirror System Demonstrator. This mirror uses a 2-mm thick glass facesheet as the optical surface. The shape is controlled and adjusted using 166 actuators that are mounted into a composite carbon fiber structure. The overall mass density for the mirror system is 13 kg/sq m, including glass, attachments, actuators, cabling, and support structure. The mirror operates at ambient temperatures and at cryogenic temperatures using custom built actuators and couplings. The status of the mirror fabrication will be presented.
General interest in manned space flight has provided a stimulus for the investigation of shapes which appear to be attractive for application to re-entry vehicles. Such vehicles can be classed as either nonlifting or lifting. Nonlifting types, such as used in Project Mercury, have certain advantages which include structural simplicity, no requirement for an elaborate flight-control system, ease of mating with the booster, and short exposure times to high heating rates during entry. Advantages of lifting types, by comparison, include lower peak heating rates and decelerations, the possibility for a conventional horizontal landing, and the ability to maneuver, thus providing control over longitudinal and lateral range and a wider entry corridor on return from planetary or lunar missions. A lifting shape which appears attractive in terms of the considerations is a thick disk. At high attitudes, the weight to drag ratio is low and the radius of curvature of the surface exposed to the airstream is large, a combination of parameters which results in reduced convective heating rates. The low-speed lift-drag ratios associated with this type of shape appear sufficiently high to permit a conventional horizontal landing. The investigation reported herein was undertaken to assess the effects of thickness on the aerodynamic characteristics of disk shapes suitable for lifting re-entry into the earth's atmosphere and potentially capable of conventional horizontal landing. The models had elliptic cross sections which varied in thickness from 0.225 to 0.425 diameter. The tests were conducted in the Ames 12-Foot Pressure Wind Tunnel over a Mach number range from 0.25 to 0.90 at a Reynolds number of 3.3x10 (exp 6) and at Reynolds numbers to 16x10 (exp 6) at a Mach number of 0.25. Tests on similar shapes have been conducted at subsonic, transonic, and supersonic speeds and the results have been presented.
El'gygytgyn crater, located within Eastern Siberia, is a Pliocene-aged (3.6 Ma), well-preserved impact crater with a rim diameter of roughly 23 km. The target rocks are a coherent assemblage of crystalline rocks ranging from andesite to basalt. At the time of impact the region was forested and the Arctic Ocean was nearly ice-free. A 15-km lake fills the center of the feature and water depths are approximately 175 m. Evidence of shock metamorphism, -- including coesite, fused mineral glasses, and planar deformation features in quartz -- has been reported. This feature is one of the youngest and best preserved complex craters on Earth. Because of its remote Arctic setting, however, El gygytgyn crater remains poorly investigated. The objectives of this three-year project are to establish and maintain a research partnership between scientists from Russia and the United States interested in the El gygytgyn crater. The principal institutions in the U.S. will be the Geophysical Institute, University of Alaska Fairbanks and the University of Massachusetts Amherst. The principal institution in Russia will be the North East Interdisciplinary Scientific Research Institute (NEISRI), which is the Far-East Branch of the Russian Academy of Science. Three science tasks are identified for the exchange program: (1) Evaluate impactite samples collected during previous field excursions for evidence of and level of shock deformation. (2) Build a high-resolution digital elevation model for the crater and its surroundings using interferometric synthetic aperture radar techniques on JERS-1, ERS-1, ERS-2, and/or RadarSat range-doppler data. (3) Gather all existing surface data available from Russian and U.S. institutions (DEM, remote sensing image data, field-based lithological and sample maps, and existing geophysical data) and assemble into a Geographic Information Systems database.
Topographic evidence for the existence of an early 800 km diameter multi-ringed impact structure, and evidence for fluvial and lacustrine environments in Meridiani Planum suggests a connection with the origin of the hematite deposits present in the region.
The Short-Haul-Civil-tiltrotor (SHCT) component of the NASA Aviation System Capacity Program is an effort to develop the technologies needed for a potential 40-passenger civil tiltrotor. The variable diameter tiltrotor (VDTR) is a Sikorsky concept aimed at improving tiltrotor hover and cruise performance currently limited by disk loading that is much higher in hover than conventional helicopter, and much lower in cruise than turbo-prop systems. This paper describes the technical merits of using a VDTR on a SHCT aircraft. The focus will be the rotor design.
The purpose of this study was to examine the effects of anisosmotic stress on adult mammalian cardiac muscle cell (cardiocyte) size. Cardiocyte size and sarcomere length were measured in cardiocytes isolated from 10 normal rats and 10 normal cats. Superfusate osmolarity was decreased from 300 +/- 6 to 130 +/- 5 mosM and increased to 630 +/- 8 mosM. Cardiocyte size and sarcomere length increased progressively when osmolarity was decreased, and there were no significant differences between cat and rat cardiocytes with respect to percent change in cardiocyte area or diameter; however, there were significant differences in cardiocyte length (2.8 +/- 0.3% in cat vs. 6.1 +/- 0.3% in rat, P < 0.05) and sarcomere length (3.3 +/- 0.3% in cat vs. 6.1 +/- 0.3% in rat, P < 0.05). To determine whether these species-dependent differences in length were related to diastolic interaction of the contractile elements or differences in relative passive stiffness, cardiocytes were subjected to the osmolarity gradient 1) during treatment with 7 mM 2,3-butanedione monoxime (BDM), which inhibits cross-bridge interaction, or 2) after pretreatment with 1 mM ethylene glycol-bis(beta-aminoethyl ether)-N, N,N',N'-tetraacetic acid (EGTA), a bivalent Ca2+ chelator. Treatment with EGTA or BDM abolished the differences between cat and rat cardiocytes. Species-dependent differences therefore appeared to be related to the degree of diastolic cross-bridge association and not differences in relative passive stiffness. In conclusion, the osmolarity vs. cell size relation is useful in assessing the cardiocyte response to anisosmotic stress and may in future studies be useful in assessing changes in relative passive cardiocyte stiffness produced by pathological processes.
Measurements of aerodynamic heat transfer have been made along the hemisphere and cylinder of a hemisphere-cylinder rocket-propelled model in free flight up to a Mach number of 3.88. The test Reynolds number based on free-stream condition and diameter of model covered a range from 2.69 x l0(exp 6) to 11.70 x 10(exp 6). Laminar, transitional, and turbulent heat-transfer coefficients were obtained. The laminar data along the body agreed with laminar theory for blunt bodies whereas the turbulent data along the cylinder were consistently lower than that predicted by the turbulent theory for a flat plate. Measurements of heat transfer at the stagnation point were, in general, lower than the theory for stagnation-point heat transfer. When the Reynolds number to the junction of the hemisphere-cylinder was greater than 6 x l0(exp 6), the transitional Reynolds number varied from 0.8 x l0(exp 6) to 3.0 x 10(exp 6); however, than 6 x l(exp 6) when the Reynolds number to the junction was less, than the transitional Reynolds number varied from 7.0 x l0(exp 6) to 24.7 x 10(exp 6).
Results of tests characterizing an 8-cm diameter ion source are presented. The tests were conducted in three separate vacuum test facilities at the University of Alabama-Huntsville, Colorado State University, and L3 Communications' ETI division. Standard ion optics tests describing electron backstreaming and total-voltage-limited impingement current behavior as a function of beam current were used as guidelines for selecting operating conditions where more detailed ion beam measurements were performed. The ion beam was profiled using an in-vacuum actuating probe system to determine the total ion current density and the ion charge state distribution variation across the face of the ion source. Both current density and ExB probes were utilized. The ion current density data were used to obtain integrated beam current, beam flatness parameters, and general beam profile shapes. The ExB probe data were used to determine the ratio of doubly to singly charged ion current. The ion beam profile tests were performed at over six different operating points that spanned the expected operating range of the DAWN thrusters being developed at L3. The characterization tests described herein reveal that the 8-cm ion source is suitable for use in (a) validating plasma diagnostic equipment, (b) xenon ion sputtering and etching studies of spacecraft materials, (c) plasma physics research, and (d) the study of ion thruster optics at varying conditions.
This paper reports the result of an experimental study in the NASA Glenn Icing Research Tunnel (IRT) to evaluate how well the MVD-independent effect identified previously might apply to SLD conditions in rime icing situations. Models were NACA 0012 wing sections with chords of 53.3 and 91.4 cm. Tests were conducted with a nominal airspeed of 77 m/s (150 kt) and a number of MVD's ranging from 15 to 100 m with LWC of 0.5 to 1 g/cu m. In the present study, ice shapes recorded from past studies and recent results at SLD and Appendix-C conditions are reviewed to show that droplet diameter is not important to rime ice shape for MVD of 30 microns or larger, but for less than 30 m drop sizes a rime ice shape transition from convex to wedge to spearhead type ice shape is observed.
A heat-transfer investigation was conducted with air flowing through an electrically heated silicon carbide tube with a rounded entrance, an inside diameter of 3/4 inch, and effective heat-transfer length of 12 inches over a range of Reynolds numbers up to 300,000 and a range of average inside-tube-wall temperatures up to 2500 R. The highest corresponding local outside-tube-wall temperature was 3010 R.
This paper discusses the diameter of sensor networks. In the study, they analysed and found that when the number of transmissions are bounded by constants below or equal to 20, the likelihood of successful broadcast is small.
This paper describes a 31.8 - 32.3 GHz (Ka-band) monopulse antenna pointing system designed to meet a pointing precision requirement of a mean-radial-error (MRE) less than 1.5 milli-degrees for a 34-meter diameter antenna with a 17 milli-degree 3-dB beam-width, under windy conditions up to 15mph.
Detailed hot wire measurements have been acquired in the tip vortex of a three-bladed model tilt rotor in hover. Testing was conducted at a rotor tip speed of 752 ft/sec, a Reynolds number (based on blade tip chord) of 1.77 x 10(exp 6), for thrust coefficients up to 0.0160. A figure shows the hot wire mounted above the inverted rotor at the Outside Aerodynamic Rotor Facility (OARF) at NASA Ames Research Center. Strobed shadowgraph flow visualization was used to define the vortex trajectory as an aid in hot wire positioning. Considerable variations in tip vortex structure with time were observed, even from the same blade, under essentially uniform test conditions. The only velocity signatures analyzed were those corresponding to passage of the probe directly through the center of the vortex. These time histories were ensemble averaged after compensating for jitter in the vortex arrival time at the probe, thereby retaining the core structure with minimal smearing. An example of a mean velocity signature, after ensemble averaging, is shown. The mean velocity signature was analyzed under the assumption of constant (unknown) translation speed of the vortex filament past the fixed probe. The translation speed of the vortex is deduced and the vortex strength and core diameter inferred. The results were highly unexpected. The indicated vortex strength is seen to decrease rapidly after first blade passage. In addition, the core radius is seen to decrease with increasing wake age, not increase as might be expected from simple diffusion.
A 40-foot (12.2 meter) nominal-diameter disk-gap-band parachute was flight tested as part of the NASA Supersonic Planetary Entry Decelerator Program (SPED-I). The test parachute was ejected by a deployment mortar from an instrumented payload at an altitude of 140,000 feet (42.5 kilometers). The payload was at a Mach number of 1.91 and the dynamic pressure was 11.6 pounds per square foot (555 newtons per square meter) at the time the parachute deployment mortar was fired. The parachute reached suspension line stretch in 0.43 second with a resultant snatch force loading of 1990 pounds (8850 newtons). The maximum parachute opening load of 6500 pounds (28,910 newtons) came 0.61 second later at a total elapsed time from mortar firing of 1.04 seconds. The first full inflation occurred at 1.12 seconds and stable inflation was achieved at approximately 1.60 seconds. The parachute had an average axial-force coefficient of 0.53 during the deceleration period. During the steady-state descent portion of the flight test, the average effective drag coefficient was also 0.53 and pitch-yaw oscillations of the canopy averaged less than 10 degrees in the altitude region above 100,000 feet (30.5 meters).
A 30-foot (9.1-meter) nominal-diameter cross-type parachute with a cloth area (reference area) of 709 square feet (65.9 square meters) was flight tested in the rocket-launched portion of the NASA Planetary Entry Parachute Program (PEPP). The test parachute was ejected from an instrumented payload by means of a mortar when the system was at a Mach number of 1.57 and a dynamic pressure of 9.7 psf. The parachute deployed to suspension-line stretch in 0.44 second with a resulting snatch-force loading of 1100 pounds (4900 newtons), Canopy inflation began at 0.58 second and a first full inflation was achieved at approximately 0.77 second. The maximum opening load occurred at 0.81 second and was 4255 pounds (18,930 newtons). Thereafter, the test item exhibited a canopy-shape instability in that the four panel arms experienced fluctuations, a "scissoring" type of motion predominating throughout the test period. Calculated values of axial-force coefficient during the deceleration portion of the test varied between 0.35 and 1.05, with an average value of 0.69. During descent, canopy-shape variations had reduced to small amplitudes and resultant pitch-yaw angles of the payload with respect to the local vertical averaged less than 10 degrees. The effective drag coefficient, based on the vertical components of velocity and acceleration during system descent, was 0.78.
Inflation and drag characteristics of a 54.4-foot (16.6 meter) nominal-diameter cross parachute, deployed at a Mach number of 1.65 and a dynamic pressure of 12.68 lb/sq f t (607.1 N/m(exp2)), were obtained from the fourth balloon-launched flight test of the Planetary Entry Parachute Program (PEPP). After deployment, the parachute quickly inflated to a full condition, partially collapsed, and then gradually reinflated while undergoing rapid oscillations between over-inflation and under-inflation. The oscillations began while the parachute was still at supersonic speeds and continued to low subsonic speeds well below an altitude of 90,000 feet (27.4 km). These canopy instabilities produced large cyclic variations in the parachute's drag coefficient. The average value of drag coefficient was about 0.8 to 0.9 at subsonic speeds and slightly lower at supersonic speeds. These drag coefficient values were based on the actual fabric surface area of the parachute canopy. The parachute sustained minor damage consisting of two canopy tears and abrasions and tears on the riser line. It is believed that this damage did not produce a significant change in the performance of the parachute.
Inflation and drag characteristics of a 64.7-foot (19.7-meter) nominal-diameter disk-gap-band parachute deployed at a Mach number of 1.59 and a dynamic pressure of 11.6 psf (555 newtons per m(exp 2)) were obtained from the second balloon-launched flight test of the Planetary Entry Parachute Program. In addition, parachute stability characteristics during the subsonic descent portion of the test are presented. After deployment, the parachute rapidly inflated to a full condition, partially collapsed, and then reinflated to a stable configuration. After reinflation, an average drag coefficient of about 0.55 based on nominal surface area was obtained. The parachute exhibited good stability characteristics during descent. The only major damage to the parachute during the test was the tearing of two canopy panels; a loss of less than 0.5 percent of nominal surface area resulted.