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DOE OSTI2018

Ice front change of marine-terminating outlet glaciers in northwest and southeast Greenland during the 21st century

ABSTRACT The increasingly negative mass balance of the Greenland ice sheet (GrIS) over the last ~25 years has been associated with enhanced surface melt and increased ice loss from marine-terminating outlet glaciers. Accelerated retreat during 2000–2010 was concentrated in the southeast and northwest sectors of the ice sheet; however, there was considerable spatial and temporal variability in the timing and magnitude of retreat both within and between these regions. This behaviour has yet to be quantified and compared for all glaciers in both regions. Furthermore, it is unclear whether retreat has continued after 2010 in the northwest, and whether the documented slowdown in the southeast post-2005 has been sustained. Here, we compare spatial and temporal patterns of frontal change in the northwest and southeast GrIS, for the period 2000–2015. Our results show near-ubiquitous retreat of outlet glaciers across both regions for the study period; however, the timing and magnitude of inter-annual frontal position change is largely asynchronous. We also find that since 2010, there is continued terminus retreat in the northwest, which contrasts with considerable inter-annual variability in the southeast. Analysis of the role of glacier-specific factors demonstrates that fjord and bed geometry are important controls on the timing and magnitude of glacier retreat.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS2026

Moon Base Transportation - Deliveries to the Lunar Surface

Development of the Moon Base will enable a home away from home for astronauts who will live and work at humanity’s first lunar outpost. In this effort, NASA’s Moon Transportation Office is responsible for enabling the transformational missions required to deliver habitats, supplies, science payloads, and all other elements needed to cultivate a permanent presence on the Lunar Surface. The Mission Concept (MC) is characterized through evaluation of an end-to-end architecture that can successfully deliver a generalized heavy large-volume payload, in excess of 4000 kg, to a precision landing and touchdown on the lunar surface. The mission architecture utilizes a single launch configuration of a Lunar Lander (LL) with a unique propellant system. The LL has an integral orbital transfer capability and features jettisonable elements. The design circumvents the need for prop transfer on orbit and multiple launch configurations. The launch vehicle (LV) for this work will assume the capability to deliver a payload in excess of 40,000 kg to orbit, affording multiple LV solutions. Considerations for the LL and payload deployment from the fairing are assumed to be handled through compliance with a launch providers’ Interface Requirements Document (IRD). The MC will span from launch at Kennedy Space Center (KSC) to terminal descent and touchdown on the lunar surface, requiring a total ΔV on the order of 6 km/s beyond what is required to get the vehicle stack to a 200 km circular Low Earth Orbit (LEO). Major mission phases include: launch and launch vehicle separation, transfer operations, pre-landing navigation, and lunar descent and touchdown. A Concept of Operations (ConOps) is used as the primary design driver for defining architecture of the vehicles necessary to achieve final payload delivery. Numerous ground rules and assumptions will be provided for each phase of the mission. Concept designs for the LL is presented. An emphasis of the design maximizes a feasible path for maturation, manufacturing, and operation. A self-imposed practical consideration for this effort is the incorporation of legacy designed hardware to minimize expensive, time-intensive, and high-risk hardware development cycles. The propulsion system of the LL adopts a conventional storable bipropellant configuration of monomethyl hydrazine (MMH) and mixed oxides of nitrogen (MON3). This effort will showcase a unique propellant delivery system to minimize the reliance on propellant management devices (PMDs) during descent. Numerous key constraints have been considered, across the multiple segments of the mission. These include the unique aspects of center of gravity (CG) management, thruster plume effects including self-impingement, propulsion system hardware limitations, navigation during multiple mission phases, and landing gear geometry for uneven terrain. These constraints shape the trades necessary for precision landing of heavy cargo and ensure compatibility with broader Moon Base Transportation concepts. The resulting insights inform future transportation strategies for the Moon and beyond; directly contributing to the development of cargo‑delivery standards that will support the long‑term buildup of a sustainable, continuously inhabited Moon Base.

Lunar Habitat↗

DOE OSTI2022

Determining the Role of Synthesis and Reaction Conditions on the Exposed Surface and Shape of ..beta..-Mo2C Catalysts

The production of drop-in quality biofuels typically can be achieved through catalytic fast pyrolysis (CFP) of biomass, followed by hydrodeoxygenation (HDO) of the vapor-phase product to reduce the oxygen content and stabilize the bio-oil product. To favor selectivity toward desired deoxygenation products, bifunctional catalysts with both acidic and hydrogenation sites are often employed. Due to both its oxophilicity and its ability to promote hydrogenation reactions, molybdenum carbide catalysts have shown promise for promoting the HDO of CFP vapors. However, the surface structure and composition of carbide catalyst particles are not well understood, precluding the establishment of fundamental structure-function relationships needed for the rational development of molybdedum carbide for HDO, as well as other reactions. For orthorhombic ..beta..-Mo2C, the (100) facet is largely studied for computational surface-reaction analyses, possibly due to its similarities with the close-packed (111) facet of noble-metal catalysts. However, it has previously been postulated through ab initio thermodynamic studies that the (111), (110), and (011) facets are most stable, though there is no consensus. Furthermore, while a majority of previous surface stability analyses of ..beta..-Mo2C focus on bulk terminations, the highly carburizing synthesis conditions and the use of ..beta..-Mo2C in carbon-containing reaction applications could introduce non-stoichiometric coverages of surface carbon. As such, this study uses ab initio thermodynamics calculations to assess the relative surface stability of the low-index facets of ..beta..-Mo2C, including consideration of varying the coverage of surface carbon. From this information, Wulff constructions are utilized to predict the synthesis and reaction condition-dependent shape and surface carbon composition of ..beta..-Mo2C catalyst particles.

BIOMASS FUELS,INORGANIC, ORGANIC, PHYSICAL, AND AN↗

NASA NTRS1989

Io's tenuous atmosphere

An evaluation is made of observational evidence adduced to date for the various extant models of the Io atmosphere. SO2 and its various photochemical products have been noted to play a major role in the atmosphere; such atomic species as Na and K are present in smaller quantities, and play an important role in the atmosphere's ion chemistry. The vapor pressure equilibrium between condensed SO2 on the surface and the atmospheric gas is an important factor in the global control of SO2 gas distribution, but cannot account for the neutral densities at the terminator required for ionospheric models in view of realistic surface temperature distributions.

Johnson, T. V.↗

NASA NTRS2020

ATD-2 Benefits Mechanism

NASA has been developing and demonstrating a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project, through a close partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. The Phase 1 Baseline IADS capabilities provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, tactical surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. The Phase 2 Fused IADS capabilities include the fusion of strategic and tactical surface metering, Atlanta Center airspace tactical scheduling, Electronic Flight Data (EFD) integration, Terminal Flight Data Manager (TFDM) Terminal Publication (TTP) prototype, and Mobile App for General Aviation (GA) community. In the Phase 2 field evaluation, strategic surface metering provides advance notice of metering and additional stability to the assigned gate holds. The users of the IADS system in Phases 1 and 2 include the personnel at Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington and Atlanta Center. This document describes the ATD-2 benefits mechanism used to assess the Phases 1 and 2 IADS capabilities and field evaluation conducted at CLT since September 2017. The ATD-2 benefits mechanism mainly consists of surface metering and overhead stream insertion. This document provides detailed calculation methods of major benefit metrics, such as fuel savings, gas emissions savings, and engine runtime reduction, which can be obtained through surface metering, gate hold of Approval Request (APREQ) flights prior to pushback, and the renegotiation of release time while taxiing. As of March 31, 2020, it is estimated that 5,075,981 pounds of fuel savings and 15,634,022 pounds of CO2 emission reduction have been achieved so far, with a reduction of 3,832 hours in total engine runtime. The amount of CO2 savings is estimated to be equivalent to planting 116,254 urban trees. The pre- and post-metering comparison results using FAA’s Aviation System Performance Metrics (ASPM) data have also shown that the surface metering had no negative impact on the on-time arrival performance of both outbound and inbound flights at CLT.

ATD-2↗

NASA NTRS2020

ATD-2 Benefits Mechanism

NASA has been developing and demonstrating a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project, through a close partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. The Phase 1 Baseline IADS capabilities provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, tactical surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. The Phase 2 Fused IADS capabilities include the fusion of strategic and tactical surface metering, Atlanta Center airspace tactical scheduling, Electronic Flight Data (EFD) integration, Terminal Flight Data Manager (TFDM) Terminal Publication (TTP) prototype, and Mobile App for General Aviation (GA) community. In the Phase 2 field evaluation, strategic surface metering provides advance notice of metering and additional stability to the assigned gate holds. The users of the IADS system in Phases 1 and 2 include the personnel at Charlotte Douglas International Airport (CLT) air traffic control tower, American Airlines ramp tower, CLT terminal radar approach control (TRACON), and Washington and Atlanta Center. This document describes the ATD-2 benefits mechanism used to assess the Phases 1 and 2 IADS capabilities and field evaluation conducted at CLT since September 2017. The ATD-2 benefits mechanism mainly consists of surface metering and overhead stream insertion. This document provides detailed calculation methods of major benefit metrics, such as fuel savings, gas emissions savings, and engine runtime reduction, which can be obtained through surface metering, gate hold of Approval Request (APREQ) flights prior to pushback, and the renegotiation of release time while taxiing. As of April 30, 2020, it is estimated that 5,097,173 pounds of fuel savings and 15,699,292 pounds of CO2 emission reduction have been achieved so far, with a reduction of 3,831 hours in total engine runtime. The amount of CO2 savings is estimated to be equivalent to planting 116,739 urban trees. The pre- and post-metering comparison results using FAA’s Aviation System Performance Metrics (ASPM) data have also shown that the surface metering had no negative impact on the on-time arrival performance of both outbound and inbound flights at CLT.

ATD-2↗

NASA NTRS1995

Theoretical overview and modeling of the sodium and potassium atmospheres of mercury

A general theoretical overview for the sources, sinks, gas-surface interactions, and transport dynamics of sodium and potassium in the exospheric atmsophere of Mercury is given. Information for these four factors, which control the spatial distribution of these two alkali-group gases about the planet, is incorporated in numerical models. The spatial nature and relative importance of the initial source atom atmosphere and the ambient (ballistic hopping) atom atmosphere are then examined and are shown to be controlled and coupled to a great extent by the extremely large and variable solar radiation acceleration experienced by sodium and potassium as they resonantly scatter solar photons. The lateral (antisunward) transport rate of thermally accommodated sodium and potassium ambient atoms is shown to be driven by the solar radiation acceleration and, over a significant portion of Mercury's orbit about the Sun, is sufficiently rapid to be competitive with the short photoionization lifetimes for these atoms when they are located on the summit surface near or within about 30 deg of the terminator. The lateral transport rate is characterized by a migration time determined by model calculations for an ensemble of atoms initially starting at a point source on the surface (i.e., a numerical spacetime dependent Green's function). Four animations for the spacetime evolution of the sodium (or potassium) atmosphere produced by a point source on the surface are presented on a videotape format. For extended surface sources for sodium and potassium, the local column density is determined by competition between the photoionization lifetimes and the lateral transport times of atoms originating from different surface source locations. Sodium surface source fluxes (referenced to Mercury at perihelion) that are required on the sunlit hemisphere to reproduce the typically observed several megarayleighs of D2 emission-line brightness and the inferred column densities of 1-2 x 10(exp 11) atoms per sq cm range from approximately 2-5 x 10(exp 7) atoms/sq cm/sec. The sodium model is applied to study observational data that document an anticorrelation in the average sodium column density and solar radiation acceleration. Lateral transport driven by the solar radiation acceleration is shown to produce this behavior for combinations of different sources and surface accomodation coefficients. The best fit model fits to the observational data require a significant degree of thermal accommodation of the ambient sodium atoms to the surface and a source rate that decreases as an inverse power of 1.5 to 2 in heliocentric distance.

Smyth, William H.↗

DOE OSTI2023

Investigation of Technologies to Improve Condenser Heat Transfer and Performance in a Relevant Coal-Fired Power Plant

Improvements in thermal power-generating plant performance is correlated directly to societal benefits including lower cost of reduced fuel consumption, resulting in lower cost of electricity for the consumer and reduced carbon emissions to the atmosphere. Warm steam exhausted from low-pressure steam turbines is condensed to liquid water on the exterior of thin-walled metal condenser tubes with cooling water passing through the tube interior. The condensation of steam creates a vacuum that supports turbine rotation and the concurrent generation of electricity. This vacuum is optimized when heat transfer across the wall of condenser tube is maximized. Common hindrances to heat transfer include foulants in cooling water that may form and adhere to the interior of condenser tubes, including mineral scale, microbiological films, and particulate deposition. Flowing cooling water may also include a laminar layer at the interior metal surfaces that travels more slowly than bulk water flow, serving to impede heat transfer. On the tube exterior, condensing steam forms an insulating layer of water that flows down the tube and reduces the effectiveness of cooling. Both the interior and exterior barriers to optimal heat transfer may be alleviated to some extent by surface treatments. On the tube interior, hydrophobic coatings may be applied that can reduced the adherence of foulants and of the laminar flow layer to the tube surface. On the tube exterior, hydrophobic coatings or mechanical treatments can be applied that may result in the termination of droplet growth and the departure of droplets from the surface rather than coalescence into a continuous layer of flowing water. Fourteen surface treatments were applied to condenser tubes in this study, including eight interior coatings and six exterior treatments, five of which were coatings and one a microstructural texture. Heat transfer measurement equipment simulating conditions in the condenser of an operating power plant was used to determine heat transfer coefficients by measuring sufficient flow, temperature, water chemistry and other data. Several of the tubes with interior surface treatments showed improvement in heat transfer coefficients compared with a plain (uncoated) tube, and several of the tubes with exterior surface treatments also showed enhanced heat transfer coefficients.

01 COAL, LIGNITE, AND PEAT↗

NASA NTRS1992

Aerobrake concepts for NTP systems study

Design concepts are described for landing large spacecraft masses on the Mars surface in support of manned missions with interplanetary transportation using Nuclear Thermal Propulsion (NTP). Included are the mission and systems analyses, trade studies and sensitivity analyses, design analyses, technology assessment, and derived requirements to support this concept. The mission phases include the Mars de-orbit, entry, terminal descent, and terminal touchdown. The study focuses primarily on Mars surface delivery from orbit after Mars orbit insertion using an NTP. The requirements associated with delivery of logistical supplies, habitats, and other equipment on minimum energy Earth to Mars transfers are also addressed in a preliminary fashion.

Cruz, Manuel I.↗

NASA NTRS2019

Airspace Technology Demonstration 2 (ATD-2) Phase 2 Technology Description Document (TDD)

This Technology Description Document (TDD) provides an overview of the technology for the Phase 1 Baseline and Phase 2 Fused demonstrations of the Integrated Arrival, Departure, and Surface (IADS) prototype system of the National Aeronautics and Space Administration’s (NASA) Airspace Technology Demonstration 2 (ATD-2) project, which has been demonstrated since October of 2017 at Charlotte Douglas International Airport (CLT). Development, integration, and field demonstration of relevant technologies of the IADS system directly address recommendations made by the Next Generation Air Transportation System (NextGen) Integration Working Group (NIWG) on Surface and Data Sharing and the Surface Collaborative Decision Making (Surface CDM) concept of operations developed jointly by the Federal Aviation Administration (FAA) and aviation industry partners. NASA has been developing the IADS traffic management system under the ATD-2 project in coordination with the FAA, flight operators, CLT airport operators, and the National Air Traffic Controllers Association (NATCA). The primary goal of ATD-2 is to improve the predictability and operational efficiency of the air traffic system in metroplex environments, through the enhancement, development, and integration of the nation’s most advanced and sophisticated arrival, departure, and surface prediction, scheduling, and management systems. The ATD-2 project is a 5-year research activity beginning in 2015 and extending through 2020. The Phase 1 Baseline IADS capability resulting from the ATD-2 research has been demonstrated at the CLT airport since the beginning of October 2017. Phase 1 provided data exchange and integration with the initial demonstration of the integrated system of strategic and tactical scheduling, collaborative tactical surface metering, tactical departure scheduling to an en route meter point and overhead stream insertion, initial integration of a TFDM SWIM prototype feed, and an early implementation prototype of a Terminal Flight Data Manager (TFDM) Electronic Flight Data (EFD) system. The strategic surface scheduling element of the capability is consistent with the Surface CDM Concept of Operations published in 2014 by the FAA Surface Operations Directorate.1 The Phase 2 Fused IADS system provided substantial updates to baseline IADS Demonstration capability. Improvements were made to the IADS modeler; tactical surface scheduling, and metering; tactical departure scheduling for overhead stream insertion; Electronic Flight Data (EFD) and the integration with the FAA Advanced Electronic Flight Strip (AEFS); RTC/RMTC, and departure trajectories. New capabilities included a TFDM SWIM prototype feed and delivery of IADS data via the TFDM Terminal Publication (TTP) service of the FAA’s SWIM system; strategic surface scheduling and metering as well as fusion with tactical surface metering; integration and ingestion of data from TTP-connected Mobile App and texting industry for General Aviation (GA) flights; and expansion of airspace deployments to include adjacent Center automation, in particular interface with the Atlanta Center (ZTL) arrival metering TBFM system to evaluate pre-scheduling of flights. Improvements in Data Analysis and System Health (DASH) monitoring and updates were completed as well.

Talebi, Ehsan↗

DOE OSTI2020

Competitive Adsorption of Lubricant Base Oil and Ionic Liquid Additives at Air/Liquid and Solid/Liquid Interfaces

Oil-soluble ionic liquids (ILs) have been proved as effective additives in lubricant oils through tribological experiments and post-test analytical analyses. Here, surface structures of lubricant base oil, oil-soluble ILs, and their mixtures at the air/liquid and solid/liquid interfaces have been studied using sum frequency generation (SFG) vibrational spectroscopy. At the air/base oil and air/IL interfaces, the alkyl chains of the studied compounds were shown to be conformationally disordered and their terminal methyl groups point outward at the liquid surface. The base oil dominates the air/(base oil + IL) interface due to its higher surface excess propensity and larger bulk concentration. At the solid (silica) surface, ILs adopt a structure with their charged headgroups in contact with the silica surface, while their alkyl chains are more conformationally ordered or packed compared to the air/IL interface. At the interface between silica and (base oil + IL) mixtures, ILs also preferentially adsorb to the silica surface with their layer structures somewhat different from those of ILs alone. These results showed that ILs can adsorb onto the solid surface even before tribological contacts are made. The insights obtained from this SFG study provide a better understanding of the role of ionic liquids in lubrication.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2024

APOA2 increases cholesterol efflux capacity to plasma HDL by displacing the C-terminus of resident APOA1

The ability of high-density lipoprotein (HDL) to promote cellular cholesterol efflux is a more robust predictor of cardiovascular disease protection than HDL-cholesterol levels in plasma. Previously, we found that lipidated HDL containing both apolipoprotein A-I (APOA1) and A-II (APOA2) promotes cholesterol efflux via the ATP-binding cassette transporter (ABCA1). In the current study, we directly added purified, lipid-free APOA2 to human plasma and found a dose-dependent increase in whole plasma cholesterol efflux capacity. APOA2 likewise increased the cholesterol efflux capacity of isolated HDL with the maximum effect occurring when equal masses of APOA1 and APOA2 coexisted on the particles. Follow-up experiments with reconstituted HDL corroborated that the presence of both APOA1 and APOA2 were necessary for the increased efflux. Using limited proteolysis and chemical cross-linking mass spectrometry, we found that APOA2 induced a conformational change in the N- and C-terminal helices of APOA1. Using reconstituted HDL with APOA1 deletion mutants, we further showed that APOA2 lost its ability to stimulate ABCA1 efflux to HDL if the C-terminal domain of APOA1 was absent, but retained this ability when the N-terminal domain was absent. Based on these findings, we propose a model in which APOA2 displaces the C-terminal helix of APOA1 from the HDL surface which can then interact with ABCA1—much like it does in lipid-poor APOA1. These findings suggest APOA2 may be a novel therapeutic target given this ability to open a large, high-capacity pool of HDL particles to enhance ABCA1-mediated cholesterol efflux.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2018

Resolving orbital pathways for intermolecular electron transfer

Over 60 years have passed since Taube deduced an orbital-mediated electron transfer mechanism between distinct metal complexes. This concept of an orbital pathway has been thoroughly explored for donor–acceptor pairs bridged by covalently bonded chemical residues, but an analogous pathway has not yet been conclusively demonstrated for formally outer-sphere systems that lack an intervening bridge. In our present study, we experimentally resolve at an atomic level the orbital interactions necessary for electron transfer through an explicit intermolecular bond. This finding was achieved using a homologous series of surface-immobilized ruthenium catalysts that bear different terminal substituents poised for reaction with redox active species in solution. This arrangement enabled the discovery that intermolecular chalcogen···iodide interactions can mediate electron transfer only when these interactions bring the donor and acceptor orbitals into direct contact. This result offers the most direct observation to date of an intermolecular orbital pathway for electron transfer.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2022

Growth of PdCoO 2 films with controlled termination by molecular-beam epitaxy and determination of their electronic structure by angle-resolved photoemission spectroscopy

Utilizing the powerful combination of molecular-beam epitaxy (MBE) and angle-resolved photoemission spectroscopy (ARPES), we produce and study the effect of different terminating layers on the electronic structure of the metallic delafossite PdCoO 2 . Attempts to introduce unpaired electrons and synthesize new antiferromagnetic metals akin to the isostructural compound PdCrO 2 have been made by replacing cobalt with iron in PdCoO 2 films grown by MBE. Using ARPES, we observe similar bulk bands in these PdCoO 2 films with Pd-, CoO 2 -, and FeO 2 -termination. Nevertheless, Pd- and CoO 2 -terminated films show a reduced intensity of surface states. Additionally, we are able to epitaxially stabilize PdFe x Co 1– x O 2 films that show an anomaly in the derivative of the electrical resistance with respect to temperature at 20 K, but do not display pronounced magnetic order.

36 MATERIALS SCIENCE↗

DOE OSTI2024

Contact-dependent growth inhibition (CDI) systems deploy a large family of polymorphic ionophoric toxins for inter-bacterial competition

Contact-dependent growth inhibition (CDI) is a widespread form of inter-bacterial competition mediated by CdiA effector proteins. CdiA is presented on the inhibitor cell surface and delivers its toxic C-terminal region (CdiA-CT) into neighboring bacteria upon contact. Inhibitor cells also produce CdiI immunity proteins, which neutralize CdiA-CT toxins to prevent auto-inhibition. Here, we describe a diverse group of CDI ionophore toxins that dissipate the transmembrane potential in target bacteria. These CdiA-CT toxins are composed of two distinct domains based on AlphaFold2 modeling. The C-terminal ionophore domains are all predicted to form five-helix bundles capable of spanning the cell membrane. The N-terminal "entry" domains are variable in structure and appear to hijack different integral membrane proteins to promote toxin assembly into the lipid bilayer. The CDI ionophores deployed by E. coli isolates partition into six major groups based on their entry domain structures. Comparative sequence analyses led to the identification of receptor proteins for ionophore toxins from groups 1 & 3 (AcrB), group 2 (SecY) and groups 4 (YciB). Using forward genetic approaches, we identify novel receptors for the group 5 and 6 ionophores. Group 5 exploits homologous putrescine import proteins encoded by puuP and plaP, and group 6 toxins recognize di/tripeptide transporters encoded by paralogous dtpA and dtpB genes. Finally, we find that the ionophore domains exhibit significant intra-group sequence variation, particularly at positions that are predicted to interact with CdiI. Accordingly, the corresponding immunity proteins are also highly polymorphic, typically sharing only ~30% sequence identity with members of the same group. Competition experiments confirm that the immunity proteins are specific for their cognate ionophores and provide no protection against other toxins from the same group. The specificity of this protein interaction network provides a mechanism for self/nonself discrimination between E. coli isolates.

59 BASIC BIOLOGICAL SCIENCES↗

NASA NTRS1983

Heat pipe thermal switch

A thermal switch for controlling the dissipation of heat between a body is described. The thermal switch is comprised of a flexible bellows defining an expansible vapor chamber for a working fluid located between an evaporation and condensation chamber. Inside the bellows is located a coiled retaining spring and four axial metal mesh wicks, two of which have their central portions located inside of the spring while the other two have their central portions located between the spring and the side wall of the bellows. The wicks are terminated and are attached to the inner surfaces of the outer end walls of evaporation and condensation chambers respectively located adjacent to the heat source and heat sink. The inner surfaces of the end walls furthermore include grooves to provide flow channels of the working fluid to and from the wick ends. The evaporation and condensation chambers are connected by turnbuckles and tension springs to provide a set point adjustment for setting the gap between an interface plate on the condensation chamber and the heat sink.

Wolf, D. A.↗

NASA NTRS1994

Radiation and scattering from printed antennas on cylindrically conformal platforms

The goal was to develop suitable methods and software for the analysis of antennas on cylindrical coated and uncoated platforms. Specifically, the finite element boundary integral and finite element ABC methods were employed successfully and associated software were developed for the analysis and design of wraparound and discrete cavity-backed arrays situated on cylindrical platforms. This work led to the successful implementation of analysis software for such antennas. Developments which played a role in this respect are the efficient implementation of the 3D Green's function for a metallic cylinder, the incorporation of the fast Fourier transform in computing the matrix-vector products executed in the solver of the finite element-boundary integral system, and the development of a new absorbing boundary condition for terminating the finite element mesh on cylindrical surfaces.

Kempel, Leo C.↗

NASA NTRS1997

Surface Development and Test Facility (SDTF) New R&D Simulator for Airport Operations

A new simulator, the Surface Development and Test Facility (SDTF) is under construction at the NASA Ames Research Center in Mountain View, California. Jointly funded by the FAA (Federal Aviation Administration) and NASA, the SDTF will be a testbed for airport surface automation technologies of the future. The SDTF will be operational in the third quarter of 1998. The SDTF will combine a virtual tower with simulated ground operations to allow evaluation of new technologies for safety, effectiveness, reliability, and cost benefit. The full-scale level V tower will provide a seamless 360 degree high resolution out-the-window view, and a full complement of ATC (air traffic control) controller positions. The imaging system will be generated by two fully-configured Silicon Graphics Onyx Infinite Reality computers, and will support surface movement of up to 200 aircraft and ground vehicles. The controller positions, displays and consoles can be completely reconfigured to match the unique layout of any individual airport tower. Dedicated areas will accommodate pseudo-airport ramp controllers, pseudo-airport operators, and pseudo-pilots. Up to 33 total personnel positions will be able to participate in simultaneous operational scenarios. A realistic voice communication infrastructure will emulate the intercom and telephone communications of a real airport tower. Multi-channel audio and video recording and a sophisticated data acquisition system will support a wide variety of research and development areas, such as evaluation of automation tools for surface operations, human factors studies, integration of terminal area and airport technologies, and studies of potential airport physical and procedural modifications.

Dorighi, Nancy S.↗