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Along with responsivity changes due to sensor aging, there may be concurrent spectral changes. A field-measurement approach for detecting postlaunch spectral changes is described. For illustration, one hypothetical model of change (spectral band shift) is explored through simulation for five satellite sensors. Two different types of natural terrain - vegetation and bare soil - are used as test targets.
An approach for testing whether or not post-launch changes have occurred in sensor spectral responses is described. The approach uses field measurements of ground targets having differing spectral reflectance properties as well as calculations based on the original spectral response characteristics. As an example, a shift in band location was modeled and evaluated through the simulation of signals from soil and vegetation targets in the spectral bands of five satellite systems.
This paper describes the methods, rationale, and comparative results of the conversion of an intravehicular (IVA) 3D human computer model (HCM) to extravehicular (EVA) use and compares the converted model to an existing model on another computer platform. The task of accurately modeling a spacesuited human figure in software is daunting: the suit restricts the human's joint range of motion (ROM) and does not have joints collocated with human joints. The modeling of the variety of materials needed to construct a space suit (e. g. metal bearings, rigid fiberglass torso, flexible cloth limbs and rubber coated gloves) attached to a human figure is currently out of reach of desktop computer hardware and software. Therefore a simplified approach was taken. The HCM's body parts were enlarged and the joint ROM was restricted to match the existing spacesuit model. This basic approach could be used to model other restrictive environments in industry such as chemical or fire protective clothing. In summary, the approach provides a moderate fidelity, usable tool which will run on current notebook computers.
Until recently, human +Gz acceleration tolerance has relied solely on subjective criteria relating to loss of vision. By use of newly developed noninvasive instrumentation using a transcutaneous Doppler flow system, objective end point criteria have been developed based on measured blood flow to the head. The system consists of miniature 8 MHz Doppler sensors (2 x 1 x 0.5 cm) placed on the forehead over both frontal branches of the temporal arteries to detect blood flow velocity from back scattered ultrasound. Its use has allowed for correlation of altered, decreased and actual reversal of eye level blood flow with subsequent central light loss. Over 100 subjects have now been studied during more than 2,000 centrifuge runs. Objective changes in temporal artery flow velocity consistently preceded visual degradation for each subject during all acceleration profiles. No subject has gone unconscious without first exhibiting a minimum 6 sec of total flow cessation. Retrograde flow followed by complete flow cessation always preceded central light loss. Results indicate that this method can be successfully used with a wide variety of tasks during exposure to +Gz acceleration. It is recommended for use during evaluation of protective maneuvers or devices on the centrifuge or during actual flight in high performance aircraft. It may also serve as a potential safety monitor during space Shuttle re-entry if there is doubt about a passenger's cardiovascular status.
Various physiological countermeasures, consisting primarily of isotonic and isometric exercises but also including prescribed nutrient intake, have been used in all manned spaceflights exceeding about one month in duration. So consistent has been this practice that the effects of weightlessness on the human, unconfounded by the use of countermeasures, are difficult to discern. Equally elusive, in the absence of control studies conducted in weightlessness, is an accurate assessment of the efficacy of the countermeasures themselves. Changes in body composition occurring during and following flights from Gemini through Shuttle, when compared with changes during and following bedrest, demonstrate certain mitigating effects that may be attributable to countermeasures and which provide some rationale for the choice of countermeasures in the Space Station.
1. This investigation was designed to determine the contribution of the exercise pressor reflex to the resetting of the carotid baroreflex during exercise. 2. Ten subjects performed 3.5 min of static one-legged exercise (20 % maximal voluntary contraction) and 7 min dynamic cycling (20 % maximal oxygen uptake) under two conditions: control (no intervention) and with the application of medical anti-shock (MAS) trousers inflated to 100 mmHg (to activate the exercise pressor reflex). Carotid baroreflex function was determined at rest and during exercise using a rapid neck pressure/neck suction technique. 3. During exercise, the application of MAS trousers (MAS condition) increased mean arterial pressure (MAP), plasma noradrenaline concentration (dynamic exercise only) and perceived exertion (dynamic exercise only) when compared to control (P < 0.05). No effect of the MAS condition was evident at rest. The MAS condition had no effect on heart rate (HR), plasma lactate and adrenaline concentrations or oxygen uptake at rest and during exercise. The carotid baroreflex stimulus-response curve was reset upward on the response arm and rightward to a higher operating pressure by control exercise without alterations in gain. Activation of the exercise pressor reflex by MAS trousers further reset carotid baroreflex control of MAP, as indicated by the upward and rightward relocation of the curve. However, carotid baroreflex control of HR was only shifted rightward to higher operating pressures by MAS trousers. The sensitivity of the carotid baroreflex was unaltered by exercise pressor reflex activation. 4. These findings suggest that during dynamic and static exercise the exercise pressor reflex is capable of actively resetting carotid baroreflex control of mean arterial pressure; however, it would appear only to modulate carotid baroreflex control of heart rate.
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Gemini extravehicular suit pressurization ventilation test program
The photodissociation dynamics of astrophysically relevant propyl derivatives (C 3 H 7 X; X = CN, OH, HCO) at 157 nm exploiting an ultracompact velocity map imaging (UVMIS) setup has been reported. The successful operation of UVMIS allowed the exploration of the 157 nm photo dissociation of six (iso)propyl systems - n/i-propyl cyanide (C 3 H 7 CN), n/i-propyl alcohol (C 3 H 7 OH), and (iso)butanal (C 3 H 7 CHO) – to explore the C 3 H 7 loss channel. The distinct center-of-mass translational energy distributions for the i-C 3 H 7 X (X= CN, OH, HCO) could be explained through preferential excitation of the low frequency C-H bending modes of the formyl moiety compared to the higher frequency stretchings of the cyano and hydroxy moieties. Although the ionization energy of the n-C 3 H 7 radical exceeds the energy of a 157 nm photon, C 3 H 7 + was observed in the n-C 3 H 7 X (X= CN, OH, HCO) systems as a result of photoionization of vibrationally "hot" n-C 3 H 7 fragments, photoionization of i-C 3 H 7 after a hydrogen shift in vibrationally "hot" n-C 3 H 7 radicals, and/or two-photon ionization. Our experiments reveal that at least the isopropyl radical (i-C 3 H 7 ) and possibly the normal propyl radical (n-C 3 H 7 ) should be present in the interstellar medium and hence searched for by radio telescopes.
Fluidic temperature control system for liquid cooled space suits
Solid/liquid distribution coefficients (weight basis) were experimentally determined for a number of trace elements for olivine, orthopyroxene, plagioclase and ilmenite. Values of distribution coefficients were measured at 1200 C and a f sub O2 of 10 to the -13.0 power for liquids similar in composition to the olivine-opx-plagioclase peritectic in the pseudoternary system (Fe,Mg)2SiO4-CaAl2Si2O8-SiO2. Values were also measured at 1140 C and a f sub O2 of 10 to the -12.8 power for liquids similar in composition to high-Ti mare basalts. Major and trace element partitioning and relevant phase equilibria were used to investigate possible parent-daughter relationships between a number of highland samples and highly evolved KREEP-rich materials. Out of about 80 highlands samples tested, 33 were found to be possible parents to the KREEP-rich materials. The average composition of these samples is very similar to that of the Low-K Fra Mauro basalt (LKFM). A model is proposed to explain the production of LKFM-type material and more evolved members of the KREEP suite.
Design constraints considered in an effort to improve the self-contained atmospheric protection ensemble (SCAPE) are discussed. Emphasis is placed on overcoming the hazards of personnel engaged in orbiter crash/rescue operations. Specific topics covered include: suit material permeability; sealing of all suit penetration; and maintaining a positive pressure within the suit.
The operational pressure range is the range to which the suit can be nominally operated for manned testing. The top end of the nominal operational pressure range is equivalent to 1/2 the proof pressure. Structural pressure is 1.5 times the specified test pressure for any given test. Proof pressure is the maximum unmanned pressure to which the suit was tested by the vendor prior to delivery. The maximum allowable working pressure (MAWP) is 90% of the proof pressure. The pressure systems RVs are set to keep components below their MAWPs. If the suit is pressurized over its MAWP, the suit will be taken out of service and an in-depth inspection/review of the suit will be performed before the suit is put back in service. The procedures outlined in this document should be followed as written. However, the suit test engineer (STE) may make redline changes real-time, provided those changes are recorded in the anomaly section of the test data sheet. If technicians supporting suit build-up, check-out, and/or test execution believe that a procedure can be improved, they should notify their lead. If procedures are incorrect to the point of potentially causing hardware damage or affecting safety, bring the problem to the technician lead and/or STE s attention and stop work until a solution (temporary or permanent) is authorized. Certain steps in the procedure are marked with a DV , for Designated Verifier. The Designated Verifier for this procedure is an Advanced Space Suit Technology Development Laboratory technician, not directly involved in performing the procedural steps, who will verify that the step was performed as stated. The steps to be verified by the DV were selected based on one or more of the following criteria: the step was deemed significant in ensuring the safe performance of the test, the data recorded in the step is of specific interest in monitoring the suit system operation, or the step has a strong influence on the successful completion of test objectives. Prior to all manned test activities, Advanced Suit Test Data Sheet (TDS) Parts A-E shall be completed to verify system and team are ready for test. Advanced Suit TDS Parts F-G shall be completed at the end of the suited activity. Appendix B identifies tha appropriate Mark III suit emergency event procedures.
NASA's Constellation Program has plans to return to the Moon within the next 10 years. Although reaching the Moon during the Apollo Program was a remarkable human engineering achievement, fewer than 20 extravehicular activities (EVAs) were performed. Current projections indicate that the next lunar exploration program will require thousands of EVAs, which will require spacesuits that are better optimized for human performance. Limited mobility and dexterity, and the position of the center of gravity (CG) are a few of many features of the Apollo suit that required significant crew compensation to accomplish the objectives. Development of a new EVA suit system will ideally result in performance close to or better than that in shirtsleeves at 1 G, i.e., in "a suit that is a pleasure to work in, one that you would want to go out and explore in on your day off." Unlike the Shuttle program, in which only a fraction of the crew perform EVA, the Constellation program will require that all crewmembers be able to perform EVA. As a result, suits must be built to accommodate and optimize performance for a larger range of crew anthropometry, strength, and endurance. To address these concerns, NASA has begun a series of tests to better understand the factors affecting human performance and how to utilize various lunar gravity simulation environments available for testing.
A spacecraft guidance, navigation, and control (GN&C) system is needed to enable a spacecraft to descend to a surface, take a sample using a touch-and-go (TAG) sampling approach, and then safely ascend. At the time of this reporting, a flyable GN&C system that can accomplish these goals is beyond state of the art. This article describes AutoGNC, which is a GN&C system capable of addressing these goals, which has recently been developed and demonstrated to a maturity TRL-5-plus. The AutoGNC solution matures and integrates two previously existing JPL capabilities into a single unified GN&C system. The two capabilities are AutoNAV and GREX. AutoNAV is JPL s current flight navigation system, and is fairly mature with respect to flybys and rendezvous with small bodies, but is lacking capability for close surface proximity operations, sampling, and contact. G-REX is a suite of low-TRL algorithms and capabilities that enables spacecraft operations in close surface proximity and for performing sampling/contact. The development and integration of AutoNAV and G-REX components into AutoGNC provides a single, unified GN&C capability for addressing the autonomy, close-proximity, and sampling/contact aspects of small-body sample return missions. AutoGNC is an integrated capability comprising elements that were developed separately. The main algorithms and component capabilities that have been matured and integrated are autonomy for near-surface operations, terrain-relative navigation (TRN), real-time image-based feedback guidance and control, and six degrees of freedom (6DOF) control of the TAG sampling event. Autonomy is achieved based on an AutoGNC Executive written in Virtual Machine Language (VML) incorporating high-level control, data management, and fault protection. In descending to the surface, the AutoGNC system uses camera images to determine its position and velocity relative to the terrain. This capability for TRN leverages native capabilities of the original AutoNAV system, but required advancements that integrate the separate capabilities for shape modeling, state estimation, image rendering, defining a database of onboard maps, and performing real-time landmark recognition against the stored maps. The ability to use images to guide the spacecraft requires the capability for image-based feedback control. In Auto- GNC, navigation estimates are fed into an onboard guidance and control system that keeps the spacecraft guided along a desired path, as it descends towards its targeted landing or sampling site. Once near the site, AutoGNC achieves a prescribed guidance condition for TAG sampling (position/orientation, velocity), and a prescribed force profile on the sampling end-effector. A dedicated 6DOF TAG control then implements the ascent burn while recovering from sampling disturbances and induced attitude rates. The control also minimizes structural interactions with flexible solar panels and disallows any part of the spacecraft from making contact with the ground (other than the intended end-effector).
Satellite ocean color missions require accurate (< 1% uncertainties) system vicarious calibrations (SVC) in order to retrieve the relatively small remote sensing reflectance (Rrs, sr-1) from the at-sensor radiance. However, current atmospheric correction and SVC procedures do not include calibration of the “long” near infrared band (NIRL–869nm for MODIS), partially because earlier studies indicated that accuracy in the retrieved Rrsis insensitive to moderate changes in the NIRLvicarious gain (g). However, the sensitivity of ocean color data products to g(NIRL) has not been thoroughly examined. Here, we first derived 10 SVC ‘gain configurations’ (vicarious gains for all visible and NIR bands) for MODIS/Aqua using current operational NASA protocols, each time assuming a different g(869). From these, we derived a suite of ~1.4E6 unique gain configurations with g(869) ranging from 0.85 to 1.2. All MODIS/A data for 25locations within each of five ocean gyres were then processed using each of these gain configurations. Such time series show substantial variability inthe dominant Rrs(547) patterns in response to changes in g(869). Overall gyre mean Rrs(547) generally decreased with increasing g(869), while the standard deviations around those means show gyre-specific minima for 0.97 < g(869) < 1.02. Following these sensitivity analyses, we assess the potential to resolve g(869) using suchtime series, finding g(869) = 1.025 most closely comports with expectations. This approach is broadly applicable to other ocean color sensors, and highlights the importance of rigorous cross-sensor calibration of the NIRLbands, with implications on consistency of merged-sensor datasets.