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NASA NTRS1990

Manual Control Aspects of Orbital Flight

A brief description of several laboratories' current research in the general area of manual control of orbital flight is presented. With an operational-space-station era (and its increased traffic levels) approaching, now is an opportune time to investigate issues such as docking and rendezvous profiles and course-planning aids. The tremendous increase in the capabilities of computers and computer graphics has made extensive study possible and economical. It is time to study these areas, from a human factors and manual control perspective in order to preclude the occurrence of problems analogous to those that occurred in the airline and other related industries.

Brody, Adam R.↗
NASA NTRS2003

Short Takeoff and Vertical Landing Capability Upgraded in NASA Glenn's 9- by 15-Foot Low-Speed Wind Tunnel

The NASA Glenn Research Center supports short takeoff and vertical landing (STOVL) tests in its 9- by 15-Foot Low Speed Wind Tunnel (9 x 15 LSWT). As part of a facility capability upgrade, a dynamic actuation system (DAS) was fabricated to enhance the STOVL testing capabilities. The DAS serves as the mechanical interface between the 9 x 15 LSWT test section structure and the STOVL model to be tested. It provides vertical and horizontal translation of the model in the test section and maintains the model attitude (pitch, yaw, and roll) during translation. It also integrates a piping system to supply the model with exhaust and hot air to simulate the inlet suction and nozzle exhausts, respectively. Hot gas ingestion studies have been performed with the facility ground plane installed. The DAS provides vertical (ascent and descent) translation speeds of up to 48 in./s and horizontal translation speeds of up to 12 in./s. Model pitch variations of +/- 7, roll variations of +/- 5, and yaw variations of 0 to 180 deg can be accommodated and are maintained within 0.25 deg throughout the translation profile. The hot air supply, generated by the facility heaters and regulated by control valves, provides three separate temperature zones to the model for STOVL and hot gas ingestion testing. Channels along the supertube provide instrumentation paths from the model to the facility data system for data collection purposes. The DAS is supported by the 9 x 15 LSWT test section ceiling structure. A carriage that rides on two linear rails provides for horizontal translation of the system along the test section longitudinal axis. A vertical translation assembly, consisting of a cage and supertube, is secured to the carriage. The supertube traverses vertically through the cage on a set of linear rails. Both translation axes are hydraulically actuated and provide position and velocity profile control. The lower flange on the supertube serves as the model interface to the DAS. The supertube also serves as the exhaust path to the model and supports the hot air piping on its external surfaces. The DAS is currently being assembled at the 9 15 LSWT facility. Following assembly and installation, a series of checkouts will be performed to confirm the operation of the system.

Stark, David E.↗
NASA NTRSDate not supplied

Aerosol Wind Profiler (AWP) Doppler Wind Lidar Airborne Observations During the NOAA Joint Venture 3-D Wind Measurement Demonstration and NASA Active-Passive Profiling Experiment (APEX)

The NASA Langley Research Center (LaRC) has recently completed development of the Aerosol Wind Profiler (AWP) airborne Doppler wind lidar (DWL) instrument. AWP was supported by the NASA Earth Science Technology Office and the Earth Science Division, a project that adapted the Wind-Space Pathfinder (Wind-SP) DWL transceiver onto a structure for flight aboard a variety of NASA research aircraft. AWP demonstrates many technologies required for a space DWL mission, including a coherent-detection, optical heterodyne laser transmitter with high pulse energy (up to ~55 mJ) and repetition rate (200 Hz), electronic control of the beam path allowing for multiple viewing angles (allowing vector wind measurements) with no moving parts, compact highly-stable and tunable reference lasers allowing for high-precision measurement of velocity at long ranges while mitigating the impact of satellite platform velocity, and many others. AWP represents NASA’s only currently operational airborne 3-D wind profiling sensor. NASA LaRC was selected by the NOAA Joint Venture (JV) program to conduct a suborbital 3-D Wind measurement campaign demonstrate how data from a coherent-detection DWL like AWP could serve NOAA’s weather analysis and forecasting needs. The NOAA JV program is designed to work with the private sector, academia and other federal agencies to explore the feasibility and capability of emerging technologies spacecraft and other mission-specific tools to meet NOAA’s mission requirements. AWP was initially demonstrated on the NASA DC-8 within this JV program in October 2023, piggybacking on the NASA EcoDemonstrator mission focused on in-situ sampling of jet aircraft emissions and contrail formation from Everett, Washington. The in-situ sampling resulted in very frequent and rapid aircraft attitude changes which unfortunately degraded AWP data quality. But, during times with level flight and AVAPS dropsonde operations, AWP demonstrated excellent precision (< 2 m/s RMS) with high vertical (< 100 meter) resolution and 2 km spacing between profiles. AWP will be flown again on the NASA LaRC Gulfstream-3 from mid-September to mid-October 2024 out of Hampton, VA to complete the NOAA JV 3-D wind demonstration. Additional AWP flights will occur in early November from southern California during the NASA Active-Passive Profiling Experiment (APEX), focused on underflights of the NASA ER-2 equipped with many atmospheric profiling sensors. This presentation will summarize AWP measurements collected during these two fall 2024 flight campaigns, and how the AWP data compares with AVAPS dropsonde, NOAA weather prediction model, and GOES atmospheric motion vector data.

Kristopher Bedka↗
NASA NTRS2010

Computer-Controlled Cylindrical Polishing Process for Development of Grazing Incidence Optics for Hard X-Ray Region

The presentation includes grazing incidence X-ray optics, motivation and challenges, mid spatial frequency generation in cylindrical polishing, design considerations for polishing lap, simulation studies and experimental results, future scope, and summary. Topics include current status of replication optics technology, cylindrical polishing process using large size polishing lap, non-conformance of polishin lap to the optics, development of software and polishing machine, deterministic prediction of polishing, polishing experiment under optimum conditions, and polishing experiment based on known error profile. Future plans include determination of non-uniformity in the polishing lap compliance, development of a polishing sequence based on a known error profile of the specimen, software for generating a mandrel polishing sequence, design an development of a flexible polishing lap, and computer controlled localized polishing process.

Khan, Gufran Sayeed↗
NASA NTRS2003

Investigation of Pressurized Wave Bearings

The wave bearing has been pioneered and developed by Dr. Dimofte over the past several years. This bearing will be the main focus of this research. It is believed that the wave bearing offers a number of advantages over the foil bearing, which is the bearing that NASA is currently pursuing for turbomachinery applications. The wave bearing is basically a journal bearing whose film thickness varies around the circumference approximately sinusoidally, with usually 3 or 4 waves. Being a rigid geometry bearing, it provides precise control of shaft centerlines. The wave profile also provides good load capacity and makes the bearing very stable. Manufacturing techniques have been devised that should allow the production of wave bearings almost as cheaply as conventional full-circular bearings.

Keith, Theo G., Jr.↗
NASA NTRS2017

Current Safety Nets Within the U.S. National Airspace System

There are over 70,000 flights managed per day in the National Airspace System, with approximately 7,000 aircraft in the air over the United States at any given time. Operators of each of these flights would prefer to fly a user-defined “4D” trajectory (4DT), which includes arrival and departure times; preferred gates and runways at the airport; efficient, wind-optimal routes for departure, cruise and arrival phase of flight; and fuel efficient altitude profiles. To demonstrate the magnitude of this achievement a single flight from Los Angeles to Baltimore, accesses over 35 shared or “constrained” resources that are managed by roughly 30 air traffic controllers (at towers, approach control and en route sectors); along with traffic managers at 12 facilities, using over 22 different, independent automation system (including TBFM, ERAM, STARS, ASDE-X, FSM, TSD, GPWS, TCAS, etc.). In addition, dispatchers, ramp controllers and others utilize even more systems to manage each flight’s access to operator-managed resources. Flying an ideal 4DT requires successful coordination of all flight constraints among all flights, facilities, operators, pilots and controllers. Additionally, when conditions in the NAS change, the trajectories of one or more aircraft may need to be revised to avoid loss of flight efficiency, predictability, separation or system throughput. The Aviation Safety Network has released the 2016 airliner accident statistics showing a very low total of 19 fatal airliner accidents, resulting in 325 fatalities1. Despite several high profile accidents, the year 2016 turned out to be a very safe year for commercial aviation, Aviation Safety Network data show. Over the year 2016 the Aviation Safety Network recorded a total of 19 fatal airliner accidents [1], resulting in 325 fatalities. This makes 2016 the second safest year ever, both by number of fatal accidents as well as in terms of fatalities. In 2015 ASN recorded 16 accidents while in 2013 a total of 265 lives were lost. How can we keep it that way and not upset the apple cart by premature insertion of innovative technologies, functions, and procedures? In aviation, safety nets function as the last system defense against incidents and accidents. Current ground-based and airborne safety nets are well established and development to make them more efficient and reliable continues. Additionally, future air traffic control safety nets may emerge from new operational concepts.

Smith, Brian E.↗
NASA NTRS2000

Thermophysical Property Measurement and Materials Research in the NASA/MSFC Electrostatic Levitator

Containerless processing is an important tool for thermophysical property measurements and materials research. The freedom from a crucible allows processing of liquid materials in a metastable undercooled state, as well as allowing processing of high temperature and highly reactive melts. Electrostatic levitation (ESL) is a containerless method which provides a number of unique advantages, including the decoupling of positioning force from sample heating, the ability to operate in ultra-high vacuum or at moderate gas pressure (approximately 3 atm), and the ability to process non-conducting materials. ESL also has the potential to reduce internal flow velocities below those possible with electromagnetic, acoustic, or aero-acoustic techniques. The ESL facility at NASA's Marshall Space Flight Center (MSFC) is in use for thermophysical property measurements and materials research by a number of different internal and external investigators. The methods for obtaining access to the facility, as well as a summary of current capabilities and some future directions will be discussed. In electrostatic levitation, the acceleration of gravity (or residual acceleration in reduced gravity) is opposed by the action of an applied electric field on a charged sample. This positioning method is applicable to any material which can be electrically charged, whether solid or liquid, conducting, or insulating. Because the position of the sample is unstable, a 3-dimensional active control loop rapidly adjusts the applied field to maintain levitation and minimize motion of the sample. Heating lasers melt the sample, and may be adjusted to maintain specified thermal profiles. Microgravity allows electrostatic levitation to work even more effectively. With the need to cancel less than 1 milli-g, the applied field required is reduced from approximately 10 MV/m to approximately 10 kV/m. Alternatively, a microgravity ESL can position larger samples than is possible on the ground, or it can position samples which maintain their charge poorly. Microgravity also reduces the effects of buoyant convection and sedimentation. In the MSFC ESL, many different classes of experiments and measurements have been demonstrated in collaboration with many investigators. These capabilities include heat capacity measurement, phase diagram determination, and nucleation and growth experiments including nucleation rate, TTT curves, and phase selection. We have demonstrated the capability of triggering recalescence of an undercooled liquid sample without loss of levitation. Currently under development are techniques for measuring the surface tension, viscosity, and density of levitated samples, as well as other thermophysical properties. Expanded levitation capabilities including various gas environments for sample processing, sample rotation control and management of thermal gradients are under development for the MSFC ESL. Containerless processing allows research on materials which may not be processed any other way. Electrostatic levitation extends the range of containerless processing to include many materials and classes of materials which cannot be processed by conventional electromagnetic, acoustic, or aerodynamic levitation techniques.

Rogers, Jan↗
NASA NTRS1998

GLAS Spacecraft Pointing Study

Science requirements for the GLAS mission demand that the laser altimeter be pointed to within 50 m of the location of the previous repeat ground track. The satellite will be flown in a repeat orbit of 182 days. Operationally, the required pointing information will be determined on the ground using the nominal ground track, to which pointing is desired, and the current propagated orbit of the satellite as inputs to the roll computation algorithm developed by CCAR. The roll profile will be used to generate a set of fit coefficients which can be uploaded on a daily basis and used by the on-board attitude control system. In addition, an algorithm has been developed for computation of the associated command quaternions which will be necessary when pointing at targets of opportunity. It may be desirable in the future to perform the roll calculation in an autonomous real-time mode on-board the spacecraft. GPS can provide near real-time tracking of the satellite, and the nominal ground track can be stored in the on-board computer. It will be necessary to choose the spacing of this nominal ground track to meet storage requirements in the on-board environment. Several methods for generating the roll profile from a sparse reference ground track are presented.

Born, George H.↗
NASA NTRS2015

Assessing Air-Sea Interaction in the Evolving NASA GEOS Model

In order to understand how the climate responds to variations in forcing, one necessary component is to understand the full distribution of variability of exchanges of heat and moisture between the atmosphere and ocean. Surface heat and moisture fluxes are critical to the generation and decay of many coupled air-sea phenomena. These mechanisms operate across a number of scales and contain contributions from interactions between the anomalous (i.e. non-mean), often extreme-valued, flux components. Satellite-derived estimates of the surface turbulent and radiative heat fluxes provide an opportunity to assess results from modeling systems. Evaluation of only time mean and variability statistics, however only provides limited traceability to processes controlling what are often regime-dependent errors. This work will present an approach to evaluate the representation of the turbulent fluxes at the air-sea interface in the current and evolving Goddard Earth Observing System (GEOS) model. A temperature and moisture vertical profile-based clustering technique is used to identify robust weather regimes, and subsequently intercompare the turbulent fluxes and near-surface parameters within these regimes in both satellite estimates and GEOS-driven data sets. Both model reanalysis (MERRA) and seasonal-to-interannual coupled GEOS model simulations will be evaluated. Particular emphasis is placed on understanding the distribution of the fluxes including extremes, and the representation of near-surface forcing variables directly related to their estimation. Results from these analyses will help identify the existence and source of regime-dependent biases in the GEOS model ocean surface turbulent fluxes. The use of the temperature and moisture profiles for weather-state clustering will be highlighted for its potential broad application to 3-D output typical of model simulations.

Clayson, Carol Anne↗
NASA NTRS2003

Variability in Ocean Color Associated with Phytoplankton and Terrigenous Matter: Time Series Measurements and Algorithm Development at the FRONT Site on the New England Continental Shelf

Fronts in the coastal ocean describe areas of strong horizontal gradients in both physical and biological properties associated with tidal mixing and freshwater estuarine output (e.g. Simpson, 1981 and O Donnell, 1993). Related gradients in optically important constituents mean that fronts can be observed from space as changes in ocean color as well as sea surface temperature (e.g., Dupouy et al., 1986). This research program is designed to determine which processes and optically important constituents must be considered to explain ocean color variations associated with coastal fronts on the New England continental shelf, in particular the National Ocean Partnership Program (NOPP) Front Resolving Observational Network with Telemetry (FRONT) site. This site is located at the mouth of Long Island sound and was selected after the analysis of 12 years of AVHRR data showed the region to be an area of strong frontal activity (Ullman and Cornillon, 1999). FRONT consists of a network of modem nodes that link bottom mounted Acoustic Doppler Current Profilers (ADCPs) and profiling arrays. At the center of the network is the Autonomous Vertically Profiling Plankton Observatory (AVPPO) (Thwaites et al. 1998). The AVPPO consists of buoyant sampling vehicle and a trawl-resistant bottom-mounted enclosure, which holds a winch, the vehicle (when not sampling), batteries, and controller. Three sampling systems are present on the vehicle, a video plankton recorder, a CTD with accessory sensors, and a suite of bio-optical sensors including Satlantic OCI-200 and OCR-200 spectral radiometers and a WetLabs ac-9 dual path absorption and attenuation meter. At preprogrammed times the vehicle is released, floats to the surface, and is then winched back into the enclosure with power and data connection maintained through the winch cable. Communication to shore is possible through a bottom cable and nearby surface telemetry buoy, equipped with a mobile modem, giving the capability for near-real time data transmission and interactive sampling control.

Morrison, John R.↗
NASA NTRS2010

Fabrication and Modification of Nanoporous Silicon Particles

Silicon-based nanoporous particles as biodegradable drug carriers are advantageous in permeation, controlled release, and targeting. The use of biodegradable nanoporous silicon and silicon dioxide, with proper surface treatments, allows sustained drug release within the target site over a period of days, or even weeks, due to selective surface coating. A variety of surface treatment protocols are available for silicon-based particles to be stabilized, functionalized, or modified as required. Coated polyethylene glycol (PEG) chains showed the effective depression of both plasma protein adsorption and cell attachment to the modified surfaces, as well as the advantage of long circulating. Porous silicon particles are micromachined by lithography. Compared to the synthesis route of the nanomaterials, the advantages include: (1) the capability to make different shapes, not only spherical particles but also square, rectangular, or ellipse cross sections, etc.; (2) the capability for very precise dimension control; (3) the capacity for porosity and pore profile control; and (4) allowance of complex surface modification. The particle patterns as small as 60 nm can be fabricated using the state-of-the-art photolithography. The pores in silicon can be fabricated by exposing the silicon in an HF/ethanol solution and then subjecting the pores to an electrical current. The size and shape of the pores inside silicon can be adjusted by the doping of the silicon, electrical current application, the composition of the electrolyte solution, and etching time. The surface of the silicon particles can be modified by many means to provide targeted delivery and on-site permanence for extended release. Multiple active agents can be co-loaded into the particles. Because the surface modification of particles can be done on wafers before the mechanical release, asymmetrical surface modification is feasible. Starting from silicon wafers, a treatment, such as KOH dipping or reactive ion etching (RIE), may be applied to make the surface rough. This helps remove the nucleation layer. A protective layer is then deposited on the wafer. The protective layer, such as silicon nitride film or photoresist film, protects the wafer from electrochemical etching in an HF-based solution. A lithography technique is applied to pattern the particles onto the protective film. The undesired area of the protective film is removed, and the protective film on the back side of the wafer is also removed. Then the pattern is exposed to HF/surfactant solution, and a larger DC electrical current is applied to the wafers for a selected time. This step removes the nucleation layer. Then a DC current is applied to generate the nanopores. Next, a large electrical current is applied to generate a release layer. The particles are mechanically suspended in the solvent and collected by filtration or centrifuge.

Ferrari, Mauro↗
NASA NTRS2013

Flight-Deck Strategies and Outcomes When Flying Schedule-Matching Descents

Recent studies at NASA Ames Research Center have investigated the development and use of ground-based (air traffic controller) tools to manage and schedule air traffic in future terminal airspace. An exploratory study was undertaken to investigate the impacts that such tools (and concepts) could have on the flight-deck. Ten Boeing 747-400 crews flew eight optimized profile descents in the Los Angeles terminal airspace, while receiving scripted current day and futuristic speed clearances, to ascertain their ability to fly schedulematching descents without prior training. Although the study was exploratory in nature, four variables were manipulated: route constraints, winds, speed changes, and clearance phraseology. Despite flying the same scenarios with the same events and timing, there were significant differences in the time it took crews to fly the approaches. This variation is the product of a number of factors but highlights potential difficulties for scheduling tools that would have to accommodate this amount of natural variation in descent times. The focus of this paper is the examination of the crews' aircraft management strategies and outcomes. This includes potentially problematic human-automation interaction issues that may negatively impact arrival times, speed and altitude constraint compliance, and energy management efficiency.

Flight Management System↗
NASA NTRS2001

Asthenia--does it exist in space?

OBJECTIVE: First popularized as neurasthenia in the late 1800s by American George Beard, asthenia has been viewed by Russian psychologists and flight surgeons as a major problem that affects cosmonauts participating in long-duration space missions. However, there is some controversy about whether this syndrome exists in space; this controversy is attributable in part to the fact that it is not recognized in the current American psychiatric diagnostic system. METHODS: To address this issue empirically, we retrospectively examined the data from our 4 1/2-year, NASA-funded study of crew member and mission control interactions during the Shuttle/Mir space program. Three of the authors identified eight items of stage 1 asthenia from one of our measures, the Profile of Mood States (POMS). Scores on these items from 13 Russian and American crew members were compared with scores derived from the opinions of six Russian space experts. RESULTS: Crew members' scores in space were significantly lower than the experts' scores on seven of the eight items, and they generally were in the "not at all" to "a little" range of the item scales. There were no differences in mean scores before and after launch or across the four quarters of the missions. There were no differences in response between Russian and American crew members. CONCLUSIONS: We could not demonstrate the presence of asthenia in space as operationally defined using the POMS. However, the POMS addresses only emotional and not physiological aspects of the syndrome, and the subject responses in our study generally were skewed toward the positive end of the scales. Further research on this syndrome needs to be done and should include physiological measures and measures that are specific to asthenia.

Non-NASA Center↗
NASA NTRS2002

The mammalian retina as a clock

Many physiological, cellular, and biochemical parameters in the retina of vertebrates show daily rhythms that, in many cases, also persist under constant conditions. This demonstrates that they are driven by a circadian pacemaker. The presence of an autonomous circadian clock in the retina of vertebrates was first demonstrated in Xenopus laevis and then, several years later, in mammals. In X. laevis and in chicken, the retinal circadian pacemaker has been localized in the photoreceptor layer, whereas in mammals, such information is not yet available. Recent advances in molecular techniques have led to the identification of a group of genes that are believed to constitute the molecular core of the circadian clock. These genes are expressed in the retina, although with a slightly different 24-h profile from that observed in the central circadian pacemaker. This result suggests that some difference (at the molecular level) may exist between the retinal clock and the clock located in the suprachiasmatic nuclei of hypothalamus. The present review will focus on the current knowledge of the retinal rhythmicity and the mechanisms responsible for its control.

Review Literature↗
NASA NTRS2011

Research Of Airborne Precision Spacing to Improve Airport Arrival Operations

In September 2004, the European Organization for the Safety of Air Navigation (EUROCONTROL) and the United States Federal Aviation Administration (FAA) signed a Memorandum of Cooperation to mutually develop, modify, test, and evaluate systems, procedures, facilities, and devices to meet the need for safe and efficient air navigation and air traffic control in the future. In the United States and Europe, these efforts are defined within the architectures of the Next Generation Air Transportation System (NextGen) Program and Single European Sky Air Traffic Management Research (SESAR) Program respectively. Both programs have identified Airborne Spacing as a critical component, with Automatic Dependent Surveillance Broadcast (ADS-B) as a key enabler. Increased interest in reducing airport community noise and the escalating cost of aviation fuel has led to the use of Continuous Descent Arrival (CDA) procedures to reduce noise, emissions, and fuel usage compared to current procedures. To provide these operational enhancements, arrival flight paths into terminal areas are planned around continuous vertical descents that are closer to an optimum trajectory than those in use today. The profiles are designed to be near-idle descents from cruise altitude to the Final Approach Fix (FAF) and are typically without any level segments. By staying higher and faster than conventional arrivals, CDAs also save flight time for the aircraft operator. The drawback is that the variation of optimized trajectories for different types and weights of aircraft requires the Air Traffic Controller to provide more airspace around an aircraft on a CDA than on a conventional arrival procedure. This additional space decreases the throughput rate of the destination airport. Airborne self-spacing concepts have been developed to increase the throughput at high-demand airports by managing the inter-arrival spacing to be more precise and consistent using on-board guidance. It has been proposed that the additional space needed around an aircraft performing a CDA could be reduced or eliminated when using airborne spacing techniques.

Barmore, Bryan E.↗
NASA NTRS1993

Hubble Space Telescope EVA Power Ratchet Tool redesign

The Power Ratchet Tool (PRT) is a self contained, power-driven, 3/8 inch drive ratchet wrench which will be used by astronauts during Extravehicular Activities (EVA). This battery-powered tool is controlled by a dedicated electonic controller. The PRT was flown during the Hubble Space Telescope (HST) Deployment Mission STS-31 to deploy the solar arrays if the automatic mechanisms failed. The PRT is currently intended for use during the first HST Servicing Mission STS-61 as a general purpose power tool. The PRT consists of three major components; the wrench, the controller, and the battery module. Fourteen discrete combinations of torque, turns, and speed may be programmed into the controller before the EVA. The crewmember selects the desired parameter profile by a switch mounted on the controller. The tool may also be used in the manual mode as a non-powered ratchet wrench. The power is provided by a silver-zinc battery module, which fits into the controller and is replaceable during an EVA. The original PRT did not meet the design specification of torque output and hours of operation. To increase efficiency and reliability the PRT underwent a redesign effort. The majority of this effort focused on the wrench. The original PRT drive train consisted of a low torque, high speed brushless DC motor, a face gear set, and a planocentric gear assembly. The total gear reduction was 300:1. The new PRT wrench consists of a low speed, high torque brushless DC motor, two planetary gear sets and a bevel gear set. The total gear reduction is now 75:1. A spline clutch has also been added to disengage the drive train in the manual mode. The design changes to the controller will consist of only those modifications necessary to accomodate the redesigned wrench. The battery design will be unaffected.

Richards, Paul W.↗
NASA NTRSDate not supplied

Thermal Control in Hypersonic Leading Edges Using Liquid Metal High Temperature Oscillating Heat Pipes

The desire to increase the range and speed of hypersonic vehicles requires sharp, shape-stable Wing Leading Edges (WLE) with performance capabilities well beyond the current state of the art. The concentrated heat flux on sharp leading edges can lead to runaway thermal and mechanical failures. Heat pipes provide a passive solution to minimize the peak temperature, thermal gradients, and resulting thermal stresses near the WLE. Conventional heat pipes have been shown to address these issues at conditions as high as Mach 8. Oscillating heat pipes (OHPs) could be used to extend this benefit to missions with higher Mach numbers since their heat transport capacity typically exceeds that of conventional heat pipes. In the current investigation, several identical liquid metal high-temperature oscillating heat pipes (LMHOHPs) were constructed and tested to demonstrate the concept. The LMHOHPs had six turns, internal diameters of 2 mm, and total lengths of 100 mm. They were additively manufactured from C103 niobium alloy and charged with lithium to reach a fill ratio of approximately 50%. The boundary conditions of the experiment were designed to resemble those of various hypersonic flight profiles. Testing was performed with a system consisting of flow-controlled acetylene torch heating and radiation dominated heat rejection. The LMHOHP’s performance was measured using temperature data from an infrared camera and pyrometer. The experimental results were used to evaluate the capability of C103/lithium LMHOHPs under various flight regimes. A heat transfer model of the LMHOHP was proposed and validated against test data. Insights from the model were then extrapolated to evaluate a Tungsten-RHC/Gallium LMHOHP with anticipated capabilities beyond that of the C103/lithium system.

Max Pawlick↗
NASA NTRS1995

Advanced interactive display formats for terminal area traffic control

The basic design considerations for perspective Air Traffic Control displays are described. A software framework has been developed for manual viewing parameter setting (MVPS) in preparation for continued, ongoing developments on automated viewing parameter setting (AVPS) schemes. The MVPS system is based on indirect manipulation of the viewing parameters. Requests for changes in viewing parameter setting are entered manually by the operator by moving viewing parameter manipulation pointers on the screen. The motion of these pointers, which are an integral part of the 3-D scene, is limited to the boundaries of screen. This arrangement has been chosen, in order to preserve the correspondence between the new and the old viewing parameter setting, a feature which contributes to preventing spatial disorientation of the operator. For all viewing operations, e.g. rotation, translation and ranging, the actual change is executed automatically by the system, through gradual transitions with an exponentially damped, sinusoidal velocity profile, in this work referred to as 'slewing' motions. The slewing functions, which eliminate discontinuities in the viewing parameter changes, are designed primarily for enhancing the operator's impression that he, or she, is dealing with an actually existing physical system, rather than an abstract computer generated scene. Current, ongoing efforts deal with the development of automated viewing parameter setting schemes. These schemes employ an optimization strategy, aimed at identifying the best possible vantage point, from which the Air Traffic Control scene can be viewed, for a given traffic situation.

Grunwald, Arthur J.↗