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A description is given of the history of the use of composite materials in the aerospace industry. Research programs underway to obtain exact data on the behavior of composite materials over time are discussed. It is concluded that metal composites have not yet replaced metals, but that that this may be a future possibility.
Single-walled carbon nanotubes have many potential applications in the electronic, computer, and aerospace industries. Because unprocessed nanotubes could become airborne and potentially reach the lungs, their pulmonary toxicity was investigated. The three products studied were made by different methods, and contained different types and amounts of residual catalytic metals. Mice were each intratracheally instilled once with 0,0.1 or 0.5 mg of nanotubes, a carbon black negative control, or a quartz positive control, and killed for histopathological study 7 d or 90 d after the treatment. All nanotube products induced epithelioid granulomas and, in some cases, interstitial inflammation in the animals of the 7 -d groups. These lesions persisted and were worse in the 90-d groups. We found that, if nanotubes reach the lung, they can be more toxic than quartz, which is considered a serious occupational health hazard in chronic inhalation exposures.
We present here a first global modeling study on the influence of gas-phase chemistry/aerosol interactions on estimates of anthropogenic forcing by tropospheric O3 and aerosols. Concentrations of gas-phase species and sulfate, nitrate, ammonium, black carbon, primary organic carbon, secondary organic carbon, sea salt, and mineral dust aerosols in the preindustrial, present-day, and year 2100 (IPCC SRES A2) atmospheres are simulated online in the Goddard Institute for Space Studies general circulation model II' (GISS GCM II'). With fully coupled chemistry and aerosols, the preindustrial, presentday, and year 2100 global burdens of tropospheric ozone are predicted to be 190, 319, and 519 Tg, respectively. The burdens of sulfate, nitrate, black carbon, and organic carbon are predicted respectively to be 0.32. 0.18, 0.01, 0.33 Tg in preindustrial time, 1.40, 0.48, 0.23, 1.60 Tg in presentday, and 1.37, 1.97, 0.54, 3.31 Tg in year 2100. Anthropogenic O3 is predicted to have a globally and annually averaged present-day forcing of +0.22 W m(sup -2) and year 2100 forcing of +0.57 W m(sup -2) at the top of the atmosphere (TOA). Net anthropogenic TOA forcing by internally mixed sulfate, nitrate, organic carbon, and black carbon aerosols is estimated to be virtually zero in the present-day and +0.34 W m(sup -2) in year 2100, whereas it is predicted to be -0.39 W m(sup -2) in present-day and -0.61 W m(sup -2) in year 2100 if the aerosols are externally mixed. Heterogeneous reactions are shown to be important in affecting anthropogenic forcing. When reactions of N2O5, NO3, NO2, and HO2 on aerosols are accounted for, TOA anthropogenic O3 forcing is less by 20-45% in present-day and by 20-32% in year 2100 at mid to high latitudes in the Northern Hemisphere, as compared with values predicted in the absence of heterogeneous gas aerosol reactions. Mineral dust uptake of HNO3 and O3 is shown to have practically no influence on anthropogenic O3 forcing. Heterogeneous reactions of N2Os, NO3, NO2, and HO2 are predicted to have noticeable impacts on anthropogenic aerosol forcing over industrialized areas, leading to 0-2 W m(sup -2) more anthropogenic aerosol cooling in present-day and 2-8 W m(sup -2) more cooling in year 2100 in these areas as compared with forcings calculated in the absence of heterogeneous reactions. Sea salt uptake of SO2 reduces the magnitude of TOA aerosol cooling by 0.5-1 W m(sup -2) over the oceans around 60 N in the present-day and year 2100 scenarios. Near dust sources, mineral dust uptake of SO2 and HNO3 leads to less anthropogenic aerosol cooling by 0.5-1 W m(sup -2) in the present day and 1-2 W m(sup -2) in year 2100.
The Kansas applied remote sensing (KARS) program conducts demonstration projects and applied research on remote sensing techniques which enable local, regional, state and federal agency personnel to better utilize available satellite and airborne remote sensing systems. As liason with Kansas agencies for the Earth Resources Laboratory (ERL), Kansas demonstration project, KARS coordinated interagency communication, field data collection, hands-on training, and follow-on technical assistance and worked with Kansas agency personnel in evaluating land cover maps provided by ERL. Short courses are being conducted to provide training in state-of-the-art remote sensing technology for university faculty, state personnel, and persons from private industry and federal government. Topics are listed which were considered in intensive five-day courses covering the acquisition, interpretation, and application of information derived through remote sensing with specific training and hands-on experience in image interpretation and the analysis of LANDSAT data are listed.
In January 1988, approximately 60 representatives of industry, academia, government, and the military gathered at NASA-Langley for a 2 day workshop on the state-of-the-art of sonic boom physics, methodology, and understanding. The purpose of the workshop was to assess the sonic boom area, to determine areas where additional sonic boom research is needed, and to establish some strategies and priorities in this sonic boom research. Attendees included many internationally recognized sonic boom experts who had been very active in the Supersonic Transport (SST) and Supersonic Cruise Aircraft Research Programs of the 60's and 70's. Summaries of the assessed state-of-the-art and the research needs in theory, minimization, atmospheric effects during propagation, and human response are given.
Present day tropospheric ozone and its changes between 1850 and 2100 are considered, analysing 15 global models that participated in the Atmospheric Chemistry and Climate Model Intercomparison Project (ACCMIP). The ensemble mean compares well against present day observations. The seasonal cycle correlates well, except for some locations in the tropical upper troposphere. Most (75 %) of the models are encompassed with a range of global mean tropospheric ozone column estimates from satellite data, but there is a suggestion of a high bias in the Northern Hemisphere and a low bias in the Southern Hemisphere, which could indicate deficiencies with the ozone precursor emissions. Compared to the present day ensemble mean tropospheric ozone burden of 337+/-23 Tg, the ensemble mean burden for 1850 time slice is approx. 30% lower. Future changes were modelled using emissions and climate projections from four Representative Concentration Pathways (RCPs). Compared to 2000, the relative changes in the ensemble mean tropospheric ozone burden in 2030 (2100) for the different RCPs are: −4% (−16 %) for RCP2.6, 2% (−7%) for RCP4.5, 1% (−9%) for RCP6.0, and 7% (18 %) for RCP8.5. Model agreement on the magnitude of the change is greatest for larger changes. Reductions in most precursor emissions are common across the RCPs and drive ozone decreases in all but RCP8.5, where doubled methane and a 40-150% greater stratospheric influx (estimated from a subset of models) increase ozone. While models with a high ozone burden for the present day also have high ozone burdens for the other time slices, no model consistently predicts large or small ozone changes; i.e. the magnitudes of the burdens and burden changes do not appear to be related simply, and the models are sensitive to emissions and climate changes in different ways. Spatial patterns of ozone changes are well correlated across most models, but are notably different for models without time evolving stratospheric ozone concentrations. A unified approach to ozone budget specifications and a rigorous investigation of the factors that drive tropospheric ozone is recommended to help future studies attribute ozone changes and inter-model differences more clearly.
STEReO brings together several technologies in Unmanned Aircraft Systems (UAS) Traffic Management (UTM), Autonomy, Communications, Human Factors, and Domain Expertise & Tools, aimed at providing scalability and flexibility, as well as operational resiliency to dynamic changes during a disaster event. Some of the concepts STEReO explores are: collaborative tools to ingest remote sensing information and distribute a common mission operating picture, apply ad-hoc communication networks to facilitate timely information sharing and communication of changes, vehicle-to-vehicle and onboard autonomy technologies ensure the safety and resiliency of operations, and apply NASA’s UAS traffic management system (UTM) as a public safety UAS Service Supplier (USS) to access and coordinate use of the airspace by both manned and unmanned operations. The potential benefits of STEReO include: standardized, cross-platform communication means increased interoperability and ease of cooperation/collaboration, increased situation awareness and common operating picture allow for earlier detection and decision making, and scalable to size and complexity of environment, operations, and mission objectives. This presentation gives an overview of the STEReO project and introduces a stakeholder workshop as a three-day activity to solicit input from the community of emergency response operators and related industry representatives.
Lightning detector is photocell-and-amplifier circuit detecting flashes of light against steady or slowly varying bright background. Measures luminous flux in scene under observation. Designed to detect lightning from spacecraft in orbit far above clouds. Also used on Earth to detect lightning from distance during day or night, or to detect other flashes of light in safety-related, scientific, industrial, and military applications.
Immiscible fluid layers are found in a host of applications ranging from materials processing, for example the use of encapsulants in float zone crystal growth technique and a buffer layer in industrial Czochralski growth of crystals to prevent Marangoni convection, to heat transfer phenomena in day-to-day processes like the presence of air pockets in heat exchangers. In the microgravity and space processing realm, the exploration of other planets requires the development of enabling technologies in several fronts. The reduction in the gravity level poses unique challenges for fluid handling and heat transfer applications. The present work investigates the efficacy of controlling thermal convective flow using magnetic fluids and magnetic fields. The setup is a two-layer immiscible liquids system with one of the fluids being a diluted ferrofluid (super paramagnetic nano particles dispersed in carrier fluid). Using an external magnetic field one can essentially dial in a volumetric force - gravity level, on the magnetic fluid and thereby affect the system thermo-fluid behavior. The paper will describe the experimental and numerical modeling approach to the problem and discuss results obtained to date.
The design of energy efficient sustainable buildings is heavily dependent on accurate long-term and near real-time local weather data. To varying degrees the current meteorological networks over the globe have been used to provide these data albeit often from sites far removed from the desired location. The national need is for access to weather and solar resource data accurate enough to use to develop preliminary building designs within a short proposal time limit, usually within 60 days. The NASA Prediction Of Worldwide Energy Resource (POWER) project was established by NASA to provide industry friendly access to globally distributed solar and meteorological data. As a result, the POWER web site (power.larc.nasa.gov) now provides global information on many renewable energy parameters and several buildings-related items but at a relatively coarse resolution. This paper describes a method of downscaling NASA atmospheric assimilation model results to higher resolution and maps those parameters to produce building climate zone maps using estimates of temperature and precipitation. The distribution of climate zones for North America with an emphasis on the Pacific Northwest for just one year shows very good correspondence to the currently defined distribution. The method has the potential to provide a consistent procedure for deriving climate zone information on a global basis that can be assessed for variability and updated more regularly.
During this half-day workshop, Joe McMann presented the lessons learned during his 50 years of experience in both industry and government, which included all U.S. manned space programs, from Mercury to the ISS. He shared his thoughts about hardware and people and what he has learned from first-hand experience. Included were such topics as design, testing, design changes, development, failures, crew expectations, hardware, requirements, and meetings.
The Initial Graphics Exchange Specification (IGES) program has focused the efforts of 52 companies on the development and documentation of a means of graphics data base exchange among present day CAD/CAM systems. The project's brief history has seen the evolution of the Specification into preliminary industrial usage marked by public demonstrations of vendor capability, mandatory requests in procurement actions, and a formalization into an American National Standard in September 1981. Recent events have demonstrated intersystem data exchange among seven vendor systems with a total of 30 vendors committing to offer IGES capability. A full range of documentation supports the IGES project and the recently approved IGES Version 2.0 of the Specification.
The results of studies conducted over the last 15 years to assess missions and vehicle concepts for modern, propelled, lighter-than-air vehicles (airships) were surveyed. Rigid and non-rigid airship concepts are considered. The use of airships for ocean patrol and surveillance is discussed along with vertical heavy lift airships. Military and civilian needs for high altitude platforms are addressed. Around 1970 a resurgence of interest about lighter-than-air vehicles (airships) occurred in both the public at large and in certain isolated elements of the aerospace industry. Such renewals of airship enthusiasm are not new and have, in fact, occurred regularly since the days of the Hindenburg and other large rigid airships. However, the interest that developed in the early 1970's has been particularly strong and self-sustaining for a number of good reasons. The first is the rapid increase in fuel prices over the last decade and the common belief (usually true) that airships are the most fuel efficient means of air transportation. Second, a number of new mission needs have arisen, particularly in surveillance and patrol and in vertical heavy-lift, which would seem to be well-suited to airship capabilities. The third reason is the recent proposal of many new and innovative airship concepts. Finally, there is the prospect of adapting to airships the tremendous amount of new aeronautical technology which has been developed in the past few decades thereby obtaining dramatic new airship capabilities. The primary purpose of this volume is to survey the results of studies, conducted over the last 15 years, to assess missions and vehicle concepts for modern propelled lighter-than-air vehicles.
EnviroNET is a centralized depository for technical information on environmentally induced interactions likely to be encountered by spacecraft in both low-altitude and high-altitude orbits. It provides a user-friendly, menu-driven format on networks that are connected globally and is available 24 hours a day - every day. The service pools space data collected over the years by NASA, USAF, other government research facilities, industry, universities, and the European Space Agency. This information contains text, tables and over one hundred high resolution figures and graphs based on empirical data. These graphics can be accessed while still in the chapters, making it easy to flip from text to graphics and back. Interactive graphics programs are also available on space debris, the neutral atmosphere, magnetic field, and ionosphere. EnviroNET can help designers meet tough environmental flight criteria before committing to flight hardware built for experiments, instrumentation, or payloads.
The ACTS experiments program, which began in December 1993 and consisted of 103 different experiments, has made significant contributions to minimizing the risk of advanced satellite communications technology. The ACTS Conference 2000 (AC2000) was held to report the results of the program since the last ACTS conference was held in 1995 and to celebrate the end of a very successful satellite program. The conference was held on May 31, 2000, as part of the 6th Ka-band Utilization Conference in Cleveland, Ohio. Approximately 280 representatives of industry, academia, and government attended. The conference was organized into two parts: a technical session during the day and an evening reception. During the day, a series of five technical sessions included presentations of 17 papers covering the results of the experiment activity and technical performance of the satellite. In the evening, a reception was held to celebrate the end of the ACTS Experiments Program on one of NASA's most successful experimental communications satellite. These proceedings were developed to capture the entire event, including the evening reception.
Surgical capabilities in human space flight, whether on a space-based platform in low Earth orbit or on a long duration planetary exploration mission, will be challenging to conduct for a variety of reasons, some of which will be ameliorated by training, technology, and pre-flight planning. Nevertheless, inherent risks and challenges remain. Early space missions did not have any surgical capability. It was not until NASA's Skylab mission that serious consideration was given to this fundamental medical care capability. Over the past 30 years, subject matter experts have been brought together for discussion on the myriad of challenges and opportunities in this endeavor. The last such meeting was held in 2005 at the NASA Johnson Space Center. As we continue to move forward with human space flight activities for the International Space Station and beyond, the capabilities of information technology, robotics, sensors and imaging have rapidly changed since the last gathering of expertise. In December 2015, through sponsorship of the National Space Biomedical Research Institute (NSBRI), a diverse group of individuals from government, academia, and industry representing three countries gathered at the NSBRI Space 4 Biomedicine facility in Houston, TX. This two day symposia included comprehensive sessions that addressed the challenges that we all face in developing, deploying, and utilizing surgical care capabilities in all human space missions, regardless of mission duration or profile. The symposium benefited from the knowledge and experience of three seasoned NASA physician astronauts, Drs. Jay Buckey, Thomas Marshburn, and Lee Morin. At the end of the first day, the assembled group heard from the crew members about their experiences and their ideas. It is clear that the discussion of surgical capabilities is part of the larger discussion of consideration of advanced healthcare, including critical care, on exploration space missions. This report represents the culmination of the symposium, capturing knowledge, experience, conceptual dialogue, and a narrative that can be used in supporting the development of future programs and potential policy. Each of the presentations that were provided by the guest speakers is included in the appendices. Those presentations that are not included were due to sensitivity of the material or at the request of the speaker. In addition, each speaker was offered an opportunity to provide comments in a 'lightning round' format. All of these comments and speaker abstracts also appear in the appendices. At the conclusion of the second day, a discussion was held that reviewed the priorities that perhaps add value to decision makers. These are also summarized. This report will serve as the final product of this symposium. Additional material may be produced for the peer-reviewed literature.
The Cryogenic Fluid Management Technology Workshop was held April 28 to 30, 1987, at the NASA Lewis Research Center in Cleveland, Ohio. The major objective of the workshop was to identify future NASA needs for technology concerning the management of subcritical cryogenic fluids in the low-gravity space environment. In addition, workshop participants were asked to identify those technologies which will require in-space experimentation and thus are candidates for inclusion in the flight experiment being defined at Lewis. The principal application for advanced fluid management technology is the Space-Based Orbit Transfer Vehicle (SBOTV) and its servicing facility, the On-Orbit Cryogenic Fuel Depot (OOCFD). Other potential applications include the replenishment of cryogenic coolants (with the exception of superfluid helium), reactants, and propellants on board a variety of spacecraft including the space station and space-based weapon systems. The last day was devoted to a roundtable discussion of cryogenic fluid management technology requirements by 30 representatives from NASA, industry, and academia. This volume contains a transcript of the discussion of the eight major technology categories.
This volume contains the contributions of the participants in the NASA Ames Research Center workshop on the traffic-alert and collision avoidance system (TCAS) implementation for aircraft with cathode ray tube (CRT) or flat panel displays. To take advantage of the display capability of the advanced-technology aircraft, NASA sponsored this workshop with the intent of bringing together industry personnel, pilots, and researchers so that pertinent issues in the area could be identified. During the 2-day workshop participants addressed a number of issues including: What is the optimum format for TCAS advisories. Where and how should maneuver advisories be presented to the crew. Should the maneuver advisories be presented on the primary flight display. Is it appropriate to have the autopilot perform the avoidance maneuver. Where and how should traffic information be presented to the crew. Should traffic information be combined with weather and navigation information. How much traffic should be shown and what ranges should be used. Contained in the document are the concepts and suggestions produced by the workshop participants.