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Trajectory calculation, reentry conditions, landing site, and injection conditions for return-to-earth from lunar orbit
Earth-moon trajectories and relationship between injection and periselenum conditions
Mathematical procedure leading to better and simpler approximation expansion terms in eigenvalues problem of Ritz and Bubnov- Galerkin method
Optimal determination of vehicle ignition and cut-off masses, discussing applications to Saturn S-4B Stage flight evaluation
The influence of thermal anisotropy on the estimates of interplanetary shock parameters and the associated normals is discussed. A practical theorem is presented for quantitatively correcting for anisotropic effects by weighting the before and after magnetic fields by the same anisotropy parameter h. The quantity h depends only on the thermal anisotropies before and after the shock and on the angles between the magnetic fields and the shock normal. The theorem can be applied to most slow shocks, but in those cases h usually should be lower, and sometimes markedly lower, than unity. For the extreme values of h, little change results in the shock parameters or in the shock normal.
This paper deals with the influence of thermal anisotropy on least-squares estimates of interplanetary shock parameters and the associated normals by using the Rankine-Hugoniot equations. A practical theorem is given for quantitatively correcting for anisotropic effects by weighting the before and after magnetic fields by the same 'anisotropy parameter' h. The quantity h depends only on the thermal anisotropies before and after the shock and on the angles between the magnetic fields and the shock normal. It is shown that, for fast shocks and for a liberal range of realistic conditions, the quantity h lies in the range from 0.90 to 1.22. The theorem can also be applied to most slow shocks, but in those instances h usually should be lower and sometimes markedly lower than unity.
A criterion for linear feature selection is proposed which is based on mean square apporximation of class density functions. It is shown that for the widest possible class of approximants, the criterion reduces to Devijver's Bayesian distance. For linear approximants the criterion is equivalent to well known generalized Fisher criteria.
The paper's purpose is to summarize and evaluate the results of an investigation into the degree to which formal optimization methods have contributed practically to the design and operation of atmospheric flight vehicles. The nature of this technology is reviewed and illustrated with simple structural examples. A series of published successful applications is described, from the fields of aerodynamics, structures, guidance and control, optimal trajectories and vehicle configuration optimization. The corresponding improvements over conventional analysis are assessed. Speculations are offered as to why these tools have made such little headway toward acceptance by designers. The growing need for their use in the future is explained; they hold out an unparalleled opportunity for improved efficiencies.
The history and background of digital avionics and the possibilities for the future are reviewed. There are payoffs in many areas from digital avionics; however, the ultimate benefits are increased mission effectiveness and lower costs. Two major U.S. Air Force avionics programs designed to increase mission effectiveness are reviewed. Major barriers to the expanded use of digital avionics in civil transports as a means to lower operating costs are examined. The paper also examines lightning effects, architectures, optical components, displays, and voice-interactive control, which are current research areas that promise to yield significant advances for digital avionics systems.
This reduces cell quantity, in the same way as does a narrower bore sample gate. The cells are confined to the center of the gate, inside a halo of electrolyte (D-1 buffer, here) immobilized by gel, which halo mechanically retains the ice pellet in position prior to thaw. The gel halo can be retained by the same gentle ridge as is contemplated for the ice pellet, and the ice pellet can be likewise retained within the gel halo.
Eleven design concepts for vertical (V) and horizontal (H) take-off launch-on-demand manned orbital vehicles are discussed. Attention is given to up to three stages, Mach numbers (sub-, 2, or 3), expendable boosters, drop tanks (DT), and storable (S) or cryogenic fuels. All the concepts feature lifting bodies with circular cross-section and most have a 7 ft diam, 15 ft long payload bay as well as a crew compartment. Expendable elements impose higher costs and in some cases reduce all-azimuth launch capabilities. Single-stage vehicles simplify the logistics whether in H or V configuration. A two-stage H vehicle offers launch offset for the desired orbital plane before firing the rocket engines after take-off and subsonic acceleration. A two-stage fully reusable V form has the second lowest weight of the vehicles studied and an all-azimuth launch capability. Better definition of the prospective mission requirements is needed before choosing among the alternatives.
NASA's Microgravity Science and Applications Program is directed toward research in the science and technology of processing materials under conditions of low gravity. The objective is to make a detailed examination of the constraints imposed by gravitational forces on Earth. The program is expected to lead ultimately to the development of new materials and processes in Earth-based commercial applications, adding to this nation's technological base. An important resource that U.S. researchers have readily available to them is the new Microgravity Materials Science Laboratory (MMSL) at NASA Lewis Research Center in Cleveland. A typical scenario for a microgravity materials experiment at Lewis would begin by establishing 1-g baseline data in the MMSL and then proceeding, if it is indicated, to a drop tower or to simulated microgravity conditions in a research aircraft to qualify the project for space flight. A major component of Lewis microgravity materials research work involves the study of metal and alloy solidification fundamentals.
Results from the STS-17 (41-G) post-flight products are presented. Operational Instrumentation recorder gaps, coupled with the limited tracking coverage available for this high inclination entry profile, necessitated selection of an anchor epoch for reconstruction corresponding to an unusually low altitude of h approx. 297 kft. The final inertial trajectory obtained, BT17N26/UN=169750N, is discussed in Section I, i.e., relative to the problems encountered with the OI and ACIP recorded data on this Challenger flight. Atmospheric selection, again in view of the ground track displacement from the remote meteorological sites, constituted a major problem area as discussed in Section II. The LAIRS file provided by Langley was adopted, with NOAA data utilized over the lowermost approx. 7 kft. As discussed in Section II, the Extended BET, ST17BET/UN=274885C, suggests a limited upper altitude (H approx. 230 kft) for which meaningful flight extraction can be expected. This is further demonstrated, though not considered a limitation, in Section III wherein summary results from the AEROBET (NJ0333 with NJ0346 as duplicate) are presented. GTFILEs were generated only for the selected IMU (IMU2) and the Rate Gyro Assembly/Accelerometer Assembly data due to the loss of ACIP data. Appendices attached present inputs for the generation of the post-flight products (Appendix A), final residual plots (Appendix B), a two second spaced listing of the relevant parameters from the Extended BET (Appendix C), and an archival section (Appendix D) devoting input (source) and output files and/or physical reels.
The canonical correlation between the (infinite) past and future of a stationary time series is shown to be the limit of the canonical correlation between the (infinite) past and (finite) future, and computation of the latter is reduced to a (generalized) eigenvalue problem involving (finite) matrices. This provides a convenient and essentially, finite-dimensional algorithm for computing canonical correlations and components of a time series. An upper bound is conjectured for the largest canonical correlation.
A software architecture is described which facilitates the construction of distributed expert systems using Ada and selected knowledge based systems. This architecture was utilized in the development of a Knowledge-based Maintenance Expert System (KNOMES) prototype for the Space Station Mobile Service Center (MSC). The KNOMES prototype monitors a simulated data stream from MSC sensors and built-in test equipment. It detects anomalies in the data and performs diagnosis to determine the cause. The software architecture which supports the KNOMES prototype allows for the monitoring and diagnosis tasks to be performed concurrently. The basic concept of this software architecture is named ACTOR (Ada Cognitive Task ORganization Scheme). An individual ACTOR is a modular software unit which contains both standard data processing and artificial intelligence components. A generic ACTOR module contains Ada packages for communicating with other ACTORs and accessing various data sources. The knowledge based component of an ACTOR determines the role it will play in a system. In this prototype, an ACTOR will monitor the MSC data stream.
The goal is the development of an alternative stress analysis tool, distinct from the finite element method, applicable to the engineering analysis of gas turbine engine structures. The boundary element method was selected for this development effort on the basis of its already demonstrated applicability to a variety of geometries and problem types characteristic of gas turbine engine components. Major features of the BEST3D computer program are described, and some of the significant developments carried out as part of the Inelastic Methods Contract are outlined.
A brief history of the U.S. manned space program is presented covering the early Mercury and Gemini missions, the Apollo lunar missions, the Skylab project, and the Space Shuttle missions. The role of the Space Station in future manned missions is also discussed. Descriptions of government centers and major contractors supporting the Space Shuttle program are given.
We have reexamined the problem of estimating the luminal area of an elliptically-shaped coronary artery cross section from two or more radiographic diameter measurements. The expected error is found to be much smaller than the maximum potential error. In the cae of two orthogonal views, closed form expressions have been derived for calculating the area and the uncertainty. Assuming that the underlying ellipse has limited ellipticity (major/minor axis ratio less than five), it is shown that the average uncertainty in the area is less than 14 percent. When more than two views are available, we suggest using a least-squares fit method to extract all available information from the data.