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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records

Lunar Daylight Exploration

With 1 rover, 2 astronauts and 3 days, the Apollo 17 Mission covered over 30 km, setup 10 scientific experiments and returned 110 kg of samples. This is a lot of science in a short time and the inspiration for a barebones, return-to-the-Moon strategy called Daylight Exploration. The Daylight Exploration approach poses an answer to the question, What could the Apollo crew have done with more time and today s robotics? In contrast to more ambitious and expensive strategies that create outposts then rely on pressurized rovers to drive to the science sites, Daylight Exploration is a low-overhead approach conceived to land near the scientific site, conduct Apollo-like exploration then leave before the sun goes down. A key motivation behind Daylight Exploration is cost reduction, but it does not come at the expense of scientific exploration. As a goal, Daylight Exploration provides access to the top 10 science sites by using the best capabilities of human and robotic exploration. Most science sites are within an equatorial band of 26 degrees latitude and on the Moon, at the equator, the day is 14 Earth days long; even more important, the lunar night is 14 days long. Human missions are constrained to 12 days because the energy storage systems required to operate during the lunar night adds mass, complexity and cost. In addition, short missions are beneficial because they require fewer consumables, do not require an airlock, reduce radiation exposure, minimize the dwell-time for the ascent and orbiting propulsion systems and allow a low-mass, campout accommodations. Key to Daylight Exploration is the use of piloted rovers used as tele-operated science platforms. Rovers are launched before or with the crew, and continue to operate between crew visits analyzing and collecting samples during the lunar daylight

Griffin, Brand Norman↗

A Method of Monitoring Non-Resonant Raman Lidar Returns During Daylight Hours

A method for using non-resonant Raman lidar during daytime hours is presented. A dual (or quadruple) arrangement of electro-optical channels is set up in the lidar receiver. Each channel contains its own optical spectral response as determined by an appropriate set of interference filters. The incoming signal is split and fed into two channels, filtered (simultaneously) and then inserted into the input terminals of an operational amplifier. The difference signal is selected and amplified whereas the common portion of the signal is highly attenuated (Common Mode Re.jection Ratio = 75-80db). For the present hardware, daylight intensities 10(exp 2)-10(exp 3) times Raman signals are received simultaneously. Mean values of intensities of daylight signals which give rise to a constant differences merely shift the value of the measured variable at the ground. These mean value signals have their common part highly attenuated. The differences of the fluctuation portions of the daylight signal represents a noise signal. Identical (space-time) optical paths for each component of the daylight signal produce the same fluctuational spectra in each channel. Hence noise levels, much less than signal levels, are anticipated. First a N2-H2 ) signal pair is differenced. Then an N2-O2 pair is differenced and used for instrumental normalization purposes. Signal levels to be encountered are quite well known as a result of prior field work. Improved optical design of laser system can reduce mean value of daylight intensities by 10(exp 2). Thus the mean daylight intensity can be set equal to the expected signal levels by more advanced optical design. Performance characteristics of photomultiplier pairs are discussed in this connection.

Cooney, John↗

The effects on human sleep and circadian rhythms of 17 days of continuous bedrest in the absence of daylight

As part of a larger bedrest study involving various life science experiments, a study was conducted on the effects of 17 days of continuous bedrest and elimination of daylight on circadian rectal temperature rhythms, mood, alertness, and sleep (objective and diary) in eight healthy middle-aged men. Sleep was timed from 2300 to 0700 hours throughout. Three 72-hour measurement blocks were compared: ambulatory prebedrest, early bedrest (days 5-7), and late bedrest (days 15-17). Temperature rhythms showed reduced amplitude and later phases resulting from the bedrest conditions. This was associated with longer nocturnal sleep onset latencies and poorer subjectively rated sleep but with no reliable changes in any of the other sleep parameters. Daily changes in posture and/or exposure to daylight appear to be important determinants of a properly entrained circadian system.

Non-NASA Center↗

Flight directions of passerine migrants in daylight and darkness: A radar and direct visual study

The application of radar and visual techniques to determine the migratory habits of passerine birds during daylight and darkness is discussed. The effects of wind on the direction of migration are examined. Scatter diagrams of daytime and nocturnal migration track directions correlated with wind direction are presented. It is concluded that migratory birds will fly at altitudes where wind direction and migratory direction are nearly the same. The effects of cloud cover and solar obscuration are considered negligible.

Gauthreaux, S. A., Jr.↗

An Investigation of Landing-Contact Conditions for Two Large Turbojet Transports and a Turboprop Transport During Routine Daylight Operations

The National Aeronautics and Space Administration has recently completed a statistical investigation of landing-contact conditions for two large turbojet transports and a turboprop transport landing on a dry runway during routine daylight operations at the Los Angeles International Airport. Measurements were made to obtain vertical velocity, airspeed, rolling velocity, bank angle, and distance from the runway threshold, just prior to ground contact. The vertical velocities at touchdown for one of the turbojet airplanes measured in this investigation were essentially the same as those measured on the same type of airplane during a similar investigation (see NASA Technical Note D-527) conducted approximately 8 months earlier. Thus, it appeared that 8 months of additional pilot experience has had no noticeable tendency toward lowering the vertical velocities of this transport. Distributions of vertical velocities for the turbojet transports covered in this investigation were similar and considerably higher than'those for the turboprop transport. The data for the turboprop transport were in good agreement with the data for the piston-engine transports (see NACA Report 1214 and NASA Technical Note D-147) for all the measured parameters. For the turbojet transports, 1 landing in 100 would be expected to equal or exceed a vertical velocity of approximately 4.2 ft/sec; whereas, for the turboprop transport, 1 landing in 100 would be expected to equal or exceed 3.2 ft/sec. The mean airspeeds at touchdown for the three transports ranged from 22.5 percent to 26.6 percent above the stalling speed. Rolling velocities for the turbojet transports were considerably higher than those for the turboprop transport. Distributions of bank angles at contact for the three transports were similar. For each type of airplane, 1 landing in 100 would be expected to equal or exceed a bank angle at touchdown of approximately 3.0 deg. Distributions of touchdown distances for the three transports were also quite similar. Touchdown distances from the threshold for 1 landing in 100 ranged from 2,500 feet for the turboprop transport to 2,800 feet for one of the turbojet transports.

Stickle, Joseph W.↗

An Investigation of Landing-Contact Conditions for a Large Turbojet Transport During Routine Daylight Operations

An investigation has been made by the NASA to obtain statistical measurements of landing-contact conditions for a large turbojet transport in commercial airline operations. The investigation was conducted at the Los Angeles International Airport in Los Angeles, California. Measurements were taken photographically during routine daylight operations. The quantities determined were vertical velocity, horizontal velocity, rolling velocity, bank angle, and distance from runway threshold, just prior to ground contact. The results indicated that the mean vertical velocity for the turbojet-transport landings was 1.62 feet per second and that 1 landing out of 100 would be expected to equal or exceed about 4.0 feet per second. The mean airspeed at contact was 132.0 knots, with 1 landing in 100 likely to equal or exceed about 153.0 knots. The mean rolling velocity was about 1.6 deg per second. One lending in 100 would probably equal or exceed a rolling velocity of about 4.0 deg. per second in the direction of the first wheel to touch. The mean bank angle for the turbojet transports was 1.04 deg, and right and left angles of bank were about evenly divided. One lending in 100 would be likely to equal or exceed a bank angle of about 3.5 deg. The mean value of distance to touchdown from the runway threshold was 1,560 feet. One lending in 100 would be expected to touchdown at or beyond about 2,700 feet from the runway threshold. The mean values for vertical velocity, airspeed, and distance t o touch-down for the turbojet transports were somewhat higher than those found previously for piston-engine transports. No significant differences were found for values of rolling velocity and bank angle.

Stickle, Joseph W.↗

Use of a Novel Rover-mounted Fluorescence Imager and Fluorescent Probes to Detect Biological Material in the Atacama Desert in Daylight

We have developed an imaging system, the Fluorescence Imager (FI), for detecting fluorescence signals from sparse microorganisms and biofilms during autonomous rover exploration. The fluorescence signals arise both from naturally occurring chromophores, such as chlorophyll of cyanobacteria and lichens, and from fluorescent probes applied to soil and rocks. Daylight imaging has been accomplished by a novel use of a high-powered flashlamp synchronized to a CCD camera. The fluorescent probes are cell permanent stains that have extremely low intrinsic fluorescence (quantum yields less than 0.01) and a large fluorescence enhancement (quantum yields greater than 0.4) when bound to the target. Each probe specifically targets either carbohydrates, proteins, nucleic acids or membrane lipids, the four classes of macromolecules found in terrestrial life. The intent of the probes is to interrogate the environment for surface and endolithic life forms.

Weinstein, S.↗

Lessons Learned During the Transition of SORCE Science Operations to Daylight Only Operations

In July 2013, NASA's Solar Radiation and Climate Experiment experienced a battery anomaly which placed it into safemode halting all science observations. Initial attempts to recover the spacecraft to an operational configuration failed due to the reduced capacity of the battery. As the keystone mission for measuring total solar irradiance, and the cornerstone mission for measuring the solar spectral irradiance there was a strong motivation for developing a new operations concept that would allow SORCE to resume daily measurements of the Sun. The operations team faced many challenges over the next several months. For a five-day period in late 2013 the operations team was able resume science observations to cross-calibrate SORCE data with a new instrument launched in November 2013. After the cross-calibration campaign was completed a new operations concept was deployed which allowed SORCE to perform daylight only operations. In this mode of operations all non-essential components are powered off at each eclipse entry and then turned back on at sunrise. In March 2014 SORCE resumed making daily measurements of the Sun. This paper will review the events and lessons learned from the six-month recovery effort.

Spacecraft Anomaly↗

CloudSat Bias on Falling Snow Estimates Over the Daylight Only Operational Period (2012-2019)

Falling snow is a key component for the global atmospheric, hydrological and energy cycles, and its retrieval from space-based observations represents the best current capability to evaluate it globally. The Global Precipitation Measurement (GPM) Mission Core Observatory, launched in 2014, together with its constellation sensors, can provide quasi-global precipitation estimates every 30 minutes (for level 3 products). Evaluation and validation efforts for such products are crucial, and for global evaluations, one of the most suitable instruments is the Cloud Profiling Radar (CPR) on board CloudSat, which is sensitive to light rain and falling snow. However, due to a battery anomaly in 2011, during its period of overlapping observations with GPM the CPR has operated in a Daylight Only Operations mode (DO-Op) in which it makes measurements primarily during only the daylit portion of its orbit. The goal of this work is to estimate biases inherent in global snowfall amounts derived from CPR measurements due to this shift to DO-Op mode. We use CloudSat's snowfall measurements during its Full Operations (Full-Op) period from 2006 to 2010 to evaluate the impact DO-Op mode would have had during this period. Results indicate that omitting the nocturnal component of the diurnal cycle of snowfall has nonnegligible impact on snowfall amounts in some regions. The lack of nighttime data during DO-Op biases the latitudinally averaged mean snowfall rates as well as some regional values. Hemispheric differences in bias may be due to more pronounced diurnal variability in the northern hemisphere owing to more prevalent land surface versus the southern hemisphere. The results highlight the need to sample consistently with the CloudSat observations or to adjust snowfall estimates derived from CloudSat when using DO-Op data to evaluate other precipitation products.

Milani, Lisa↗

Biases in CloudSat Falling Snow Estimates Resulting from Daylight-Only Operations

Falling snow is a key component of the Earth’s water cycle, and space-based observations provide the best current capability to evaluate it globally. The Cloud Profiling Radar (CPR) on board CloudSat is sensitive to snowfall, and other satellite missions and climatological models have used snowfall properties measured by it for evaluating and comparing against their snowfall products. Since a battery anomaly in 2011, the CPR has operated in a Daylight-Only Operations (DO-Op) mode, in which it makes measurements primarily during only the daylit portion of its orbit. This work provides estimates of biases inherent in global snowfall amounts derived from CPR measurements due to this shift to DO-Op mode. We use CloudSat’s snowfall measurements during its Full Operations (Full-Op) period prior to the battery anomaly to evaluate the impact of the DO-Op mode sampling. For multi-year global mean values, the snowfall fraction during DO-Op changes by −10.16% and the mean snowfall rate changes by −8.21% compared with Full-Op. These changes are driven by the changes in sampling in DO-Op and are very little influenced by changes in meteorology between the Full-Op and DO-Op periods. The results highlight the need to sample consistently with the CloudSat observations or to adjust snowfall estimates derived from CloudSat when using DO-Op data to evaluate other precipitation products.

Lisa Milani↗

Frame for daylight photocopying

Inexpensive fixture makes quick copy of picture or photograph, film positive or negative, without darkroom. Device holds four-by-five inch instant-developing Polaroid 58 or 55 (or equivalent) film.

Dalton, J. W.↗

Daylight spectra of individual lightning flashes in the 370-690 nm region

An optical multichannel analyzer slit spectrometer coupled to a minicomputer was used to record lightning spectra. This is the first successful application of a slit spectrometer to the study of individual lightning flashes and it was accomplished in the daytime. Over 300 spectra were obtained in 1978 and 1979 and are correlated with other experiments in the Thunderstorm Research International Program (TRIP). The spectra duplicate previously published nighttime data but reveal for the first time the relative intensity of H-alpha (656.3 nm) and H-beta (486.1 nm) emissions above their daytime absorption features. These are the characteristic Fraunhofer C and F lines in the solar spectrum. This result suggests that the observation of lightning from space may be accomplished by monitoring the hydrogen emissions from lightning which occur on earth, or on other planets with hydrogen in their atmospheres, such as Jupiter and Venus where lightning recently has been reported.

Orville, R. E.↗

Daylight imagery of ocean surface waves for wave spectra

A simple second-order model is developed to describe the transformation between surface wave slope and radiance incident on an optical sensor. The model includes azimuth as well as elevation variations in the sky-radiance distribution and their effects on the imaging of wave slopes approaching the sensor azimuth from various directions. The model also includes upwelling radiance. Comparison between the exact transformation from wave slope to radiance and the second-order model suggests that they yield quantitatively similar results. The model is used in physical interpretations of how wave slopes are imaged and in indicating a way of optimizing the linearity and contrast of the transfer function relating wave slope to radiance for various sensor geometries, thereby minimizing sources of error. One-dimensional numerical simulations of the imaging of an analytically generated wave-slope profile demonstrate the utility of this technique in obtaining slope spectra.

Monaldo, F. M.↗

Feasibility Study of Utilizing Existing Infrared Array Cameras for Daylight Star Tracking on NASA's Ultra Long Duration Balloon (ULDB) Missions

The purpose of this study was to investigate the feasibility of developing a daytime star tracker for ULDB flights using a commercially available off-the-shelf infrared array camera. This report describes the system used for ground-based tests, the observations, the test results, and gives recommendations for continued development.

Tueller, Jack↗

SORCE Daylight-Only Operations

The recent experience of the SORCE flight operations team offers an excellent example of innovative engineering using limited resources. The goal of this paper is to extend to the space operations community the lessons learned during this critical redesign in order to aid other missions facing equally daunting challenges. The end result is a mission extended well beyond its designed life continuing to return important data to the science community to extend the climate record.

Spacecraft Anomaly Recovery↗

The Effects of Primary Light Sources on Worker Performance and Alertness

Traditional office buildings use a variety of primary light sources (e.g., LED/fluorescent lights). As interest in LEED certified office buildings increase and research has shown that enhanced lighting design improves human performance and alertness (Viola et al., 2008; Juslén & Tenner, 2005; Edwards & Torcellini, 2002), more office buildings are incorporating a daylighting design. We investigated the differences between employee performance and alertness in two different building types (daylight vs. artificial light). We hypothesized that employee performance and sleep duration would be improved in a building designed to increase exposure to natural daylight compared to traditional office settings.

cognitive performance↗

Titan/Centaur T/C-1 post flight evaluation report

The first Titan/Centaur launch vehicle, TC-1, was launched from the Eastern Test Range Complex 41 at 09:48:01.46 hours Eastern Daylight Time on February 11, 1974. The vehicle carried a dynamic mass model of the Viking spacecraft and a SPHINX spacecraft, intended to study high voltage interactions in space. This launch was a Proof Flight of a vehicle con- figuration integrating the Air Force Titan booster and the NASA Centaur upper stage. It also was the first flight of the Centaur Standard Shroud developed for the Titan/Centaur. The countdown for the launch proceeded normally except for an additional 45 minute hold which was required to resolve a question concerning interpretation of booster hydraulic system data. The launch window opened at 09:03:00 hours Eastern Daylight Time. The vehicle was launched o on a flight azimuth of 105°. The Titan boost phase of flight was satisfactory. Solid Motor operation, Stage I and Stage II operation were normal. Venting of the Centaur Standard Shroud during ascent was successful and shroud separation and jettison was accomplished without incident. At the completion of the Titan Stage II burn, the Centaur successfully separated from the Titan. At this time, the Centaur main engines were sequenced through the first planned starting cycle but failed to achieve steady state operation. The vehicle flight control system, not sensing vehicle acceleration, commanded engine shutdown, and recycled, as programmed, through a back-up engine start attempt. The second engine start attempt was also unsuccessful. The flight control system then placed the vehicle in a coast-phase mode and the vehicle continued downrange in free fall. The vehicle was destroyed by Range Safety when the impact point was approximately 2200 nautical miles downrange, 12 minutes, 28.5 seconds after liftoff.

S. V. Szabo, Jr.↗