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The need for continuing post-Apollo lunar research is defined by outlining problems in stellar, planetary, biological, and social evolution which require specific studies of the moon. Engineering capabilities existing immediately after the Apollo program are described in the areas of launch vehicles and spacecraft, lunar surface mobility, instrumentation, and communications.
Several spectrometers carried in the Service Module of the Apollo 15 and Apollo 16 spacecraft were employed for the compositional mapping of the lunar surface. The observations involved the measurements of secondary (fluorescent) X-rays, gamma-rays and alpha particle emissions. A large scale compositional map of over 20 percent of the lunar surface was obtained for the first time. It was possible to demonstrate interesting chemical differences between the mare and the highlands, to find specific areas of high radioactivity and to learn something about the composition of the moon's hidden side.
A number of experiments carried in orbit on the Apollo 15 and 16 spacecraft were used in the compositional mapping of the lunar surface. The observations involved measurements of secondary (fluorescent) X-rays, gamma rays and alpha particle emissions. A large scale compositional map of over 20% of the lunar surface was obtained for the first time. It was possible to demonstrate significant chemical differences between the mare and the highlands, to find specific areas of high radioactivity and to learn something about the composition of the moon's hidden side.
A method for predicting the probable course of fire development in an enclosure is presented. This fire modeling approach uses a graphic plot of five fire development constraints, the relative energy release criteria (RERC), to bound the heat release rates in an enclosure as a function of time. The five RERC are flame spread rate, fuel surface area, ventilation, enclosure volume, and total fuel load. They may be calculated versus time based on the specified or empirical conditions describing the specific enclosure, the fuel type and load, and the ventilation. The calculation of these five criteria, using the common basis of energy release rates versus time, provides a unifying framework for the utilization of available experimental data from all phases of fire development. The plot of these criteria reveals the probable fire development envelope and indicates which fire constraint will be controlling during a criteria time period. Examples of RERC application to fire characterization and control and to hazard analysis are presented along with recommendations for the further development of the concept.
The wave-driven wind theory of Hartmann and MacGregor (1980) is extended to include effects due to non-radial divergence of the flow. Specifically, isothermal expansion within a flow tube whose cross-sectional area increases outward faster than the square of the radius near the stellar surface is considered. It is found that the qualitative conclusions of Hartmann and MacGregor concerning the physical properties of Alfven wave-driven winds are largely unaffected. In particular, mass fluxes of similar magnitude are obtained, and wave dissipation is still necessary to produce acceptably small terminal velocities. Increasingly divergent flow geometries generally lead to higher initial wind speeds and slightly lower terminal velocities. For some cases of extremely rapid flow tube divergence, steady supersonic wind solutions which extend to infinity with vanishing gas pressure cannot be obtained. In addition, departures from spherical symmetry can cause the relative Alfven wave amplitude delta-B/B to become approximately greater than 1 within several stellar radii of the base of the wind, suggesting that nonlinear processes may contribute to the wave dissipation required by the theory.
Disinfection and maintenance of an acceptable level of asepsis in spacecraft potable water delivery systems is a formidable task. The major area of research for this project has been to monitor the formation and growth of biofilm, and biofilm attached microorganisms, on stainless steel surfaces (specifically coupons), and the use of ozone for the elimination of these species in a closed loop system. A number of different techniques have been utilized during the course of a typical run. Scraping and sonication of coupon surfaces with subsequent plating as well as epifluorescence microscopy have been utilized to enumerate biofilm protected Pseudomonas aeruginosa. In addition, scanning electron microscopy is the method of choice to examine the integrity of the biofilm. For ozone determinations, the indigo decolorization spectrophotometric method seems most reliable. Both high- and low-nutrient cultured P. aeruginosa organisms were the target species for the ozone disinfection experiments.
A piezoelectric cantilever with a non-piezoelectric, or piezoelectric tip useful as mass and viscosity sensors. The change in the cantilever mass can be accurately quantified by monitoring a resonance frequency shift of the cantilever. For bio-detection, antibodies or other specific receptors of target antigens may be immobilized on the cantilever surface, preferably on the non-piezoelectric tip. For chemical detection, high surface-area selective absorbent materials are coated on the cantilever tip. Binding of the target antigens or analytes to the cantilever surface increases the cantilever mass. Detection of target antigens or analytes is achieved by monitoring the cantilever's resonance frequency and determining the resonance frequency shift that is due to the mass of the adsorbed target antigens on the cantilever surface. The use of a piezoelectric unimorph cantilever allows both electrical actuation and electrical sensing. Incorporating a non-piezoelectric tip (14) enhances the sensitivity of the sensor. In addition, the piezoelectric cantilever can withstand damping in highly viscous liquids and can be used as a viscosity sensor in wide viscosity range.
An advanced, lightweight composite modular Air/Liquid (A/L) Heat Exchanger (HX) Prototype for potential space exploration thermal management applications was successfully designed, manufactured, and tested. This full-scale Prototype consisting of 19 modules, based on recommendations from its predecessor Engineering Development unit (EDU) but with improved thermal characteristics and manufacturability, was 11.2 % lighter than the EDU and achieves potentially a 42.7% weight reduction from the existing state-of-the-art metallic HX demonstrator. However, its higher pressure drop (0.58 psid vs. 0.16 psid of the metal HX) has to be mitigated by foam material optimizations and design modifications including a more systematic air channel design. Scalability of the Prototype design was validated experimentally by comparing manufacturability and performance between the 2-module coupon and the 19-module Prototype. The Prototype utilized the thermally conductive open-cell carbon foam material but with lower density and adopted a novel high-efficiency cooling system with significantly increased heat transfer contact surface areas, improved fabricability and manufacturability compared to the EDU. Even though the Prototype was required to meet both the thermal and the structural specifications, accomplishing the thermal requirement was a higher priority goal for this first version. Overall, the Prototype outperformed both the EDU and the corresponding metal HX, particularly in terms of specific heat transfer, but achieved 93.4% of the target. The next generation Prototype to achieve the specification target, 3,450W would need 24 core modules based on the simple scaling factor. The scale-up Prototype will weigh about 14.7 Kg vs. 21.6 Kg for the metal counterpart. The advancement of this lightweight composite HX development from the original feasibility test coupons to EDU to Prototype is discussed in this paper.
We investigate the global seasonal variations of near-surface relative humidity and relevant attributes, like temperature and water vapor volume mixing ratio on Mars using calculations from modelled and measurement data. We focus on 2 AM local time snapshots to eliminate daily effects related to differences in insolation, and to be able to compare calculations based on modelling data from the Laboratoire de Météorologie Dynamique Mars General Circulation Model with the observations of Mars Global Surveyor Thermal Emission Spectrometer. We study the seasonal effects by examining four specific dates in the Martian year, the northern spring equinox, summer solstice, autumn equinox, and winter solstice. We identify three specific zones, where the near-surface relative humidity levels are systematically higher than in their vicinity regardless of season. We find that these areas coincide with low thermal inertia features, which control surface temperatures on the planet, and are most likely covered with unconsolidated fine dust with grain sizes smaller than ∼ 40 μm. By comparing the data of relative humidity, temperature and water vapor volume mixing ratio at three different heights (near-surface, ∼ 4m and ∼ 23m above the surface), we demonstrate that the thermal inertia could play an important role in determining near-surface humidity levels. We also notice that during the night the water vapor levels drop at ∼ 4m above the surface. This, together with the temperature and thermal inertia values, shows that water vapor likely condenses in the near-surface atmosphere and on the ground during the night at the three aforementioned regions. This condensation may be in the form of brines, wettening of the fine grains by adsorption or deliquescence. This study specifies areas of interest on the surface of present day Mars for the proposed condensation, which may be examined by in-situ measurements in the future.
The rotors of certain helicopters can spin at speeds as high as 500 revolutions per minute. As the blades slice through the air, they flex, moving into the wind and back out, experiencing pressure changes on the order of thousands of times a second and even higher. All of this makes acquiring a true understanding of rotorcraft aerodynamics a difficult task. A traditional means of acquiring aerodynamic data is to conduct wind tunnel tests using a vehicle model outfitted with pressure taps and other sensors. These sensors add significant costs to wind tunnel testing while only providing measurements at discrete locations on the model's surface. In addition, standard sensor solutions do not work for pulling data from a rotor in motion. "Typical static pressure instrumentation can't handle that," explains Neal Watkins, electronics engineer in Langley Research Center s Advanced Sensing and Optical Measurement Branch. "There are dynamic pressure taps, but your costs go up by a factor of five to ten if you use those. In addition, recovery of the pressure tap readings is accomplished through slip rings, which allow only a limited amount of sensors and can require significant maintenance throughout a typical rotor test." One alternative to sensor-based wind tunnel testing is pressure sensitive paint (PSP). A coating of a specialized paint containing luminescent material is applied to the model. When exposed to an LED or laser light source, the material glows. The glowing material tends to be reactive to oxygen, explains Watkins, which causes the glow to diminish. The more oxygen that is present (or the more air present, since oxygen exists in a fixed proportion in air), the less the painted surface glows. Imaged with a camera, the areas experiencing greater air pressure show up darker than areas of less pressure. "The paint allows for a global pressure map as opposed to specific points," says Watkins. With PSP, each pixel recorded by the camera becomes an optical pressure tap. "Instead of having 100 or 200 pressure taps, you can have in theory several million, up to whatever the resolution of your camera is." Watkins explains that typical wind tunnel testing requires two models: one with very little instrumentation, and a pressure model with a significant amount of sensors applied. "If you can make all of your measurements on one model with PSP, you've decreased your model costs by at least a factor of two and preferably your testing costs by about that much," he says. PSP technology has been around for almost 20 years, but a PSP solution for gathering instantaneous dynamic pressure data from surfaces moving at high speeds, such as rotor blades, was not available until a NASA partnership led to a game-changing innovation.
The evaluation, selection, and demonstration of structural adhesive systems for supersonic cruise research applications, and establishment of environmental durability of selected systems for up to 20,000 hours is described. Ten candidate adhesives were initially evaluated. During screening and evaluation, these candidates were narrowed to three of the most promising for environmental durability testing. The three adhesives were LARC-13, PPQ, and NR056X. The LARC-13 was eliminated because of a lack of stability at 505 K. The NRO56X was removed from the market. The LARC-TPI was added after preliminary evaluation and an abbreviated screening test. Only PPQ and LARC-TPI remained as the reasonable candidates late into the durability testing. Large area bond panels were fabricated to demonstrate the processibility of the selected systems. Specifications were prepared to assure control over critical material and process parameters. Surface characterization concentrated primarily upon titanium surface treatments of 10 volt chronic acid anodize, 5 volt chromic acid anodize and PASA-JELL. Failure analysis was conducted on lap shear adhesive bond failures which occurred in PPQ and LARC-13 test specimens after 10,000 hours at 505 K.
A recently developed three-dimensional aerodynamic shape optimization procedure AeSOP(sub 3D) is described. This procedure incorporates some of the most promising concepts from the area of computational aerodynamic analysis and design, specifically, discrete sensitivity analysis, a fully implicit 3D Computational Fluid Dynamics (CFD) methodology, and 3D Bezier-Bernstein surface parameterizations. The new procedure is demonstrated in the preliminary design of supersonic delta wings. Starting from a symmetric clipped delta wing geometry, a Mach 1.62 asymmetric delta wing and two Mach 1. 5 cranked delta wings were designed subject to various aerodynamic and geometric constraints.
This paper describes the development of an electronic aircraft taxi navigation display as part of NASA's Terminal Area Productivity (TAP) Program. The impetus for the development of this specific display, and the TAP program as a whole, is the current bottleneck in surface operations experienced during low-visibility operations. Simply stated, while modern aircraft are equipped to fly and land in low-visibility conditions, they lack the related technology required to allow them to efficiently and safely navigation from the runway to the gate. Pilots under such conditions consequently taxi slower, sometimes get lost and have to stop, and occasionally collide with other aircraft. Based on a review of available display and navigation sensor technologies, and a one-year information requirements study conducted aboard several commercial aircraft flights, it was determined that an electronic aircraft taxi navigation display was the most viable option for improving the efficiency of low-visibility taxi operations. Based on flight deck observations and pilot interviews, previous map display research, other taxi map display efforts, and part-task taxi map research, an advanced taxi navigation display has been developed and is currently being tested. The taxi navigation display is presented as a head-down cockpit display and includes a track-up perspective airport surface view, taxiway, gate and runway labels, ownship position, traffic icons and collision annunciation, graphical route guidance, heading indicator, rotating compass, RVR wedge, stop bars, zoom control, and datalink message window. The development and support for each of the features will be discussed in detail. Additional information is contained in the original extended abstract.
The human body shows unique morphological changes when exposed to different gravity conditions, including muscle atrophy, fluid shift, and spinal elongation. Such changes need to be incorporated for human-system integration in the vehicle habitat, garment, and spacesuit designs, as inaccurate body measurements can result in suboptimal crew protection that can potentially decrease injury tolerance. However, measurement tools have not been available for accurate assessments of body shape changes. This work aimed to develop a prototype 3-D body scanning system with the configuration and performance optimized for in-flight crewmember body scanning. A scan hardware system was developed using Intel RealSense commercial off-the-shelf 3D sensors. The sensor parameters were iteratively optimized and tested to obtain the performance level needed for body scanning. A scan booth structure was fabricated, with the overall size 4 x 4 x 8 feet. The specific number of sensors and mounting positions were determined by iterative simulations, which indicated that 16 cameras can capture 94% and 96% of body surface area from the 1st percentile female and 99th percentile male crew population subject. The mounted sensors were linked through a mix of USB-C and USB-3 cables and operated for data acquisition from a Linux laptop computer. A software prototype was developed using Python and Tkinter graphical user interface toolkit. A calibration procedure was also built using a panel of QR codes. A computer vision tool detected and decoded the unique ID and pattern locations of the QR codes. The calibration information determined the position and orientation of the 3D sensors with respect to each other. The scanner performance was assessed using a set of 3D printed custom manikins. The manikin size and shape were derived from the previous ISS study, which measured the crewmembers’ anthropometry changes across the different flight phases. The average anthropometric measurements at the pre-flight and flight day 15 were sampled and projected onto the 1st percentile female and 99th percentile male body shapes. Another pair of manikins were also 3D printed to simulate the neutral body posture, estimated from ISS microgravity environments. A preliminary analysis assessed the performance of the newly developed scanner against the reference scanner, which has been used at the NASA JSC for crew and test subject anthropometry. Although the new scanner data showed several artifacts and missing geometries in the occluded body areas such as armpits and crotch, overall shape matched with the reference scan. When the manikin surface coordinates were compared, a root mean square error of 1.3 cm was observed from the manikin torso segment. Linear measurements including the stature, knee height and circumference measurements at the chest and calf showed differences from the reference scan measurements, ranging between 0.3 and 0.9 cm. Overall, this work demonstrated a development framework for an in-flight scanner with design and operation optimized for crewmember body scanning. Further improvement can potentially provide previously unavailable anthropometric data from different gravitational environments, including 0-g, 1/6-g, and 1-g. Such data can improve suit fit, habitat design, exercise efficacy quantification and sizing of orthostatic intolerance garments.
After having been in orbit for less than one year, the Earth Resources Technology Satellite (ERTS-1) has shown that it provides very applicable data for more effective monitoring and management of surface water features over the globe. Mapping flooded areas, snowcover, and wetlands and surveying the size, type, and response of glaciers to climate are among the specific areas where ERTS-1 data were applied. In addition the data collection system has proven to be a reliable tool for gathering hydrologic data from remote regions. Turbidity variations in lakes and rivers were also observed and related to shoreline erosion, industrial plant effluent, and overall water quality.
Newly formulated paste for application to positive plates of lead/acid batteries imparts higher discharge currents and higher specific energy. Other disadvantages of paste, designated F2: contains no acid or free lead, no extra curing process required, and paste has high porosity, high surface area, and good strength.
This year's project, like the previous Aerospace Group's project, involves a lunar transportation system. The basic time line will be the years 2010-2030 and will be referred to as a second generation system, as lunar bases would be present. The project design completed this year is referred to as the Lunar Lander Ground Support System (LLGSS). The area chosen for analysis encompasses a great number of vehicles and personnel. The design of certain elements of the overall lunar mission are complete projects in themselves. For this reason the project chosen for the Senior Aerospace Design is the design of specific servicing vehicles and additions or modifications to existing vehicles for the area of concern involving servicing and maintenance of the lunar lander while on the surface.
We have fabricated aerogels containing gold, silver, and platinum nanoparticles for gas catalysis applications. By applying the concept of an average or effective dielectric constant to the heterogeneous interlayer surrounding each particle, we extend the technique of immersion spectroscopy to porous or heterogeneous media. Specifically, we apply the predominant effective medium theories for the determination of the average fractional composition of each component in this inhomogeneous layer. Hence, the surface area of metal available for catalytic gas reaction is determined. The technique is satisfactory for statistically random metal particle distributions but needs further modification for aggregated or surfactant modified systems. Additionally, the kinetics suggest that collective particle interactions in coagulated clusters are perturbed during silica gelation resulting in a change in the aggregate geometry.