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NASA NTRS2013

Influence of Observed Diurnal Cycles of Aerosol Optical Depth on Aerosol Direct Radiative Effect

The diurnal variability of aerosol optical depth (AOD) can be significant, depending on location and dominant aerosol type. However, these diurnal cycles have rarely been taken into account in measurement-based estimates of aerosol direct radiative forcing (ADRF) or aerosol direct radiative effect (ADRE). The objective of our study was to estimate the influence of diurnal aerosol variability at the top of the atmosphere ADRE estimates. By including all the possible AERONET sites, we wanted to assess the influence on global ADRE estimates. While focusing also in more detail on some selected sites of strongest impact, our goal was to also see the possible impact regionally.We calculated ADRE with different assumptions about the daily AOD variability: taking the observed daily AOD cycle into account and assuming diurnally constant AOD. Moreover, we estimated the corresponding differences in ADREs, if the single AOD value for the daily mean was taken from the the Moderate Resolution Imaging Spectroradiometer (MODIS) Terra or Aqua overpass times, instead of accounting for the true observed daily variability. The mean impact of diurnal AOD variability on 24 h ADRE estimates, averaged over all AERONET sites, was rather small and it was relatively small even for the cases when AOD was chosen to correspond to the Terra or Aqua overpass time. This was true on average over all AERONET sites, while clearly there can be much stronger impact in individual sites. Examples of some selected sites demonstrated that the strongest observed AOD variability (the strongest morning afternoon contrast) does not typically result in a significant impact on 24 h ADRE. In those cases, the morning and afternoon AOD patterns are opposite and thus the impact on 24 h ADRE, when integrated over all solar zenith angles, is reduced. The most significant effect on daily ADRE was induced by AOD cycles with either maximum or minimum AOD close to local noon. In these cases, the impact on 24 h ADRE was typically around 0.1-0.2W/sq m (both positive and negative) in absolute values, 5-10% in relative ones.

optical depth↗

NASA NTRS2015

System and Method for Monitoring Distributed Asset Data

A computer-based monitoring system and monitoring method implemented in computer software for detecting, estimating, and reporting the condition states, their changes, and anomalies for many assets. The assets are of same type, are operated over a period of time, and outfitted with data collection systems. The proposed monitoring method accounts for variability of working conditions for each asset by using regression model that characterizes asset performance. The assets are of the same type but not identical. The proposed monitoring method accounts for asset-to-asset variability; it also accounts for drifts and trends in the asset condition and data. The proposed monitoring system can perform distributed processing of massive amounts of historical data without discarding any useful information where moving all the asset data into one central computing system might be infeasible. The overall processing is includes distributed preprocessing data records from each asset to produce compressed data.

Gorinevsky, Dimitry↗

NASA NTRS2011

Towards an Optimal Noise Versus Resolution Trade-Off in Wind Scatterometry

A scatterometer is a radar that measures the normalized radar cross section sigma(sup 0) of the Earth's surface. Over the ocean this signal is related to the wind via the geophysical model function (GMF). The objective of wind scatterometry is to estimate the wind vector field from sigma(sup 0) measurements; however, there are many subtleties that complicate this problem-making it difficult to obtain a unique wind field estimate. Conventionally, wind estimation is split into two stages: a wind retrieval stage in which several ambiguous solutions are obtained, and an ambiguity removal stage in which ambiguities are chosen to produce an appropriate wind vector field estimate. The most common approach to wind field estimation is to grid the scatterometer swath into wind vector cells and estimate wind vector ambiguities independently for each cell. Then, field wise structure is imposed on the solution by an ambiguity selection routine. Although this approach is simple and practical, it neglects field wise structure in the retrieval step and does not account for the spatial correlation imposed by the sampling. This makes it difficult to develop a theoretically appropriate noise versus resolution trade-off using pointwise retrieval. Fieldwise structure may be imposed in the retrieval step using a model-based approach. However, this approach is generally only practical if a low order wind field model is applied, which may discard more information than is desired. Furthermore, model-based approaches do not account for the structure imposed by the sampling. A more general fieldwise approach is to estimate all the wind vectors for all the WVCs simultaneously from all the measurements. This approach can account for structure of the wind field as well as structure imposed by the sampling in the wind retrieval step. Williams and Long in 2010 developed a fieldwise retrieval method based on maximum a posteriori estimation (MAP). This MAP approach can be extended to perform a noise versus resolution trade-off, and deal with ambiguity selection. This paper extends the fieldwise MAP estimation approach and investigates both the noise versus resolution trade-off as well as ambiguity removal in the fieldwise wind retrieval step. The method is then applied to the Sea Winds scatterometer and the results are analyzed. This paper extends the fieldwise MAP estimation approach and investigates both the noise versus resolution trade-off as well as ambiguity removal in the fieldwise wind retrieval step. The method is then applied to the Sea Winds scatterometer and the results are analyzed.

soil moisture↗

NASA NTRS2015

Testing the Two-Layer Model for Correcting Clear Sky Reflectance near Clouds

A two-layer model (2LM) was developed in our earlier studies to estimate the clear sky reflectance enhancement due to cloud-molecular radiative interaction at MODIS at 0.47 micrometers. Recently, we extended the model to include cloud-surface and cloud-aerosol radiative interactions. We use the LES/SHDOM simulated 3D true radiation fields to test the 2LM for reflectance enhancement at 0.47 micrometers. We find: The simple model captures the viewing angle dependence of the reflectance enhancement near cloud, suggesting the physics of this model is correct; the cloud-molecular interaction alone accounts for 70 percent of the enhancement; the cloud-surface interaction accounts for 16 percent of the enhancement; the cloud-aerosol interaction accounts for an additional 13 percent of the enhancement. We conclude that the 2LM is simple to apply and unbiased.

MODIS↗

NASA NTRS2015

SLS-SPEC-159 Cross-Program Design Specification for Natural Environments (DSNE) Revision D

This document is derived from the former National Aeronautics and Space Administration (NASA) Constellation Program (CxP) document CxP 70023, titled "The Design Specification for Natural Environments (DSNE), Revision C." The original document has been modified to represent updated Design Reference Missions (DRMs) for the NASA Exploration Systems Development (ESD) Programs. The DSNE completes environment-related specifications for architecture, system-level, and lower-tier documents by specifying the ranges of environmental conditions that must be accounted for by NASA ESD Programs. To assure clarity and consistency, and to prevent requirements documents from becoming cluttered with extensive amounts of technical material, natural environment specifications have been compiled into this document. The intent is to keep a unified specification for natural environments that each Program calls out for appropriate application. This document defines the natural environments parameter limits (maximum and minimum values, energy spectra, or precise model inputs, assumptions, model options, etc.), for all ESD Programs. These environments are developed by the NASA Marshall Space Flight Center (MSFC) Natural Environments Branch (MSFC organization code: EV44). Many of the parameter limits are based on experience with previous programs, such as the Space Shuttle Program. The parameter limits contain no margin and are meant to be evaluated individually to ensure they are reasonable (i.e., do not apply unrealistic extreme-on-extreme conditions). The natural environments specifications in this document should be accounted for by robust design of the flight vehicle and support systems. However, it is understood that in some cases the Programs will find it more effective to account for portions of the environment ranges by operational mitigation or acceptance of risk in accordance with an appropriate program risk management plan and/or hazard analysis process. The DSNE is not intended as a definition of operational models or operational constraints, nor is it adequate, alone, for ground facilities which may have additional requirements (for example, building codes and local environmental constraints). "Natural environments," as the term is used here, refers to the environments that are not the result of intended human activity or intervention. It consists of a variety of external environmental factors (most of natural origin and a few of human origin) which impose restrictions or otherwise impact the development or operation of flight vehicles and destination surface systems. These natural environments include the following types of environments: Terrestrial environments at launch, abort, and normal landing sites (winds, temperatures, pressures, surface roughness, sea conditions, etc.); Space environments (ionizing radiation, orbital debris, meteoroids, thermosphere density, plasma, solar, Earth, and lunar-emitted thermal radiation, etc.); Destination environments (Lunar surface and orbital, Mars atmosphere and surface, near Earth asteroids, etc.). Many of the environmental specifications in this document are based on models, data, and environment descriptions contained in the CxP 70044, Constellation Program Natural Environment Definition for Design (NEDD). The NEDD provides additional detailed environment data and model descriptions to support analytical studies for ESD Programs. For background information on specific environments and their effects on spacecraft design and operations, the environment models, and the data used to generate the specifications contained in the DSNE, the reader is referred to the NEDD paragraphs listed in each section of the DSNE. Also, most of the environmental specifications in this document are tied specifically to the ESD DRMs in ESD-10012, Revision B, Exploration Systems Development Concept of Operations (ConOps). Coordination between these environment specifications and the DRMs must be maintained. This document should be compatible with the current ESD DRMs, but updates to the mission definitions and variations in interpretation may require adjustments to the environment specifications.

Roberts, Barry C.↗

NASA NTRS2016

Dynamic Gas Flow Effects on the ESD of Aerospace Vehicle Surfaces

The purpose of this work is to develop a dynamic version of Paschen's Law that takes into account the flow of ambient gas past aerospace vehicle surfaces. However, the classic Paschen's Law does not take into account the flow of gas of an aerospace vehicle, whose surfaces may be triboelectrically charged by dust or ice crystal impingement, traversing the atmosphere. The basic hypothesis of this work is that the number of electron-ion pairs created per unit distance by the electric field between the electrodes is mitigated by the electron-ion pairs removed per unit distance by the flow of gas. The revised Paschen equation must be a function of the mean velocity, v(sub xm), of the ambient gas and reduces to the classical version of Paschen's law when the gas mean velocity, v(sub xm) = 0. New formulations of Paschen's Law, taking into account Mach number and dynamic pressure, derived by the authors, will be discussed. These equations will be evaluated by wind tunnel experimentation later this year. Based on the results of this work, it is hoped that the safety of aerospace vehicles will be enhanced with a redefinition of electrostatic launch commit criteria. It is also possible that new products, such as new anti-static coatings, may be formulated from this data.

Paschens Law↗

NASA NTRS2016

Dynamic Gas Flow Effects on the ESD of Aerospace Vehicle Surfaces

Electrostatic Discharge↗

NASA NTRS2015

Covariance Between Arctic Sea Ice and Clouds Within Atmospheric State Regimes at the Satellite Footprint Level

Understanding the cloud response to sea ice change is necessary for modeling Arctic climate. Previous work has primarily addressed this problem from the interannual variability perspective. This paper provides a refined perspective of sea ice-cloud relationship in the Arctic using a satellite footprint-level quantification of the covariance between sea ice and Arctic low cloud properties from NASA A-Train active remote sensing data. The covariances between Arctic low cloud properties and sea ice concentration are quantified by first partitioning each footprint into four atmospheric regimes defined using thresholds of lower tropospheric stability and mid-tropospheric vertical velocity. Significant regional variability in the cloud properties is found within the atmospheric regimes indicating that the regimes do not completely account for the influence of meteorology. Regional anomalies are used to account for the remaining meteorological influence on clouds. After accounting for meteorological regime and regional influences, a statistically significant but weak covariance between cloud properties and sea ice is found in each season for at least one atmospheric regime. Smaller average cloud fraction and liquid water are found within footprints with more sea ice. The largest-magnitude cloud-sea ice covariance occurs between 500m and 1.2 km when the lower tropospheric stability is between 16 and 24 K. The covariance between low cloud properties and sea ice is found to be largest in fall and is accompanied by significant changes in boundary layer temperature structure where larger average near-surface static stability is found at larger sea ice concentrations.

Taylor, Patrick C.↗

NASA NTRS2016

Incorporation of Damage and Failure into an Orthotropic Elasto-Plastic Three-Dimensional Model with Tabulated Input Suitable for Use in Composite Impact Problems

A material model which incorporates several key capabilities which have been identified by the aerospace community as lacking in the composite impact models currently available in LS-DYNA(Registered Trademark) is under development. In particular, the material model, which is being implemented as MAT 213 into a tailored version of LS-DYNA being jointly developed by the FAA and NASA, incorporates both plasticity and damage within the material model, utilizes experimentally based tabulated input to define the evolution of plasticity and damage as opposed to specifying discrete input parameters (such as modulus and strength), and is able to analyze the response of composites composed with a variety of fiber architectures. The plasticity portion of the orthotropic, three-dimensional, macroscopic composite constitutive model is based on an extension of the Tsai-Wu composite failure model into a generalized yield function with a non-associative flow rule. The capability to account for the rate and temperature dependent deformation response of composites has also been incorporated into the material model. For the damage model, a strain equivalent formulation is utilized to allow for the uncoupling of the deformation and damage analyses. In the damage model, a diagonal damage tensor is defined to account for the directionally dependent variation of damage. However, in composites it has been found that loading in one direction can lead to damage in multiple coordinate directions. To account for this phenomena, the terms in the damage matrix are semi-coupled such that the damage in a particular coordinate direction is a function of the stresses and plastic strains in all of the coordinate directions. The onset of material failure, and thus element deletion, is being developed to be a function of the stresses and plastic strains in the various coordinate directions. Systematic procedures are being developed to generate the required input parameters based on the results of experimental tests.

Finite Element Method↗

NASA NTRS2017

SLS-SPEC-159 Cross-Program Design Specification for Natural Environments (DSNE) Revision E

The DSNE completes environment-related specifications for architecture, system-level, and lower-tier documents by specifying the ranges of environmental conditions that must be accounted for by NASA ESD Programs. To assure clarity and consistency, and to prevent requirements documents from becoming cluttered with extensive amounts of technical material, natural environment specifications have been compiled into this document. The intent is to keep a unified specification for natural environments that each Program calls out for appropriate application. This document defines the natural environments parameter limits (maximum and minimum values, energy spectra, or precise model inputs, assumptions, model options, etc.), for all ESD Programs. These environments are developed by the NASA Marshall Space Flight Center (MSFC) Natural Environments Branch (MSFC organization code: EV44). Many of the parameter limits are based on experience with previous programs, such as the Space Shuttle Program. The parameter limits contain no margin and are meant to be evaluated individually to ensure they are reasonable (i.e., do not apply unrealistic extreme-on-extreme conditions). The natural environments specifications in this document should be accounted for by robust design of the flight vehicle and support systems. However, it is understood that in some cases the Programs will find it more effective to account for portions of the environment ranges by operational mitigation or acceptance of risk in accordance with an appropriate program risk management plan and/or hazard analysis process. The DSNE is not intended as a definition of operational models or operational constraints, nor is it adequate, alone, for ground facilities which may have additional requirements (for example, building codes and local environmental constraints). "Natural environments," as the term is used here, refers to the environments that are not the result of intended human activity or intervention. It consists of a variety of external environmental factors (most of natural origin and a few of human origin) which impose restrictions or otherwise impact the development or operation of flight vehicles and destination surface systems.

Roberts, Barry C.↗

NASA NTRS2017

Field Programmable Gate Array Failure Rate Estimation Guidelines for Launch Vehicle Fault Tree Models

Today's launch vehicles complex electronic and avionic systems heavily utilize the Field Programmable Gate Array (FPGA) integrated circuit (IC). FPGAs are prevalent ICs in communication protocols such as MIL-STD-1553B, and in control signal commands such as in solenoid/servo valves actuations. This paper will demonstrate guidelines to estimate FPGA failure rates for a launch vehicle, the guidelines will account for hardware, firmware, and radiation induced failures. The hardware contribution of the approach accounts for physical failures of the IC, FPGA memory and clock. The firmware portion will provide guidelines on the high level FPGA programming language and ways to account for software/code reliability growth. The radiation portion will provide guidelines on environment susceptibility as well as guidelines on tailoring other launch vehicle programs historical data to a specific launch vehicle.

Al Hassan, Mohammad↗

NASA NTRS2017

Background and Lunar Neutron Populations Detected by LEND and Average Concentration of Near-Surface Hydrogen near the Moon's Poles

Neutron flux measurements by the Lunar Exploration Neutron Detector (LEND) on the Lunar Reconnaissance Orbiter (LRO) enable quantifying hydrogen-bearing volatiles in the lunar surface from orbit. Accurately determining hydrogen abundance requires discriminating between the instrument background detection rate and the population of lunar-sourced neutrons that are sensitive to surficial hydrogen. We have investigated the detection rate for lunar and non-lunar (spacecraft-sourced) neutrons in LEND by modeling maps of measured count rate in three LEND detector systems using linear combinations of maps compiled from LEND detectors and from the Lunar Prospector Neutron Spectrometer. We find that 30% of the global-average 24.926 +/- 0.020 neutron counts per second (cps) detected by the LEND STN3 thermal-energy neutron sensor are lunar-sourced neutrons in the thermal energy range (E < 0.4 eV), 65% are lunar-sourced neutrons in the epithermal and fast energy range (E > 0.4 eV), and 5% are from spacecraft-sourced background signal. In the SETN epithermal neutron detector, 90% of the 10.622 +/- 0.002 neutron detections per second are consistent with a lunar source of epithermal and fast neutrons combined (E > 0.4 eV), with 3% due to lunar-sourced thermal neutron leakage into the detector (E < 0.4 eV), and background signal accounting for 7% of total detections. Background signal due to spacecraft-derived neutrons is substantial in the CSETN collimated detector system, accounting for 57% of the global average detection rate of 5.082 +/- 0.001 cps, greater than the 48% estimated from cruise-phase data. Lunar-sourced epithermal and fast neutrons account for 43% of detected neutrons, including neutrons in collimation as well as neutrons that penetrate the collimator wall to reach the detector. We estimate a lower limit of 17% of lunar-sourced neutrons detected by CSETN are epithermal neutrons in collimation (0.37 cps), with an upper limit estimate of 54 +/- 11% of lunar-sourced neutrons received in collimation, or 1.2 +/- 0.2 cps global average. The pole-to-equator contrast ratio in epithermal and high-energy epithermal neutron flux indicates that the average concentration of hydrogen in the polar regolith above 80deg north or south latitude is ∼105 ppmw (parts per million by weight), or 0.095 +/- 0.01 wt% water-equivalent hydrogen. Above 88deg north or south, the concentration increases to ∼140 ppmw, or 0.13 +/- 0.02 wt% water-equivalent hydrogen. The similar pattern of neutron flux suppression at both poles suggests that hydrogen concentration generally increases nearer the pole and is not closely associated with a specific feature such as Shackleton Crater at the lunar south pole that has no northern counterpart. Epithermal neutron flux decreases with increasing latitude outside the polar regions, consistent with surface hydration that increases with latitude if that hydration extends to ∼13-40 cm into the surface.

T A Livengood↗

NASA NTRS2018

Human-in-the-Loop Evaluation of Dynamic Multi-Flight Common Route Advisories

Flights often experience large delays when they are routed around weather. Multi-flight common route advisories provide delay recovery by suggesting time-saving re-routes for groups of flights whose current weather-avoidance routes have become outdated because the weather has dissipated and/or moved away. A laboratory evaluation of these advisories was conducted by four subject matter experts having extensive experience in traffic flow management operations. These experts provided a total of 120 data points in the airspace of Houston Center. The multi-flight common route tool provides time-saving route change advisories taking into account flight plans, wind fields, and the spatio-temporal evolution of predicted convective weather. It is not designed to account for complex operational factors such as non-standard sector traversal and interactions with local traffic management initiatives; hence a relatively low percentage (37%) of advisories generated by the tool were rated as acceptable. However, a high percentage (81%) of advisories were rated as acceptable after the subject matter experts used the tool's user interface to make route modifications that accounted for relevant operational factors not considered by the tool. The workload associated with using the tool, as measured by the NASA Task Load Index, was quite low (1.1 on a scale of 0 to 10). The results of this evaluation make a good case for human-automation teaming to design operationally valid weather re-routes for delay recovery.

Traffic Flow Management↗

NASA NTRS2018

Human-in-the-Loop Evaluation of Dynamic Multi-Flight Common Route Advisories

Traffic Flow Management↗

NASA NTRS2019

Coordinated Turn Trajectory Generation and Tracking Control for Multi-rotors Operating in Urban Environment

The paper presents an efficient trajectory generation and tracking approach for multi-rotor air vehicles operating in urban environment, which takes into account uncertainties in the urban wind field and in the vehicle's parameters. Generated trajectories are sufficiently smooth, based on the differential flatness of the vehicle's dynamics and optimal in the sense of minimum agility and time. They pass through given set of way points, guarantee flight without a side-slip, and satisfy vehicle's dynamics and actuator constraints. In addition, an algorithm is presented to compute the required power to traverse the generated trajectory. Presented algorithms are implementable in real time using on-board computers. They do not take into account the vehicle's existing flight controller, hence there is no guarantee that the controller will be able to provide acceptable tracking of the generated trajectory, especially in the presence of atmospheric disturbances. To this end, we propose an adaptive augmentation algorithm to improve vehicle's performance by taking into account the effects of disturbances and on-line estimates of vehicle's existing flight controller's gains. The algorithms have been verified by simulations using DJI S1000 octocopter's model.

Stepanyan, Vahram↗

NASA NTRS2018

Background and Lunar Neutron Populations Detected by LEND and Average Concentration of Near-Surface Hydrogen near the Moon's Poles

Neutron flux measurements by the Lunar Exploration Neutron Detector (LEND) on the Lunar Reconnaissance Orbiter (LRO) enable quantifying hydrogen-bearing volatiles in the lunar surface from orbit. Accurately determining hydrogen abundance requires discriminating between the instrument background detection rate and the population of lunar-sourced neutrons that are sensitive to surficial hydrogen. We have investigated the detection rate for lunar and non-lunar (spacecraft-sourced) neutrons in LEND by modeling maps of measured count rate in three LEND detector systems using linear combinations of maps compiled from LEND detectors and from the Lunar Prospector Neutron Spectrometer. We find that 30% of the global-average 24.926 0.020 neutron counts per second (cps) detected by the LEND STN3 thermal-energy neutron sensor are lunar-sourced neutrons in the thermal energy range (E < 0.4 eV), 65% are lunar-sourced neutrons in the epithermal and fast energy range (E > 0.4 eV), and 5% are from spacecraft-sourced background signal. In the SETN epithermal neutron detector, 90% of the 10.622 0.002 neutron detections per second are consistent with a lunar source of epithermal and fast neutrons combined (E > 0.4 eV), with 3% due to lunar-sourced thermal neutron leakage into the detector (E < 0.4 eV), and background signal accounting for 7% of total detections. Background signal due to spacecraft-derived neutrons is substantial in the CSETN collimated detector system, accounting for 57% of the global average detection rate of 5.082 0.001 cps, greater than the 48% estimated from cruise-phase data. Lunar-sourced epithermal and fast neutrons account for 43% of detected neutrons, including neutrons in collimation as well as neutrons that penetrate the collimator wall to reach the detector. We estimate a lower limit of 17% of lunar-sourced neutrons detected by CSETN are epithermal neutrons in collimation (0.37 cps), with an upper limit estimate of 54 11% of lunar-sourced neutrons received in collimation, or 1.2 0.2 cps global average. The pole-to-equator contrast ratio inepithermal and high-energy epithermal neutron flux indicates that the average concentration of hydrogen in the polar regolith above 80 north or south latitude is ~105 ppmw (parts per million by weight), or 0.095 0.01 wt% water-equivalent hydrogen. Above 88 north or south, the concentration increases to ~140 ppmw, or 0.13 0.02 wt% water-equivalent hydrogen. The similar pattern of neutron flux suppression at both poles suggests that hydrogen concentration generally increases nearer the pole and is not closely associated with a specific feature such as Shackleton Crater at the lunar south pole that has no northern counterpart. Epithermal neutron flux decreases with increasing latitude outside the polar regions, consistent with surface hydration that increases with latitude if that hydration extends to ~13-40 cm into the surface.

Livengood, Timothy A.↗

NASA NTRS2019

Coordinated Turn Trajectory Generation and Tracking Control for Multi-Rotors Operating in Urban Environment

The paper presents an efficient trajectory generation and tracking approach for multi-rotor air vehicles operating in urban environment, which takes into account uncertainties in the urban wind field and in the vehicle's parameters. Generated trajectories are sufficiently smooth, based on the differential flatness of the vehicle's dynamics and optimal in the sense of minimum agility and time. They pass through given set of way points, guarantee flight without a side-slip, and satisfy vehicle's dynamics and actuators constraints. In addition, an algorithm is presented to compute the required power to traverse the generated trajectory. Presented algorithms are implementable in real time using on-board computers. They do not take into account the vehicle's existing flight controller, hence there is no guarantee that the controller will be able to provide acceptable tracking of the generated trajectory, especially in the presence of atmospheric disturbances. To this end, we propose an adaptive augmentation algorithm to improve vehicle's performance by taking into account the effects of disturbances and on-line estimates of vehicle's existing flight controller's gains. The algorithms have been verified by simulations using DJI S1000 octocopter's model.

Stepanyan, Vahram↗

NASA NTRS2019

Aerojet Engineering Corporation: Stimulation and Creation, 1935-1942

There are multiple published accounts of the stimulation and creation of the Aerojet Engineering Corporation that are inconsistent, incomplete, or erroneous in significant details, describing principals involved, timing, and funding of the creation process. This paper corrects the record and offers a well-documented and reliable history of the creation of the Aerojet Engineering Corporation. A small group of academic researchers and technicians, joined by an attorney, working at the California Institute of Technology (Caltech), accomplished the formation and creation of the corporation. The group of six men incorporated and served as initial officers of the Aerojet Engineering Corporation—Dr. Theodore von Karman; Dr. Frank Malina; Dr. Martin Summerfield; John Parsons; Edward Forman; and a Washington, DC, attorney, Andrew Haley. A government-funded program definition study at Caltech generated a proposal to produce a means of providing superior aircraft performance capabilities using rocketry, often referred to as jet propulsion, due to engineering disrepute of “rocketry" prior to WWII. Caltech successfully conducted flight demonstrations at March Field (Riverside, California) in the summer of 1941, leading Drs. von Karman and Malina to discuss and explore the best method to provide for production of jet-assisted takeoff (JATO) rockets with established industrial leaders, as well as industrial organizational alternatives. Von Karman, Malina, Summerfield, Parsons, and Forman continued these discussions until von Karman decided, in early 1942, to solicit the legal advice of Andrew Haley on how to proceed. After meetings at von Karman's home in Pasadena, on Haley's recommendation and using his volunteered initial corporate funding, it was agreed to incorporate the group. Articles of incorporation were drawn up by Haley and on 19 March 1942 were formally filed with the Delaware Secretary of State, establishing the Aerojet Engineering Corporation. Many accounts previously published have distorted or misreported many of the details of the process followed by the group that created the company. It is intended that this paper will be regarded as a fully researched historical account of the creation of the Aerojet Engineering Corporation. Included are the historical environment, the industrial motivations, descriptions of key players, the role of government, and the ultimate confluence of these factors with the motivation of a champion and the availability of the required resources.

Doyle, Stephen E.↗