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All sourcesNASA NTRSDOE OSTI
NASA NTRS2011

Correlated Microanalysis of Cometary Organic Grains Returned by Stardust

Preliminary examination (PE) of samples returned from Comet 81P/Wild 2 by the NASA Stardust mission revealed a wide variety of carbonaceous samples [e.g. 1]. Carbonaceous matter is present as inclusions, rinds, and films in polyminerallic terminal particles [2-4], as carbon-rich particles along track walls [2, 5, 6], and as organic matter in aerogel around tracks [7, 8]. The organic chemistry of these samples ranges from purely aliphatic hydrocarbons to highly-aromatic material, often modified by various organic functional groups [2, 4, 5, 9-11]. Difficulty arises when interpreting the genesis of these carbonaceous samples, since contaminants could be introduced from the spacecraft [12], aerogel [1, 8], or during sample preparation. In addition, hypervelocity capture into aerogel may have heated cometary material in excess of 1000 C, which could have significantly altered the structure and chemistry of carbonaceous matter. Fortunately, much of this contamination or alteration can be identified through correlated microanalysis with transmission electron microscopy (TEM), scanning-transmission X-ray microscopy (STXM), and nanoscale secondary ion mass spectroscopy (SIMS).

DeGregorio, B. T.↗
NASA NTRSDate not supplied

Radiation and Nuclear Technology in Planetary Cave Environments

Many technological and environmental challenges must be resolved to enable successful lunar habitation and exploration, and to maximize scientific return. This presentation is intended as a preliminary discussion on three such areas of interest with the intent to identify likely areas of mutual benefit for collaboration and data sharing between the space nuclear and radiological disciplines with the planetary cave community. First is the previously identified and studied possible application of lunar lava tubes or pits to reduce the solar and cosmic radiation environment burden on crew health and hardware reliability. This is an area of continued interest, and should be kept in the forefront of discussion during the selection of sites for potential exploration or long-term habitation. In theory, the prospect of using existing morphology presents an enticing opportunity to reduce the requirements on landed mass or construction while also reducing dose or fluence of harmful natural radiation. However, such discussions should also include the practical implications of relocating habitation hardware and personnel from a landing site to a subsurface location. Inherent risks associated with landing in proximity to the relevant terrain must also be considered and weighed against those imposed by the natural radiation environment. Second is a discussion on the means by which a long-term habitation module or base of operations may be powered throughout the lunar day-night cycle. Fission surface power presents an opportunity to establish round-the-clock power in any lunar surface environment, including permanently shadowed regions where solar panels cannot operate, or in any other non-polar region where solar radiation is available for no more than two weeks per four-week cycle. Among the drawbacks of fission surface power is the need to either land and co-locate a heavy shield to minimize radiological consequences to personnel or equipment, land and operate construction equipment capable of restructuring the in-situ regolith to provide appropriate shielding, or to make use of existing topology features (e.g. craters or pits) to serve as pre-formed radiation barriers. A realistic assessment of the practicality of this third option should involve the selection of candidate features from existing surveys, and assess the effectiveness of the approach using modern radiation transport methodologies. Consideration must be made for the needs to reject waste heat in the thermal power conversion process, which typically requires the use of large area radiators. Energy must be exchanged from the reactor and power conversion system to such radiators, and the impacts on thermal efficiency and secondary scatter of nuclear radiation must be considered. Further consideration should be made for the implications of placement of a power source such that it does not sacrifice valuable scientific opportunity. Placement of a reactor is likely to thereafter prevent personnel access within that feature. Third is a discussion on the use of portable radioisotope power systems (RPS) within confined spaces, both with respect to the dose effects of emitted nuclear radiation and also performance associated with emitted thermal radiation. Radioisotope power systems provide a unique capability to power objects with no reliance upon solar radiance. However, their useable power production relies upon the flow of heat from ‘hot side’ (decaying radioisotope) to ‘cold side’ (radiators emitting heat to space). In the case of a confined volume in vacuum such as a lunar lava tube, that radiated energy will absorb into the wall, which is already above the ‘cold background’ temperature of dark space, and then gradually rises in temperature. That temperature rise, and its implications on availability of useable electrical power, will depend upon factors such as enclosure volume, thermal emissivity/absorptivity, and thermal conductivity through the depth of absorbing media. The advantages of nuclear technology may prove to enable unique scientific exploration opportunities, both above the lunar surface and below. In turn, the unique advantages of lunar lava tubes or pits may present unique opportunities to enhance the application of these technologies and to mitigate the effects of radiation from both natural and technological sources. A discussion on these pairings may prove to be valuable to all, in our endeavor to explore our neighboring worlds.

Radiation↗
NASA NTRS1991

Direct numerical simulation of turbulent plane Couette flow

Turbulent plane Couette flow was numerically simulated at a Reynolds number (U(sub w)h/nu) of 6000, where U(sub w) is the relative wall speed and h is half the channel-height. Unlike in Poiseuille flow, where the mean shear rate changes its sign at the centerline, the sign of mean shear rate in plane Couette flow remains the same across the whole channel. This difference is expected to yield several differences between the two flows, especially in the core region. The most significant and dramatic difference observed was the existence of large-scale structures in the core region of the plane Couette flow. The large eddies are extremely long in the flow direction and fill the entire channel (i.e., their vertical extent is 2h). The large-scale structures have the largest contribution from the wavenumber (k(sub x)h,k(sub z)h) = (0, plus or minus 1.5), corresponding to a wavelength lambda(sub z)/h is approximately equal to 4. The secondary motion associated with the k(sub x)h = 0 mode consists of the large-scale vortices. The large eddies contribute about 30 percent of turbulent kinetic energy.

Lee, Moon Joo↗
NASA NTRS1983

End-wall boundary layer measurements in a two-stage fan

Detailed flow measurements made in the casing boundary layer of a two-stage transonic fan are summarized. These measurements were taken at stations upstream of the fan, between all blade rows, and downstream of the last blade row. At the design tip speed of 429 m/sec the fan achieved a peak efficiency of 0.846 at a pressure ratio of 2.471. The boundary layer data were obtained at three weight flows at the design speed: one near choke flow, one near peak efficiency, and one near stall. Conventional boundary layer parameters were calculated from the data measured at each measuring station for each of the three flows. A classical two dimensional casing boundary layer was measured at the fan inlet and extended inward to approximately 15 percent of span. A highly three dimensional boundary layer was measured at the exit of each blade row and extended inward to approximately 10 percent of span. The steep radial gradient of axial velocity noted at the exit of the rotors was reduced substantially as the flow passed through the stators. This reduced gradient is attributed to flow mixing. The amount of flow mixing was reflected in the radial redistribution of total temperature as the flow passed through the stators. The data also show overturning of the tip flow at the stator exits that is consistent with the expected effect of the secondary flow field. The blockage factors calculated from the measured data show an increase in blockage across the rotors and a decrease across the stators.

Ball, C. L.↗
NASA NTRS2014

Adaptive Augmenting Control Flight Characterization Experiment on an F/A-18

This paper summarizes the Adaptive Augmenting Control (AAC) flight characterization experiments performed using an F/A-18 (TN 853). AAC was designed and developed specifically for launch vehicles, and is currently part of the baseline autopilot design for NASA's Space Launch System (SLS). The scope covered here includes a brief overview of the algorithm (covered in more detail elsewhere), motivation and benefits of flight testing, top-level SLS flight test objectives, applicability of the F/A-18 as a platform for testing a launch vehicle control design, test cases designed to fully vet the AAC algorithm, flight test results, and conclusions regarding the functionality of AAC. The AAC algorithm developed at Marshall Space Flight Center is a forward loop gain multiplicative adaptive algorithm that modifies the total attitude control system gain in response to sensed model errors or undesirable parasitic mode resonances. The AAC algorithm provides the capability to improve or decrease performance by balancing attitude tracking with the mitigation of parasitic dynamics, such as control-structure interaction or servo-actuator limit cycles. In the case of the latter, if unmodeled or mismodeled parasitic dynamics are present that would otherwise result in a closed-loop instability or near instability, the adaptive controller decreases the total loop gain to reduce the interaction between these dynamics and the controller. This is in contrast to traditional adaptive control logic, which focuses on improving performance by increasing gain. The computationally simple AAC attitude control algorithm has stability properties that are reconcilable in the context of classical frequency-domain criteria (i.e., gain and phase margin). The algorithm assumes that the baseline attitude control design is well-tuned for a nominal trajectory and is designed to adapt only when necessary. Furthermore, the adaptation is attracted to the nominal design and adapts only on an as-needed basis (see Figure 1). The MSFC algorithm design was formulated during the Constellation Program and reached a high maturity level during SLS through simulation-based development and internal and external analytical review. The AAC algorithm design has three summary-level objectives: (1) "Do no harm;" return to baseline control design when not needed, (2) Increase performance; respond to error in ability of vehicle to track command, and (3) Regain stability; respond to undesirable control-structure interaction or other parasitic dynamics. AAC has been successfully implemented as part of the Space Launch System baseline design, including extensive testing in high-fidelity 6-DOF simulations the details of which are described in [1]. The Dryden Flight Research Center's F/A-18 Full-Scale Advanced Systems Testbed (FAST) platform is used to conduct an algorithm flight characterization experiment intended to fully vet the aforementioned design objectives. FAST was specifically designed with this type of test program in mind. The onboard flight control system has full-authority experiment control of ten aerodynamic effectors and two throttles. It has production and research sensor inputs and pilot engage/disengage and real-time configuration of up to eight different experiments on a single flight. It has failure detection and automatic reversion to fail-safe mode. The F/A-18 aircraft has an experiment envelope cleared for full-authority control and maneuvering and exhibits characteristics for robust recovery from unusual attitudes and configurations aided by the presence of a qualified test pilot. The F/A-18 aircraft has relatively high mass and inertia with exceptional performance; the F/A-18 also has a large thrust-to-weight ratio, owing to its military heritage. This enables the simulation of a portion of the ascent trajectory with a high degree of dynamic similarity to a launch vehicle, and the research flight control system can simulate unstable longitudinal dynamics. Parasitic dynamics such as slosh and bending modes, as well as atmospheric disturbances, are being produced by the airframe via modification of bending filters and the use of secondary control surfaces, including leading and trailing edge flaps, symmetric ailerons, and symmetric rudders. The platform also has the ability to inject signals in flight to simulate structural mode resonances or other challenging dynamics. This platform also offers more test maneuvers and longer maneuver times than a single rocket or missile test, which provides ample opportunity to fully and repeatedly exercise all aspects of the algorithm. Prior to testing on an F/A-18, AAC was the only component of the SLS autopilot design that had not been flight tested. The testing described in this paper raises the Technology Readiness Level (TRL) early in the SLS Program and is able to demonstrate its capabilities and robustness in a flight environment.

VanZwieten, Tannen S.↗
NASA NTRS2002

Synthetic Jet Interaction With A Turbulent Boundary Layer Flow

Perhaps one of the more notable advances to have occurred in flow control technology in the last fifteen years is the application of surface-issuing jets for separation control on aerodynamic surfaces. The concept was introduced by Johnston and Night (1990) who proposed using circular jets, skewed and inclined to the wall, to generate streamwise vortices for the purpose of mitigating boundary layer separation. The skew and inclination angles have subsequently been shown to affect the strength and sign of the ensuing vortices. With a non-circular orifice, in addition to skew and inclination, the yaw angle of the major axis of the orifice can influence the flow control effectiveness of the jet. In particular, a study by Chang arid Collins (1997) revealed that a non-circular orifice, yawed relative to the freestream, can be used to control the size and strength of the vortices produced by the control jet. This early work used jets with only a steady injection of mass. Seifert et al. revealed that an unsteady blowing jet, could be as effective at separation control as a steady jet but with less mass flow. Seifert et al. showed that small amplitude blowing oscillations superimposed on a low momentum steady jet Was the most effective approach to delaying separation on a NACA 0015 airfoil at post-stall angles of attack. More recent work suggests that perhaps the most efficient jet control effect comes from a synthetic (oscillatory) jet where the time-averaged mass flux through the orifice is zero, but the net wall normal momentum is non-zero. The control effectiveness of synthetic jets has been demonstrated for several internal and external flow fields used synthetic jet control on a thick, blunt-nosed airfoil to delay stall well beyond the stall angles for the uncontrolled airfoil and with a dramatic increase in the lift-to-drag performance. Amitay et al. used an array of synthetic jets to mitigate flow separation in curved and diffusing ducts. While the control effectiveness of synthetic jet actuators in an application setting has been confirmed through a number of studies, the fluid dynamic mechanism by which control is effected is not well understood. Issues like yaw angle arid velocity ratio that have been studied for steady control jets have not been investigated for synthetic jets. Moreover, the role played by the inherently unsteady nature of a synthetic jet in the interaction with the controlled flow is not known. Some recent work by Rinehart and Glazer and Smith suggests that away from tile immediate vicinity of the jet orifice the flow field is steady in the mean, and that the interaction of a synthetic jet and a boundary layer creates a secondary flow in the boundary layer consisting primarily of streamwise vortices.

Smith, Douglas R.↗
NASA NTRS2012

CRYogenic Orbital TEstbed Ground Test Article Thermal Analysis

The purpose of this study was to anchor thermal and fluid system models to CRYOTE ground test data. The CRYOTE ground test artide was jointly developed by Innovative Engineering Solutions, United Launch Alliance and NASA KSC. The test article was constructed out of a titanium alloy tank, Sapphire 77 composite skin (similar to G10), an external secondary payload adapter ring, thermal vent system, multi layer insulation and various data acquisition instrumentation. In efforts to understand heat loads throughout this system, the GTA (filled with liquid nitrogen for safety purposes) was subjected to a series of tests in a vacuum chamber at Marshall Space Flight Center. By anchoring analytical models against test data, higher fidelity thermal environment predictions can be made for future flight articles which would eventually demonstrate critical cryogenic fluid management technologies such as system chilldown, transfer, pressure control and long term storage. Significant factors that influenced heat loads included radiative environments, multi-layer insulation performance, tank fill levels and pressures and even contact conductance coefficients. This report demonstrates how analytical thermal/fluid networks were established and includes supporting rationale for specific thermal responses.

Piryk, David↗
NASA NTRS1992

Pressurized Lunar Rover (PLR)

The objective of this project was to design a manned pressurized lunar rover (PLR) for long-range transportation and for exploration of the lunar surface. The vehicle must be capable of operating on a 14-day mission, traveling within a radius of 500 km during a lunar day or within a 50-km radius during a lunar night. The vehicle must accommodate a nominal crew of four, support two 28-hour EVA's, and in case of emergency, support a crew of six when near the lunar base. A nominal speed of ten km/hr and capability of towing a trailer with a mass of two mt are required. Two preliminary designs have been developed by two independent student teams. The PLR 1 design proposes a seven meter long cylindrical main vehicle and a trailer which houses the power and heat rejection systems. The main vehicle carries the astronauts, life support systems, navigation and communication systems, lighting, robotic arms, tools, and equipment for exploratory experiments. The rover uses a simple mobility system with six wheels on the main vehicle and two on the trailer. The nonpressurized trailer contains a modular radioisotope thermoelectric generator (RTG) supplying 6.5 kW continuous power. A secondary energy storage for short-term peak power needs is provided by a bank of lithium-sulfur dioxide batteries. The life support system is partly a regenerative system with air and hygiene water being recycled. A layer of water inside the composite shell surrounds the command center allowing the center to be used as a safe haven during solar flares. The PLR 1 has a total mass of 6197 kg. It has a top speed of 18 km/hr and is capable of towing three metric tons, in addition to the RTG trailer. The PLR 2 configuration consists of two four-meter diameter, cylindrical hulls which are passively connected by a flexible passageway, resulting in the overall vehicle length of 11 m. The vehicle is driven by eight independently suspended wheels. The dual-cylinder concept allows articulated as well as double Ackermann steering. The primary power of 8 kW is supplied by a dynamic isotope system using a closed Brayton cycle with a xenon-hydrogen mixture as the working fluid. A sodium-sulfur battery serves as the secondary power source. Excess heat produced by the primary power system and other rover systems is rejected by radiators located on the top of the rear cylinder. The total mass of the PLR 2 is 7015 kg. Simplicity and low total weight have been the driving principles behind the design of PLR 1. The overall configuration consists of a 7-m-long, 3-m-diameter cylindrical main vehicle and a two-wheeled trailer. The cylinder of the main body is capped by eight-section, faceted, semi-hemispherical ends. The trailer contains the RTG power source and is not pressurized. The shell of the main body is constructed of a layered carbon fiber/foam/Kevlar sandwich structure. Included in the shell is a layer of water for radiation protection. The layer of water extends from the front of the rover over the crew compartment and creates a safe haven for the crew during a solar flare-up. The carbon fiber provides the majority of the strength and stiffness and the Kevlar provides protection from micrometeoroids. The Kevlar is covered with a gold foil and multi-layer insulation (MLI) to reduce radiation degradation and heat transfer through the wall. A thin thermoplastic layer seals the fiber and provides additional strength.

Creel, Kenneth↗
NASA NTRS2001

A Structural and Molecular Approach for the Study Biomarkers

Investigation of the nucleation and growth of crystals in both abiotic and biotic systems is critical to seemingly diverse disciplines of geology, biology, environmental science, and astrobiology. While there are abundant studies devoted to the determination of the structure and composition of inorganic crystals, as well as to the development of thermodynamic and kinetic models, it is only recently that research efforts have been directed towards understanding mineralization in biological systems (i.e., biomineralization). Biomineralization refers to the processes by which living organisms form inorganic solids. Studies of the processes of biomineralization under low temperature aqueous conditions have focused primarily on magnetite forming bacteria and shell forming marine organisms. Many of the biological building materials consist of inorganic minerals (calcium carbonate, calcium phosphate, silica or iron oxide) intricately combined with organic polymers (like proteins). More recently, efforts have been undertaken to explore the nature of biological activities in ancient rocks. In the absence of well-preserved microorganisms or genetic material required for the polmerase chain reaction (PCR) method in molecular phylogenetic studies, using biominerals as biomarkers offers an alternative approach for the recognition of biogenic activity in both terrestrial and extraterrestrial environments. The primary driving force in biomineralization is the interaction between organic and inorganic phases. Thus, the investigation of the ultrastructure and the nature of reactions at the molecular level occurring at the interface between inorganic and organic phases is essential to understanding the processes leading to the nucleation and growth of crystals. It is recognized that crystal surfaces can serve as the substrate for the organization of organic molecules that lead to the formation of polymers and other complex organic molecules, and in discussions of the origins of life, is referred to as organic synthesis on mineral surfaces. Furthermore, it is suggested that the interaction between mineral surfaces and simple organic molecules resulted in the formation of amino acids, RNA, and perhaps other more complex molecules such as proteins. On the other hand, in natural systems, it is recognized that functional groups on cell walls or membranes of microorganisms serve as sites of nucleation and crystallization. The precise replication of biominerals with controlled structure, morphology, size and texture is not confined to higher organisms as it also occurs in primitive prokaryotic cells such as magnetotactic bacteria and cyanobacteria. This suggests that the principal strategies of biomineralization were established early on in the evolutionary history of organisms. It is critical, therefore, to search for common mechanisms within diverse biological systems. One such common factor is the capability for organization and self-assembly. Organic macromolecules such as proteins and lipids can aggregate and polymerize forming membranes or extracellular matrix. At the organic-inorganic interface, several factors such as lattice geometry, polarity, stereochemistry and topography may act in concert to control nucleation and growth of crystals. Although several models have been proposed that discuss the significance of these factors for biomineralization, no comprehensive experimental data are available. In contrast to crystallization in exclusively inorganic systems, the kinetics of reaction and structural relationships between organic and inorganic phases in biominerals or biomimetic material is poorly understood. For example, it is not clear if the concept of epitactic growth (geometrical matching of unit cells at the interface of a secondary crystal growing on a primary crystal) applies to organic-inorganic systems. In contrast to inorganic templates that often have a smooth and rigid surface that promotes epitactic growth, biological substrates are usually rough and result in a large degree of mismatch. It is apparent that factors controlling the reaction at the crystal-matrix interface are strongly dependent upon the nature of the substrate. Therefore, characterization of the assembled organic surface and surface structure of the inorganic phase is crucial to understanding the processes of biomineralization. The focus of our research is the investigation of the processes leading to the nucleation and growth of crystals on both natural and synthetic systems through an interdisciplinary approach that integrates molecular biology, morphology and mineralogy using advanced preparation and analytical techniques. We have studied run-products, particularly magnetite, siderite and other carbonates, that resulted from extracellular biomineralization by extremophiles isolated from a variety of extreme environments ranging from permafrost to hydrothermal vent systems. The results of this study are critical to recognizing biomarkers in terrestrial and extraterrestrial environments.

Thomas-Keprta, Kathie↗
NASA NTRS2005

The Hollow Spheres of the Orgueil Meteorite: A Re-Examination

In 1971, Rossignol-Strick and Barghoorn provided images and a description of a number of spherical hollow microstructures showing well-defined walls in acid macerated extract of the Orgueil CI carbonaceous meteorite. Other forms such as membranes and spiral shaped structures were also reported. The carbon-rich (kerogen) hollow spheres were found to be in a narrowly constrained distribution of sizes (mainly 7 to 10 microns in diameter). Electron microprobe analysis revealed that these spheres contained Carbon, possibly P, N, and K. It was established that these forms could not be attributed to pollen or other recent terrestrial contaminants. It was concluded that they most probably represented organic coatings on globules of glass, olivine or magnetite in the meteorite. However, recent studies of the Orgueil meteorite have been carried out at the NASA/Marshall Space Flight Center with the S-4000 Hitachi Field Emission Scanning Electron Microscope (FESEM). These investigations have revealed the presence of numerous carbon encrusted spherical magnetite platelets and spherical and ovoidal bodies of elemental iron in-situ in freshly fractured interior surfaces of the meteorite. Their size range is also very narrowly constrained (typically approximately 6 to 12 microns) in diameter. High resolution images reveal that these bodies are also encrusted with a thin carbonaceous sheath and are surrounded by short nanofibrils that are shown to be composed of high purity iron by EDAX elemental analysis. We present Secondary and Backscatter Electron FESEM images and associated EDAX elemental analyses and 2D X-ray maps of these forms as we re-examine the hollow spheres of Orgueil and attempt to determine if they are representatives of the same population of indigenous microstructures.

Hoover, Richard B.↗
NASA NTRS1998

Regulation of the collagenase-3 receptor and its role in intracellular ligand processing in rat osteoblastic cells

We have previously described a specific, saturable receptor for rat collagenase-3 in the rat osteosarcoma cell line, UMR 106-01. Binding of rat collagenase-3 to this receptor is coupled to the internalization and eventual degradation of the enzyme and correlates with observed extracellular levels of the enzyme. In this study we have shown that decreased binding, internalization, and degradation of 125I-rat collagenase-3 were observed in cells after 24 h of parathyroid hormone treatment; these activities returned to control values after 48 h and were increased substantially (twice control levels) after 96 h of treatment with the hormone. Subcellular fractionation studies to identify the route of uptake and degradation of collagenase-3 localized intracellular accumulation of 125I-rat collagenase-3 initially in Golgi-associated lysosomes and later in secondary lysosomes. Maximal lysosomal accumulation of the radiolabel and stimulation of general lysosomal activity occurred after 72 h of parathyroid hormone treatment. Preventing fusion of endosomes with lysosomes (by temperature shift, colchicine, or monensin) resulted in no internalized 125I-collagenase-3 in either lysosomal fraction. Treatment of UMR cells with the above agents or ammonium chloride decreased excretion of 125I-labeled degradation products of collagenase-3. These experiments demonstrated that degradation of collagenase-3 required receptor-mediated endocytosis and sequential processing by endosomes and lysosomes. Thus, parathyroid hormone regulates the expression and synthesis of collagenase-3 as well as the abundance and functioning of the collagenase-3 receptor and the intracellular degradation of its ligand. The coordinate changes in the secretion of collagenase-3 and expression of the receptor determine the net abundance of the enzyme in the extracellular space.

NASA Discipline Musculoskeletal↗
NASA NTRS2016

Flat H Redundant Frangible Joint Development

Orion and Commercial Crew Program (CCP) Partners have chosen to use frangible joints for certain separation events. The joints currently available are zero failure tolerant and will be used in mission safety applications. The goal is to further develop a NASA designed redundant frangible joint that will lower flight risk and increase reliability. FY16 testing revealed a successful design in subscale straight test specimens that gained efficiency and supports Orion load requirements. Approach / Innovation A design constraint is that the redundant joint must fit within the current Orion architecture, without the need for additional vehicle modification. This limitation required a design that changed the orientation of the expanding tube assemblies (XTAs), by rotating them 90deg from the standard joint configuration. The change is not trivial and affects the fracture mechanism and structural load paths. To address these changes, the design incorporates cantilevered arms on the break plate. The shock transmission and expansion of the XTA applies force to these arms and creates a prying motion to push the plate walls outward to the point of structural failure at the notched section. The 2014 test design revealed that parts could slip during functioning wasting valuable energy needed to separate the structure with only a single XTA functioning. Dual XTA functioning fully separated the assembly showing a discrepancy can be backed up with redundancy. Work on other fully redundant systems outside NASA is limited to a few patents that have not been subjected to functionality testing Design changes to prevent unwanted slippage (with ICA funding in 2015) showed success with a single XTA. The main goal for FY 2016 was to send the new Flat H RFJ to WSTF where single XTA test failures occurred back in 2014. The plan was to gain efficiency in this design by separating the Flat H RFJ with thicker ligaments with dimensions baselined in 2014. Other modifications included geometry changes to better disperse loads paths and to minimize air gaps. The design additionally added more structural strength to enhance the structural limits in static loads testing. The design also implemented a smoother load line through the assembly. Results / Knowledge Gained The new Flat H RFJ successfully fractured at WSTF with thicker ligaments and lower cord size. Where failure to separate occurred earlier, there is now excessive energy available for structural separation. The new challenge to provide some structural support to prevent secondary fracturing of the break plate remains to be completed. This future work is being funded by the JSC Engineering Directorate in 2017 to elevate the TRL on curved Flat H RFJs that configure with the Orion Service Panel Separation. Additional funding from JSC Engineering will provide new design testing to avoid secondary fracturing.

Brown, Chris↗
NASA NTRS1996

CFD Study of Turbo-Ramjet Interactions in Hypersonic Airbreathing Propulsion System

Advanced airbreathing propulsion systems used in Mach 4-6 mission scenarios, usually involve turbo-ramjet configurations. As the engines transition from turbojet to ramjet, there is an operational envelope where both engines operate simultaneously. In the first phase of our study, an over/under nozzle configuration was analyzed. The two plumes from the turbojet and ramjet interact at the end of a common 2-D cowl, where they both reach an approximate Mach 3.0 condition and then jointly expand to Mach 3.6 at the common nozzle exit plane. For the problem analyzed, the turbojet engine operates at a higher nozzle pressure ratio than the ramjet, causes the turbojet plume overpowers the ramjet plume, deflecting it approximately 12 degrees downward and in turn the turbojet plume is deflected 6 degrees upward. In the process, shocks were formed at the deflections and a shear layer formed at the confluence of the two jets. This particular case was experimentally tested and the data were used to compare with a computational fluid dynamics (CFD) study using the PARC2D code. The CFD results were in good agreement with both static pressure distributions on the cowl separator and on nozzle walls. The thrust coefficients were also in reasonable agreement. In addition, inviscid relationships were developed around the confluence point, where the two exhaust jets meet, and these results compared favorably with the CFD results. In the second phase of our study, a 3-D CFD solution was generated to compare with the 2-D solution. The major difference between the 2-D and 3-D solutions was the interaction of the shock waves, generated by the plume interactions, on the sidewall. When a shock wave interacts with a sidewall and sidewall boundary layer, it is called a glancing shock sidewall interaction. These interactions entrain boundary layer flow down the shockline into a vortical flow pattern. The 3-D plots show the streamlines being entrained down the shockline. The pressure of the flow also decreases slightly as the sidewall is approached. Other difference between the 2-D and 3-D solutions were a lowering of the nozzle thrust coefficient value from 0.9850 (2-D) to 0.9807 (3-D), where the experimental value was 0.9790. In the third phase of our study, a different turbo-ramjet configuration was analyzed. The confluence of a supersonic turbojet and a subsonic ramjet in the turbine based combined-cycle (TBCC) propulsion system was studied by a 2-D CFD code. In the analysis, Mach 1.4 primary turbojet was mixed with the subsonic ramjet secondary flow in an ejector mode operation. Reasonable agreements were obtained with the supplied I-D TBCC solutions. For low downstream backpressure, the Fabri choke condition (Break-Point condition) was observed in the secondary flow within mixing zone. For sufficient high downstream backpressure, the Fabri choke no longer exist, the ramjet flow was reduced and the ejector flow became backpressure dependent. Highly non-uniform flow at ejector exit were observed, indicated that for smooth downstream combustion, the mixing of the two streams probably required some physical devices.

Chang, Ing↗
NASA NTRS1991

The role of extracellular free-calcium gradients in gravitropic signalling in maize roots

Gravitropism in roots has been proposed to depend on a downward redistribution of calcium across the root cap. However, because of the many calcium-binding sites in the apoplast, redistribution might not result in a physiologically effective change in the apoplasmic calcium activity. To test whether there is such a change, we measured the effect of gravistimulation on the calcium activity of statocyte cell walls with calcium-specific microelectrodes. Such a measurement must be made on a tissue with gravity sensing cells at the surface. To obtain such a tissue, decapped maize roots (Zea mays L. cv. Golden Cross Bantam) were grown for 31 h to regenerate gravitropic sensitivity, but not root caps. The calcium activity in the apoplasm surrounding the gravity-sensing cells could then be measured. The initial pCa was 2.60 +/- 0.28 (approx 2.5 mM). The calcium activity on the upper side of the root tip remained constant for 10 min after gravistimulation, then decreased 1.7-fold. On the lower side, after a similar lag the calcium activity increased 1.6-fold. Control roots, which were decapped but measured before recovering gravisensitivity (19 h), showed no change in calcium activity. To test whether this gradient is necessary for gravitropic curvature, we eliminated the calcium activity gradient during gravitropism by applying a mobile calcium-binding site (dinitro-BAPTA; 1,2-bis(2-amino-5-nitro-phenoxy)ethane-N,N,N',N'-tetraacetic acid) to the root cap; this treatment eliminated gravicurvature. A calcium gradient may be formed by proton-induced calcium desorption if there is a proton gradient. Preventing the formation of apoplastic pH gradients, using 10 and 50 mM 2-(N-morpholino)ethanesulfonic acid (Mes) buffer or 10 mM fusicoccin to stimulate proton excretion maximally, did not inhibit curvature; therefore the calcium gradient is not a secondary effect of a proton gradient. We have found a distinct and rapid differential in the apoplasmic calcium activity between the upper and lower sides of gravistimulated maize root tips which is necessary for gravitropism.

NASA Discipline Number 40-50↗
NASA NTRS2007

Analytical Approach for Estimating Preliminary Mass of ARES I Crew Launch Vehicle Upper Stage Structural Components

In January 2004, President Bush gave the National Aeronautics and Space Administration (NASA) a vision for Space Exploration by setting our sight on a bold new path to go back to the Moon, then to Mars and beyond. In response to this vision, NASA started the Constellation Program, which is a new exploration launch vehicle program. The primary mission for the Constellation Program is to carry out a series of human expeditions ranging from Low Earth Orbit to the surface of Mars and beyond for the purposes of conducting human exploration of space, as specified by the Vision for Space Exploration (VSE). The intent is that the information and technology developed by this program will provide the foundation for broader exploration activities as our operational experience grows. The ARES I Crew Launch Vehicle (CLV) has been designated as the launch vehicle that will be developed as a "first step" to facilitate the aforementioned human expeditions. The CLV Project is broken into four major elements: First Stage, Upper Stage Engine, Upper Stage (US), and the Crew Exploration Vehicle (CEV). NASA's Marshall Space Flight Center (MSFC) is responsible for the design of the CLV and has the prime responsibility to design the upper stage of the vehicle. The US is the second propulsive stage of the CLV and provides CEV insertion into low Earth orbit (LEO) after separation from the First Stage of the Crew Launch Vehicle. The fully integrated Upper Stage is a mix of modified existing heritage hardware (J-2X Engine) and new development (primary structure, subsystems, and avionics). The Upper Stage assembly is a structurally stabilized cylindrical structure, which is powered by a single J-2X engine which is developed as a separate Element of the CLV. The primary structure includes the load bearing liquid hydrogen (LH2) and liquid oxygen (LOX) propellant tanks, a Forward Skirt, the Intertank structure, the Aft Skirt and the Thrust Structure. A Systems Tunnel, which carries fluid and electrical power functions to other Elements of the CLV, is included as secondary structure. The MSFC has an overall responsibility for the integrated US element as well as structural design an thermal control of the fuel tanks, intertank, interstage, avionics, main propulsion system, Reaction Control System (RCS) for both the Upper Stage and the First Stage. MSFC's Spacecraft and Vehicle Department, Structural and Analysis Design Division is developing a set of predicted mass of these elements. This paper details the methodology, criterion and tools used for the preliminary mass predictions of the upper stage structural assembly components. In general, weight of the cylindrical barrel sections are estimated using the commercial code Hypersizer, whereas, weight of the domes are developed using classical solutions. HyperSizer is software that performs automated structural analysis and sizing optimization based on aerospace methods for strength, stability, and stiffness. Analysis methods range from closed form, traditional hand calculations repeated every day in industry to more advanced panel buckling algorithms. Margin-of-safety reporting for every potential failure provides the engineer with a powerful insight into the structural problem. Optimization capabilities include finding minimum weight panel or beam concepts, material selections, cross sectional dimensions, thicknesses, and lay-ups from a library of 40 different stiffened and sandwich designs and a database of composite, metallic, honeycomb, and foam materials. Multiple different concepts (orthogrid, isogrid, and skin stiffener) were run for multiple loading combinations of ascent design load with and with out tank pressure as well as proof pressure condition. Subsequently, selected optimized concept obtained from Hypersizer runs was translated into a computer aid design (CAD) model to account for the wall thickness tolerance, weld land etc for developing the most probable weight of the components. The flow diram summarizes the analysis steps used in developing these predicted mass.

Aggarwal, Pravin↗
NASA NTRS1996

Analysis and Modeling of a Two-Phase Jet Pump of a Flow Boiling Test Facility for Aerospace Applications

Jet pumps are devices capable of pumping fluids to a higher pressure employing a nozzle/diffuser/mixing chamber combination. A primary fluid is usually allowed to pass through a converging-diverging nozzle where it can accelerate to supersonic speeds at the nozzle exit. The relatively high kinetic energy that the primary fluid possesses at the nozzle exit is accompanied by a low pressure region in order to satisfy Bernoulli's equation. The low pressure region downstream of the nozzle exit permits a secondary fluid to be entrained into and mixed with the primary fluid in a mixing chamber located downstream of the nozzle. Several combinations may exist in terms of the nature of the primary and secondary fluids in so far as whether they are single or two-phase fluids. Depending on this, the jet pump may be classified as gas/gas, gas/liquid, liquid/liquid, two-phase/liquid, or similar combinations. The mixing chamber serves to create a homogeneous single-phase or two-phase mixture which enters a diffuser where the high kinetic energy of the fluid is converted into pressure energy. If the fluid mixture entering the diffuser is in the supersonic flow regime, a normal shock wave usually develops inside the diffuser. If the fluid mixture is one that can easily change phase, a condensation shock would normally develop. Because of the overall rise in pressure in the diffuser as well as the additional rise in pressure across the shock layer, condensation becomes more likely. Associated with the pressure rise across the shock is a velocity reduction from the supersonic to the subsonic range. If the two-phase flow entering the diffuser is predominantly gaseous with liquid droplets suspended in it, it will transform into a predominantly liquid flow containing gaseous bubbles (bubbly flow) somewhere in the diffuser. While past researchers have been able to model the two-phase flow jet pump using the one-dimensional assumption with no shock waves and no phase change, there is no research known to the authors apart from that of Anand (1992) which accounted for condensation shocks. One of the objectives of this research effort is to develop a comprehensive model in which the effects of phase slip and inter-phase heat transfer as well as the wall friction and shock waves are accounted for. While this modeling effort is predominantly analytical in nature and is primarily intended to provide a parametric understanding of the jet pump performance under different operating scenarios, another parallel effort employing a commercial CFD code is also implemented. The latter effort is primarily intended to model an axisymmetric counterpart of the problem in question. The viability of using the CFD code to model a two-phase flow jet pump will be assessed by attempting to recreate some of the existing performance data of similar jet pumps. The code will eventually be used to generate the jet pump performance characteristics of several scenarios involving jet pump geometries as well as flow regimes in order to be able to determine an optimum design which would be suitable for a two-phase flow boiling test facility at NASA-Marshall. Because of the extensive nature of the analytical model developed, the following section will only provide very brief highlights of it, while leaving the details to a more complete report submitted to the NASA colleague. This report will also contain some of the simulation results obtained using the CFD code.

Sherif, S. A.↗
NASA NTRS1999

Reinventing The Design Process: Teams and Models

The future of space mission designing will be dramatically different from the past. Formerly, performance-driven paradigms emphasized data return with cost and schedule being secondary issues. Now and in the future, costs are capped and schedules fixed-these two variables must be treated as independent in the design process. Accordingly, JPL has redesigned its design process. At the conceptual level, design times have been reduced by properly defining the required design depth, improving the linkages between tools, and managing team dynamics. In implementation-phase design, system requirements will be held in crosscutting models, linked to subsystem design tools through a central database that captures the design and supplies needed configuration management and control. Mission goals will then be captured in timelining software that drives the models, testing their capability to execute the goals. Metrics are used to measure and control both processes and to ensure that design parameters converge through the design process within schedule constraints. This methodology manages margins controlled by acceptable risk levels. Thus, teams can evolve risk tolerance (and cost) as they would any engineering parameter. This new approach allows more design freedom for a longer time, which tends to encourage revolutionary and unexpected improvements in design.

Wall, Stephen D.↗
NASA NTRS2018

Development of an Inflatable Airlock for a Deep Space Gateway

Inflatable structures technology utilizes high-strength fabric materials and internal pressure to create a stiffened pressure vessel that can replace traditional metallic primary structure in a habitable spacecraft. The flexibility of fabric structures allows them to be compactly stowed for launch and expanded in space, providing significant launch volume savings. The unique construction and design flexibility of these structures can be customized for a variety of uses in space including landing bags, decelerators, long duration in-space and planetary surface habitats, and even airlocks. An airlock is often a required component of a crewed spacecraft to allow for maintenance and human exploration outside of the vehicle. Airlock designs in use today rely on complex hatches and seals connected by metallic walls. Recent developments towards the design of an inflatable airlock structure show feasibility and a significant launch volume savings over a traditional metallic design. This paper will provide a high-level summary of these projects and the current state-of-the-art in inflatable airlock development with additional references and detail about previous and on-going research, providing guidance for the design of a softgoods airlock system. The use of inflatables in space has been in development since the 1960’s for both habitats and airlocks. The first ever EVA was conducted by the USSR in 1965 using an inflatable airlock known as the Volga. This airlock was attached to the Voskhod 2 spacecraft and turned the vehicle into a dual chamber airlock. The airlock was successfully deployed, used and jettisoned after Alexey Leonov’s historic spacewalk. Additional work on human-rated inflatable structures was not continued until the late 1990’s when NASA-JSC led an effort to demonstrate these structures as feasible long-term pressurized elements with the TransHab project. The technology developed and pioneered during this project led to multiple patents and proven feasibility that inflatables could be used for large habitable structures. Following TransHab, Bigelow Aerospace continued the development of inflatable structures with technical support from NASA. This partnership eventually led to the successful flight certification, launch, attachment and deployment of the Bigelow Expandable Activities Module (BEAM) on the ISS in 2016. Inflatable and expandable airlock structures have undergone various detailed feasibility studies and testing for over 15 years, most notably with the Advanced Inflatable Airlock (AIA), Dual-Chamber Hybrid Inflatable Suitlock (DCIS), Minimalistic Advanced Soft Hatch (MASH), and Lightweight External Inflatable Airlock (LEIA). During this time, full-scale articles have been built and pressure-tested, and mock-ups and demonstrators have been constructed and evaluated. During the 2001-2003 timeframe, the AIA concept was matured through requirements development, conceptual design, subscale and full-scale engineering breadboards subjecting various test articles to deployment and pressure testing up to four times operating pressure. These tests proved the feasibility of successful deployment and structural integrity of an inflatable crewlock. Additional testing was performed in the ensuing years, as funding permitted, to further refine additional structural and deployment concepts and to understand the EVA crewmember interfaces, hatches and EVA support equipment interfaces that would be required for a fully functioning airlock. This work resulted in a refinement of the structural requirements and an accounting of the systems needed in an inflatable airlock. In 2014, the MASH project developed an ultra-lightweight airlock concept with a fabric hatch that utilized a unique pressure vessel shape to minimize structural loads around a linear seal. The concept uses an automated zipper-like seal that allows for crew egress/ingress. Most of the development work on the project thus far has focused on the design, analysis and testing of the primary structure and the zipper-like seal system is in the preliminary stages of development with a successful proof-of-concept test. As part of the 2017 LEIA effort, studies were conducted on EVA crewmember interfaces on the inside of an inflatable airlock. These efforts included the design of an internal secondary structure and placement of handholds and foot restraints to enable hatch opening, closing and translation through the airlock. Structural design, analysis and testing was completed on several secondary structure candidates. Crew interface testing was also completed using an inflatable crewlock mockup and the JSC Active Response Gravity Offload System (ARGOS) to simulate the movement of an EVA crewmember through an inflatable crewlock in microgravity. The results of these tests helped demonstrate the feasibility of utilizing an inflatable structure as an airlock and informed the required volume, hatch size, and configuration and location of translation aids for crewmembers in a microgravity crewlock. The ISS Quest airlock uses a dual-chamber design with isolated compartments known as the equipment-lock and the crewlock. The equipment-lock houses the Servicing, Performance and Checkout Equipment (SPCE) items (suit batteries, consumables, etc.) while the crewlock has limited internal hardware and is the nominally depressurized compartment during US EVAs. While inflatable dual chamber airlocks have been studied, the current state of the art emphasizes an inflatable crewlock-type structure attached to a rigid equipment-lock type or habitat structure. Since a large portion of the hardware in the equipment-lock are rigid components and connectors that are installed on the ground - and an inflatable structure does not achieve full structural capabilities until pressurized in space - a depressurized fabric structure cannot provide the capabilities of a full equipment-lock. The use of an inflatable as a crewlock, however, provides all the required capabilities for EVA operations in a small launch package that offers significant volume savings over a metallic crewlock. The functions of a traditional equipment lock, including the SPCE, could be provided by a spacecraft’s habitat module or node and not necessarily in a separate equipment lock. An inflatable crewlock would be attached to the vehicle and launched in a packed and compressed state, saving volume under the launch shroud and mass for the overall airlock element compared to a rigid crewlock. Work is currently underway to continue development of an inflatable airlock with a variety of focus areas including the consideration of crew-induced loads and interfaces, the design and development of an internal sub-structure to provide translation aids and restraints, the thermal considerations of a fabric shell depressurized during an EVA, the micrometeorite environment in deep space, and the packaging and deployment of an inflatable airlock.

Deep Space Exploration↗