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The search for ultra high energy gamma rays coming from point sources is one of the main experimental aims. A fast air shower timing system was constructed at ICRR for the study of the angular resolution of the system and operated approximately half a year. The characteristics of the surface array of Ohya air shower telescope is described.
The explosive June 1991 eruptions of Mount Pinatubo produced the largest sulfur dioxide cloud detected by the Total Ozone Mapping Spectrometer (TOMS) during its 13 years of operation: approximately 20 million tons of SO2, predominantly from the cataclysmic June 15th eruption. The SO2 cloud observed by the TOMS encircled the earth in about 22 days (about 21 m/s); however, during the first three days the leading edge of the SO2 cloud moved with a speed that averaged about 35 m/s. Compared to the 1982 El Chichon eruptions, Pinatubo outgassed nearly three times the amount of SO2 during its explosive phases. The main cloud straddled the equator within the first two weeks of eruption, whereas the El Chichon cloud remained primarily in the Northern Hemisphere. The measurements indicate that Mount Pinatubo has produced a much larger and perhaps longer-lasting SO2 cloud; thus, climatic responses to the Pinatubo eruption can exceed those of El Chichon.
Unsteady lift function for wings of finite aspect ratio have been calculated by approximate methods involving corrections of the aerodynamic inertia and of the angle of the infinite wing. The starting lift of the finite wing is found to be only slightly less than that of the infinite wing; whereas the final lift may be considerably less. The calculations indicate that the distribution of lift near the start is similar to the final distribution. Both the indicia and the oscillating lift functions are given. Approximate operational equivalents of the functions have been devised to facilitate the calculation of lift under various conditions of motion.
The Shop Floor Control/Data Collection (SFC/DC) system is one of four major modules of the Integrated Work Control System being implemented at the NASA Kennedy Space Center. The SFC/DC system, which has been in operation approximately one and a half years, collects detailed information regarding the duration of tasks as well as work stoppages duration. This information needs to be effectively analyzed, so as be able to manage the shuttle processing activities under the continuous improvement philosophy. We have studied the contents and form of the SFC/DC database, and based on the results of such study, we have designed a Shop floor Modeling, Analysis, and Reporting Tool (SMART). SMART is a collection of compatible tools (off-the-shelf as well as customized C-based tools) that work cohesively to prepare inputs for the analysis models and process the various models. The feasibility of SMART has been demonstrated through an initial prototype.
A series of 16 Mo-44.5%Re alloy/sodium heat pipes will be experimentally tested to examine heat pipe aging. To support this evaluation, an environmental test chamber and a number of auxiliary subsystems are required. These subsystems include radio frequency (RF) power supplies/inductive coils, recirculation water coolant loops, and chamber gas conditioning. The heat pipes will be grouped, based on like power and gas mixture requirements, into three clusters of five units each, configured in a pentagonal arrangement. The highest powered heat pipe will be tested separately. Test chamber atmospheric purity is targeted at <0.3 ppb oxygen at an approximate operating pressure of 76 torr (.1.5 psia), maintained by active purification (oxygen level is comparable to a 10(exp -6) torr environment). Treated water will be used in two independent cooling circuits to remove .85 kW. One circuit will service the RF hardware while the other will maintain the heat pipe calorimetry. Initial procedures for the startup and operation of support systems have been identified. Each of these subsystems is outfitted with a variety of instrumentation, integrated with distributed real-time controllers and computers. A local area network provides communication between all devices. This data and control network continuously monitors the health of the test hardware, providing warning indicators followed by automatic shutdown should potentially damaging conditions develop. During hardware construction, a number of checkout tests.many making use of stainless steel prototype heat pipes that are already fabricated.will be required to verify operation.
The purpose of this work is to evaluate the use of SCL in building and monitoring command and control applications in order to determine its fitness for space operations. Approximately 24,325 lines of PCG2 code was converted to SCL yielding a 90% reduction in the number of lines of code as many of the functions and scripts utilized in SCL could be ported and reused. Automated standalone testing, simulating the actual production environment, was performed in order to generalize and gauge the relative time it takes for SCL to update and write a given display. The use of SCL rules, functions, and scripts allowed the creation of several test cases permitting the detection of the amount of time it takes update a given set of measurements given the change in a globally existing CUI or CUI. It took the SCL system an average 926.09 ticks to update the entire display of 323 measurements.
The National Aeronautics and Space Administration (NASA) operates approximately 300 aging layered pressure vessels that were designed and manufactured prior to ASME Boiler and Pressure Vessel (B&PV) code requirements. In order to make decisions regarding the continued fitness-for-service of these non-code carbon steel vessels, it is necessary to perform a relative risk of failure assessment for each vessel. However, risk assessment of these vessels is confounded by uncertainties and variabilities related to the use of proprietary materials in fabrication, missing construction records, geometric discontinuities, weld residual stresses, and complex service stress gradients in and around the welds. Therefore, a probabilistic framework that can capture these uncertainties and variabilities has been developed to assess the fracture risk of flaws in regions of interest, such as longitudinal and circumferential welds, using the NESSUS® probabilistic modeling software and NASGRO® fracture mechanics software. In this study, the probabilistic framework was used to predict variability in the stress intensity factor associated with different reference flaws located in the head-to-shell circumferential welds of a 4-layer and 14-layer pressure vessel. The probabilistic studies predict variability in flaw behavior and the important uncertain parameters for each reference flaw location.
Low-cost sensors (LCSs) are increasingly being used to measure fine particulate matter (PM 2.5 ) concentrations in cities around the world. One of the most commonly deployed LCSs is PurpleAir with ∼15 000 sensors deployed in the United States, alone. PurpleAir measurements are widely used by the public to evaluate PM 2.5 levels in their neighborhoods. PurpleAir measurements are also increasingly being integrated into models by researchers to develop large-scale estimates of PM 2.5 . However, the change in sensor performance over time has not been well studied. It is important to understand the lifespan of these sensors to determine when they should be serviced or replaced, and when measurements from these devices should or should not be used for various applications. This paper fills this gap by leveraging the fact that: (1) each PurpleAir sensor is composed of two identical sensors and the divergence between their measurements can be observed, and (2) there are numerous PurpleAir sensors within 50 meters of regulatory monitors allowing for the comparison of measurements between these instruments. We propose empirically-derived degradation outcomes for the PurpleAir sensors and evaluate how these outcomes change over time. On average, we find that the number of ‘flagged’ measurements, where the two sensors within each PurpleAir sensor disagree, increases with time to ∼4% after 4 years of operation. Approximately, 2 percent of all PurpleAir sensors were permanently degraded. The largest fraction of permanently degraded PurpleAir sensors appeared to be in the hot and humid climate zone, suggesting that sensors in these locations may need to be replaced more frequently. We also find that the bias of PurpleAir sensors, or the difference between corrected PM2.5 levels and the corresponding reference measurements, changed over time by −0.12 μg m −3 (95% CI: −0.13 μg m −3 , −0.10 μg m −3 ) per year. The average bias increases dramatically after 3.5 years. Further, climate zone is a significant modifier of the association between degradation outcomes and time.
The Infrared Multi-Object Spectrometer (IRMOS) is a facility-class instrument for the Kitt Peak National Observatory 4 and 2.1 meter telescopes. IRMOS is a near-IR (0.8-2.5 micron) spectrometer and operates at approximately 80 K. The 6061-T651 aluminum bench and mirrors constitute an athermal design. The instrument produces simultaneous spectra at low- to mid-resolving power (R=lambda/delta lambda= 300-3000) of approximately 100 objects in its 2.8 x 2.0 arcmin field. We describe ambient and cryogenic optical testing of the IRMOS mirrors across a broad range in spatial frequency (figure error, mid-frequency error, and microroughness). The mirrors include three rotationally symmetric, off-axis conic sections, one off-axis biconic, and several flat fold mirrors. The symmetric mirrors include convex and concave prolate and oblate ellipsoids. They range in aperture from 94x86 mm to 286x269 mm and in f-number from 0.9 to 2.4. The biconic mirror is concave and has a 94x76 mm aperture, R(sub x)=377 mm, k(sub x)=0.0778, R(sub y)=407 mm, and k(sub y)=0.1265 and is decentered by -2 mm in X and 227 mm in Y. All of the mirrors have an aspect ratio of approximately 6:1. The surface error fabrication tolerances are less than 10 nm RMS microroughness, 'best effort' for mid-frequency error, and less than 63.3 nm RMS figure error. Ambient temperature (approximately 293 K) testing is performed for each of the three surface error regimes, and figure testing is also performed at approximately 80 K. Operation of the ADE Phaseshift MicroXAM white light interferometer (micro-roughness) and the Bauer Model 200 profilometer (mid-frequency error) is described. Both the sag and conic values of the aspheric mirrors make these tests challenging. Figure testing is performed using a Zygo GPI interferometer, custom computer generated holograms (CGH), and optomechanical alignment fiducials. Cryogenic CGH null testing is discussed in detail. We discuss complications such as the change in prescription with temperature and thermal gradients. Correction for the effect of the dewar window is also covered. We discuss the error budget for the optical test and alignment procedure. Data reduction is accomplished using commercial optical design and data analysis software packages. Results from CGH testing at cryogenic temperatures are encouraging thus far.
Computational implementation of feedback control laws for linear hereditary systems requires the approximation of infinite dimensional feedback operators with finite dimensional operators. The dense subspaces of K-polygonal functions in reproducing kernel Hilbert spaces, RKH spaces, suggest finite dimensional approximations of the matrix representations of the control operators. A convergence theorem is developed for the approximations and the numerical implementation of the approximations is discussed.
Remotely operating a lunar rover from Earth while subject to an Earth-Moon time delay of multiple seconds could result in a dangerous state where the roving vehicle is either damaged or lost, thereby potentially compromising an entire mission or series of missions. Providing the right capabilities to the remote operator to manage inherent communication latencies will be important for remote driving to be successful. NASA conducted two studies to investigate the average speed and number of kilometers per day that an operator on Earth could teleoperate a notional Artemis unpressurized rover with minimal remote operator capabilities under 0- and 4-second communication delays (April 2023 study) and 6- and 8-second delays (August 2023 study). A primary goal of these studies was to understand if an Artemis Lunar Terrain Vehicle (LTV) could cover 6 kilometers (km) in 24 hours when operated remotely. During the April 2023 evaluation, eight test operators used an in-house simulation of the lunar surface South Pole to teleoperate a NASA government reference LTV. Each operator received approximately 30 minutes of remote driving familiarization/training prior to their test run. Operators viewed the surrounding terrain via a single, rover mast-mounted, high-resolution camera with pan/tilt/zoom capabilities; continuous communication was provided throughout all testing. In the August 2023 evaluation, remote operators received approximately 3 hours of familiarization training in each latency, and the simulation environment provided remote operators with an operator-selected rate limiter to enable finer sensitivity in the hand controller and a predictive circle function to better assist operators with predicting the path the vehicle could take. All test operators were able to successfully navigate and drive through six different types of terrain and five planned traverse scenarios using natural lighting under all communication delays. Results for average speeds for each communication delay, computed by averaging the data from all test conditions for that latency and all operators, are shown in the table below. The average speed data was then used to derive the total time needed to cover 6 km, 8 km, and 20 km (distances relevant to LTV-SYS071 and -029 requirements). Remote operators drove slower and used the brake more frequently when subject to a communication latency as opposed to no communication latency. Subjective workload assessments revealed that while operating in a latency the overall workload significantly increased when compared to a 0-s delay with mental demand, frustration, and performance being the primary contributing factors. Driving strategies in the 0-s delay did not vary significantly among subjects; however, in the 4-s delay condition, three different driving strategies were identified. In the 6-s and 8-s latency conditions the operator’s use of the cruise control to maintain speed was more apparent. Additionally, over the course of the August study, the operator took advantage of the predictive circle indicator on the navigation display and over 95% of the operator’s navigation used the mast camera 180-degree panning function for ground truthing in terms of boulders and craters. Operators started to define more specific parameters in driving strategies for general operations. This consisted of setting the vehicle into a low-speed cruise mode of approximately 11.5 kph and noticing driving performance of the vehicle seemed to be much harder at slower speeds 0.4–0.8 kph; however, the vehicle was more responsive at speeds of 2.9–3.6 kph. Regardless of communication delay, operators used both the horizontal translation rails and the vehicle fenders as guides to predict a path for the vehicle through heavily concentrated terrain features. Test operators acknowledged that the teleoperations training for this study was substantially less than what an actual LTV remote operator will ultimately receive. They estimated a minimum of 20 to 100 hours spread across multiple days and weeks (e.g., strategies included immersion training over a 3-day period, to a short 8-week starter program) would be needed to get an operator ~ 60% proficient (i.e., able to complete a subset of remote driving tasks), to a yearlong program for full proficiency in remote driving tasks under all terrain types and natural lighting conditions. Remotely operating a vehicle on another planetary body while subject to communication latency is a complex task. Speed, distance covered, time spent driving, time spent navigating, brake usage and rock contacts are all affected by operator workload, driving strategies, workstation ergonomics and training. These studies provided a “first-look” answer to a potential system requirement (namely if a remote operator could cover a given distance in a given amount of time); however, considerable general knowledge was gained to begin to understand what it will take to make a successful lunar rover teleoperator.
Remotely operating a lunar rover from Earth while subject to an Earth-Moon time delay of multiple seconds could result in a dangerous state where the roving vehicle is either damaged or lost, thereby potentially compromising an entire mission or series of missions. Providing the right capabilities to the remote operator to manage inherent communication latencies will be important for remote driving to be successful. The National Aeronautics and Space Administration (NASA) conducted two studies to investigate the average speed and number of kilometers per day that an operator on Earth could teleoperate a notional Artemis unpressurized rover with minimal remote operator capabilities under 0- and 4-second communication delays (April 2023 study) and 6- and 8-second delays (August 2023 study). A primary goal of these studies was to understand if an Artemis Lunar Terrain Vehicle (LTV) could cover 6 kilometers (km) in 24 hours when operated remotely. During the April 2023 evaluation, eight test operators used an in-house simulation of the lunar surface South Pole to teleoperate a NASA government reference LTV. Each operator received approximately 30 minutes of remote driving familiarization/training prior to their test run. Operators viewed the surrounding terrain via a single, rover mast-mounted, high-resolution camera with pan/tilt/zoom capabilities; continuous communication was provided throughout all testing. In the August 2023 evaluation, remote operators received approximately 3 hours of familiarization training in each latency, and the simulation environment provided remote operators with an operator-selected rate limiter to enable finer sensitivity in the hand controller and a predictive circle function to better assist operators with predicting the path the vehicle could take. All test operators were able to successfully navigate and drive through six different types of terrain and five planned traverse scenarios using natural lighting under all communication delays. Results for average speeds for each communication delay, computed by averaging the data from all test conditions for that latency and all operators, are shown in the table below. The average speed data was then used to derive the total time needed to cover 6 km, 8 km, and 20 km. Remote operators drove slower and used the brake more frequently when subject to a communication latency as opposed to no communication latency. Subjective workload assessments revealed that while operating in a latency the overall workload significantly increased when compared to a 0-s delay with mental demand, frustration, and performance being the primary contributing factors. Driving strategies in the 0-s delay did not vary significantly among subjects; however, in the 4-s delay condition, three different driving strategies were identified. In the 6-s and 8-s latency conditions the operator’s use of the cruise control to maintain speed was more apparent. Additionally, over the course of the August study, the operator took advantage of the predictive circle indicator on the navigation display and over 95% of the operator’s navigation used the mast camera 180-degree panning function for ground truthing in terms of boulders and craters. Operators started to define more specific parameters in driving strategies for general operations. This consisted of setting the vehicle into a low-speed cruise mode of approximately 1–1.5 kph and noticing driving performance of the vehicle seemed to be much harder at slower speeds 0.4–0.8 kph; however, the vehicle was more responsive at speeds of 2.9–3.6 kph. Regardless of communication delay, operators used both the horizontal translation rails and the vehicle fenders as guides to predict a path for the vehicle through heavily concentrated terrain features. Test operators acknowledged that the teleoperations training for this study was substantially less than what an actual LTV remote operator will ultimately receive. They estimated a minimum of 20 to 100 hours spread across multiple days and weeks (e.g., strategies included immersion training over a 3-day period, to a short 8-week starter program) would be needed to get an operator ~ 60% proficient (i.e., able to complete a subset of remote driving tasks), to a yearlong program for full proficiency in remote driving tasks under all terrain types and natural lighting conditions. Remotely operating a vehicle on another planetary body while subject to communication latency is a complex task. Speed, distance covered, time spent driving, time spent navigating, brake usage and rock contacts are all affected by operator workload, driving strategies, workstation ergonomics and training. These studies provided a “firstlook” answer to a potential system requirement (namely if a remote operator could cover a given distance in a given amount of time); however, considerable general knowledge was gained to begin to understand what it will take to make a successful lunar rover teleoperator.
Orbiting approximately 400 km above the Earth, the International Space Station (ISS) is a unique research laboratory used to conduct ground-breaking science experiments in space. The ISS has eight Solar Array Wings (SAW), and each wing is 11.7 meters wide and 35.1 meters long. The SAWs are controlled individually to maximize power output, minimize stress to the ISS structure, and minimize interference with other ISS operations such as vehicle dockings and Extra-Vehicular Activities (EVA). The Solar Arrays are designed to operate at 160 Volts. These large, high power solar arrays are negatively grounded to the ISS and collect charged particles (predominately electrons) as they travel through the space plasma in the Earth's ionosphere. If not controlled, this collected charge causes floating potential variations which can result in arcing, causing injury to the crew during an EVA or damage to hardware [1]. The environmental catalysts for ISS floating potential variations include plasma density and temperature fluctuations and magnetic induction from the Earth's magnetic field. These alone are not enough to cause concern for ISS, but when they are coupled with the large positive potential on the solar arrays, floating potentials up to negative 95 Volts have been observed. Our goal is to differentiate the operationally induced fluctuations in floating potentials from the environmental causes. Differentiating will help to determine what charging can be controlled, and we can then design the proper operations controls for charge collection mitigation. Additionally, the knowledge of how high power solar arrays interact with the environment and what regulations or design techniques can be employed to minimize charging impacts can be applied to future programs.
A full-scale turbojet engine was operated with pentaborane fuel continuously for 22 minutes at conditions simulating flight at a Mach number of 0.8 at an altitude of 50,000 feet. This period of operation is approximately three times longer than previously reported operation times. Although the specific fuel consumption was reduced from 1.3 with JP-4 fuel to 0.98 with pentaborane, a 13.2-percent reduction in net thrust was also encountered. A portion of this thrust loss is potentially recoverable with proper design of the engine components. The boron oxide deposition and erosion processes within the engine approached an equilibrium condition after approximately 22 minutes of operation with pentaborane.
The behavior of the eigenvalues of preconditioning matrices for the pseudospectral approximation to the derivative operator has been analyzed in one and two dimensions. The one-dimensional analysis resulted in real and positive eigenvalues for the selected tridiagonal matrices. In the two-dimensional analysis, the eigenvalues of the selected block-diagonal matrices behaved well, but the preconditioner is full and therefore not suitable for applications. The Richardson scheme has been applied in the unpreconditioned as well as the preconditioned version to find the solution of the model problem.
A unified treatment of different reaction mechanisms in nonrelativistic N-body scattering is presented. The theory is based on connected kernel integral equations that are expected to become compact for reasonable constraints on the potentials. The operators T/sub +-//sup ab/(A) are approximate transition operators that describe the scattering proceeding through an arbitrary reaction mechanism A. These operators are uniquely determined by a connected kernel equation and satisfy an optical theorem consistent with the choice of reaction mechanism. Connected kernel equations relating T/sub +-//sup ab/(A) to the full T/sub +-//sup ab/ allow correction of the approximate solutions for any ignored process to any order. This theory gives a unified treatment of all few-body reaction mechanisms with the same dynamic simplicity of a model calculation, but can include complicated reaction mechanisms involving overlapping configurations where it is difficult to formulate models.
The time dependent concentration and temperature profiles of a finite layer of a binary mixture are investigated during solidification. The coupled time dependent Stefan problem is solved numerically using an implicit finite differencing algorithm with the method of lines. Specifically, the temporal operator is approximated via an implicit finite difference operator resulting in a coupled set of ordinary differential equations for the spatial distribution of the temperature and concentration for each time. Since the resulting differential equations set form a boundary value problem with matching conditions at an unknown spatial point, the method of invariant imbedding is used for its solution.
A method is presented for solving multilevel transfer problems when nonoverlapping lines and background continuum are present and active continuum transfer is absent. An approximate lambda operator is employed to derive linear, 'preconditioned', statistical-equilibrium equations. A method is described for finding the diagonal elements of the 'true' numerical lambda operator, and therefore for obtaining the coefficients of the equations. Iterations of the preconditioned equations, in conjunction with the transfer equation's formal solution, are used to solve linear equations. Some multilevel problems are considered, including an eleven-level neutral helium atom. Diagonal and tridiagonal approximate lambda operators are utilized in the problems to examine the convergence properties of the method, and it is found to be effective for the line transfer problems.