Mapping VIMS specular reflections on Titan’s surface during the Cassini mission
No abstract provided
Heslar, Michael F.↗
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Surface fatigue life of carburized and hardened M50NiL and AISI 9310 spur gears and rolling-contact test bars
Spur gear endurance tests and rolling-element surface tests were conducted to investigate vacuum-induction-melted, vacuum-arc-melted (VIM-VAR) M50NiL steel for use as a gear steel in advanced aircraft applications, to determine its endurance characteristics, and to compare the results with those for standard VAR and VIM-VAR AISI 9310 gear material. Tests were conducted with spur gears and rolling-contact bars manufactured from VIM-VAR M50NiL and VAR and VIM-VAR AISI 9310. The gear pitch diameter was 8.9 cm (3.5 in.). Gear test conditions were an inlet oil temperature of 320 K (116 F), and outlet oil temperature of 350 K (170 F), a maximum Hertz stress of 1.71 GPa (248 ksi), and a speed of 10,000 rpm. Bench rolling-element fatigue tests were conducted at ambient temperatures with a bar speed of 12,500 rpm and a maximum Hertz stress of 4.83 GPA (700 ksi). The VIM-VAR M50NiL gears had a surface fatigue life that was 4.5 and 11.5 times that for VIM-VAR and VAR AISI 9310 gears, respectively. The surface fatigue life of the VIM-VAR M50NiL rolling-contact bars was 13.2 and 21.6 times that for the VIM-VAR and VAR AISI 9310, respectively. The VIM-VAR M50NiL material was shown to have good resistance to fracture through a fatigue spall and to have fatigue life far superior to that of both VIM-VAR and VAR AISI 9310 gears and rolling-contact bars.
Townsend, Dennis P.↗
Surface fatigue life of carburized and hardened M50NiL and AISI 9310 spur gears and rolling-contact test bars
Spur gear endurance tests and rolling-element surface tests were conducted to investigate vacuum-induction-melted, vacuum-arc-melted (VIM-VAR) M50NiL steel for use as a gear steel in advanced aircraft applications, to determine its endurance characteristics, and to compare the results with those for standard VAR and VIM-VAR AISI 9310 gear material. Tests were conducted with spur gears and rolling-contact bars manufactured from VIM-VAR M50NiL and VAR and VIM-VAR AISI 9310. The gear pitch diameter was 8.9 cm (3.5 in.). Gear test conditions were an inlet oil temperature of 320 K (116 F), and outlet oil temperature of 350 K (170 F), a maximum Hertz stress of 1.71 GPa (248 ksi), and a speed of 10,000 rpm. Bench rolling-element fatigue tests were conducted at ambient temperatures with a bar speed of 12,500 rpm and a maximum Hertz stress of 4.83 GPA (700 ksi). The VIM-VAR M50NiL gears had a surface fatigue life that was 4.5 and 11.5 times that for VIM-VAR and VAR AISI 9310 gears, respectively. The surface fatigue life of the VIM-VAR M50NiL rolling-contact bars was 13.2 and 21.6 times that for the VIM-VAR and VAR AISI 9310, respectively. The VIM-VAR M50NiL material was shown to have good resistance to fracture through a fatigue spall and to have fatigue life far superior to that of both VIM-VAR and VAR AISI 9310 gears and rolling-contact bars.
Townsend, Dennis P.↗
Surface fatigue life of M50NiL and AISI 9310 spur gears and R C bars
Spur gear endurance tests and rolling element surface fatigue tests were conducted to study vacuum induction melted, vacuum arc remelted (VIM-VAR) M50NiL steel for use as a gear steel in advanced aircraft applications, to determine its endurance characteristics, and to compare the results with those for standard VAR and VIM-VAR AISI 9310 gear material. Tests were conducted with spur gears and rolling contact bars manufactured from VIM-VAR M50NiL and VAR and VIM-VAR AISI 9310. The gear pitch diameter was 8.9 cm. Gear test conditions were an inlet oil temperature of 320 K, and outlet oil temperature of 350 K, a maximum Hertz stress of 1.71 GPa, and a speed of 10000 rpm. Bench rolling element fatigue tests were conducted at ambient temperatures with a bar speed of 12,500 rpm and a maximum Hertz stress of 4.83 GPa. The VIM-VAR M50NiL gears had a surface fatigue life that was 4.5 and 11.5 times that for VIM-VAR and VAR AISI 9310 gears, respectively. The surface fatigue life of the VIM-VAR M50NiL rolling contact bars was 13.2 and 21.6 times that for the VIM-VAR and VAR AISI 9310, respectively. The VIM-VAR M50NiL material was shown to have good resistance to fracture through a fatigue spall and superior fatigue life to both other gears.
Townsend, Dennis P.↗
Rolling-element fatigue life of AMS 5749 corrosion resistant, high temperature bearing steel
The rolling element fatigue lives of AMS 5749 and AISI M-50 were compared in tests run in the five ball fatigue tester and the rolling contact fatigue tester. The effects of double vacuum melting and retained austenite on the life of AMS 5749 were determined in five ball fatigue tests. The double vacuum melting process consisted of induction vacuum melting followed by vacuum arc remelting (VIM-VAR). In the five ball tests, VIM-VAR AMS 5749 gave lives at least six times that of VIM-VAR AISI M-50. Similar tests in the rolling contact fatigue tester showed no significant difference in the lives of the two materials. The rolling element fatigue life of VIM-VAR AMS 5749 was at least 14 times that of vacuum induction melted AMS 5749. A trend toward increased rolling element fatigue life with decreased retained austenite is apparent, but the confidence that all experimental differences are significant is not great.
Parker, R. J.↗
An Examination of Drag Reduction Mechanisms in Marine Animals, with Potential Applications to Uninhabited Aerial Vehicles
Previous engineering research and development has documented the plausibility of applying biomimetic approaches to aerospace engineering. Past cooperation between the Virginia Institute of Marine Science (VIMS) and NASA focused on the drag reduction qualities of the microscale dermal denticles of shark skin. This technology has subsequently been applied to submarines and aircraft. The present study aims to identify and document the three-dimensional geometry of additional macroscale morphologies that potentially confer drag reducing hydrodynamic qualities upon marine animals and which could be applied to enhance the range and endurance of Uninhabited Aerial Vehicles (UAVs). Such morphologies have evolved over eons to maximize organismal energetic efficiency by reducing the energetic input required to maintain cruising speeds in the viscous marine environment. These drag reduction qualities are manifested in several groups of active marine animals commonly encountered by ongoing VIMS research programs: namely sharks, bony fishes such as tunas, and sea turtles. Through spatial data acquired by molding and digital imagery analysis of marine specimens provided by VIMS, NASA aims to construct scale models of these features and to test these potential drag reduction morphologies for application to aircraft design. This report addresses the efforts of VIMS and NASA personnel on this project between January and November 2001.
Musick, John A.↗
Conceptual Model of Quantities, Units, Dimensions, and Values
JPL collaborated with experts from industry and other organizations to develop a conceptual model of quantities, units, dimensions, and values based on the current work of the ISO 80000 committee revising the International System of Units & Quantities based on the International Vocabulary of Metrology (VIM). By providing support for ISO 80000 in SysML via the International Vocabulary of Metrology (VIM), this conceptual model provides, for the first time, a standard-based approach for addressing issues of unit coherence and dimensional analysis into the practice of systems engineering with SysML-based tools. This conceptual model provides support for two kinds of analyses specified in the International Vocabulary of Metrology (VIM): coherence of units as well as of systems of units, and dimension analysis of systems of quantities. To provide a solid and stable foundation, the model for defining quantities, units, dimensions, and values in SysML is explicitly based on the concepts defined in VIM. At the same time, the model library is designed in such a way that extensions to the ISQ (International System of Quantities) and SI Units (Systeme International d Unites) can be represented, as well as any alternative systems of quantities and units. The model library can be used to support SysML user models in various ways. A simple approach is to define and document libraries of reusable systems of units and quantities for reuse across multiple projects, and to link units and quantity kinds from these libraries to Unit and QuantityKind stereotypes defined in SysML user models.
Rouquette, Nicolas F.↗
Voyager Interstellar Mission: Challenges of Flying a Very Old Spacecraft on a Very Long Mission
Two Voyager spacecraft were launched in 1977. After the successful flybys of Jupiter and Saturn by both Voyagers and Uranus and Neptune by Voyager 2, the mission has been extended for another 30 years in search of the transition region between the dominance of the solar energy and interstellar energy. The Voyager Interstellar Mission (VIM) started on January 1, 1990. It can be characterized by several factors including extremely long communication distances, aging hardware, reduced staffing levels and difficulty in obtaining Deep Space Network (DSN) resources necessitated by the increasing distance between the spacecraft and Earth. The mission was redesigned to compensate for such factors while maximizing the science return. After 25 years of VIM and several significant science discoveries, both Voyager spacecraft are still functioning well and the Voyager flight team is preparing for an even longer mission - until the year 2025 and beyond. In order to work around the challenges and to continue the mission even further, the team has been implementing numerous changes, mainly through flight software modifications and hardware reconfiguration. The major drivers for the changes are two-fold: resource constraints (such as decreasing power output and difficulty in obtaining the necessary DSN coverage) and anomalies due to the aging hardware. The majority of changes occur through flight software modifications so the state of the on-board responses is appropriate for the changing space environment and mission phase, and the flight software is compatible in allowing the maximum data gathering. The on-board flight software routines such as baseline sequence, fault protection routines, the High Gain Antenna POINTing to Earth (HPOINT) table, and long-term events table need to be maintained through flight software updates. The changes also occur through hardware reconfiguration such as selecting the backup Hybrid Buffer Interface Circuits (HYBIC) or attitude propulsion thrusters. This paper will describe the challenges of VIM and what has been done to overcome or mitigate those challenges. The primary focus will be the major flight software changes made during VIM and the changes that are in store for the near future in preparation for continuing the extended mission, from the originally projected year of 2020 out to the year 2025 and possibly beyond.
Matsumoto, Sun Kang↗
A Life Study of Ausforged, Standard Forged and Standard Machined AISI M-50 Spur Gears
Tests were conducted at 350 K (170 F) with three groups of 8.9 cm (3.5 in.) pitch diameter spur gears made of vacuum induction melted (VIM) consumable-electrode vacuum-arc melted (VAR), AISI M-50 steel and one group of vacuum-arc remelted (VAR) AISI 9310 steel. The pitting fatigue life of the standard forged and ausforged gears was approximately five times that of the VAR AISI 9310 gears and ten times that of the bending fatigue life of the standard machined VIM-VAR AISI M-50 gears run under identical conditions. There was a slight decrease in the 10-percent life of the ausforged gears from that for the standard forged gears, but the difference is not statistically significant. The standard machined gears failed primarily by gear tooth fracture while the forged and ausforged VIM-VAR AISI M-50 and the VAR AISI 9310 gears failed primarily by surface pitting fatigue. The ausforged gears had a slightly greater tendency to fail by tooth fracture than the standard forged gears.
Townsend, D. P.↗
Endurance and failure characteristics of main-shaft jet engine bearings at 3x10 to the 6th power DN
Groups of thirty 120-mm bore angular contact ball bearings were endurance tested at a speed of 12,000 and 25,000 rpm and a thrust load of 66 721 N. The bearings were manufactured from a single heat of VIM-VAR AISI M-50 steel. At 1.44X1 million and 3.0x1 million DN, 84 483 and 74 800 bearing test hours were accumulated, respectively. Test results were compared with similar bearings made from CVM AISI M-50 steel run under the same conditions. Bearing lives at speeds of 3x1 million DN with the VIM-VAR AISI M-50 steel were nearly equivalent to those obtained at lower speeds. A combined processing and material life factor of 44 was found for VIM-VAR AISI M-50 steel. Continuous running after a spall has occurred at 3.0x1 million DN can result in a destructive fracture of the bearing inner race.
Bamberger, E. N.↗
A life study of ausforged, standard forged, and standard machined AISI M-50 spur gears
Tests were conducted at 350 K with three groups of 8.9 cm pitch diameter spur gears made of vacuum-induction melted (VIM), vacuum-arc remelted (VAR), AISI M-50 steel and one group of vacuum-arc remelted (VAR) AISI 9310 steel. The pitting fatigue life of the standard forged and ausforged gears was approximately five times that of the VAR AISI 9310 gears and ten times that of the bending fatigue life of the standard machined VIM-VAR AISI M-50 gears run under identical conditions. There was a slight decrease in the 10-percent life of the ausforged gears from that for the standard forged gears. However, the difference is not statistically significant. The standard machined gears failed primarily by gear tooth fracture while the forged and ausforged VIM-VAR AISI M-50 and the VAR AISI 9310 gears failed primarily by surface pitting fatigue. The ausforged gears had a slightly greater tendency to fail by tooth fracture than the standard forged gears.
Townsend, D. P.↗
Endurance and failure characteristic of main-shaft jet engine bearing at 3 million DN
Groups of thirty 120-mm bore angular-contact ball bearings were endurance tested at a speed of 12,000 and 25,000 rpm (1.44 million and 3.0 million DN, where DN is the product of the bearing bore in mm and the shaft speed in rpm) and a thrust load of 66,721 N. The bearings were manufactured from a single heat of VIM-VAR AISI M-50 steel. At 1.44 million and 3.0 million DN, 84,483 and 74,800 bearing test hours were accumulated, respectively. Test results were compared with similar bearings made from CVM AISI M-50 steel run under the same conditions. Bearing lives at speeds of 3 million DN with the VIM-VAR AISI M-50 steel were nearly equivalent to those obtained at lower speeds. A combined processing and material life factor of 44 was found for VIM-VAR AISI M-50 steel. Continuous running after a spall has occurred at 3.0 million DN can result in a destructive fracture of the bearing inner race.
Bamberger, E. N.↗
Effect of double vacuum melting and retained austenite on rolling-element fatigue life of AMS 5749 bearing steel
AMS 5749 steel combines the tempering, hot hardness, and hardness retention characteristics of AISI M-50 steel with the corrosion and oxidation resistance of AISI 440C stainless steel. The five-ball fatigue tester was used to evaluate the rolling-element fatigue life of AMS 5749. Double vacuum melting (vacuum induction melting plus vacuum arc remelting, VIM-VAR) produced AMS 5749 material with a rolling-element fatigue life at least 14 times that of vacuum induction melting alone. The VIM-VAR AMS 5749 steel balls gave lives from 6 to 12 times greater than VIM-VAR AISI M-50 steel balls. The highest level of retained austenite, 14.6 percent, was significantly detrimental to rolling-element fatigue life relative to the intermediate level of 11.1 percent.
Parker, R. J.↗
Bearing and gear steels for aerospace applications
Research in metallurgy and processing for bearing and gear steels has resulted in improvements in rolling-element bearing and gear life for aerospace application by a factor of approximately 200 over that obtained in the early 1940's. The selection and specification of a bearing or gear steel is dependent on the integration of multiple metallurgical and physical variables. For most aerospace bearings, through-hardened VIM-VAR AISI M-50 steel is the material of preference. For gears, the preferential material is case-carburized VAR AISI 9310. However, the VAR processing for this material is being replaced by VIM-VAR processing. Since case-carburized VIM-VAR M-50NiL incorporates the desirable qualities of both the AISI M-50 and AISI 9310 materials, optimal life and reliability can be achieved in both bearings and gears with a single steel. Hence, this material offers the promise of a common steel for both bearings and gears for future aerospace applications.
Zaretsky, Erwin V.↗
Space Weathering on Icy Satellites in the Outer Solar System
Space weathering produces well-known optical effects in silicate minerals in the inner Solar System, for example, on the Moon. Space weathering from solar wind and UV (ultraviolet radiation) is expected to be significantly weaker in the outer Solar System simply because intensities are low. However, cosmic rays and micrometeoroid bombardment would be similar to first order. That, combined with the much higher volatility of icy surfaces means there is the potential for space weathering on icy outer Solar System surfaces to show optical effects. The Cassini spacecraft orbiting Saturn is providing evidence for space weathering on icy bodies. The Cassini Visible and Infrared Mapping Spectrometer (VIMS) instrument has spatially mapped satellite surfaces and the rings from 0.35-5 microns and the Ultraviolet Imaging Spectrograph (UVIS) instrument from 0.1 to 0.2 microns. These data have sampled a complex mixing space between H2O ice and non-ice components and they show some common spectral properties. Similarly, spectra of the icy Galilean satellites and satellites in the Uranian system have some commonality in spectral properties with those in the Saturn system. The UV absorber is spectrally similar on many surfaces. VIMS has identified CO2, H2 and trace organics in varying abundances on Saturn's satellites. We postulate that through the spatial relationships of some of these compounds that they are created and destroyed through space weathering effects. For example, the trapped H2 and CO2 observed by VIMS in regions with high concentrations of dark material may in part be space weathering products from the destruction of H2O and organic molecules. The dark material, particularly on Iapetus which has the highest concentration in the Saturn system, is well matched by space-weathered silicates in the .4 to 2.6 micron range, and the spectral shapes closely match those of the most mature lunar soils, another indicator of space weathered material.
Space weathering↗
Organic Molecules On the Surfaces of Iapetus and Phoebe
Absorption bands of both aliphatic and aromatic organic molecules are found in the reflectance spectra of Saturn satellites Iapetus, Phoebe, and Hyperion obtained with the Cassini Visible-Infrared Mapping Spectrometer (VIMS). The VIMS data do not fully resolve the individual bands of C-H functional groups specific to particular molecules, but instead show absorption envelopes representing blended clusters of the bands of aromatic (approximately 3.28 microns) and aliphatic (approximately 3.4 microns) hydrocarbons known in spectra of interstellar dust. In Cruikshank et al. (2014), we matched components of the unresolved hydrocarbon band envelopes with clusters of bands of a range of functional groups in specific types of organic compounds (e.g., normal and N-substituted polycyclic aromatic hydrocarbons, olefins, cycloalkanes, and molecules with lone-pair interactions of N and O with CH3+). In the work reported here, we revisit the spectra of Iapetus and Phoebe using VIMS data processed with improved radiometric and wavelength calibration (denoted RC19). The band envelopes of both aromatic and aliphatic hydrocarbons are now more clearly defined, corroborating the provisional assignment of specific classes of molecules in Cruikshank et al. 2014, but permitting a more reliable quantitative assessment of the relative contributions of those classes, and a revision to the earlier estimate of the ratio of the abundances of aromatic to aliphatic molecules.
Phoeb↗
The Atmospheres of Saturn and Titan in the Near-Infrared: First Results of Cassini/VIMS
The wide spectral coverage and extensive spatial, temporal, and phase-angle mapping capabilities of the Visual Infrared Mapping Spectrometer (VIMS) onboard the Cassini-Huygens Orbiter are producing fundamental new insights into the nature of the atmospheres of Saturn and Titan. For both bodies, VIMS maps over time and solar phase angles provide information for a multitude of atmospheric constituents and aerosol layers, providing new insights into atmospheric structure and dynamical and chemical processes. For Saturn, salient early results include evidence for phosphine depletion in relatively dark and less cloudy belts at temperate and mid-latitudes compared to the relatively bright and cloudier Equatorial Region, consistent with traditional theories of belts being regions of relative downwelling. Additional Saturn results include (1) the mapping of enhanced trace gas absorptions at the south pole, and (2) the first high phase-angle, high-spatial-resolution imagery of CH4 fluorescence. An additional fundamental new result is the first nighttime near-infrared mapping of Saturn, clearly showing discrete meteorological features relatively deep in the atmosphere beneath the planet's sunlit haze and cloud layers, thus revealing a new dynamical regime at depth where vertical dynamics is relatively more important than zonal dynamics in determining cloud morphology. Zonal wind measurements at deeper levels than previously available are achieved by tracking these features over multiple days, thereby providing measurements of zonal wind shears within Saturn's troposphere when compared to cloudtop movements measured in reflected sunlight. For Titan, initial results include (1) the first detection and mapping of thermal emission spectra of CO, CO2, and CH3D on Titan's nightside limb, (2) the mapping of CH4 fluorescence over the dayside bright limb, extending to approximately 750 km altitude, (3) wind measurements of approximately 0.5 ms(exp -1), favoring prograde, from the movement of a persistent (multiple months) south polar cloud near 88 deg S latitude, and (4) the imaging of two transient mid-southern-latitude cloud features.
Cassini Mission↗
Evaluation of the Mechanical Properties of Electroslag Refined Fe-12Ni Alloys
Three Fe-12Ni alloys, individually alloyed with small amounts of V, Ti, and Al, were manufactured through different melting techniques, with special emphasis on electroslag remelting, in order to achieve different levels of metal purity and associated costs. The relative effectiveness of these melting techniques was evaluated from tensile and slow bend fracture toughness behavior at 25 C and -196 C after tempering the test specimens at various temperatures. The best melting procedure was vacuum induction melting (VIM) with or without electroslag remelting (ESR). VIM+ESR is the recommended procedure since ESR provides increased yield of plate product, a reduction of overall manufacturing costs and, depending on the alloy composition, improved tensile and fracture toughness properties.
Bhat, G. K.↗