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Acoustic liners for aircraft noise reduction include one or more chambers that are configured to provide a pressure-release surface such that the engine noise generation process is inhibited and/or absorb sound by converting the sound into heat energy. The size and shape of the chambers can be selected to inhibit the noise generation process and/or absorb sound at selected frequencies.
Lunar lander descent engines produce plume-surface interactions (PSI) effect that can generate high-speed regolith ejecta which can pose a risk to surface and orbital assets. The physics of plume-surface interactions during the descent and landing of a lunar lander depends on the gas permeability of the lunar surface regolith. This presentation will discuss gas permeability measurements that have been performed at NASA Kennedy Space Center to help inform the development of plume-surface interaction models and large-scale PSI ground tests. Results will be presented of gas permeability measurements for lunar regolith simulants that were conducted under vacuum conditions as a function of the granular mineral material's mass density, compaction, and water content.
Two sensitivity studies were performed to examine the drop in radiator heat rejection from slopes. Study #1 used a 5.5m tall reduced order asset to represent a small-lander/rover. Study #2 used a 20m asset represent a tall lander. The assets had body mounted horizontal, 45º inward-tilted, and vertical radiator orientations. The impact of slopes on different radiator orientations and on radiators pointing different directions (i.e., slope verses sun) was investigated. The studies were conducted at a polar location of -82.5ºS to capture the incident solar flux at the northmost, and therefore the hottest, range of potential Artemis landing sites (Mons Mouton Plateau).
Thruster plume impingement on a surface comprised of small, loose particles may cause blast ejecta to be spread over a large area and possibly cause damage to the vehicle. For this reason it is important to study the effects of plume impingement and crater formation on surfaces like those found on the moon. Lunar soil, also known as regolith, is made up of fine granular particles on the order of 100 microns.i Whenever a vehicle lifts-off from such a surface, the exhaust plume from the main engine will cause the formation of a crater. This crater formation may cause laterally ejected mass to be deflected and possibly damage the vehicle. This study is a first attempt at analyzing the dynamics of crater formation due to thruster exhaust plume impingement during liftoff from the moon. Though soil erosion on the lunar surface is not considered, this study aims at examining the evolution of the shear stress along the lunar surface as the engine fires. The location of the regions of high shear stress will determine where the crater begins to form and will lend insight into how big the crater will be. This information will help determine the probability that something will strike the vehicle. The final sections of this report discuss a novel method for studying this problem that uses a volume of fluid (VOF)ii method to track the movement of both the exhaust plume and the eroding surface.
This paper discusses the NASA Ground, Test, and Surface Systems Taxonomy (TX-13) related capability gaps, including details of architecture, technology, engineering, and policy gaps for enabling sustainable lunar surface operations and subsequent Mars missions. Architecture gaps include standardized architectures and interfaces, multi-element systems engineering and integration, design for supportability, and nuclear payload processing and launch approach. Technology gaps, primarily focused on uncrewed surface operations, include automated/autonomous cryogenic loading, transfer, servicing, and storage of commodities; health determination and fault management; automated/autonomous planning and scheduling; automated/autonomous inspection, maintenance and repair; logistics management and reliability; launch and landing site preparation; commodity management; and advanced umbilicals and dust tolerant interfaces. Engineering gaps include high-purity propellant production for ground and surface applications and large-scale xenon servicing capabilities. The policy gap includes nuclear propulsion acceptance testing and qualification approach. Strategically identifying human/automation roles and tasks and infusing automation and autonomy practices early in a system’s lifecycle is essential for achieving the mission objectives for a sustainable human lunar presence, improving performance and mission effectiveness, reducing operations costs and reliance on humans to perform tasks, and accommodating ground communication delays.
Advanced environmental barrier coatings will play an increasingly important role in future gas turbine engines because of their ability to protect emerging light-weight SiC/SiC ceramic matrix composite (CMC) engine components, further raising engine operating temperatures and performance. Because the environmental barrier coating systems are critical to the performance, reliability and durability of these hot-section ceramic engine components, a prime-reliant coating system along with established life design methodology are required for the hot-section ceramic component insertion into engine service. In this paper, we have first summarized some observations of high temperature, high-heat-flux environmental degradation and failure mechanisms of environmental barrier coating systems in laboratory simulated engine environment tests. In particular, the coating surface cracking morphologies and associated subsequent delamination mechanisms under the engine level high-heat-flux, combustion steam, and mechanical creep and fatigue loading conditions will be discussed. The EBC compostion and archtechture improvements based on advanced high heat flux environmental testing, and the modeling advances based on the integrated Finite Element Analysis Micromechanics Analysis Code/Ceramics Analysis and Reliability Evaluation of Structures (FEAMAC/CARES) program will also be highlighted. The stochastic progressive damage simulation successfully predicts mud flat damage pattern in EBCs on coated 3-D specimens, and a 2-D model of through-the-thickness cross-section. A 2-parameter Weibull distribution was assumed in characterizing the coating layer stochastic strength response and the formation of damage was therefore modeled. The damage initiation and coalescence into progressively smaller mudflat crack cells was demonstrated. A coating life prediction framework may be realized by examining the surface crack initiation and delamination propagation in conjunction with environmental degradation under high-heat-flux and environment load test conditions.
Modern aircraft design often puts the engine exhaust in close proximity to the airframe surfaces. Aircraft noise prediction tools must continue to develop in order to meet the challenges these aircraft present. The Jet-Surface Interaction Tests have been conducted to provide a comprehensive quality set of experimental data suitable for development and validation of these exhaust noise prediction methods. Flow measurements have been acquired using streamwise and cross-stream particle image velocimetry (PIV) and fluctuating surface pressure data acquired using flush mounted pressure transducers near the surface trailing edge. These data combined with previously reported far-field and phased array noise measurements represent the first step toward the experimental data base. These flow data are particularly applicable to development of noise prediction methods which rely on computational fluid dynamics to uncover the flow physics. A representative sample of the large flow data set acquired is presented here to show how a surface near a jet affects the turbulent kinetic energy in the plume, the spatial relationship between the jet plume and surface needed to generate surface trailing-edge noise, and differences between heated and unheated jet flows with respect to surfaces.
Lunar regolith is ejected from the impingement points of descent engine plumes. Such particles pose potential risks to surface operations, sites of scientific and historical interest, and orbiting spacecraft. Consequently, determining the resultant trajectories of these particles is necessary in order to estimate and mitigate risk. Here we present the ranges, impact latitudes, times of flight, and maximum altitudes for particles accelerated by a plume surface interaction at the lunar south pole. Using launch angles determined from observations and simulations, and for velocities <1:6 km/s, particles pose little risk. However, above 1:6 km/s the risks increase, and the results become highly sensitive to the initial angle. In addition, gravitational and non-gravitational processes will introduce perturbations to high-velocity trajectories resulting in a reduction in precision. Therefore, while local topography or artificial berms may mitigate trajectories with low initial angles, it remains important to place tight constraints on the potential launch angles of particles accelerated by plume surface interactions through simulations and experimentation. If these angles are indeed constrained to within a few degrees of the horizon, the risks posed by accelerated regolith particles at any velocity will be minimal.
In addition to a better understanding of the geological evolution of Mars, new techniques for processing available data have emerged, new data have been acquired, and the engineering approaches for placing spacecraft on the surface have evolved. Selection of the Mars Pathfinder landing site must take these issues into account, along with mission constraints. An advantage of Mars Pathfinder is the rover for sampling surface materials over a range of tens of meters. However, engineering constraints and the limited scientific payload of this mission require new approaches for landing site selection. One approach is to select sites exhibiting a wide variety of rocks near the lander. An alternative approach is to select sites in which the regional geology consists of a single rock type representing a key datum for the geological study of Mars, and is uniformly distributed within the landing ellipse.
It is difficult to find definitive evidence for impact in the geological record because there are many endogenous geological processes that can produce diamictites similar to those generated by impact ejecta. The classic impact criteria of shock fabrics in certain minerals, and iridium layers, for example, may be either difficult to find, or long-since erased from the impact site (shock fabrics also anneal with time). It is important to be able to recognize impact-generated materials in order to understand earth's crustal development and biological evolution. In future exploration of Mars and other solar-system bodies, recognition of impact materials will be important for elucidating planetary evolution, planetary volatile inventories, and exobiological issues. The cobble depicted is typical of many that have been found in diamictite deposits in Belize generated by the Chicxulub K-T impact event. The pebbles are roughly-hewn in general shape with smoothed corners and edges. Surfaces are almost uniformly frosted (on both protuberances and hollows), but some asperities are glazed. Optical microscopy and thin-section petrographic microscopy reveal the frosting to be only a few microns thick, with a well-defined granular structure; grains are the same size as those composing the bulk of the limestone, but their clearer appearance may represent annealing. One or two adjacent pebble faces are often decorated with striated gouges and closely-spaced hemispherical depressions representing indentation hollows produced by well-rounded impacting clasts of up to 0.5 cm in diameter. Some of the impactors are still embedded in the cobble surface. Non-destructive x-ray diffraction techniques showed the impactors to be of the same mineralogy as the target cobble. We believe this unusual glazing and frosting to be related to the impact event, but this must be reconciled with its survival for over 60 my. since it is composed of one of the most alterable substances, CaCO3. We focus, however, on the non-fractured rounded pebbles that appear to have impacted the larger cobble as a swarm of clasts, probably encountered during ballistic flight. It cannot be defined whether the cobble swept through the pebble cloud, or the pebbles rained upon a slowermoving cobble. Two interesting questions arise: (1) Where did large numbers of such well rounded pebbles come from in the ejecta curtain?, and (2) How did they embed themselves in a nominally brittle rock without suffering damage? Are the well-rounded pebbles crystalline (devitrified) melt spherules? Further investigations are in progress. If the cobble was cold and brittle, impact of well-rounded pebbles would have produced Hertzian fracture patterns (a) in the virtually elastically isotropic cobble target. For penetration depths of about 0.5 of the impactor diameter, the pebbles would require a relative impact velocity sufficient to cause pebble fragmentation and crushing, and the development of a complex Hertzian-Boussinesq fracture field (b) involving deep fracturing and lateral surface spalling (impact velocities > 50 m/s). The existing relationship could only evolve by the impact of cold, hard pebbles into a soft, plastic cobble surface (c). For limestone to have been plastic, it must have been at elevated temperature, but to prevent calcification of the material, the ambient pressure must also have been elevated. This would be possible either in the impact's gas plume, or within the confines of a thin aerodynamically-produced shock bow generated by supersonic ballistic motion of the cobble. In the latter case, it is implied that the cobble swept through the pebbles rather than vice-versa. Although there are high T-P conditions associated with volcanism, such textures have not been reported on volcaniclastic materials, nor from other high T-P environments; e.g., metamorphic (as far as the authors are aware). We propose that this very easily recognizable embedding and indentation surface texture can be used as a diagnostic criterion for the recognition of impact ejecta. The term "peening texture" is suggested, because it is absolutely analogous to the plastic-deformation induced, metal-surface textures generated by ball-bearing bombardment used in engineering metallurgy to work-harden metal surfaces. Additional information is contained in the original (Figures).
Propulsion Controlled Aircraft (PCA) systems are digital electronic control systems undergoing development to provide limited maneuvering ability through variations of individual engine thrusts in multiple-engine airplanes. Provide landing capability when control surfaces inoperable. Incorporated on existing and future airplanes that include digital engine controls, digital flight controls, and digital data buses, adding no weight for additional hardware to airplane. Possible to handle total failure of hydraulic system, depending on how surfaces respond to loss of hydraulic pressure, and broken control cables or linkages. Future airplanes incorporate data from Global Positioning System for guidance to any suitable emergency runway in world.
An aircraft system noise study is presented for the Blended-Wing-Body (BWB) aircraft concept with three open rotor engines mounted on the upper surface of the airframe. It is shown that for such an aircraft, the cumulative Effective Perceived Noise Level (EPNL) is about 24 dB below the current aircraft noise regulations of Stage 4. While this makes the design acoustically viable in meeting the regulatory requirements, even with the consideration of more stringent noise regulations of a possible Stage 5 in the next decade or so, the design will likely meet stiff competitions from aircraft with turbofan engines. It is shown that the noise levels of the BWB design are held up by the inherently high noise levels of the open rotor engines and the limitation on the shielding benefit due to the practical design constraint on the engine location. Furthermore, it is shown that the BWB design has high levels of noise from the main landing gear, due to their exposure to high speed flow at the junction between the center body and outer wing. These are also the reasons why this baseline BWB design does not meet the NASA N+2 noise goal of 42 dB below Stage 4. To identify approaches that may further reduce noise, parametric studies are also presented, including variations in engine location, vertical tail and elevon variations, and airframe surface acoustic liner treatment effect. These have the potential to further reduce noise but they are only at the conceptual stage.
The Mars Reconnaissance Orbiter (MRO) continues its dual-mode mission of scientific exploration and programmatic support. Now in its 13th year of flight (and its 12th year in its low-altitude, sun-synchronous orbit around Mars), the spacecraft continues in its normal flight mode and its science instruments continue to acquire a treasure trove of data which is being used to study the Martian environment (surface, sub-surface, and atmosphere). To date (July 2018), more than 333 TB of scientific data have been returned to Earth. Building onto the 2017 IAC paper: “The Mars Reconnaissance Orbiter Mission: Continuing a Record of Exploration from Mars Orbit,” [1] this paper provides a 2018 status update on the MRO Mission. A signature event since the 2017 writing is the onset and evolution of a planet-encircling dust event (PEDE), the first such event since 2007. Additional recent science highlights for MRO include the discovery of mid-latitude ice cliffs, polar cap characterization, daily global mapping of the 2018 PEDE dust activity and the atmospheric thermal response, further characterization of the tantalizing recurring slope lineae (RSL), and continued detection of surface changes. Programmatically, UHF relay support for the Mars Science Laboratory (MSL) rover Curiosity and the Mars Exploration Rover (MER) rover Opportunity continues at a pace that provides the engineers and scientists operating those surface vehicles timely information to support their mission planning and science analysis. Most of the landing site characterization requests for the NASA Mars 2020 rover and the ESA ExoMars Rover/Surface Platform (RSP) missions have been completed, with final acquisitions delayed due to the obscuring dust haze from the current PEDE. In parallel, the flight team has faced new engineering challenges as the spacecraft has aged. The team has developed and is implementing actions that are aimed at stretching spacecraft battery life. A new all-stellar capability using the spacecraft’s star trackers now allows for normal spacecraft operations without IMUs. In addition to its current relay duties, MRO will be synchronized to provide critical communications support for the InSight Entry, Descent, and Landing (EDL) event on November 26, 2018, and will be readied to support InSight’s critical commissioning phase with UHF relay support and environmental characterization. A new split-pass relay capability has been developed which will allow MRO to relay with two surface vehicles in “close proximity” on the same overflight, i.e. the InSight lander and the Curiosity rover. Extended for another year of operations by NASA, this paper will highlight recent scientific progress and describe actions that will extend MRO’s life well into the 2020’s as a key element of the Mars Exploration Program.
Flow turning parameters, static pressures, surface temperatures, surface fluctuating pressures and acceleration levels were measured in the environment of a full-scale upper surface blowing (USB) propulsive lift test configuration. The test components included a flightworthy CF6-50D engine, nacelle, and USB flap assembly utilized in conjunction with ground verification testing of the USAF YC-14 Advanced Medium STOL Transport propulsion system. Results, based on a preliminary analysis of the data, generally show reasonable agreement with predicted levels based on model data. However, additional detailed analysis is required to confirm the preliminary evaluation, to help delineate certain discrepancies with model data, and to establish a basis for future flight test comparisons.
Recently, the concept of the application of hybrid laminar flow to modern commercial transport aircraft was successfully flight tested on a Boeing 757 aircraft. In this limited demonstration, in which only part of the upper surface of the swept wing was designed for the attainment of laminar flow, significant local drag reduction was measured. This paper addresses the potential application of this technology to laminarize the external surface of large, modern turbofan engine nacelles which may comprise as much as 5-10 percent of the total wetted area of future commercial transports. A hybrid-laminar-flow-control (HLFC) pressure distribution is specified and the corresponding nacelle geometry is computed utilizing a predictor/corrector design method. Linear stability calculations are conducted to provide predictions of the extent of the laminar boundary layer. Performance studies are presented to determine potential benefits in terms of reduced fuel consumption.
Flow turning parameters, static pressures, surface temperatures, surface fluctuating pressures and acceleration levels were measured in the environment of a full-scale upper surface blowing (USB) propulsive-lift test configuration. The test components included a flightworthy CF6-50D engine, nacelle and USB flap assembly utilized in conjunction with ground verification testing of the USAF YC-14 Advanced Medium STOL Transport propulsion system. Results, based on a preliminary analysis of the data, generally show reasonable agreement with predicted levels based on model data. However, additional detailed analysis is required to confirm the preliminary evaluation, to help delineate certain discrepancies with model data and to establish a basis for future flight test comparisons.
The Surface Attitude Positioning and Pointing (SAPP) subsystem of the Mars Perseverance rover keeps track of the rover’s position and attitude on the surface of Mars. The SAPP Downlink Engineering Operations team members receive data from the rover on a daily basis. They must interpret the data to make sure the rover is staying safe and to support uplink planning. The SAPP team keeps track of the error growth in the rover’s attitude estimate due to noise in the Rover Inertial Measurement Unit’s (RIMU) gyroscopes used to propagate that attitude estimate whenever the rover is moving. Whenever this error grows to a particular threshold, SAPP is responsible for updating the onboard attitude knowledge using the RIMU’s accelerometers to estimate rover roll and pitch and sun imaging to estimate rover yaw, thereby reducing this attitude estimation error. Accurate attitude estimation is required so that the rover can successfully point its High Gain Antenna (HGA) to receive information from Earth and as a backup to the Mars orbiters used for sending data from the rover to Earth, point instruments on its Remote Sensing Mast (RSM), and support safe movement and placement of instruments by the rover’s ARM relative to the Martian surface. The Mars 2020 Engineering Operations team has been working to increase the operational efficiency of the mission and eventually move to a five-hour timeline for daily operations. In pursuit of this goal, the SAPP Engineering Operations team has automated their downlink process by developing a centralized Jupyter notebook to analyze the data received daily from the rover. The SAPP downlink Jupyter notebook automatically collects the data relevant to the SAPP subsystem and visualizes this information in plots and tables that can be easily read by downlink operators to aid them in assessing the status of the subsystem. Various Application Programming Interfaces (APIs) have been incorporated into the downlink daily notebook to automate the collection and posting of data, such as gathering and posting data products to the cloud. The SAPP team has also developed a SAPP downlink software library that includes functions to aid the notebook in processing data. In addition to assessing the SAPP subsystem on a daily basis, operators need to assess the long-term trending behavior of the subsystem over time. An automated trending process has been developed to collect information from the daily notebooks in order to plot and analyze that data in a centralized place. These daily and trending processes have expedited the SAPP downlink assessment and laid the groundwork to completely automate the SAPP downlink process so that SAPP operators are unnecessary unless something unexpected occurs. This paper will provide an overview of the functions that the SAPP subsystem carries out on a daily basis, and will then dive into the automations that have been developed for daily and trending downlink assessment. An assessment of the downlink efficiency will be provided, along with a summary of lessons learned and work to go. Finally, the authors will discuss how these types of automated spacecraft health assessments could be more broadly used within mission operations.
This paper describes two thermal design improvements for 30 kWe arcjet engines. A ZrB2 high temperature coating was used to increase the surface emissivity of the nozzle radiating surface, enabling lower temperature operation, which should lead to longer nozzle life. The ZrB2-coated engine operated about 120 C cooler than the uncoated baseline engine indicating a 30 percent increase in the surface emissivity. Additionally, a new engine design which has fewer active seals than previous designs and operates at lower overall component temperatures is described in detail. The nozzle on the new engine operated at a temperature of 1950 C at 30 kWe while the baseline engine nozzle reached 2000 C at 23 kWe. In addition, the back of the new engine was more than a factor of two cooler when compared to the baseline engine.