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NASA NTRS1995

Dynamic neural networks based on-line identification and control of high performance motor drives

In the automated and high-tech industries of the future, there wil be a need for high performance motor drives both in the low-power range and in the high-power range. To meet very straight demands of tracking and regulation in the two quadrants of operation, advanced control technologies are of a considerable interest and need to be developed. In response a dynamics learning control architecture is developed with simultaneous on-line identification and control. the feature of the proposed approach, to efficiently combine the dual task of system identification (learning) and adaptive control of nonlinear motor drives into a single operation is presented. This approach, therefore, not only adapts to uncertainties of the dynamic parameters of the motor drives but also learns about their inherent nonlinearities. In fact, most of the neural networks based adaptive control approaches in use have an identification phase entirely separate from the control phase. Because these approaches separate the identification and control modes, it is not possible to cope with dynamic changes in a controlled process. Extensive simulation studies have been conducted and good performance was observed. The robustness characteristics of neuro-controllers to perform efficiently in a noisy environment is also demonstrated. With this initial success, the principal investigator believes that the proposed approach with the suggested neural structure can be used successfully for the control of high performance motor drives. Two identification and control topologies based on the model reference adaptive control technique are used in this present analysis. No prior knowledge of load dynamics is assumed in either topology while the second topology also assumes no knowledge of the motor parameters.

Rubaai, Ahmed↗

NASA NTRS2004

Implications of Version 8 TOMS and SBUV Data for Long-Term Trend Analysis

Total ozone data from the Total Ozone Mapping Spectrometer (TOMS) and profile/total ozone data from the Solar Backscatter Ultraviolet (SBUV; SBW/2) series of instruments have recently been reprocessed using new retrieval algorithms (referred to as Version 8 for both) and updated calibrations. In this paper, we incorporate the Version 8 data into a TOMS/SBW merged total ozone data set and an S B W merged profile ozone data set. The Total Merged Ozone Data (Total MOD) combines data from multiple TOMS and SBW instruments to form an internally consistent global data set with virtually complete time coverage from October 1978 through December 2003. Calibration differences between instruments are accounted for using external adjustments based on instrument intercomparisons during overlap periods. Previous results showed errors due to aerosol loading and sea glint are significantly reduced in the V8 TOMS retrievals. Using SBW as a transfer standard, calibration differences between V8 Nimbus 7 and Earth Probe TOMS data are approx. 1.3%, suggesting small errors in calibration remain. We will present updated total ozone long-term trends based on the Version 8 data. The Profile Merged Ozone Data (Profile MOD) data set is constructed using data from the SBUV series of instruments. In previous versions, SAGE data were used to establish the long-term external calibration of the combined data set. The SBW Version 8 we assess the V8 profile data through comparisons with SAGE and between SBW instruments in overlap periods. We then construct a consistently-calibrated long term time series. Updated zonal mean trends as a function of altitude and season from the new profile data set will be shown, and uncertainties in determining the best long-term calibration will be discussed.

Frith, Stacey M.↗

NASA NTRS1997

Ultrasonic Studies of Composites Undergoing Thermal and Fatigue Loading

New composite materials possess attractive properties for use in advanced aircraft. A necessary requirement for their introduction into aeronautic use is an accurate understanding of their long term aging processes so that proper design criteria can be established. In order to understand those properties, these composites must be exposed to thermal and load cycles that are characteristic of flight conditions. Additionally, airline companies will require nondestructive evaluation (NDE) methods that can be used in the field to assess the condition of these new materials as they age. As part of an effort to obtain the required information about new composites for aviation use, we are performing ultrasonic measurements both in the NDE laboratory and in the materials testing laboratory at NASA. The materials testing laboratory is equipped with environmental chambers mounted on load frames so that composite samples can be exposed to thermal and loading cycles representative of flight protocols. Applying both temperature and load simultaneously will help to highlight temperature and load interactions during the aging of these composite materials. This study reports on our initial ultrasonic attenuation results from thermoset and thermoplastic composite samples. Ultrasonic attenuation measurements have been used reliably to assess the effects of material degradation. For example, recently, researchers have shown that by using frequencies of ultrasound on the order of 24 MHz, they could obtain adequate contrast in the evaluation of thermal degradation in these composites. This paper will present data that shows results at a lower frequency range. In addition, we report results on the frequency dependence of attenuation as the slope of attenuation with respect to frequency, beta = delta alpha (f) / delta f. The slope of attenuation is an attractive parameter since it is quantitative, yet does not require interface corrections like conventional quantitative attenuation measurements. This is a consequence of the assumption that interface correction terms are frequently independent. Uncertainty in those corrections terms compromises the value of conventional quantitative attenuation data.

Madaras, Eric I.↗

NASA NTRS2008

Assessment of the LC-2 Prelaunch Fatigue Spectra of the CM-to-SM Flange Weld

The pad stay and rollout components of the Ares I-X life cycle can generate cyclic stress oscillations to the vehicle that could initiate and grow fatigue cracks from weld defects. The Ares I-X Project requested that a study be performed to determine if stabilization of the vehicle is required to reduce the stresses that could initiate and grow fatigue cracks at the flange-to-skin weld of the Command Module (CM) and Service Module (SM) interface. A fatigue crack growth analysis was conducted that used loads (LC-2) and stress analyses developed by the Ares I-X Project and utilized material data and analysis methods developed by a critical initial flaw size (CIFS) analysis conducted by NASA Engineering and Safety Center (NESC) for the Upper Stage Simulator (USS) of the Ares I-X vehicle. A full CIFS analysis for the CM-to-SM flange-to-skin weld was not performed because the full flight spectrum was not provided and was not necessary to answer the question posed by the Ares I-X Project. Instead, an approach was developed to determine if the crack growth due to the pad stay and rollout components of the flight spectrum would adversely influence the CIFS. The approach taken used a number of conservative assumptions that eliminated the need for high-fidelity analyses and additional material testing, but still provided a bounding solution for the uncertainties of the problem. The results from this analysis indicate that the LC-2 pad stay and rollout spectrum components would not produce significant fatigue crack growth on the CM-to-SM flange-to-skin weld. Thus, from a fatigue crack growth standpoint, no stabilization is required to reduce the LC-2 pad stay and rollout cyclic stresses on the CM-to-SM flange-to-skin weld.

Dawicke, David S.↗

NASA NTRS2011

Measurement of CPAS Main Parachute Rate of Descent

The Crew Exploration Vehicle Parachute Assembly System (CPAS) is being designed to land the Orion Crew Module (CM) at a safe rate of descent at splashdown. Flight test performance must be measured to a high degree of accuracy to ensure this requirement is met with the most efficient design possible. Although the design includes three CPAS Main parachutes, the requirement is that the system must not exceed 33 ft/s under two Main parachutes, should one of the Main parachutes fail. Therefore, several tests were conducted with clusters of two Mains. All of the steady-state rate of descent data are normalized to standard sea level conditions and checked against the limit. As the Orion design gains weight, the system is approaching this limit to within measurement precision. Parachute "breathing," cluster interactions, and atmospheric anomalies can cause the rate of descent to vary widely and lead to challenges in characterizing parachute terminal performance. An early test had contradictory rate of descent results from optical trajectory and Differential Global Positioning Systems (DGPS). A thorough analysis of the data sources and error propagation was conducted to determine the uncertainty in the trajectory. It was discovered that the Time Space Position Information (TSPI) from the optical tracking provided accurate position data. However, the velocity from TPSI must be computed via numerical differentiation, which is prone to large error. DGPS obtains position through pseudo-range calculations from multiple satellites and velocity through Doppler shift of the carrier frequency. Because the velocity from DGPS is a direct measurement, it is more accurate than TSPI velocity. To remedy the situation, a commercial off-the-shelf product that combines GPS and an Inertial Measurement Unit (IMU) was purchased to significantly improve rate of descent measurements. This had the added benefit of solving GPS dropouts during aircraft extraction. Statistical probability distributions for CPAS Main parachute rate of descent and drag coefficient were computed and plotted. Using test data, a terminal rate of descent at splashdown can be estimated as a function of canopy loading.

Ray, Eric S.↗

NASA NTRS2000

Novel High Gas-Temperature Calibration System Demonstrated

Accurate measurement of high gas temperatures, typically above 1300 K, has always presented challenges to researchers. Thermocouples often perturb the local gas flow and temperature field; they provide indirect information; and at high temperatures, they require large corrections so that actual gas temperatures can be determined. The physical and chemical stability of thermocouples to withstand the thermal loads and reactive environments prevailing at high temperatures naturally limits their life and maximum use temperature. Optical systems have their own drawbacks since accurate results depend on well-characterized emissivity, optical thickness, and gas composition information. These properties are rarely well known, especially in high-temperature, chemically reacting environments. In addition, optical systems usually require independent calibrations, which often involve the use of thermocouples, and hence, suffer from their aforementioned limitations. A new technique developed by researchers at the NASA Glenn Research Center at Lewis Field exploits an abrupt increase in the emittance of optically thin materials at their unique melting temperatures for a direct determination of gas temperature. Pure metallic-oxide fibers, varying in diameter from 60 to 400 mm, have been used in measurements over a temperature range of 2050 to 2700 K. The accuracy and reproducibility of the technique is estimated to be 15 K: that is, within the uncertainty in the melting points of the materials. Other fiber materials with different, but unique, melting points could be used to extend the technique over a larger temperature range.

Gokoglu, Suleyman A.↗

NASA NTRS2015

Mars Ascent Vehicle-First Stage Motor

This project is development effort of a first stage solid motor based on a two-stage solid motor Mars Ascent Vehicle (MAV) design for the robotic Mars Sample Return (MSR) mission (fig. 1). The MSR MAV has been studied for decades and multiple concepts have been shown to meet the mission objectives as posed.1 However, there remains significant uncertainty with the MAV requirements. The sample container and sample cache itself is immature. Additionally, MAV-specific requirements ranging from full three-axis controlled and strict communication requirements to minimal capability concepts are still under consideration. Given the maturity of the overall mission requirements, the MAV has been limited to a large number of parametric analyses and paper studies. Recently, a Jet Propulsion Laboratory study highlighted the flexibility of a two-stage solid motor concept. The MAV itself is driven by the constraints of the Entry, Decent, and Landing (EDL) system. Within the EDL constraints, there is a range of MAV options ranging in complexity from simple spun upper stage options to higher capability three-axis controlled solutions. There are also options to trade the ratio of mission (Delta)V between the first and second stage. Finally, sensitivity studies also indicated that solid motors with a high percentage of off-load flexability only had minor impact on the total system mass over a single point design optimized motor. This flexibility in the first stage motor has allowed NASA to mature the design of the motor beyond parametric analyses and start to address known design challenges of the motor.

Dankanich, John↗

NASA NTRS2011

Ares I-X Flight Test Validation of Control Design Tools in the Frequency-Domain

A major motivation of the Ares I-X flight test program was to Design for Data, in order to maximize the usefulness of the data recorded in support of Ares I modeling and validation of design and analysis tools. The Design for Data effort was intended to enable good post-flight characterizations of the flight control system, the vehicle structural dynamics, and also the aerodynamic characteristics of the vehicle. To extract the necessary data from the system during flight, a set of small predetermined Programmed Test Inputs (PTIs) was injected directly into the TVC signal. These PTIs were designed to excite the necessary vehicle dynamics while exhibiting a minimal impact on loads. The method is similar to common approaches in aircraft flight test programs, but with unique launch vehicle challenges due to rapidly changing states, short duration of flight, a tight flight envelope, and an inability to repeat any test. This paper documents the validation effort of the stability analysis tools to the flight data which was performed by comparing the post-flight calculated frequency response of the vehicle to the frequency response calculated by the stability analysis tools used to design and analyze the preflight models during the control design effort. The comparison between flight day frequency response and stability tool analysis for flight of the simulated vehicle shows good agreement and provides a high level of confidence in the stability analysis tools for use in any future program. This is true for both a nominal model as well as for dispersed analysis, which shows that the flight day frequency response is enveloped by the vehicle s preflight uncertainty models.

Johnson, Matthew↗

NASA NTRS2013

Aerodynamic Characterization of New Parachute Configurations for Low-Density Deceleration

The Low Density Supersonic Decelerator project performed a wind tunnel experiment on the structural design and geometric porosity of various sub-scale parachutes in order to inform the design of the 110ft nominal diameter flight test canopy. Thirteen different parachute configurations, including disk-gap-band, ring sail, disk sail, and star sail canopies, were tested at the National Full-scale Aerodynamics Complex 80- by 120-foot Wind Tunnel at NASA Ames Research Center. Canopy drag load, dynamic pressure, and canopy position data were recorded in order to quantify there lative drag performance and stability of the various canopies. Desirable designs would yield increased drag above the disk-gap-band with similar, or improved, stability characteristics. Ring sail parachutes were tested at geometric porosities ranging from 10% to 22% with most of the porosity taken from the shoulder region near the canopy skirt. The disk sail canopy replaced the rings lot portion of the ring sail canopy with a flat circular disk and wastested at geometric porosities ranging from 9% to 19%. The star sail canopy replaced several ringsail gores with solid gores and was tested at 13% geometric porosity. Two disk sail configurations exhibited desirable properties such as an increase of 6-14% in the tangential force coefficient above the DGB with essentially equivalent stability. However, these data are presented with caveats including the inherent differences between wind tunnel and flight behavior and qualitative uncertainty in the aerodynamic coefficients.

parachute↗

NASA NTRS2012

Development and Calibration of a System-Integrated Rotorcraft Finite Element Model for Impact Scenarios

Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber (DEA) under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. The presence of this energy absorbing device reduced the peak impact acceleration levels by a factor of three. Accelerations and kinematic data collected from the crash tests were compared to a system-integrated finite element model of the test article developed in parallel with the test program. In preparation for the full-scale crash test, a series of sub-scale and MD-500 mass simulator tests were conducted to evaluate the impact performances of various components and subsystems, including new crush tubes and the DEA blocks. Parameters defined for the system-integrated finite element model were determined from these tests. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the full-scale crash test without the DEA. This combination of heuristic and quantitative methods identified modeling deficiencies, evaluated parameter importance, and proposed required model changes. The multidimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and copilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. One lesson learned was that this approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and pretest predictions. Complete crash simulations with validated finite element models can be used to satisfy crash certification requirements, potentially reducing overall development costs.

Annett, Martin S.↗

NASA NTRS2009

Modifying Operating Cycles to Increase Stability in a LITS

The short-term instability in the frequency of a linear-ion-trap frequency standard (LITS) can be reduced by modifying two cycles involved in its operation: (1) the bimodal (bright/dim) cycle of a plasma discharge lamp used for state preparation and detection and (2) a microwave-interrogation cycle. The purpose and effect of the modifications is to enable an increase in the microwave- interrogation cycle time, motivated by the general principle that the short-term uncertainty or instability decreases with increasing microwave-interrogation time. Stated from a slightly different perspective, the effect of modifications is to enable the averaged LITS readings to settle to their longterm stability over a shorter total observation time. The basic principles of a LITS were discussed in several NASA Tech Briefs articles. Here are recapitulated only those items of background information necessary to place the present modifications in context. A LITS includes a microwave local oscillator, the frequency of which is stabilized by comparison with the frequency of a ground-state hyperfine transition of Hg-199(+) ions. In a LITS of the type to which the modifications apply, the comparison involves a combination of optical and micro wave excitation and interrogation of the ions in two collinear ion traps: a quadrupole trap wherein the optical excitation used for state preparation and detection takes place, and a multipole (e.g., 12-pole) trap wherein the microwave interrogation of the clock transition takes place. The ions are initially loaded into the quadrupole trap and are thereafter shuttled between the two traps. This concludes the background information.

Burt, Eric↗

NASA NTRS2012

Quality Control Algorithms for the Kennedy Space Center 50-Megahertz Doppler Radar Wind Profiler Winds Database

This paper presents the process used by the Marshall Space Flight Center Natural Environments Branch (EV44) to quality control (QC) data from the Kennedy Space Center's 50-MHz Doppler Radar Wind Profiler for use in vehicle wind loads and steering commands. The database has been built to mitigate limitations of using the currently archived databases from weather balloons. The DRWP database contains wind measurements from approximately 2.7-18.6 km altitude at roughly five minute intervals for the August 1997 to December 2009 period of record, and the extensive QC process was designed to remove spurious data from various forms of atmospheric and non-atmospheric artifacts. The QC process is largely based on DRWP literature, but two new algorithms have been developed to remove data contaminated by convection and excessive first guess propagations from the Median Filter First Guess Algorithm. In addition to describing the automated and manual QC process in detail, this paper describes the extent of the data retained. Roughly 58% of all possible wind observations exist in the database, with approximately 100 times as many complete profile sets existing relative to the EV44 balloon databases. This increased sample of near-continuous wind profile measurements may help increase launch availability by reducing the uncertainty of wind changes during launch countdown

Barbre, Robert E., Jr.↗

NASA NTRS2018

Characterizing Differences in the Aerosol Plume and Cloud Structure over Ascension Island During the 2016 and 2017 Biomass Burning Seasons

Marine boundary layer clouds, including the transition from stratocumulus to cumulus, are poorly represented in numerical weather prediction and general circulation models. In many cases, the complex physical relationships between marine boundary cloud morphology and the environmental conditions in which the clouds exist are not well understood. Such uncertainties arise in the presence of biomass burning carbonaceous aerosol, as is the case over the southeast Atlantic Ocean. It is likely that the absorbing and heating properties of these aerosols influence the microphysical composition and macrophysical arrangement of marine stratocumulus and trade cumulus in this region; however, this has yet to be quantified. The deployment of the Atmospheric Radiation Measurement Mobile Facility #1 (AMF1) in support of LASIC (Layered Atlantic Smoke Interactions with Clouds) provided a unique opportunity to collect observations of cloud and aerosol properties during two consecutive biomass burning seasons during July through October of 2016 and 2017 over Ascension Island (7.96 S, 14.35 W). Through the use of AMF1 observations, the Modern Era Retrospective Analysis for Research and Applications, version 2 (MERRA-2), and back trajectories from the Hybrid Single-Particle Lagrangian Integrated Trajectory model (HYSPLIT), it will be demonstrated that differences in the atmospheric circulation during the two years result in varying aerosol conditions over Ascension Island. When the aerosol plume is overhead, the aerosol loading is higher during the 2016 season as a result of a weaker subtropical high-pressure system. Furthermore, the aerosol plume originates from central Africa in 2016, but further south in 2017. Contrasts in the season-to-season and day-to-day aerosol loading are used to categorize boundary layer cloud and sub-cloud turbulence measurements above Ascension Island using the AMF1 Doppler lidar and cloud radar.

Collow, Allison B. Marquardt↗

NASA NTRSDate not supplied

The PolCube CubeSat Polarimeter for Earth Science

PolCube is a 12U CubeSat + polarimeter instrument designed by NASA Langley and the Korea Astronomy and Space Science Institute (KASI) for Earth Science. PolCube is based on the PolCam polarimeter onboard the Korean Pathfinder Lunar Observatory (KPLO) that launched in August 2022. The objective of the PolCube instrument is to retrieve detailed fine-mode (pollution and smoke) and coarse-mode (sea-salt and dust) aerosol properties over the ocean for a range of light to heavy aerosol loadings using its polarimetric-imaging capability at multiple angles and wavelengths from 410 − 865 nm. An additional objective is to discriminate aerosols from thin clouds. We quantify the performance of aerosol and ocean remote sensing products from the PolCube polarimeter instrument using the Microphysical Aerosol Properties from Polarimetry (MAPP) remote sensing retrieval algorithm. PolCube’s accurate and high-resolution aerosol-retrieval products will provide unique spatial and temporal coverage of the Earth that can be used synergistically with other instruments, such as the PACE (Plankton, Aerosols, Clouds and Ecosystems) and GEMS (Geostationary Environmental Monitoring Spectrometer) mission to improve air-quality forecasting. We present the PolCube-MAPP retrieval algorithm, which used optimal estimation and artificial intelligence, as well as multiple powerful inherent optical property look-up-tables for the Earth’s aerosol, cloud, and hydrosol particles. We estimate that PolCube can retrieve total aerosol optical depth at 555 nm (AOD555) within ±0.068, fine-mode AOD555 within ±0.078, and fine-mode single-scattering albedo within ±0.036, where all uncertainties are expressed as one standard deviation (1σ).

Snorre Stamnes↗

NASA NTRS2003

Effect of Molding and Machining on Neoflon CTFE M400H Polychlorotrifluoroethylene Rod Stock and Valve Seat Properties

Since 1997 numerous fires have been reported to the Food and Drug Administration involving cylinder valves installed on medical use oxygen cylinders sold and operated within the United States. All of the cylinder valves in question had polychlorotrifluoroethylene (PCTFE) valve seats. Subsequent failure analysis showed that the main seat was the primary source of ignition. A review of the incidents involving cylinder valve fires indicated three possible ignition mechanisms: contaminant promotion, flow friction, and resonance. However, gas purity analysis showed that uncombusted, residual oxygen was within specification. Infrared and energy dispersive spectroscopy further showed that no contaminants or organic compounds were present in the remaining, uncombusted valve seat material or on seat plug surfaces. Therefore, contaminant-promoted ignition did not appear to be responsible for the failures. Observations of extruded material along the outer edge of the coined or loaded seat area produced by cylinder overuse or poppet overload led to concerns that accelerated gas flow across a deformed seat surface could generate enough localized heating to ignite the polymeric seat. Low molecular weight or highly amorphous quick-quenched PCTFE grades might be expected to be especially prone to this type of deformation. Such a failure mechanism has been described as flow friction; however, the corresponding mechanistic parameters are poorly understood. Subsequent revelation of low-temperature dimensional instability by thermomechanical analysis (TMA) in a variety of PCTFE sheet and rod stock samples led to new concerns that PCTFE valve seats could undergo excessive expansion or contraction during service. During expansion, additional extrusion and accompanying flow friction could occur. During contraction, a gap between the seal and adjacent metal surfaces could form. Gas flowing past the gap could, in turn, lead to resonance heating and subsequent ignition as described in ASTM Guide for Evaluation Nonmetallic Materials for Oxygen Service (G 63). Attempts to uncover the origins of the observed dimensional instability were hindered by uncertainties about resin grade, process history, and post-process heat history introduced by machining, annealing, and sample preparation. An approach was therefore taken to monitor property changes before and after processing and machining using a single, well-characterized lot of Neoflon CTFE.1 M400H resin. A task group consisting of the current PCTFE resin supplier, two molders, and four valve seat manufacturers was formed, and phased testing on raw resin, intermediate rod stock, and finished valve seats initiated. The effect of processing and machining on the properties of PCTFE rod stock and oxygen gas cylinder valve seats was then determined. Testing focused on two types of extruded rod stock and one type of compression-molded rod stock. To accommodate valve seat manufacturer preferences for certain rod stock diameters, two representative diameters were used (4.8 mm (0.1875 in.) and 19.1 mm (0.75 in.)). To encompass a variety of possible sealing configurations, seven different valve seat types with unique geometries or machining histories were tested. The properties investigated were dimensional stability as determined by TMA, specific gravity, differential scanning calorimetry (DSC), compressive strength, zero strength time, and intrinsic viscosity. Findings are discussed in the context of polymer structure-process-property relationships whenever possible.

Waller, Jess M.↗

NASA NTRSDate not supplied

The Influence of Material Characterization on Thermal Loads Development and Flight Vehicle Design

The thermal management team faces a significant challenge to meet the aggressive thermal loading associated with hypersonic flight. Design strategies require the involvement of many engineering disciplines, as each must design their respective subsystem and then interface with all remaining subsystems to successfully close the vehicle design space. High fidelity thermal solid models will capture the variation in material properties and the effects of chemical reactions associated with hypersonic flight. Selection of the best materials for the mission will be based upon computational fluid dynamics and thermal modeling results. To enhance the probability for success, it is recommended that frequent communication occur between the thermal modeler and the materials scientist regarding design strategies and modeling assumptions. Early in the design process, lower fidelity modeling will be used to narrow the trade space. As promising designs are found, greater fidelity in the modeling process will be required to address more of the flowfield challenges and the material performance under the prescribed flight profile. The end goal is to select the most technically sound and physically advantageous material for the mission while avoiding overdesigning the vehicle due to modeling or material uncertainties. This presentation seeks to give an overview of the key thermal parameters that are affected through materials engineering, the interactions between a thermal engineer and other disciplines, and an example of the thermal design process, the X-43.

hypersonic↗

NASA NTRS1992

Gravity and the geoid in the Nepal Himalaya

Materials within the Himalaya are rising due to convergence between India and Asia. If the rate of erosion is comparable to the rate of uplift the mean surface elevation will remain constant. Any slight imbalance in these two processes will lead to growth or attrition of the Himalaya. The process of uplift of materials within the Himalaya coupled with surface erosion is similar to the advance of a glacier into a region of melting. If the melting rate exceeds the rate of downhill motion of the glacier then the terminus of the glacier will receed up-valley despite the downhill motion of the bulk of the glacier. Thus although buried rocks, minerals and surface control points in the Himalaya are undoubtably rising, the growth or collapse of the Himalaya depends on the erosion rate which is invisible to geodetic measurements. Erosion rates are currently estimated from suspended sediment loads in rivers in the Himalaya. These typically underestimate the real erosion rate since bed-load is not measured during times of heavy flood, and it is difficult to integrate widely varying suspended load measurements over many years. An alternative way to measure erosion rate is to measure the rate of change of gravity in a region of uplift. If a control point moves vertically it should be accompanied by a reduction in gravity as the point moves away from the Earth's center of mass. There is a difference in the change of gravity between uplift with and without erosion corresponding to the difference between the free-air gradient and the gradient in the acceleration due to gravity caused by a corresponding thickness of rock. Essentially gravity should change precisely in accord with a change in elevation of the point in a free-air gradient if erosion equals uplift rate. We were funded by NASA to undertake a measurement of absolute gravity simultaneously with measurements of GPS height within the Himalaya. Since both absolute gravity and time are known in an absolute sense to 1 part in 10(exp 10) it is possible to estimate gravity with a precision of 0.1 mu gal. Known systematic errors reduce the measurement to an absolute uncertainty of 6 mu gal. The free air gradient at the point of measurement is typically about 3 mu gals/cm. At Simikot where our experiment was conducted we determined a vertical gravity gradient of 4.4 mu gals/cm.

Bilham, Roger↗

NASA NTRS2010

Separation of Lift-Generated Vortex Wakes Into Two Diverging Parts

As part of an ongoing study of the spreading rate of lift-generated vortex wakes, the present investigation considers possible reasons as to why segments of lift-generated wakes sometimes depart from the main part of the wake to move rapidly in either an upward or downward direction. It is assumed that deficiencies or enhancements of the lift carry over across the fuselage-shrouded wing are the driving mechanism for departures of wake-segments. The computations presented first indicate that upwardly departing wake segments that were observed and photographed could have been produced by a deficiency in lift carryover across the fuselage-shrouded part of the wing. Computations made of idealized vortex wakes indicate that upward departure of a wake segment requires a centerline reduction in the span loading of 70% or more, whether the engines are at idle or robust thrust. Similarly, it was found that downward departure of wake segments is produced when the lift over the center part of the wing is enhanced. However, it was also found that downward departures do not occur without the presence of robust engine-exhaust streams (i.e., engines must NOT be at idle). In those cases, downward departures of a wake segment occurs when the centerline value of the loading is enhanced by any amount between about 10% to 100%. Observations of condensation trails indicate that downward departure of wake segments is rare. Upward departures of wake segments appears to be more common but still rare. A study to determine the part of the aircraft that causes wake departures has not been carried out. However, even though departures of wake segments rarely occur, some aircraft do regularly shed these wake structures. If aircraft safety is to be assured to a high degree of reliability, and a solution for eliminating them is not implemented, existing guidelines for the avoidance of vortex wakes [1,3] may need to be broadened to include possible increases in wake sizes caused by vertical departures of wake segments. Further study may indicate that it is not possible to modify existing aircraft enough to prevent wake departures. Wake-avoidance guidelines must then be adjusted to provide the desired degree of safety. It appears that steps to avoid upwardly moving wake segments have already been incorporated into the avoidance procedures used for aircraft on approach to runways at the Frankfurt Airport [6,7]. The uncertainty in the prospects for compromises in flight safety caused by rapidly upwardly or downwardly moving wake segments suggest that it be specified that aircraft do not fly above or below each other during operations in the airport vicinity where aircraft are likely to be closely spaced [20].

Rossow, Vernon J.↗