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NASA NTRS1992

Casein kinase II protein kinase is bound to lamina-matrix and phosphorylates lamin-like protein in isolated pea nuclei

A casein kinase II (CK II)-like protein kinase was identified and partially isolated from a purified envelope-matrix fraction of pea (Pisum sativum L.) nuclei. When [gamma-32P]ATP was directly added to the envelope-matrix preparation, the three most heavily labeled protein bands had molecular masses near 71, 48, and 46 kDa. Protein kinases were removed from the preparation by sequential extraction with Triton X-100, EGTA, 0.3 M NaCl, and a pH 10.5 buffer, but an active kinase still remained bound to the remaining lamina-matrix fraction after these treatments. This kinase had properties resembling CK II kinases previously characterized from animal and plant sources: it preferred casein as an artificial substrate, could use GTP as efficiently as ATP as the phosphoryl donor, was stimulated by spermine, was calcium independent, and had a catalytic subunit of 36 kDa. Some animal and plant CK II kinases have regulatory subunits near 29 kDa, and a lamina-matrix-bound protein of this molecular mass was recognized on immunoblot by anti-Drosophila CK II polyclonal antibodies. Also found associated with the envelope-matrix fraction of pea nuclei were p34cdc2-like and Ca(2+)-dependent protein kinases, but their properties could not account for the protein kinase activity bound to the lamina. The 71-kDa substrate of the CK II-like kinase was lamin A-like, both in its molecular mass and in its cross-reactivity with anti-intermediate filament antibodies. Lamin phosphorylation is considered a crucial early step in the entry of cells into mitosis, so lamina-bound CK II kinases may be important control points for cellular proliferation.

NASA Discipline Plant Biology↗

NASA NTRS2005

A Survey of Large Molecules toward the Protoplanetary Nebula CRL 61 8

We present the results of our survey toward the protoplanetary nebula CRL 618 for several large, highly saturated, oxygen bearing organic molecules of biological importance including acetaldehyde (CH3CHO), acetic acid (CH3OOH), dimethyl ether (CH3OCH3), ethanol (CH3CH2OH), formic acid (HCOOH) and methyl formate (HCOOCH3); large carbon chain molecules including methyl cyanide (CH3CN) , methylcyanoacetylene (CH3C3N), cyanoacetylene (HC3N), cyanodiacetylene (HC5N), and C6H; and finally smaller molecules including SO-34, SO2, O(C-34)S and MgNC. No biologically important organic molecules were detected. However, we report the first interferometric detections of CH3CN and vibrationally excited HC3N and HC5N toward this source. The temperature and distribution of CH3CN toward CRL 618 indicates it is formed in the outer envelope surrounding the UC HII region. Furthermore, the P-Cygni line profile and corresponding channel maps of vibrationally excited HC5N supports its distribution in the extended envelope expanding radially from the central star. The detection of vibrationally excited HC3N confirmed the temperature structure and column density of HC3N in the inner envelope found by Wyrowski and colleagues (2003). Finally, our observations clearly indicate that CRL 618 is a good source of large carbon chain species but is a very poor source to detect or produce organic species of biological importance.

Remijan, Anthony J.↗

NASA NTRS2005

Inductive Learning Approaches for Improving Pilot Awareness of Aircraft Faults

Neural network flight controllers are able to accommodate a variety of aircraft control surface faults without detectable degradation of aircraft handling qualities. Under some faults, however, the effective flight envelope is reduced; this can lead to unexpected behavior if a pilot performs an action that exceeds the remaining control authority of the damaged aircraft. The goal of our work is to increase the pilot s situational awareness by informing him of the type of damage and resulting reduction in flight envelope. Our methodology integrates two inductive learning systems with novel visualization techniques. One learning system, the Inductive Monitoring System (IMS), learns to detect when a simulation includes faulty controls, while two others, Inductive Classification System (INCLASS) and multiple binary decision tree system (utilizing C4.5), determine the type of fault. In off-line training using only non-failure data, IMS constructs a characterization of nominal flight control performance based on control signals issued by the neural net flight controller. This characterization can be used to determine the degree of control augmentation required in the pitch, roll, and yaw command channels to counteract control surface failures. This derived information is typically sufficient to distinguish between the various control surface failures and is used to train both INCLASS and C4.5. Using data from failed control surface flight simulations, INCLASS and C4.5 independently discover and amplify features in IMS results that can be used to differentiate each distinct control surface failure situation. In real-time flight simulations, distinguishing features learned during training are used to classify control surface failures. Knowledge about the type of failure can be used by an additional automated system to alter its approach for planning tactical and strategic maneuvers. The knowledge can also be used directly to increase the pilot s situational awareness and inform manual maneuver decisions. Our multi-modal display of this information provides speech output to issue control surface failure warnings to a lesser-used communication channel and provides graphical displays with pilot-selectable !eve!s of details to issues additional information about the failure. We also describe a potential presentation for flight envelope reduction that can be viewed separately or integrated with an existing attitude indicator instrument. Preliminary results suggest that the inductive approach is capable of detecting that a control surface has failed and determining the type of fault. Furthermore, preliminary evaluations suggest that the interface discloses a concise summary of this information to the pilot.

Spikovska, Lilly↗

NASA NTRS2006

Closed-Loop Evaluation of an Integrated Failure Identification and Fault Tolerant Control System for a Transport Aircraft

Formal robustness analysis of aircraft control upset prevention and recovery systems could play an important role in their validation and ultimate certification. Such systems developed for failure detection, identification, and reconfiguration, as well as upset recovery, need to be evaluated over broad regions of the flight envelope or under extreme flight conditions, and should include various sources of uncertainty. To apply formal robustness analysis, formulation of linear fractional transformation (LFT) models of complex parameter-dependent systems is required, which represent system uncertainty due to parameter uncertainty and actuator faults. This paper describes a detailed LFT model formulation procedure from the nonlinear model of a transport aircraft by using a preliminary LFT modeling software tool developed at the NASA Langley Research Center, which utilizes a matrix-based computational approach. The closed-loop system is evaluated over the entire flight envelope based on the generated LFT model which can cover nonlinear dynamics. The robustness analysis results of the closed-loop fault tolerant control system of a transport aircraft are presented. A reliable flight envelope (safe flight regime) is also calculated from the robust performance analysis results, over which the closed-loop system can achieve the desired performance of command tracking and failure detection.

Shin, Jong-Yeob↗

NASA NTRS2007

The Spectropolarimetric Evolution of V838 Mon

I review photo-polarimetric and spectropolarimetric observations of V838 Mon, which revealed that it had an asymmetrical inner circumstellar envelope following its 2nd photometric outburst. Electron scattering, modified by preor post-scattering H absorption, is the polarizing mechanism in V838 Mon's envelope. The simplest geometry implied by these observations is that of a spheroidal shell, flattened by at least 20% and having a projected position angle on the sky of approx. 37 degrees. Analysis of V838 Mon's polarized flux reveals that this electron scattering shell lies interior to the envelope region in which Halpha and Ca II triplet emission originates. To date, none of the theoretical models proposed for V838 Mon have demonstrated that they can reproduce the evolution of V838 Mon's inner circumstellar environment, as probed by spectropolarimetry.

Wisniewski, John P.↗

NASA NTRS2004

EXPRESS Pallet Payload Interface Requirements

A viewgraph presentation describing the EXPRESS Pallet Space Station payload interface requirements is shown. The topics include: 1) External Payload Sites; 2) EXPRESS Pallet with Six Payload Envelopes; 3) EXPRESS Pallet in Payload Bay Representative Layout; 4) EXPRESS Pallet Installation SSRMS positions pallet for PAS mating on S3 truss; 5) EXPRESS Pallet Major Components; 6) EXPRESS Pallet Adapter; 7) EXPRESS Pallet Center Location Payload Envelope; 8) Envelope Restriction for EXPRESS Pallet Corner Payload Locations; 9) EXPRESS Pallet-PAS Truss Configuration; and 10) EXPRESS Pallet Payload Services and Specifications.

Holt, Alan C.↗

NASA NTRS2006

The Spectropolarimetric Evolution of V838 Monocerotis

I review photo-polarimetric and spectropolarimetric observations of V838 Mon, which revealed that it had an asymmetrical inner circumstellar envelope following its 2nd photometric outburst. Electron scattering, modified by pre- or post-scattering H absorption, is the polarizing mechanism in V838 Mon's envelope. The simplest geometry implied by these observations is that of a spheroidal shell, flattened by at least 10% and having a projected position angle on the sky of approx.37deg. Analysis of V838 Mon's polarized flux reveals that this electron scattering shell lies interior to the envelope region in which Ha and Ca I1 triplet emission originates. To date, none of the theoretical models proposed for V838 Mon have demonstrated that they can reproduce the evolution of V838 Mon's inner circumstellar environment, as probed by spectropolarimetry.

Wisniewski, John P.↗

NASA NTRS2009

An Analysis of Rocket Propulsion Testing Costs

The primary mission at NASA Stennis Space Center (SSC) is rocket propulsion testing. Such testing is generally performed within two arenas: (1) Production testing for certification and acceptance, and (2) Developmental testing for prototype or experimental purposes. The customer base consists of NASA programs, DOD programs, and commercial programs. Resources in place to perform on-site testing include both civil servants and contractor personnel, hardware and software including data acquisition and control, and 6 test stands with a total of 14 test positions/cells. For several business reasons there is the need to augment understanding of the test costs for all the various types of test campaigns. Historical propulsion test data was evaluated and analyzed in many different ways with the intent to find any correlation or statistics that could help produce more reliable and accurate cost estimates and projections. The analytical efforts included timeline trends, statistical curve fitting, average cost per test, cost per test second, test cost timeline, and test cost envelopes. Further, the analytical effort includes examining the test cost from the perspective of thrust level and test article characteristics. Some of the analytical approaches did not produce evidence strong enough for further analysis. Some other analytical approaches yield promising results and are candidates for further development and focused study. Information was organized for into its elements: a Project Profile, Test Cost Timeline, and Cost Envelope. The Project Profile is a snap shot of the project life cycle on a timeline fashion, which includes various statistical analyses. The Test Cost Timeline shows the cumulative average test cost, for each project, at each month where there was test activity. The Test Cost Envelope shows a range of cost for a given number of test(s). The supporting information upon which this study was performed came from diverse sources and thus it was necessary to build several intermediate databases in order to understand, validate, and manipulate data. These intermediate databases (validated historical account of schedule, test activity, and cost) by themselves are of great value and utility. For example, for the Project Profile, we were able to merged schedule, cost, and test activity. This kind of historical account conveys important information about sequence of events, lead time, and opportunities for improvement in future propulsion test projects. The Product Requirement Document (PRD) file is a collection of data extracted from each project PRD (technical characteristics, test requirements, and projection of cost, schedule, and test activity). This information could help expedite the development of future PRD (or equivalent document) on similar projects, and could also, when compared to the actual results, help improve projections around cost and schedule. Also, this file can be sorted by the parameter of interest to perform a visual review of potential common themes or trends. The process of searching, collecting, and validating propulsion test data encountered a lot of difficulties which then led to a set of recommendations for improvement in order to facilitate future data gathering and analysis.

Ramirez-Pagan, Carmen P.↗

NASA NTRS1946

An Analytical Investigation of the Heat Losses from a U.S. Navy K-Type Airship

The heat losses from the envelope surface of a U.S. Navy K-type airship are evaluated to determine if the use of heat is a feasible means of preventing ice and snow accumulations on lighter-than-air craft during flight and when moored uncovered. Consideration is given to heat losses in clear air (no liquid water present in the atmosphere) and in probable conditions of icing and snow. The results of the analysis indicate that the amount of heat required in flight to raise the surface temperature of the entire envelope to the extent considered adequate for ice protection, based on experience with tests of heavier-than-air craft, is very large. Existing types of heating equipment which could be used to supply this quantity of heat would probably be too bulky and heavy to provide a practical flight installation. The heat requirements to provide protection for the nose and stern regions in assumed mild to moderate icing conditions appear to be within the range of the capacity of current types of heating equipment suitable for flight use. The amount of heat necessary to prevent snow accumulations on the upper surface of the airship envelope when moored uncovered under all conditions appear to be excessive for the heating equipment presently available for flight use, but could possibly be achieved with auxiliary ground heating equipment.

Hillendahl, Wesley H.↗

NASA NTRS2010

Space Shuttle Day-of-Launch Trajectory Design and Verification

A top priority of any launch vehicle is to insert as much mass into the desired orbit as possible. This requirement must be traded against vehicle capability in terms of dynamic control, thermal constraints, and structural margins. The vehicle is certified to a specific structural envelope which will yield certain performance characteristics of mass to orbit. Some envelopes cannot be certified generically and must be checked with each mission design. The most sensitive envelopes require an assessment on the day-of-launch. To further minimize vehicle loads while maximizing vehicle performance, a day-of-launch trajectory can be designed. This design is optimized according to that day s wind and atmospheric conditions, which will increase the probability of launch. The day-of-launch trajectory verification is critical to the vehicle's safety. The Day-Of-Launch I-Load Uplink (DOLILU) is the process by which the Space Shuttle Program redesigns the vehicle steering commands to fit that day's environmental conditions and then rigorously verifies the integrated vehicle trajectory's loads, controls, and performance. The Shuttle methodology is very similar to other United States unmanned launch vehicles. By extension, this method would be similar to the methods employed for any future NASA launch vehicles. This presentation will provide an overview of the Shuttle's day-of-launch trajectory optimization and verification as an example of a more generic application of dayof- launch design and validation.

Harrington, Brian E.↗

NASA NTRS2011

VLA Ammonia Observations of IRAS 16253-2429: A Very Young and Low Mass Protostellar System

IRAS l6253-2429. the source of the Wasp-Waist Nebula seen in Spitzer IRAC images, is an isolated very low luminosity ("VeLLO") Class 0 protostar in the nearby rho Ophiuchi cloud. We present VLA ammonia mapping observations of the dense gas envelope feeding the central core accreting system. We find a flattened envelope perpendicular to the outflow axis, and gas cavities that appear to cradle the outflow lobes as though carved out by the flow and associated (apparently precessing) jet. Based on the NH3 (1,1) and (2,2) emission distribution, we derive the mass, velocity fields and temperature distribution for the envelope. We discuss the combined evidence for this source as possibly one of the youngest and lowest mass sources in formation yet known.

Wiseman, Jennifer J.↗

NASA NTRS2003

Flight-Test Evaluation of Flutter-Prediction Methods

The flight-test community routinely spends considerable time and money to determine a range of flight conditions, called a flight envelope, within which an aircraft is safe to fly. The cost of determining a flight envelope could be greatly reduced if there were a method of safely and accurately predicting the speed associated with the onset of an instability called flutter. Several methods have been developed with the goal of predicting flutter speeds to improve the efficiency of flight testing. These methods include (1) data-based methods, in which one relies entirely on information obtained from the flight tests and (2) model-based approaches, in which one relies on a combination of flight data and theoretical models. The data-driven methods include one based on extrapolation of damping trends, one that involves an envelope function, one that involves the Zimmerman-Weissenburger flutter margin, and one that involves a discrete-time auto-regressive model. An example of a model-based approach is that of the flutterometer. These methods have all been shown to be theoretically valid and have been demonstrated on simple test cases; however, until now, they have not been thoroughly evaluated in flight tests. An experimental apparatus called the Aerostructures Test Wing (ATW) was developed to test these prediction methods.

Lind, RIck↗

NASA NTRS2014

Space Shuttle and Hypersonic Entry

Fifty years of human spaceflight have been characterized by the aerospace operations of the Soyuz, of the Space Shuttle and, more recently, of the Shenzhou. The lessons learned of this past half decade are important and very significant. Particularly interesting is the scenario that is downstream from the retiring of the Space Shuttle. A number of initiatives are, in fact, emerging from in the aftermath of the decision to terminate the Shuttle program. What is more and more evident is that a new era is approaching: the era of the commercial usage and of the commercial exploitation of space. It is probably fair to say, that this is the likely one of the new frontiers of expansion of the world economy. To make a comparison, in the last 30 years our economies have been characterized by the digital technologies, with examples ranging from computers, to cellular phones, to the satellites themselves. Similarly, the next 30 years are likely to be characterized by an exponential increase of usage of extra atmospheric resources, as a result of more economic and efficient way to access space, with aerospace transportation becoming accessible to commercial investments. We are witnessing the first steps of the transportation of future generation that will drastically decrease travel time on our Planet, and significantly enlarge travel envelope including at least the low Earth orbits. The Steve Jobs or the Bill Gates of the past few decades are being replaced by the aggressive and enthusiastic energy of new entrepreneurs. It is also interesting to note that we are now focusing on the aerospace band, that lies on top of the aeronautical shell, and below the low Earth orbits. It would be a mistake to consider this as a known envelope based on the evidences of the flights of Soyuz, Shuttle and Shenzhou. Actually, our comprehension of the possible hypersonic flight regimes is bounded within really limited envelopes. The achievement of a full understanding of the hypersonic flight regimes will be a key enabler to facilitate the consolidation of the new emerging scenarios. The objective of this symposium is therefore to focus on lesson learned, to then analyze the main elements of those new scenarios, both from Institutional and Private sectors; and finally provide the leads for future collaboration opportunities between Italy, the United States and international partners, so to join profitably the opportunities offered by this new era of the aerospace technologies.

Campbell, Charles H.↗

NASA NTRS2014

On Helium-Dominated Stellar Evolution: The Mysterious Role of the O(He)-Type Stars

Context. About a quarter of all post-asymptotic giant branch (AGB) stars are hydrogen-deficient. Stellar evolutionary models explain the carbon-dominated H-deficient stars by a (very) late thermal pulse scenario where the hydrogen-rich envelope is mixed with the helium-rich intershell layer. Depending on the particular time at which the final flash occurs, the entire hydrogen envelope may be burned. In contrast, helium-dominated post-AGB stars and their evolution are not yet understood. Aims. A small group of very hot, helium-dominated stars is formed by O(He)-type stars. A precise analysis of their photospheric abundances will establish constraints to their evolution. Methods. We performed a detailed spectral analysis of ultraviolet and optical spectra of four O(He) stars by means of state-of-the-art non-LTE model-atmosphere techniques. Results. We determined effective temperatures, surface gravities, and the abundances of H, He, C, N, O, F, Ne, Si, P, S, Ar, and Fe. By deriving upper limits for the mass-loss rates of the O(He) stars, we found that they do not exhibit enhanced mass-loss. The comparison with evolutionary models shows that the status of the O(He) stars remains uncertain. Their abundances match predictions of a double helium white dwarf (WD) merger scenario, suggesting that they might be the progeny of the compact and of the luminous helium-rich sdO-type stars. The existence of planetary nebulae that do not show helium enrichment around every other O(He) star precludes a merger origin for these stars. These stars must have formed in a different way, for instance via enhanced mass-loss during their post-AGB evolution or a merger within a common-envelope (CE) of a CO-WD and a red giant or AGB star. Conclusions. A helium-dominated stellar evolutionary sequence exists that may be fed by different types of mergers or CE scenarios. It appears likely that all these pass through the O(He) phase just before they become WDs.

evolution↗

NASA NTRS2008

A Gas Management System for an Ultra Long Duration Titan Blimp

This paper presents analyses, designs and experimental results for the gas management system of a hydrogen-filled blimp capable of flying in the lower atmosphere of Titan for a period of one year or more. The engineering strategy has two basic elements: first, to minimize leakage rates from the blimp envelope and ballonets; and second, to provide auxiliary subsystems to mitigate the life-limiting effects resulting from those leaks. Leak minimization is achieved through use of cryogenically compatible balloon materials and adhesives, and selection of ballonet geometries that minimize pinhole generation via folding and material fatigue. Hydrogen loss to the environment through leaks in the blimp envelope is compensated for by producing new hydrogen through chemical processing of atmospheric methane. Nitrogen leaked into the blimp from the ballonets is removed by a carbon absorption system and periodically vented to the atmosphere. Data is presented on the measured leak rate from a full scale (13 m long) prototype blimp envelope and on the performance of a low mass, low power prototype device that generates hydrogen from methane. These results are factored in to an overall system design that quantifies the mass and power requirements for a minimum one year operational lifetime.

aerobot↗

NASA NTRS2016

Formation and Recondensation of Complex Organic Molecules During Protostellar Luminosity Outbursts

During the formation of stars, the accretion of surrounding material toward the central object is thought to undergo strong luminosity outbursts followed by long periods of relative quiescence, even at the early stages of star formation when the protostar is still embedded in a large envelope. We investigated the gas-phase formation and recondensation of the complex organic molecules (COMs) di-methyl ether and methyl formate, induced by sudden ice evaporation processes occurring during luminosity outbursts of different amplitudes in protostellar envelopes. For this purpose, we updated a gas-phase chemical network forming COMs in which ammonia plays a key role. The model calculations presented here demonstrate that ion-molecule reactions alone could account for the observed presence of di-methyl ether and methyl formate in a large fraction of protostellar cores without recourse to grain-surface chemistry, although they depend on uncertain ice abundances and gas-phase reaction branching ratios. In spite of the short outburst timescales of about 100 years, abundance ratios of the considered species higher than 10% with respect to methanol are predicted during outbursts due to their low binding energies relative to water and methanol which delay their recondensation during cooling. Although the current luminosity of most embedded protostars would be too low to produce complex organics in the hot-core regions that are observable with current sub-millimetric interferometers, previous luminosity outburst events would induce the formation of COMs in extended regions of protostellar envelopes with sizes increasing by up to one order of magnitude.

astrochemistry↗

NASA NTRS2017

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↗

NASA NTRS2017

Shape Memory Alloys (SMAs) for Non-Pneumatic Tires

Conventional mobility elements, such as pneumatic tires, suffer from a number of issues related to reliability. Two of the more prevalent problems are the high likelihood of single point failure owing to puncture (i.e. flat tire), and loss of efficiency due to reduction in tire pressure over time. In order to overcome these limitations, alternative compliant tire designs not requiring pneumatics have been developed. However, although current designs have significantly reduced the aforementioned issues, they tend to have their own set of limitations. First, non-pneumatic tires designed for high load applications often have restricted envelopment capability, making their performance less than optimal, especially on uneven terrain. Second, tires designed with larger envelopment capability tend to suffer from large amounts of plasticity (permanent deformation) or failure (rupture). Both of these limitations are the direct result of the choice of material being used for the design; conventional metals undergo plastic deformation at low strain while elastomer based designs are often too rigid for the localized deformations needed for high envelopment. Recent advancements at the NASA Glenn research center in a unique class of metals know as shape memory alloys (SMAs) has opened the design space for non-pneumatic compliant tire technologies allowing designs to incorporate orders of magnitude more deformation without damage. The work presented herein highlights the advantages of using SMAs as compared to conventional metals. Additionally, the development of a unique SMA compliant tire design capable of carrying up to 8.9 kN (2000 lbf) with reversible, local deformations on the order of the side wall height will be presented.

Padula, Santo↗