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At least 55 records · Page 3

Directed Growth of Carbon Nanotubes Across Gaps

An experiment has shown that when single-walled carbon nanotubes (SWNTs) are grown by chemical vapor deposition in the presence of an electric field of suitable strength, the nanotubes become aligned along the electric field. In an important class of contemplated applications, one would exploit this finding in fabricating nanotube transistors; one would grow SWNTs across gaps between electrodes that would serve, subsequently, as source and drain contacts during operation of the transistors. In preparation for the experiment, a multilayer catalyst comprising a 20-nmthick underlayer of iridium (platinum group), a 1-nm-thick middle layer of iron, and a 0.2-nm-thick outer layer of molybdenum was ion-beam sputtered onto a quartz substrate. A 25 micrometers-diameter iron wire was used as a shadow mask during the sputtering to create a 25 micrometers gap in the catalyst. Then electrical leads were connected to the catalyst areas separated by the gap so that these catalyst areas would also serve as electrodes. The substrate as thus prepared was placed in a growth chamber that consisted of a quartz tube of 1-in. (2.54-cm) diameter enclosed in a furnace. SWNTs of acceptably high quantity and quality were grown in 10 minutes with methane at atmospheric pressure flowing through the chamber at a rate of 1,000 standard cubic centimeters per minute at a temperature of 900 C. To prevent oxidation of the SWNTs, the chamber was purged with 99.999-percent pure argon before and after growth, and the chamber was cooled to less than 300 C before opening it to the atmosphere after growth. When no voltage was applied across the gap, the SWNTs grew in random directions extending out from the edges of the catalyst at the gap. When a potential of 10 V was applied between the catalyst/electrode areas to create an electric field across the gap, the SWNTs grew across the gap, as shown in the figure.

Delzeit, Lance↗

Slat Noise Control Using a Slat Gap Filler

The leading edge slat of a high-lift system is one of the main noise contributors on many commercial aircraft during approach. This paper continues our previous studies on the gap filler for passive noise control on the 30P30N high-lift airfoil. An improved implementation of the gap filler was applied to minimize the effects of flow leakage encountered in the previous work, which resulted in spurious noise content in the far-field acoustic spectra. To evaluate the effect of passive flow control on the acoustics generated by the unsteady flow field, anechoic wind tunnel experiments are conducted on the two-dimensional, three-element high-lift airfoil with a gap filler mounted to the slat. The slat geometry modification associated with the gap filler alters the flow field in the cove region that dominates the generation of the acoustic field. A single angle of attack (훼푘=8◦) and three flow speeds corresponding to Reynolds numbersof푅푒푐=1.2푒6,1.5푒6, and1.71푒6are selected as the test conditions. Steady surface pressure measurements are conducted to assess the effect of the treatments on the overall lift. Acoustic array measurements are used to evaluate the influence of the gap filler on the radiated noise. Delay and Sum beamforming is applied to locate the noise sources on the model and to provide the integrated spectra. The gap filler is found to eliminate the narrowband peaks in the acoustic spectra and, also, to yield a 10 dB reduction in the broadband noise in comparison with the baseline case. Time-resolved Particle Image Velocimetry results show that the flow features are significantly altered with the presence of the gap filler, which leads to a more stable slat cove shear layer and, thus, to weaker pressure and velocity fluctuations.

Yang Zhang↗

Capability Gaps Assessment and Identification of Critical Technology Elements for Mars Transit Habitat

The Habitation Systems Development Office (HP40) at NASA Marshall Space Flight Center supports systems engineering, integration, and project management for next generation space habitats. For in space operations and eventual transport of humans to Mars, NASA will rely on a Mars Transit Habitat (TH). The TH will be designed for an up to 1,200-day Mars mission and will carry all food and supplies needed to support four crew for this duration. In the current concept of operations, Mars TH transfers to near rectilinear halo orbit (NRHO) following launch and docks at Gateway as a visiting vehicle. While there, the TH will complete system shakedown testing and a series of analog missions which will grow from 3 to 6+ months in duration TH also augments Gateway’s habitation capabilities beyond 60-days. Proposed Gateway-TH missions will far exceed the longest duration cislunar human missions to date. These shakedown missions will also be the first operational readiness tests of Mars TH’s long-duration deep space systems, and of the split crew (two crew on the surface, two crew in space) operations that are vital to the approach for the first human Mars mission. Once shakedown missions are complete, Mars TH departs Gateway to aggregate with the Mars propulsion system in NRHO before onboarding the crew and final supplies in Earth orbit via a co-manifested Orion-logistics module. Orion and the LM return to Earth prior to the now aggregated Deep Space Transport vehicle’s journey to Mars. Development of the Mars TH requires significant technology development and maturation. Each year the agency performs a capability gaps assessment, where gaps developed by subject matter experts (SMEs) in various engineering/science disciplines are linked to architectural elements in formulation and prioritized. A gap captures the difference between the current state-of-the-art and the maturity of the capability that is needed to enable or enhance a mission as it is currently envisioned in the government reference architecture. HP40 conducted a gap analysis for Mars TH which will be summarized in this poster. Gaps classified as enabling (which means the mission cannot achieve success without gap closure) were subsequently used to identify critical technology elements (CTEs) for Mars TH. This identification of CTEs was also informed by an examination of the product breakdown structure for Mars TH and focused conversations with SMEs in specific technology areas. CTEs identified for Mars TH to date include the following (note this is not a comprehensive list – CTEs listed represent those in MSFC’s capability areas): inflatable softgoods for habitation; enhanced CO2 recovery; life support systems with greater levels of reliability and maintainability; autonomous guidance, navigation, command and control; and radiators for the Mars TH application. The habitation systems development team is currently delving deeper into each CTE to assess technology approaches being pursued, their maturity, and the degree of difficulty in maturation to meet projected Mars TH timelines. This poster will summarize work to date on the identification of enabling capability gaps linked to Mars TH and provide insight into the associated CTEs and technology maturation efforts.

technology development↗

Utilizing Gaps and Key Performance Parameters to Inform NASA Environmental Control and Life Support Capability Technology Decisions

Human spaceflight is a complex endeavor requiring multiple capabilities for transportation, crew health, scientific goals, and safe return to Earth. The difference between spaceflight proven capabilities and those needed for future exploration architectures is defined as a capability gap. Capability gaps are not technology specific. Each capability gap may be closed with a wide array of technologies that have unique benefits and challenges. Determining what a capability’s relevant and distinguishing key performance parameters (KPPs) are for a mission is critical. Mass, power, and volume are always constrained and important, but defining these in a way normalized by performance is very important. KPP definition for reliability, dormancy, and integration needs are hard to define but critical. Outside of technical considerations, the programmatic factors of the estimated time to develop the technology vs when a mission element is also a strong consideration in which technologies should be pursued. The Environmental Control and Life Support (ECLSS) capability areas include: life support, environmental monitoring, fire safety, and logistics. These capability areas are decomposed to high level gaps. While KPPs should be technology agnostic, they can be used to both compare technologies and measure progress of technology development over time. KPPs help define when the gap is closed, and the core mission objectives can be accomplished. Proposed technology improvements to enhance a capability should balance improved KPPs and against investments in other capabilities that are not yet closed. A selection of ECLSS gaps and KPPs and their formulation, current state, and how they inform capability roadmap planning are discussed.

Life Support↗

Utilizing Gaps and Performance Measures to Inform NASA Environmental Control and Life Support Systems and Human Health and Performance Capability Technology Decisions

Human spaceflight is a complex endeavor requiring multiple capabilities for transportation, crew health, scientific goals, and safe return to Earth. The difference between spaceflight proven capabilities and those needed for future exploration architectures is defined as a capability gap. Capability gaps are not technology specific. Each capability gap may be closed with a wide array of technologies that have unique benefits and challenges. Determining what a capability’s relevant and distinguishing key performance parameters (KPPs) are for a mission is critical. Mass, power, and volume are always constrained and important, but defining these in a way normalized by performance is very important. KPP definition for reliability, dormancy, and integration needs are hard to define but critical. Outside of technical considerations, the programmatic factors of the estimated time to develop the technology and how the technology validation objectives are matured are strong considerations in which technologies should be pursued and how they should leverage earlier mission elements. The Environmental Control and Life Support (ECLSS) and Crew Health and Performance (CHP) capability areas are decomposed to high level gaps. While KPPs should be technology agnostic, they can be used to both compare technologies and measure progress of technology development over time. KPPs help define when the gap is closed, and the core mission objectives can be accomplished. Proposed technology improvements to enhance a capability should balance improved KPPs and against investments in other capabilities that are not yet closed. A selection of gaps, KPPs, and validation objectives and their formulation, current state, and how they inform capability roadmap planning are discussed.

Life Support↗

Utilizing Gaps and Performance Measures to Inform NASA Environmental Control and Life Support Systems and Crew Health and Performance Technology Decisions

Human spaceflight is a complex endeavor requiring multiple capabilities for transportation, crew health, scientific goals, and safe return to Earth. The difference between spaceflight proven capabilities and those needed for future exploration architectures is defined as a capability gap. Capability gaps are not technology specific. Each capability gap may be closed with a wide array of technologies that have unique benefits and challenges. Determining what a capability’s relevant and distinguishing key performance parameters (KPPs) are for a mission is critical. Mass, power, and volume are always constrained and important, but defining these in a way normalized by performance is very important. KPP definition for reliability, dormancy, and integration needs are hard to define but critical. Outside of technical considerations, the programmatic factors of the estimated time to develop the technology and how the technology validation objectives are matured are strong considerations in which technologies should be pursued and how they should leverage earlier mission elements. The Environmental Control and Life Support (ECLSS) and Crew Health and Performance (CHP) capability areas are decomposed to high level gaps. While KPPs should be technology agnostic, they can be used to both compare technologies and measure progress of technology development over time. KPPs help define when the gap is closed, and the core mission objectives can be accomplished. Proposed technology improvements to enhance a capability should balance improved KPPs and against investments in other capabilities that are not yet closed. A selection of gaps, KPPs, and validation objectives and their formulation, current state, and how they inform capability roadmap planning are discussed.

Life Support↗

Data correlation and analysis of arc tunnel and wind tunnel tests of RSI joints and gaps. Volume 1: Technical report

Heat transfer data measured in gaps typical of those under consideration for joints in space shuttle reusable surface insulation protection systems have been assimilated, analyzed and correlated. The data were obtained in four NASA facilities. Several types of gaps were investigated with emphasis on simple butt joints. Gap widths ranged from 0.07 to 0.7 cm and depths ranged from 1 to 6 cm. Laminar, transitional and turbulent boundary layer flows over the gap opening were investigated. Three-dimensional heating variations were observed within gaps in the absence of external flow pressure gradients. Heat transfer correlation equations were obtained for several of the tests. Thermal protection system performance with and without gaps was compared for a representative shuttle entry trajectory.

Christensen, H. E.↗

Pressure gradient effects on heat transfer to reusable surface insulation tile-array gaps

An experimental investigation was performed to determine the effect of pressure gradient on the heat transfer within space shuttle reusable surface insulation (RSI) tile-array gaps under thick, turbulent boundary-layer conditions. Heat-transfer and pressure measurements were obtained on a curved array of full-scale simulated RSI tiles in a tunnel-wall boundary layer at a nominal free-stream Mach number and free-stream Reynolds numbers. Transverse pressure gradients of varying degree were induced over the model surface by rotating the curved array with respect to the flow. Definition of the tunnel-wall boundary-layer flow was obtained by measurement of boundary-layer pitot pressure profiles, wall pressure, and heat transfer. Flat-plate heat-transfer data were correlated and a method was derived for prediction of heat transfer to a smooth curved surface in the highly three-dimensional tunnel-wall boundary-layer flow. Pressure on the floor of the RSI tile-array gap followed the trends of the external surface pressure. Heat transfer to the surface immediately downstream of a transverse gap is higher than that for a smooth surface at the same location. Heating to the wall of a transverse gap, and immediately downstream of it, at its intersection with a longitudinal gap is significantly greater than that for the simple transverse gap.

Throckmorton, D. A.↗

Nature of the Kirkwood gaps in the asteroid belt

It is demonstrated that the Kirkwood gaps are not merely regions of low asteroidal number density, but are regions in a-e-sin 1/2 I space where libration of some argument is possible. It is argued that neither the statistical nor the cosmogonic hypothesis of gap formation can account for these new observations. It is shown that the present distribution of asteroidal semimajor axes can be used to deduce the present semimajor axis of Jupiter to an accuracy of one part in five thousand. Thus, there has been very little change in the orbital period of Jupiter since the time of formation of the present gaps. This observation eliminates the possibility that the observed gaps were formed by resonance sweeping at the time of the dispersal of the accretion disk. It is concluded that the gaps have been formed by the gravitational action of Jupiter on individual asteroids and that gap formation has probably continued throughout the lifetime of the solar system.

Dermott, S. F.↗

Flow and heat transfer in space vehicle tile gaps

The flow patterns and the characteristics of the convective heat transfer in intersecting tile gaps on space vehicles were experimentally investigated using a water channel flow facility for simulating flow conditions in the tile gaps on the Aeroassist Flight Experiment (AFE) vehicle. It was found that penetration of external flow into the perpendicular gap was limited in most cases to roughly two gap widths, while greater entrainment occurred in the parallel gap. Heat transfer in the bulk of the perpendicular gap occurred by natural convection. The Reynolds number and the relative tile-height differences had the strongest influence on heat transfer and affected both the magnitude and the symmetry of the temperature and the flow fields.

Garimella, S. V.↗

The subsidiary gap as a means for improving ignition

This report was prepared at the Bureau of Standards for the National Advisory Committee for Aeronautics. Additional or subsidiary gaps have frequently been used in jump-spark ignition systems, in order to cause the resumption of sparking in fouled spark plugs. The series gap, to which the greater part of this report is devoted, is a subsidiary gap in the connection between the high tension terminal of the plug and that of the magneto or coil. A brief account is given of the use of this gap up to the present time and also of the statements concerning it which have gained some currency, most of which are shown to be erroneous. The simple theory of the action of the series gap is discussed and a detailed account given of the effect upon the sparking ability of the plug produced by changes in the values of the electrical resistance of the fouling and of the capacities in parallel with the plug and with the magneto or coil. This report presents the results of an investigation into the utility, action, and design of the auxiliary spark gap as a means for insuring freedom from spark plug failure due to fouling, and also to enable the restarting of fouled plugs.

Gorton, W S↗

Geologic investigations of a 'slip gap' in the surficial ruptures of the 1992 Landers earthquake, southern California

A 3-km-long gap in the dextral surficial rupture of the 1992 M(sub W) = 7.3 Landers earthquake occurs at the north end of a major fault stepover between the Johnson Valley and Homestead Valley faults. This gap is situated along a segment of the Landers rupture that has been modeled geophysically as having a deficit in average slip at depth. To better evaluate the nature of the slip gap, we document in detail the character and distribution of surficial rupture within it. Along the gap, is a northwest trending thrust fault rupture with an average of less than 1 m of northeast directed reverse-slip and nearly no oblique right slip. We interpret this rupture to be limited to the shallow crust of the northern end of the stepover and to have been the secondary result of dextral shear, rather than a mechanism of rigid-block slip-transfer from the Landers-Kickapoo fault. A zone of en echelon extensional ruptures also occurs along the slip gap, which we interpret as the secondary result of diffuse dextral shear that accommodated less than 0.5 m of west-northwest extension. These secondary ruptures represent a discontinuity in the surficial dextral ruptre of the Landers earthquake, which we propose resulted from the lack of a mature fault connection between the Johnson Valley and Homestead Valley faults. The rupture pattern of the slip gap implies a significant deficit in net surficial slip, which compares favorably with some geophysical models. Aspects of this rupture pattern also suggest a temporal sequence of rupture that compares favorably with geophysical interpretations of the dynamic rupture propagation.

Spotila, James A.↗

Arcjet Tests of Different Gap-Filler Options for the Orion PICA Heatshield

PICA (Phenolic Infiltrated Carbon Ablator) is one of the candidate thermal protection materials for the Orion vehicle. Because PICA is fabricated in blocks, gaps exist between the blocks, similar to the individual ceramic tiles of the Shuttle thermal protection system. The results of this work focus on arcjet test results of different gap-filler options for PICA, performed as part of the Orion TPS Advanced Development Project. The arcjet tests were performed at NASA Ames Research Center on stagnation models 4 inches in diameter at conditions representative of Orion flight conditions for both Lunar and Low Earth Orbit return. Performance of gap-filler options was evaluated based on the extent of backface temperature change, as compared to PICA without gaps, and on the extent of flow penetration into the gap, evident from the gap opening and widening.

Skokova, Kristina↗

Measuring Gap Fraction, Element Clumping Index and LAI in Sierra Forest Stands Using a Full-Waveform Ground-Based Lidar

The Echidna Validation Instrument (EVI), a ground-based, near-infrared (1064 nm) scanning lidar, provides gap fraction measurements, element clumping index measurements, effective leaf area index (LAIe) and leaf area index (LAI) measurements that are statistically similar to those from hemispherical photos. In this research, a new method integrating the range dimension is presented for retrieving element clumping index using a unique series of images of gap probability (Pgap) with range from EVI. From these images, we identified connected gap components and found the approximate physical, rather than angular, size of connected gap component. We conducted trials at 30 plots within six conifer stands of varying height and stocking densities in the Sierra National Forest, CA, in August 2008. The element clumping index measurements retrieved from EVI Pgap image series for the hinge angle region are highly consistent (R2=0.866) with those of hemispherical photos. Furthermore, the information contained in connected gap component size profiles does account for the difference between our method and gap-size distribution theory based method, suggesting a new perspective to measure element clumping index with EVI Pgap image series and also a potential advantage of three dimensional Lidar data for element clumping index retrieval. Therefore further exploration is required for better characterization of clumped condition from EVI Pgap image series.

Zhao, Feng↗

The 0.5-2.22 micrometer Scattered Light Spectrum of the Disk around TW Hya: Detection of a Partially Filled Disk Gap at 80 AU*

We present a 0.5-2.2 micrometer scattered light spectrum of the circumstellar disk around TW Hya from a combination of spatially resolved Hubble Space Telescope STIS spectroscopy and NICMOS coronagraphic images of the disk. We investigate the morphology of the disk at distances greater than 40 AU over this wide range of wavelengths, and identify the presence of a depression in surface brightness at approximately 80 AU that could be caused by a gap in the disk. Additionally, we quantify the surface brightness, azimuthal symmetry, and spectral character of the disk as a function of radius. Our analysis shows that the scattering efficiency of the dust is largely neutral to blue over the observed wavelengths. We model the disk as a steady α-disk with an ad hoc gap structure. The thermal properties of the disk are selfconsistently calculated using a three-dimensional radiative transfer code that uses ray tracing to model the heating of the disk interior and scattered light images. We find a good fit to the data over a wide range of distances from the star if we use a model disk with a partially filled gap of 30% depth at 80 AU and with a self-similar truncation knee at 100 AU. The origin of the gap is unclear, but it could arise from a transition in the nature of the disk's dust composition or the presence of a planetary companion. Based on scalings to previous hydrodynamic simulations of gap-opening criteria for embedded proto-planets, we estimate that a planetary companion forming the gap could have a mass between 6 and 28 solar mass.

radiative transfer↗

International Space Exploration Coordination Group Assessment of Technology Gaps for Dust Mitigation for the Global Exploration Roadmap

The International Space Exploration Coordination Group (ISECG) formed two Gap Assessment teams to evaluate topic discipline areas that had not been worked at an international level to date. Accordingly, the ISECG Technology Working Group (TWG) recommended two discipline areas based on Global Exploration Roadmap (GER) Critical Technology Needs reflected within the GER Technology Development Map (GTDM): Dust Mitigation and LOX/Methane Propulsion, with this paper addressing the former. The ISECG approved the recommended Gap Assessment teams, and tasked the TWG to formulate the new teams with subject matter experts (SMEs) from the participating agencies. The participating agencies for the Dust Mitigation Gap Assessment Team were ASI, CSA, ESA, JAXA, and NASA. The team was asked to identify and make a presentation on technology gaps related to the GER2 mission scenario (including cislunar and lunar mission themes and long-lead items for human exploration of Mars) at the international level. In addition the team was tasked to produce a gap assessment in the form of a summary report and presentation identifying those GER Critical Technology Needs, including opportunities for international coordination and cooperation in closing the identified gaps. Dust is still a principal limiting factor in returning to the lunar surface for missions of any extended duration. However, viable technology solutions have been identified, but need maturation to be available to support both lunar and Mars missions.

dust↗

International Space Exploration Coordination Group Assessment of Technology Gaps for Dust Mitigation for the Global Exploration Roadmap

The International Space Exploration Coordination Group (ISECG) formed two Gap Assessment teams to evaluate topic discipline areas that had not been worked at an international level to date. Accordingly, the ISECG Technology Working Group (TWG) recommended two discipline areas based on Global Exploration Roadmap (GER) Critical Technology Needs reflected within the GER Technology Development Map (GTDM): Dust Mitigation and LOX/Methane Propulsion, with this paper addressing the former. The ISECG approved the recommended Gap Assessment teams, and tasked the TWG to formulate the new teams with subject matter experts (SMEs) from the participating agencies. The participating agencies for the Dust Mitigation Gap Assessment Team were ASI, CSA, ESA, JAXA, and NASA. The team was asked to identify and make a presentation on technology gaps related to the GER2 mission scenario (including cislunar and lunar mission themes and long-lead items for human exploration of Mars) at the international level. In addition the team was tasked to produce a gap assessment in the form of a summary report and presentation identifying those GER Critical Technology Needs, including opportunities for international coordination and cooperation in closing the identified gaps. Dust is still a principal limiting factor in returning to the lunar surface for missions of any extended duration. However, viable technology solutions have been identified, but need maturation to be available to support both lunar and Mars missions.

dust↗

EVA Systems Technology Gaps and Priorities 2017

Performance of Extra-Vehicular Activities (EVA) has been and will continue to be a critical capability for human space flight. Human exploration missions beyond LEO will require EVA capability for either contingency or nominal activities to support mission objectives and reduce mission risk. EVA systems encompass a wide array of products across pressure suits, life support systems, EVA tools and unique spacecraft interface hardware (i.e. EVA Translation Paths and EVA Worksites). In a fiscally limited environment with evolving transportation and habitation options, it is paramount that the EVA community's strategic planning and architecture integration products be reviewed and vetted for traceability between the mission needs far into the future to the known technology and knowledge gaps to the current investments across EVA systems. To ascertain EVA technology and knowledge gaps many things need to be brought together, assessed and analyzed. This includes an understanding of the destination environments, various mission concept of operations, current state of the art of EVA systems, EVA operational lessons learned, and reference advanced capabilities. A combined assessment of these inputs should result in well-defined list of gaps. This list can then be prioritized depending on the mission need dates and time scale of the technology or knowledge gap closure plan. This paper will summarize the current state of EVA related technology and knowledge gaps derived from NASA's Exploration EVA Reference Architecture and Operations Concept products. By linking these products and articulating NASA's approach to strategic development for EVA across all credible destinations an EVA could be done in, the identification of these gaps is then used to illustrate the tactical and strategic planning for the EVA technology development portfolio. Finally, this paper illustrates the various "touch points" with other human exploration risk identification areas including human health and performance.

Johnson, Brian J.↗