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At least 649 records · Page 36
All sourcesNASA NTRSDOE OSTI
NASA NTRS1995

Building a Successful Security Infrastructure: What You Want vs. What You Need vs. What You Can Afford

With the fast growing popularity of the Internet, many organizations are racing to get onto the on-ramp to the Information Superhighway. However, with frequent headlines such as 'Hackers' break in at General Electric raises questions about the Net's Security', 'Internet Security Imperiled - Hackers steal data that could threaten computers world-wide' and 'Stanford Computer system infiltrated; Security fears grow', organizations find themselves rethinking their approach to the on-ramp. Is the Internet safe? What do I need to do to protect my organization? Will hackers try to break into my systems? These are questions many organizations are asking themselves today. In order to safely travel along the Information Superhighway, organizations need a strong security framework. Developing such a framework for a computer site, whether it be just a few dozen hosts or several thousand hosts is not an easy task. The security infrastructure for a site is often developed piece-by-piece in response to security incidents which have affected that site over time. Or worse yet, no coordinated effort has been dedicated toward security. The end result is that many sites are still poorly prepared to handle the security dangers of the Internet. This paper presents guidelines for building a successful security infrastructure. The problem is addressed in a cookbook style method. First is a discussion on how to identify your assets and evaluate the threats to those assets; next are suggestions and tips for identifying the weak areas in your security armor. Armed with this information we can begin to think about what you really need for your site and what you can afford. In this stage of the process we examine the different categories of security tools and products that are available and then present some tips for deciding what is best for your site.

Crabb, Michele D.↗
NASA NTRS2002

Inrush Current Control Circuit

An inrush current control circuit having an input terminal connected to a DC power supply and an output terminal connected to a load capacitor limits the inrush current that charges up the load capacitor during power up of a system. When the DC power supply applies a DC voltage to the input terminal, the inrush current control circuit produces a voltage ramp at the load capacitor instead of an abrupt DC voltage. The voltage ramp results in a constant low level current to charge up the load capacitor, greatly reducing the current drain on the DC power supply.

Cole, Steven W.↗
NASA NTRS1997

Teamwork in the Terminal Area: Organizational Issues and Solutions

Dynamic growth and technology advances in commercial aviation have turned the terminal area into a complex, multi-organization workplace which requires the smooth coordination of many operational teams. In addition to pilots, cabin crew, air traffic controllers, and dispatch (who nominally work together throughout a flight), surface operations additionally involve local, ground and ramp controllers, ramp agents, maintenance, dozens of service contractors, and any number of teams who are responsible for airport operations. Under abnormal or emergency conditions, even more teams become actively involved. In order to accommodate growth and to meet productivity and safety challenges, numerous changes are being made in surface operations. Unfortunately, it is often the case that changes in technologies, organizational roles, procedures, and training are developed and implemented in isolated and piecemeal fashion without regard to cross organizational impact. Thus, there is a need for evaluation methodologies which assure integrated system safety for all organizations. Such methodologies should aid the understanding of how organizations work together and how changes in one domain affects the next. In this study, we develop one approach toward addressing these organizational issues. Examples of surface operations in abnormal situations are examined in regard to their impact on personnel in the terminal area. Timelines are given for the responses to incidents, along with the necessary communication links, the specific roles that members of terminal teams have, and any overlapping responsibilities. Suggestions to improve cross-operational teamwork are given. Methods of graphic representation are explored, both in regards to human links and access to information. The outcome of such an approach should enhance the understanding which is critical for resolving organizational conflicts and maximizing system effectiveness.

Parke, Bonny K.↗
NASA NTRS2002

Determination of Material Properties Near the Glass Transition Temperature for an Isogrid Boom

Experiments were performed and results obtained to determine the temperature dependence of the modulus of elasticity for a thermoplastic isogrid tube. The isogrid tube was subjected to axial tensile loads of 0-100 lbf and strain was measured at room and elevated temperatures of 100, 120, 140, 160, 180, 190, and 200 F. These were based on tube manufacturer specifying an incorrect glass transition temperature of 210 F. Two protocols were used. For the first protocol the tube was brought to temperature and a tensile test performed. The tube was allowed to cool between tests. For the second protocol the tube was ramped to the desired test temperature and held. A tensile test was performed and the tube temperature ramped to the next test temperature. The second protocol spanned the entire test range. The strain rate was constant at 0.008 in/min. Room temperature tests resulted in the determination of an average modulus of 2.34 x 106 Psi. The modulus decreased above 100 F. At 140 F the modulus had decreased by 7.26%. The two test protocols showed good agreement below 160 F. At this point the glass transition temperature had been exceeded. The two protocols were not repeated because the tube failed.

Blandino, Joseph R.↗
NASA NTRS2002

Temporal gradients in shear stimulate osteoblastic proliferation via ERK1/2 and retinoblastoma protein

Bone cells are subject to interstitial fluid flow (IFF) driven by venous pressure and mechanical loading. Rapid dynamic changes in mechanical loading cause transient gradients in IFF. The effects of pulsatile flow (temporal gradients in fluid shear) on rat UMR106 cells and rat primary osteoblastic cells were studied. Pulsatile flow induced a 95% increase in S-phase UMR106 cells compared with static controls. In contrast, ramped steady flow stimulated only a 3% increase. Similar patterns of S-phase induction were also observed in rat primary osteoblastic cells. Pulsatile flow significantly increased relative UMR106 cell number by 37 and 62% at 1.5 and 24 h, respectively. Pulsatile flow also significantly increased extracellular signal-regulated kinase (ERK1/2) phosphorylation by 418%, whereas ramped steady flow reduced ERK1/2 activation to 17% of control. Correspondingly, retinoblastoma protein was significantly phosphorylated by pulsatile fluid flow. Inhibition of mitogen-activated protein (MAP)/ERK kinase (MEK)1/2 by U0126 (a specific MEK1/2 inhibitor) reduced shear-induced ERK1/2 phosphorylation and cell proliferation. These findings suggest that temporal gradients in fluid shear stress are potent stimuli of bone cell proliferation.

NASA Discipline Cell Biology↗
NASA NTRS2005

Characterization of the Space Shuttle Ascent Debris using CFD Methods

After video analysis of space shuttle flight STS-107's ascent showed that an object shed from the bipod-ramp region impacted the left wing, a transport analysis was initiated to determine a credible flight path and impact velocity for the piece of debris. This debris transport analysis was performed both during orbit, and after the subsequent re-entry accident. The analysis provided an accurate prediction of the velocity a large piece of foam bipod ramp would have as it impacted the wing leading edge. This prediction was corroborated by video analysis and fully-coupled CFD/six degree of freedom (DOF) simulations. While the prediction of impact velocity was accurate enough to predict critical damage in this case, one of the recommendations of the Columbia Accident Investigation Board (CAIB) for return-to-flight (RTF) was to analyze the complete debris environment experienced by the shuttle stack on ascent. This includes categorizing all possible debris sources, their probable geometric and aerodynamic characteristics, and their potential for damage. This paper is chiefly concerned with predicting the aerodynamic characteristics of a variety of potential debris sources (insulating foam and cork, nose-cone ablator, ice, ...) for the shuttle ascent configuration using CFD methods. These aerodynamic characteristics are used in the debris transport analysis to predict flight path, impact velocity and angle, and provide statistical variation to perform risk analyses where appropriate. The debris aerodynamic characteristics are difficult to determine using traditional methods, such as static or dynamic test data, due to the scaling requirements of simulating a typical debris event. The use of CFD methods has been a critical element for building confidence in the accuracy of the debris transport code by bridging the gap between existing aerodynamic data and the dynamics of full-scale, in-flight events.

Murman, Scott M.↗
NASA NTRS1998

Accelerated Strength Testing of Thermoplastic Composites

Constant ramp strength tests on unidirectional thermoplastic composite specimens oriented in the 90 deg. direction were conducted at constant temperatures ranging from 149 C to 232 C. Ramp rates spanning 5 orders of magnitude were tested so that failures occurred in the range from 0.5 sec. to 24 hrs. (0.5 to 100,000 MPa/sec). Below 204 C, time-temperature superposition held allowing strength at longer times to be estimated from strength tests at shorter times but higher temperatures. The data indicated that a 50% drop in strength might be expected for this material when the test time is increased by 9 orders of magnitude. The shift factors derived from compliance data applied well to the strength results. To explain the link between compliance and strength, a viscoelastic fracture model was investigated. The model, which used compliance as input, was found to fit the strength data only if the critical fracture energy was allowed to vary with temperature reduced stress rate. This variation in the critical parameter severely limits its use in developing a robust time-dependent strength model. The significance of this research is therefore seen as providing both the indication that a more versatile acceleration method for strength can be developed and the evidence that such a method is needed.

Reeder, J. R.↗
NASA NTRS2004

Characterization of Space Shuttle External Tank Thermal Protection System (TPS) Materials in Support of the Columbia Accident Investigation

NASA suffered the loss of the seven-member crew of the Space Shuttle Columbia on February 1, 2003 when the vehicle broke apart upon re-entry to the Earth's atmosphere. The final report of the Columbia Accident Investigation Board (CAIB) determined that the accident was caused by a launch ascent incident-a suitcase-sized chunk of insulating foam on the Shuttle's External Tank (ET) broke off, and moving at almost 500 mph, struck an area of the leading edge of the Shuttle s left wing. As a result, one or more of the protective Reinforced Carbon-Carbon (RCC) panels on the wing leading edge were damaged. Upon re-entry, superheated air approaching 3,000 F breached the wing damage and caused the vehicle breakup and loss of crew. The large chunk of insulating foam that broke off during the Columbia launch was determined to come from the so-called bipod ramp area where the Shuttle s orbiter (containing crew) is attached to the ET. Underneath the foam in the bipod ramp area is a layer of TPS that is a cork-filled silicone rubber composite. In March 2003, the NASA Marshall Space Flight Center (MSFC) in Huntsville, Alabama received cured samples of the foam and composite for testing from the Michoud Assembly Facility (MAF) in New Orleans, Louisiana. The MAF is where the Shuttle's ET is manufactured. The foam and composite TPS materials for the ET have been well characterized for mechanical property data at the super-cold temperatures of the liquid oxygen and hydrogen fuels used in the ET. However, modulus data on these materials is not as well characterized. The TA Instruments 2980 Dynamic Mechanical Analyzer (DMA) was used to determine the modulus of the two TPS materials over a range of -145 to 95 C in the dual cantilever bending mode. Multi-strain, fixed frequency DMA tests were followed by multi-frequency, fixed strain tests to determine the approximate bounds of linear viscoelastic behavior for the two materials. Additional information is included in the original extended abstract.

Wingard, Charles D.↗
NASA NTRS2004

Generation 1.5 High Speed Civil Transport (HSCT) Exhaust Nozzle Program

The objective of this program was to conduct an experimental and analytical evaluation of low noise exhaust nozzles suitable for future High-Speed Civil Transport (HSCT) aircraft. The experimental portion of the program involved parametric subscale performance model tests of mixer/ejector nozzles in the takeoff mode, and high-speed tests of mixer/ejectors converted to two-dimensional convergent-divergent (2-D/C-D), plug, and single expansion ramp nozzles (SERN) in the cruise mode. Mixer/ejector results show measured static thrust coefficients at secondary flow entrainment levels of 70 percent of primary flow. Results of the high-speed performance tests showed that relatively long, straight-wall, C-D nozzles could meet supersonic cruise thrust coefficient goal of 0.982; but the plug, ramp, and shorter C-D nozzles required isentropic contours to reach the same level of performance. The computational fluid dynamic (CFD) study accurately predicted mixer/ejector pressure distributions and shock locations. Heat transfer studies showed that a combination of insulation and convective cooling was more effective than film cooling for nonafterburning, low-noise nozzles. The thrust augmentation study indicated potential benefits for use of ejector nozzles in the subsonic cruise mode if the ejector inlet contains a sonic throat plane.

Thayer, E. B.↗
NASA NTRS2005

Nondestructive Evaluation of Space Shuttle External Tank Foam

During launch of Shuttle Columbia, mission STS-107, a large piece of spray on foam insulation (SOFI) separated from the external tank left bipod ramp area impacting the shuttle orbiter left wing leading edge. "Analysis showed that this large piece of foam struck Columbia on the underside of the left wing after launch. Later, analysis showed that the larger piece struck Columbia on the underside of the left wing, around Reinforced Carbon-Carbon (RCC) panels 5 through 9, at 81.9 seconds after launch. Further photographic analysis revealed that the large foam piece was approximately 21 to 27 inches long and 12 to 18 inches wide and was moving at a relative velocity to the Shuttle stack of 625 to 840 feet per second (416 to 573 miles per hour) at the time of impact." This impact damaged the wing leading edge resulting in loss of orbiter thermal protection. The piece of errant foam was part of a bipod ramp which was designed to meet thermal and aerodynamic requirements in that region of the external tank (ET).

Thom, Robert L.↗
NASA NTRS2004

Chemical models for simulating single-walled nanotube production in arc vaporization and laser ablation processes

Chemical kinetic models for the nucleation and growth of clusters and single-walled carbon nanotube (SWNT) growth are developed for numerical simulations of the production of SWNTs. Two models that involve evaporation and condensation of carbon and metal catalysts, a full model involving all carbon clusters up to C80, and a reduced model are discussed. The full model is based on a fullerene model, but nickel and carbon/nickel cluster reactions are added to form SWNTs from soot and fullerenes. The full model has a large number of species--so large that to incorporate them into a flow field computation for simulating laser ablation and arc processes requires that they be simplified. The model is reduced by defining large clusters that represent many various sized clusters. Comparisons are given between these models for cases that may be applicable to arc and laser ablation production. Solutions to the system of chemical rate equations of these models for a ramped temperature profile show that production of various species, including SWNTs, agree to within about 50% for a fast ramp, and within 10% for a slower temperature decay time.

Nanotubes, Carbon/chemistry↗
NASA NTRS2005

Development of the Surface Management System Integrated with CTAS Arrival Tools

The Surface Management System (SMS) developed by NASA Ames Research Center in coordination with the Federal Aviation Administration (FAA) is a decision support tool to help tower traffic coordinators and Ground/Local controllers in managing and controlling airport surface traffic in order to increase capacity, efficiency, and flexibility. SMS provides common situation awareness to personnel at various air traffic control facilities such as airport traffic control towers (ATCT s), airline ramp towers, Terminal Radar Approach Control (TRACON), and Air Route Traffic Control Center (ARTCC). SMS also provides a traffic management tool to assist ATCT traffic management coordinators (TMCs) in making decisions such as airport configuration and runway load balancing. The Build 1 of the SMS tool was installed and successfully tested at Memphis International Airport (MEM) and received high acceptance scores from ATCT controllers and coordinators, as well as airline ramp controllers. NASA Ames Research Center continues to develop SMS under NASA s Strategic Airspace Usage (SAU) project in order to improve its prediction accuracy and robustness under various modeling uncertainties. This paper reports the recent development effort performed by the NASA Ames Research Center: 1) integration of Center TRACON Automation System (CTAS) capability with SMS and 2) an alternative approach to obtain airline gate information through a publicly available website. The preliminary analysis results performed on the air/surface traffic data at the DFW airport have shown significant improvement in predicting airport arrival demand and IN time at the gate. This paper concludes with recommendations for future research and development.

Jung, Yoon C.↗
NASA NTRS2005

NESC Peer-Review of the Flight Rationale for Expected Debris Report

Since the loss of Columbia on February 1, 2003, the Space Shuttle Program (SSP) has significantly improved the understanding of launch and ascent debris, implemented hardware modifications to reduce debris, and conducted tests and analyses to understand the risks associated with expected debris. The STS-114 flight rationale for expected debris relies on a combination of all three of these factors. A number of design improvements have been implemented to reduce debris at the source. The External Tank (ET) thermal protection system (TPS) foam has been redesigned and/or process improvements have been implemented in the following locations: the bipod closeout, the first ten feet of the liquid hydrogen (LH2) tank protuberance air load (PAL) ramp, and the LH2 tank-to-intertank flange closeout. In addition, the forward bipod ramp has been eliminated and heaters have been installed on the bipod fittings and the liquid oxygen (LO2) feedline forward bellows to prevent ice formation. The Solid Rocket Booster (SRB) bolt catcher has been redesigned. The Orbiter reaction control system (RCS) thruster cover "butcher paper" has been replaced with a material that sheds at a low velocity. Finally, the pad area has been cleaned to reduce debris during lift-off.

Harris, Charles E.↗
NASA NTRS2005

Active control of Boundary Layer Separation & Flow Distortion in Adverse Pressure Gradient Flows via Supersonic Microjets

Inlets to aircraft propulsion systems must supply flow to the compressor with minimal pressure loss, flow distortion or unsteadiness. Flow separation in internal flows such as inlets and ducts in aircraft propulsion systems and external flows such as over aircraft wings, is undesirable as it reduces the overall system performance. The aim of this research has been to understand the nature of separation and more importantly, to explore techniques to actively control this flow separation. In particular, the use of supersonic microjets as a means of controlling boundary layer separation was explored. The geometry used for the early part of this study was a simple diverging Stratford ramp, equipped with arrays of supersonic microjets. Initial results, based on the mean surface pressure distribution, surface flow visualization and Planar Laser Scattering (PLS) indicated a reverse flow region. We implemented supersonic microjets to control this separation and flow visualization results appeared to suggest that microjets have a favorable effect, at least to a certain extent. However, the details of the separated flow field were difficult to determine based on surface pressure distribution, surface flow patterns and PLS alone. It was also difficult to clearly determine the exact influence of the supersonic microjets on this flow. In the latter part of this study, the properties of this flow-field and the effect of supersonic microjets on its behavior were investigated in further detail using 2-component (planar) Particle Image Velocimetry (PIV). The results clearly show that the activation of microjets eliminated flow separation and resulted in a significant increase in the momentum of the fluid near the ramp surface. Also notable is the fact that the gain in momentum due to the elimination of flow separation is at least an order of magnitude larger (two orders of magnitude larger in most cases) than the momentum injected by the microjets and is accomplished with very little mass flow through the microjets.

Alvi, Farrukh S.↗
NASA NTRS2006

Space Shuttle Program Update News Conference with Wayne Hale

Jessica Rye from NASA Public Affairs introduces: Wayne Hale, Space Shuttle Deputy Program Manager; Mike Leinbach, NASA Launch Director; and Tim Wilson, from the NASA Engineering and Safety Center. Hale begins the discussion with a video showing the following processes: 1) Changing of gap fillers at Orbiter Processing Facility; 2) The Orbiter Boom Sensor System (OBSS) being loaded into Discovery payload bay; 3) Engine installation; 4) Spacecrew at Michoud Assembly observing the area where the PAL ramps were removed; 5) Test being performed to mitigate liquid air forming underneath foam; and 6) Roll out of ET119 from New Orleans. Hale also presents a slide of the ET debris Mitigation Activities and ET Ice/Frost Ramps. Mike Leinbach says that Kennedy Space Center is ready to receive the tank and that he is ready to get on with the mission. Tim Wilson heads the team to resolve foam loss issues which is his primary goal before this flight. A question and answer period follows.

Source record↗
NASA NTRS2007

Assessment of Turbulent Shock-Boundary Layer Interaction Computations Using the OVERFLOW Code

The performance of two popular turbulence models, the Spalart-Allmaras model and Menter s SST model, and one relatively new model, Olsen & Coakley s Lag model, are evaluated using the OVERFLOWcode. Turbulent shock-boundary layer interaction predictions are evaluated with three different experimental datasets: a series of 2D compression ramps at Mach 2.87, a series of 2D compression ramps at Mach 2.94, and an axisymmetric coneflare at Mach 11. The experimental datasets include flows with no separation, moderate separation, and significant separation, and use several different experimental measurement techniques (including laser doppler velocimetry (LDV), pitot-probe measurement, inclined hot-wire probe measurement, preston tube skin friction measurement, and surface pressure measurement). Additionally, the OVERFLOW solutions are compared to the solutions of a second CFD code, DPLR. The predictions for weak shock-boundary layer interactions are in reasonable agreement with the experimental data. For strong shock-boundary layer interactions, all of the turbulence models overpredict the separation size and fail to predict the correct skin friction recovery distribution. In most cases, surface pressure predictions show too much upstream influence, however including the tunnel side-wall boundary layers in the computation improves the separation predictions.

Oliver, A. B.↗
NASA NTRS1979

Voltage-current-power meter for photovoltaic solar arrays

A meter is disclosed for measuring the voltage, current, and power (VIP) parameters of a photovoltaic solar array, or array module, under sunlight operating conditions utilizing a variable load connected across the array and controlled by a voltage regulator which responds to the difference between the output voltage of the array and a programmed test voltage from a source which generates a single ramp voltage for measuring and recording current as a function of voltage, repeated ramp voltages at a high rate for peak output measurements or a DC voltage for VIP measurements at selected points on the I-V characteristic curve of the array. The voltage signal from a current sensing element, such as a shunt resistor in series with the variable load, is compared with the output current of a reference solar cell to provide a normalizing signal to be added to the signal from the current-sensing element in order to provide a record of array current as a function of array voltage, i.e., for all load conditions from short circuit to open circuit. As the normalized current is thus measured, an analog multiplier multiplies the array voltage and normalized current to provide a measurement of power. Switches are provided to selectively connect the power, P, current, I, or voltage, V, to a meter, directly or through a peak detector. At the same time any one of the parameters V, I and P may be recorded as a function of any other parameter.

Ross, Ronald G.↗
NASA NTRS1989

Quick actuating closure

A quick actuating closure for a pressure vessel 80 in which a wedge ring 30 with a conical outer surface 31 is moved forward to force shear blocks 40, with conical inner surfaces 41, radially outward to lock an end closure plug 70 within an opening 81 in the pressure vessel 80. A seal ring 60 and a preload ramp 50 sit between the shear blocks 40 and the end closure plug 70 to provide a backup sealing capability. Conical surfaces 44 and 55 of the preload ramp 50 and the shear blocks 40 interact to force the seal ring 60 into shoulders 73 and 85 in the end closure plug 70 and opening 81 to form a tight seal. The end closure plug 70 is unlocked by moving the wedge ring 30 rearward, which causes T-bars 32 of the wedge ring 30 riding within T -slots 42 of the shear blocks 40 to force them radially inward. The end closure plug 70 is then removed, allowing access to the interior of the pressure vessel 80.

White, III, Dorsey E.↗