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NASA NTRS2010

Suppressing Loss of Ions in an Atomic Clock

An improvement has been made in the design of a compact, highly stable mercury- ion clock to suppress a loss of ions as they are transferred between the quadrupole and higher multipole ion traps. Such clocks are being developed for use aboard spacecraft for navigation and planetary radio science. The modification is also applicable to ion clocks operating on Earth: indeed, the success of the modification has been demonstrated in construction and operation of a terrestrial breadboard prototype of the compact, highly stable mercury-ion clock. Selected aspects of the breadboard prototype at different stages of development were described in previous NASA Tech Briefs articles. The following background information is reviewed from previous articles: In this clock as in some prior ion clocks, mercury ions are shuttled between two ion traps, one a 16- pole linear radio-frequency trap, while the other is a quadrupole radio-frequency trap. In the quadrupole trap, ions are tightly confined and optical state selection from a 202Hg lamp is carried out. In the 16-pole trap, the ions are more loosely confined and atomic transitions are interrogated by use of a microwave beam at approximately 40.507 GHz. The trapping of ions effectively eliminates the frequency pulling that would otherwise be caused by collisions between clock atoms and the wall of a gas cell. The shuttling of the ions between the two traps enables separation of the state-selection process from the clock microwave-resonance process, so that each of these processes can be optimized independently of the other. This is similar to the operation of an atomic beam clock, except that with ions the beam can be halted and reversed as ions are shuttled back and forth between the two traps. When the two traps are driven at the same radio frequency, the strength of confinement can be reduced near the junction between the two traps, depending upon the relative phase of the RF voltage used to operate each of the two traps, and can cause loss of ions during each transit between the traps and thereby cause loss of the 40.507-GHz ion-clock resonance signal. The essence of the modification is to drive the two traps at different frequencies typically between 1.5 and 2 MHz for the quadrupole trap and a frequency a few hundred kHz higher for the 16- pole trap. A frequency difference of a few hundred kHz ensures that the ion motion caused by the trapping electric fields is small relative to the diameter of the traps. Unlike in the case in which both traps are driven at the same frequency, the trapping electric fields near the junction are not zero at all times; instead, the regions of low electric field near the junction open and close at the difference frequency. An additional benefit of making the 16-pole trap operate at higher frequency is that the strength or depth of the multipole trap can be increased independent of the quadrupole ion trap.

Prestage, John↗

NASA NTRS1972

Long range planning for the development of space flight emergency systems.

The importance of long-range planning for space flight emergency systems is pointed out. Factors in emergency systems planning are considered, giving attention to some of the mission classes which have to be taken into account. Examples of the hazards in space flight include fire, decompression, mechanical structure failures, radiation, collision, and meteoroid penetration. The criteria for rescue vehicles are examined together with aspects regarding the conduction of rescue missions. Future space flight programs are discussed, taking into consideration low earth orbit space stations, geosynchronous orbit space stations, lunar operations, manned planetary missions, future space flight vehicles, the space shuttle, special purpose space vehicles, and a reusable nuclear shuttle.

Bolger, P. H.↗

NASA NTRS1978

Industrial ion source technology

An analytical model was developed to describe the development of a coned surface texture with ion bombardment and simultaneous deposition of an impurity. A mathematical model of sputter deposition rate from a beveled target was developed in conjuction with the texturing models to provide an important input to that model. The establishment of a general procedure that will allow the treatment of manay different sputtering configurations is outlined. Calculation of cross sections for energetic binary collisions was extened to Ar, Kr.. and Xe with total cross sections for viscosity and diffusion calculated for the interaction energy range from leV to 1000eV. Physical sputtering and reactive ion etching experiments provided experimental data on the operating limits of a broad beam ion source using CF4 as a working gas to produce reactive species in a sputtering beam. Magnetic clustering effects are observed when Al is seeded with Fe and sputtered with Ar(?) ions. Silicon was textured at a micron scale by using a substrate temperature of 600 C.

Kaufman, H. R.↗

NASA NTRS1986

Experimental apparatus for photon/ion coincidence measurements of dielectronic recombination

An inclined beams apparatus for the measurement of absolute cross sections for dielectronic recombination between free electrons and singly or multiply charged ions is described. The collision products, a photon and a lower-charge-state ion, are detected in delayed coincidence. Measurements of dielectronic recombination in C(3+) are described to illustrate the use of the apparatus and techniques. Verification of the calibrations and operation of the apparatus is demonstrated through measurements of charge transfer and electron impact excitation.

Gardner, L. D.↗

NASA NTRSDate not supplied

Vertical Translation System for the Common Habitat Architecture

The Common Habitat is a large, long-duration habitat that uses an SLS core stage Liquid Oxygen (LOX) tank as its primary structure. Measuring 8.4 meters in diameter and 15 meters in length, it is manufactured as a habitat and launched as such into space. It is intended for use on the Moon as part of a permanently occupied outpost, on Mars as part of an outpost that will be occupied for hundreds of days at a time, and in deep space as part of the Deep Space Exploration Vehicle where it will support crewed missions up to 1200 days in duration. A study of internal orientation and crew size resulted in a Common Habitat configuration sized for a crew of eight with a three-deck horizontal orientation. The Common Habitat Vertical Translation System provides a means for transporting crew and cargo between decks in a Common Habitat spacecraft in gravity levels varying from 0g to 1g. A crowdsourcing campaign was conducted through the GrabCAD platform to initially solicit ideas for restraints and mobility aids, including vertical translation. Four of the five top responses repeated ideas that would be incorporated into features of the Vertical Translation System. The first was a safety barrier (to prevent falls into the opening between decks) that could collapse to form a floor surface covering the opening when not in use. The second idea was a folding ladder that could be stowed in the ceiling when not in use. The third idea was an elevator platform that could traverse the ladder. Several key driving requirements were established for the Vertical Translation System: it may not penetrate into or through the lower deck; it must work on the Earth, Moon, Mars, and in microgravity; it must be easy to operate; it must enable translation of any item that can fit through the Common Habitat’s 40” x 60” hatches, inclusive of suited and unsuited crew with any degree of incapacitation and any equipment or cargo item; and it must include three component systems – deploying floor / safety barriers, a deployable ladder, and an elevator platform. Additional requirements were established for each of the component systems. The safety barriers must form a roughly 40-inch tall, complete wall enclosure on all four sides when deployed; it must include an easy to open gate that allows access to/from the ladder when deployed; and when retracted, the safety barrier must form a smooth, load-bearing floor that can be walked on, and wheeled objects can be rolled across in gravity, without being a trip hazard. The deployable ladder must be composed of multiple ladders that work together; it must stow in the ceiling when not in use; and it must not penetrate into the 40” x 60” vertical passage corridor. The elevator platform must work with the deployable ladder system; it must be able to bridge any gap in ladders between decks; it must stop at each deck flush with the deck surface; it must be capable of transporting an incapacitated crew member as a single rescuer operation; it must be capable of transporting a full-size subsystems pallet; it must function as an elevator for a crew member carrying large objects; it must have safety functions to prevent falls from the platform, or crew/cargo collisions with edges of hatch openings, or entanglement with ladder rungs/structure; it must stow when not in use; and it must autonomously both connect itself to the ladder and deploy itself to any deck where needed when called (e.g., a crew member on any deck can call for the platform and it must connect itself to the ladders without assistance and translate to the requestor’s deck). These requirements were developed into a system concept with the assistance of a NASA Pathways Intern who also added the requirement to size the design based on the use of commercial components, using existing motors and other mechanisms to ensure that the resulting system could be inexpensively produced. The Floor and Safety Barrier consists of four panels, two roughly 40 inches long and two roughly 60 inches long that can fold into the floor on top of each other when not in use. The uppermost panel is load bearing and acts as the floor surface. When deployed, they connect with each other to form a rigid barrier surrounding the vertical passageway. One of the panels contains a hinged gate that can be opened when deployed to allow for access to/from the passageway. The Deploying Ladder consists of two ladder segments, one mounted on the ceiling of the lower deck and the other mounted on the ceiling of the mid deck. A rotating mechanism is mounted on the ladder to allow it to rotate into a horizontal position against the ceiling for stowage, or down to a vertical position for use. A second rotating mechanism is built into the ladder, allowing the rungs to rotate. A toothed surface intended to work with the elevator platform covers the front of the ladder rails and the top and bottom of the rails are designed to be flush when aligned with another ladder segment. The elevator platform is essentially a motorized, self-propelled deck. It has a mechanism that holds it in contact with the ladder rails and drives itself against the toothed surface. This mechanism allows the elevator platform to ascend or descend the ladder. In order to stow the platform when not in use, a set of short ladder rails (without rungs) are mounted to the ceiling of the mid deck. When the mid deck ladder is stowed, it is flush with these rails and the platform can drive itself onto those short rails for stowage. An additional mechanism on the platform can pitch its deck surface 90 degrees, such that when the ladder is to be stowed, the platform can fold up against the ceiling. As a consequence of the ladder and elevator platform design, the opening between decks in the Common Habitat was enlarged to ensure that the elevator platform can accept a payload up to 40”x60” in dimension.

Human Centered Design↗

NASA NTRS1996

A Virtual Audio Guidance and Alert System for Commercial Aircraft Operations

Our work in virtual reality systems at NASA Ames Research Center includes the area of aurally-guided visual search, using specially-designed audio cues and spatial audio processing (also known as virtual or "3-D audio") techniques (Begault, 1994). Previous studies at Ames had revealed that use of 3-D audio for Traffic Collision Avoidance System (TCAS) advisories significantly reduced head-down time, compared to a head-down map display (0.5 sec advantage) or no display at all (2.2 sec advantage) (Begault, 1993, 1995; Begault & Pittman, 1994; see Wenzel, 1994, for an audio demo). Since the crew must keep their head up and looking out the window as much as possible when taxiing under low-visibility conditions, and the potential for "blunder" is increased under such conditions, it was sensible to evaluate the audio spatial cueing for a prototype audio ground collision avoidance warning (GCAW) system, and a 3-D audio guidance system. Results were favorable for GCAW, but not for the audio guidance system.

Begault, Durand R.↗

NASA NTRSDate not supplied

An Approach for Defining IASMS Services, Functions, and Capabilities

Assuring safety in the NAS with the inclusion of new entrants, such as Advanced Air Mobility (AAM), will require overcoming unique safety challenges that result from combining innovative technologies with novel airspace concepts for moving people and cargo using autonomous vehicles. The focus of the In-time Aviation Safety Management System (IASMS) is to overcome AAM’s safety assurance challenges. The IASMS Concept of Operations (ConOps) describes an interconnected set of services, functions, and capabilities (SFCs) designed to manage operational risks, identify unknown risks, and inform system designs. This paper describes an approach for defining SFCs based on technology trends in research, assessment of known and unknown risks in voluntary safety reports, and causal and contributing factors in aviation accidents and incidents. This approach would identify potential SFCs that further expand the Monitor, Assess, and Mitigate (M-A-M) functionality that represents the enabling framework of the IASMS. Safety implications that will result from integration of AAM in the transformation of the National Airspace System (NAS) were addressed in National Academies committees reports on AAM and IASMS. Development of a ConOps for IASMS was a top recommendation and can be represented as a reframing of safety assurance that builds on real-time alerting such as the Traffic Alert and Collision Avoidance System, and adds the more encompassing in-time temporal parameter in recognition of the different timelines for collecting and assessing safety data for risk mitigations. For example, mining for safety trends from data sources such as the Aviation Safety Information Analysis and Sharing system occurs over a longer time period. Research on AAM operations poses that SFCs can be designed to monitor the safety margin appropriate for AAM including with regards to the distance between current flight parameters and nominal ideal conditions. These in-time comparisons will become more complex as the density of operations increases at least in certain areas and can include planned and actual 4D trajectory, and in-time comparisons having implications on conflict modeling and prediction including expected and actual departure time, fix/waypoint crossing times, and arrival time. These comparisons would be integrated as part of SFCs that redefine and inform new safety margin. An increased safety margin improves management of operational risks while reducing the potential for anomalies. An increased safety margin also has implications for operator confidence in the certainty of its operations and trust in automation. Technology trends in research could be used to refine existing SFCs and define needs for additional SFCs that provide safety improvements to the design and operation of vehicles, airspace design, and operator performance requirements. NASA is developing innovative approaches to safeguard against major accidents and incidents that have occurred in the NAS and those anticipated with the inclusion of envisioned AAM operations. The innovations use operational performance data to monitor, detect, and predict flight variations exceeding safe nominal patterns, such as would be caused by navigational error, severe weather complications, or hijacking of UAS controls. These innovative approaches have high potential to prevent accidents and incidents in the new AAM era. It is anticipated that elements of the innovations will evolve into SFCs for the IASMS. Voluntary safety reports can be monitored to identify anomalies related to design or operational performance risks. Reports could be periodically monitored and assessed for specific topics. Reports might serve as weak signals or precursors indicative of emergent risk such as when combined with other safety information. The architecture could include SFCs that are based on voluntary safety reports recognizing the periodic temporal nature of data analysis. As previously mentioned, aviation accidents with their causal and contributing precursors can inform the need for SFCs in the IASMS. Accidents and incidents at San Francisco International Airport such as Asiana 214 and Air Canada 759 illustrate how combinations of different factors lead to increased risk. These types of precursors and different factors have implications on the types of SFCs that could be needed to monitor and manage different sources and types of design and operational risk. Continuing to assure the safety of AAM as designs and operations gain in complexity can be accompanied by defining SFCs that also increase in complexity. These SFCs can leverage information from findings and recommendations synthesized across on-going research, voluntary safety reports, and accident and incident reports. These SFCs can serve to refine accuracy of algorithms and resolve limitations with current practices. The IASMS architecture represents the framework for the SFCs and their critical role in safety assurance.

In-Time Aviation Safety Management System↗

NASA NTRS2011

Flight Dynamics Operations: Methods and Lessons Learned from Space Shuttle Orbit Operations

The Flight Dynamics Officer is responsible for trajectory maintenance of the Space Shuttle. This paper will cover high level operational considerations, methodology, procedures, and lessons learned involved in performing the functions of orbit and rendezvous Flight Dynamics Officer and leading the team of flight dynamics specialists during different phases of flight. The primary functions that will be address are: onboard state vector maintenance, ground ephemeris maintenance, calculation of ground and spacecraft acquisitions, collision avoidance, burn targeting for the primary mission, rendezvous, deorbit and contingencies, separation sequences, emergency deorbit preparation, mass properties coordination, payload deployment planning, coordination with the International Space Station, and coordination with worldwide trajectory customers. Each of these tasks require the Flight Dynamics Officer to have cognizance of the current trajectory state as well as the impact of future events on the trajectory plan in order to properly analyze and react to real-time changes. Additionally, considerations are made to prepare flexible alternative trajectory plans in the case timeline changes or a systems failure impact the primary plan. The evolution of the methodology, procedures, and techniques used by the Flight Dynamics Officer to perform these tasks will be discussed. Particular attention will be given to how specific Space Shuttle mission and training simulation experiences, particularly off-nominal or unexpected events such as shortened mission durations, tank failures, contingency deorbit, navigation errors, conjunctions, and unexpected payload deployments, have influenced the operational procedures and training for performing Space Shuttle flight dynamics operations over the history of the program. These lessons learned can then be extended to future vehicle trajectory operations.

Cutri-Kohart, Rebecca M.↗

DOE OSTI2025

Enhancing traffic safety analysis with digital twin technology: integrating vehicle dynamics and environmental factors into microscopic traffic simulation

Traffic safety is a critical concern in transportation engineering and urban planning. Traditional traffic safety analysis requires trained observers to collect data in the field, which is time-consuming, labor-intensive, and sometimes inaccurate. In recent years, microscopic traffic simulation, which simulates individual vehicles’ movements within a transportation network, have been utilized to study traffic safety. However, microscopic traffic simulation only focuses on traffic-related factors, such as traffic volume, traffic signals, and lane configurations, neglecting vehicle dynamics and environment-related factors like weather and lighting conditions, which can significantly impact traffic safety. In light of this, this paper explores the application of digital twin technology in traffic safety analysis, integrating vehicle simulators, which consider vehicle dynamics and environmental factors, and microscopic traffic simulators, which simulate the operations of traffic flow, for enhanced safety evaluations. Various scenarios, including different weather conditions and visibility levels, are simulated using a digital twin of a road segment in Tuscaloosa, Alabama. The simulations employ Surrogate Safety Measures (SSMs) like Time to Collision (TTC) and Deceleration Rate to Avoid a Crash (DRAC) to assess safety under varying conditions. The results demonstrate that traffic digital twin can identify potential safety issues that traditional microscopic simulation cannot, providing insights for improving traffic control strategies and transportation infrastructure to enhance traffic safety.

Civil engineering↗

NASA NTRS1983

Linewidth studies on the the NI(4S-4P) resonance multiplet

Doppler broadening of the 8691, 8212, and 1200-A multiplet lines of N I is investigated experimentally, and its implications for the interpretation of the earth's 1200-A UV dayglow are considered. A regulated 100-eV, 1-mA electron beam is passed through N2 at 300 K and about 0.0005 torr flowing through a collision chamber within a UHV system, and the radiation emitted is observed with a temperature-stabilized short-focal length monochromator with a bandpass of 0.2 A in the IR and an effective UV resolution (in second-order operation with a 3600-groove/mm plane grating) of about 0.04 A. Both the IR and VUV lines are found to be broadened to about 25 times the thermal Doppler linewidth, with the IR transitions accounting for more than half of the total N(4P) cross section at 100 eV. The kinetic energy of the N(4P) atoms produced by dissociative excitation is such that their 1200-A resonance radiation (2p2 3s4P - 2p3 4SO) would be optically thin in the upper atmosphere, contrary to what has been observed. A need to revise some aspects of current UV-dayglow models is identified.

Erdman, P. W.↗

NASA NTRSDate not supplied

UV Laser Development for In Situ Planetary Lander Instruments

Mass and Raman spectrometers represent progressive analytical platforms for future in situ lander missions to explore the surface chemistry of planetary bodies across the Solar System. Europa, the Moon, and Mars are some of the primary targets for future NASA missions to search for extraterrestrial life and potentially habitable environments beyond Earth, further our understanding of the timing and formation of the Solar System and identify potentially viable economic resources such as water and/or valuable metal assets. The CORALS (Characterization of Ocean Residues And Life Signatures) and CRATER (Characterization of Regolith And Trace Economic Resources) instruments are UV laser-enabled OrbitrapTM mass spectrometers currently under development for prospective lander missions to Europa and the Moon, respectively. The Raman Mass Spectrometer (RAMS) is a dual wavelength (UV and visible) laser enabled hybrid instrument that incorporates laser desorption/ ionization mass spectrometry (LDMS) and micro-Raman microspectroscopy imaging (μRS) into a compact instrument package for multiple planetary missions to the inner and outer Solar System. The Pulse Laser Ablation Sampling and Mass Analysis (PLASMA) instrument combines a multi-wavelength laser (deep-UV to near-IR), plasma source, and collision cell with a heritage quadrupole mass spectrometer (QMS) to enable high precision trace element analyses for a future Lunar lander instrument. We report on the advancement of four compact, robust, and high technology readiness level (TRL) solid state lasers operating at wavelengths 213 nm, 266 nm, 515 nm, 532 nm and 1064 nm that serve as the sampling and ionization sources, for the CRATER, CORALS, RAMS and PLASMA investigations.

Molly Fahey↗

NASA NTRS2016

Bayesian Methods for Longitudinal Trending in Probabilities of Collision

Satellites have become an integral part of modern life, supporting phone communication, television and radio broadcasting, internet access, and military activities. Indeed, it is difficult to imagine modern society without many of these technologies, especially in an age when the world is increasingly interconnected via long-distance communications. As of 2013, there were over one thousand operational satellites in orbit about Earth. About half of these active satellites are in Low-Earth Orbit (LEO, meaning an orbital period less than 225 minutes), which is where the International Space Station (ISS) conducts operations, along with other commercial missions such as earth observation and satellite telephone communications. An increasing amount of attention is being placed on protecting satellites in LEO, as the frequency of object launches and satellite fragmentation events has contributed to the proliferation of space debris, resulting in increased congestion.

Conjunction↗

DOE OSTI2022

Advanced Collision Detection and Site Monitoring for Avian and Bat Species for Offshore Wind Energy (Final Technical Report)

This final technical report summarizes the outcomes from a project that aimed to design, build, and test a persistent and autonomous monitoring system for avian and bat collisions with offshore wind turbines blades and structures. The system comprises four primary sensor modules: 1) on-blade sensor modules for collision detection and dual-vision image capture on each blade with both visible light and near-infrared imagers; 2) additional on-blade collision sensors mounted further from the root; 3) a nacelle-mounted unit including a 360º camera and ultrasonic microphone array; and, 4) an on-blade, high-performance infrared camera module. Primary targeted outcomes were high sensitivity for the detection of blade strikes from bats and small birds, and automatically captured visual confirmation of the striking object; these features are critical for monitoring offshore wind turbine installations, where ground-based methods are not viable. In addition, local recording will provide a long-term sensor recording database. Following laboratory validation, field testing was conducted on an operational wind turbine in collaboration with the National Wind Technology Center at the NREL Flatirons campus over two planned field tests.

17 WIND ENERGY↗

DOE OSTI2022

Non-Gaussianities in collider energy flux

The microscopic dynamics of particle collisions is imprinted into the statistical properties of asymptotic energy flux, much like the dynamics of inflation is imprinted into the cosmic microwave background. This energy flux is characterized by correlation functions < E(n → 1 )…E(n → k ) > of energy flow operators E(n → ). There has been significant recent progress in studying energy flux, including the calculation of multi-point correlation functions and their direct measurement inside high-energy jets at the Large Hadron Collider (LHC). In this paper, we build on these advances by defining a notion of “celestial non-gaussianity” as a ratio of the three-point function to a product of two-point functions. We show that this celestial non-gaussianity is under perturbative control within jets at the LHC, allowing us to cleanly access the non-gaussian interactions of quarks and gluons. We find good agreement between perturbative calculations of the non-gaussianity and a charged-particle-based analysis using CMS Open Data, and we observe a strong non-gaussianity peaked in the “flattened triangle” regime. The ability to robustly study three-point correlations is a significant step in advancing our understanding of jet substructure at the LHC. We anticipate that the celestial non-gaussianity, and its generalizations, will play an important role in the development of higher-order parton showers simulations and in the hunt for ever more subtle signals of potential new physics within jets.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2021

Observation of e + e - → ηψ(2S) at center-of-mass energies from 4.236 to 4.600 GeV

Using a total of 5 25 fb -1 of e + e - collision data with center-of-mass energies from 4.236 to 4.600 GeV, we report the first observation of the processe + e - → ηψ(2S) with a statistical significance of 4.9 standard deviations. The data sets were collected by the BESIII detector operating at the BEPCII storage ring. We measure the yield of events integrated over center-of-mass energies and also present the energy dependence of the measured cross section.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

DOE OSTI2021

Design of an RF-Dipole Crabbing Cavity System for the Electron-Ion Collider

The Electron-Ion Collider requires several crabbing systems to facilitate head-on collisions between electron and proton beams in increasing the luminosity at the interaction point. One of the critical rf systems is the 197 MHz crabbing system that will be used in crabbing the proton beam. Many factors such as the low operating frequency, large transverse voltage requirement, tight longitudinal and transverse impedance thresholds, and limited beam line space makes the crabbing cavity design challenging. The rf-dipole cavity design is considered as one of the crabbing cavity options for the 197 MHz crabbing system. The cavity is designed including the HOM couplers, FPC and other ancillaries. This paper presents the detailed electromagnetic design, mechanical analysis, and conceptual cryomodule design of the crabbing system.

De Silva, S. U.↗

DOE OSTI2022

Extending Analysis of Asay Windows to High Areal Mass Range [Slides]

The accretion layer addition to Asay window analysis results in new equations of motion that depend on the location of collisions within the layer. Asay window equations of motion can be represented in terms of experiment observables. Balance of linear momentum for variable mass systems provides a framework for developing equations of motion for Asay window diagnostics under a variety of operating assumptions. The growth in the accretion layer thickness during an experiment substantially influences mass and density measurements when high accumulation of areal mass is present.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2023

Extending the Asay window measurement model to high areal mass ranges [Slides]

97 MATHEMATICS AND COMPUTING↗