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At least 667 records · Page 37

Orbital debris removal using ground-based lasers

Orbiting the Earth are spent rocket stages, non-functioning satellites, hardware from satellite deployment and staging, fragments of exploded spacecraft, and other relics of decades of space exploration: orbital debris. The United States Space Command tracks and maintains a catalog of the largest objects. The catalog contains over 7000 objects. Recent studies have assessed the debris environment in an effort to estimate the number of smaller particles and the probability of a collision causing catastrophic damage to a functioning spacecraft. The results of the studies can be used to show, for example, that the likelihood of a collision of a particle larger than about one centimeter in diameter with the International Space Station during a 10-year period is a few percent, roughly in agreement with earlier estimates for Space Station Freedom. Particles greater than about one centimeter in diameter pose the greatest risk to shielded spacecraft. There are on the order of 105 such particles in low Earth orbit. The United States National Space Policy, begun in 1988, is to minimize debris consistent with mission requirements. Measures such as venting unused fuel to prevent explosions, retaining staging and deployment hardware, and shielding against smaller debris have been taken by the U.S. and other space faring nations. There is at present no program to remove debris from orbit. The natural tendency for upper atmospheric drag to remove objects from low Earth orbit is more than balanced by the increase in the number of debris objects from new launches and fragmentation of existing objects. In this paper I describe a concept under study by the Program Development Laboratory of Marshall Space Flight Center and others to remove debris with a ground-based laser. A longer version of this report, including figures, is available from the author.

Taylor, Charles R.↗

Improved Aerodynamic Analysis for Hybrid Wing Body Conceptual Design Optimization

This paper provides an overview of ongoing efforts to develop, evaluate, and validate different tools for improved aerodynamic modeling and systems analysis of Hybrid Wing Body (HWB) aircraft configurations. Results are being presented for the evaluation of different aerodynamic tools including panel methods, enhanced panel methods with viscous drag prediction, and computational fluid dynamics. Emphasis is placed on proper prediction of aerodynamic loads for structural sizing as well as viscous drag prediction to develop drag polars for HWB conceptual design optimization. Data from transonic wind tunnel tests at the Arnold Engineering Development Center s 16-Foot Transonic Tunnel was used as a reference data set in order to evaluate the accuracy of the aerodynamic tools. Triangularized surface data and Vehicle Sketch Pad (VSP) models of an X-48B 2% scale wind tunnel model were used to generate input and model files for the different analysis tools. In support of ongoing HWB scaling studies within the NASA Environmentally Responsible Aviation (ERA) program, an improved finite element based structural analysis and weight estimation tool for HWB center bodies is currently under development. Aerodynamic results from these analyses are used to provide additional aerodynamic validation data.

Gern, Frank H.↗

Determination of highly accurate orbits for altimeter satellites over limited geographic areas

Accurate orbits are necessary for altimeter satellites for operational computation of sea surface heights and for the determination of any bias in the altimeter measurement. These satellites require high accuracy throughout the orbit, in general a difficult task due to gravity model, solar radiation pressure, and atmospheric drag effects. Extensive analysis has reduced such errors for Seasat only to the 50 cm level. For calibration purposes the use of such an orbit would require a very large number of tracks to reduce the error to the sub-10 cm level even if all passes had only random errors. Since altimeter calibration orbits require high accuracy only over a limited geographical area, the use of a ranging station, such as a laser tracker in the calibration area can provide the required accuracy. The Bermuda laser provided such orbits for Seasat, with satellite-station height accuracy estimated to be at the sub-3 cm level. Because the station height is accurately known, such orbits can also be used to test global orbit accuracies.

Kolenkiewicz, R.↗

Estimated performance and future potential of solar dynamic and photovoltaic power systems for selected LEO and HEO missions

Solar photovoltaic and thermal dynamic power systems for application to selected low-earth-orbit (LEO) and high-earth-orbit (HEO) missions are characterized in the regime 7 to 35 kWe. Input parameters to the characterization are varied to correspond to anticipated introduction of improved or new technologies. A comparative assessment is made of the two power system types for emerging technologies in cells and arrays, energy storage, optical surfaces, heat engines, thermal energy storage and thermal management. The assessment is made to common ground rules and assumptions. The four missions (Space Station, sun-synchronous, Van Allen belt, and GEO) are representative of the anticipated range of multikilowatt earth-orbit missions. The results give the expected performance, mass and drag of multikilowatt earth-orbiting solar power systems and show how the overall system figure of merit will improve as new component technologies are incorporated.

Bents, David J.↗

Seasonality of the Migrating Semidiurnal Tide in the Tropical Upper Mesosphere and Lower Thermosphere and its Thermodynamic and Momentum Budget

This work uses the Specified Dynamics-Whole Atmosphere Community Climate Model with Ionosphere/Thermosphere eXtension (SD-WACCM-X) to determine and explain the seasonality of the migrating semidiurnal tide (SW2) components of tropical upper mesosphere and lower thermosphere (UMLT) temperature, zonal wind, and meridional wind. This work also quantifies aliasing due to SW2 in satellite-based tidal estimates. Results show that during equinox seasons, the vertical profiles of tropical UMLT temperature SW2 and zonal-wind SW2’s amplitudes have a double-peak structure while they, along with meridional-wind SW2, have a single-peak structure in their amplitudes in June solstice. Hough mode reconstruction reveals that a linear combination of five SW2 Hough modes cannot fully reproduce these features. Tendency analysis reveals that for temperature, the adiabatic term, nonlinear advection term, and linear advection term are important. For the winds, the classical terms, nonlinear advection term, linear advection term, and gravity wave drag are important. Results of our alias analysis then indicate that SW2 can induce an ∼60% alias in zonal-mean and DW1 components calculated from sampling like that of the Thermosphere–Ionosphere–Mesosphere Energetics and Dynamics satellite and the Aura satellite. This work concludes that in situ generation by wave–wave interaction and/or by gravity waves plays significant roles in the seasonality of tropical UMLT temperature SW2, zonal-wind SW2, and meridional-wind SW2. The alias analysis further adds that one cannot simply assume that SW2 in the tropical UMLT is negligible.

Tides↗

Dynamic Ground Effect for a Cranked Arrow Wing Airplane

Flight-determined ground effect characteristics for an F-16XL airplane are presented and correlated with wind tunnel predictions and similar flight results from other aircraft. Maneuvers were conducted at a variety of flightpath angles. Conventional ground effect flight test methods were used, with the exception that space positioning data were obtained using the differential global positioning system (DGPS). Accuracy of the DGPS was similar to that of optical tracking methods, but it was operationally more attractive. The dynamic flight determined lift and drag coefficient increments were measurably lower than steady-state wind-tunnel predictions. This relationship is consistent with the results of other aircraft for which similar data are available. Trends in the flight measured lift increments caused by ground effect as a function of flightpath angle were evident but weakly correlated. An engineering model of dynamic ground effect was developed based on linear aerodynamic theory and super-positioning of flows. This model was applied to the F-16XL data set and to previously published data for an F-15 airplane. In both cases, the model provided an engineering estimate of the ratio between the steady-state and dynamic data sets.

Curry, Robert E.↗

Influence of Transport on Two-Dimensional Model Simulation. Tracer Sensitivity to 2-D Model Transport: Long Lived Tracers - 1

In this study, we examine the sensitivity of long lived tracers to changes in the base transport components in our 2-D model. Changes to the strength of the residual circulation in the upper troposphere and stratosphere and changes to the lower stratospheric K(sub zz) had similar effects in that increasing the transport rates decreased the overall stratospheric mean age, and increased the rate of removal of material from the stratosphere. Increasing the stratospheric K(sub yy) increased the mean age due to the greater recycling of air parcels through the middle atmosphere, via the residual circulation, before returning to the troposphere. However, increasing K(sub yy) along with self-consistent increases in the corresponding planetary wave drive, which leads to a stronger residual circulation, more than compensates for the K(sub yy)-effect, and produces significantly younger ages throughout the stratosphere. Simulations with very small tropical stratospheric K(sub yy) decreased the globally averaged age of air by as much as 25% in the middle and upper stratosphere, and resulted in substantially weaker vertical age gradients above 20 km in the extratropics. We found only very small stratospheric tracer sensitivity to the magnitude of the horizontal mixing across the tropopause, and to the strength of the mesospheric gravity wave drag and diffusion used in the model. We also investigated the transport influence on chemically active tracers and found a strong age-tracer correlation, both in concentration and calculated lifetimes. The base model transport gives the most favorable overall comparison with a variety of inert tracer observations, and provides a significant improvement over our previous 1995 model transport. Moderate changes to the base transport were found to provide modest agreement with some of the measurements. Transport scenarios with residence times ranging from moderately shorter to slightly longer relative to the base case simulated N2O lifetimes that were within the observational estimates of Volk et al. [1997]. However, only scenarios with rather fast transport rates were comparable with the Volk et al. estimates of CFCl3 lifetimes. This is inconsistent with model-measurement comparisons of mean age in which the base model or slightly slower transport rates compared the most favorably with balloon SF6 data. For all comparisons shown, large transport changes away from the base case resulted in simulations that were outside the range of measurements, and in many cases, far outside this range.

Fleming, Eric L.↗

OC6 Phase Ia: CFD Simulations of the Free-Decay Motion of the DeepCwind Semisubmersible

Currently, the design of floating offshore wind systems is primarily based on mid-fidelity models with empirical drag forces. The tuning of the model coefficients requires data from either experiments or high-fidelity simulations. As part of the OC6 (Offshore Code Comparison Collaboration, Continued, with Correlation, and unCertainty (OC6) is a project under the International Energy Agency Wind Task 30 framework) project, the present investigation explores the latter option. A verification and validation study of computational fluid dynamics (CFD) models of the DeepCwind semisubmersible undergoing free-decay motion is performed. Several institutions provided CFD results for validation against the OC6 experimental campaign. The objective is to evaluate whether the CFD setups of the participants can provide valid estimates of the hydrodynamic damping coefficients needed by mid-fidelity models. The linear and quadratic damping coefficients and the equivalent damping ratio are chosen as metrics for validation. Large numerical uncertainties are estimated for the linear and quadratic damping coefficients; however, the equivalent damping ratios are more consistently predicted with lower uncertainty. Some difference is observed between the experimental and CFD surge-decay motion, which is caused by mechanical damping not considered in the simulations that likely originated from the mooring setup, including a Coulomb-friction-type force. Overall, the simulations and the experiment show reasonable agreement, thus demonstrating the feasibility of using CFD simulations to tune mid-fidelity models.

17 WIND ENERGY↗

Estimation of additive forces and moments for supersonic inlets

A technique for estimating the additive forces and moments associated with supersonic, external compression inlets as a function of mass flow ratio has been developed. The technique makes use of a low order supersonic paneling method for calculating minimum additive forces at maximum mass flow conditions. A linear relationship between the minimum additive forces and the maximum values for fully blocked flow is employed to obtain the additive forces at a specified mass flow ratio. The method is applicable to two-dimensional inlets at zero or nonzero angle of attack, and to axisymmetric inlets at zero angle of attack. Comparisons with limited available additive drag data indicate fair to good agreement.

Perkins, Stanley C., Jr.↗

Analysis of IRAS solar system dust data

Data in the Infrared Astronomical Satellite (IRAS) Zodiacal History File were analyzed to extract dust band locations and peak brightness measurements from approximately 1,000 individual IRAS scans. The study had three goals. One was to show that the prominent solar system dust bands are associated with Hirayama asteroid families and thus that collisions between asteroids account for a significant fraction of the particles in the zodiacal cloud. Recent work suggests that while the Hirayama families are a major source of the dust in the bands, there may also be contributions from two or three smaller, more recently recognized asteroid families. A second goal was to show that there is evidence in the IRAS dust data for the transport of particles from asteroid belt to the Earth by Poynting-Robertson light drag and thus account for the fact that asteroid particles are collected in the Earth's stratosphere. Results of the study will confirm the location of the dust bands within the inner asteroid belt, and show conclusively that the material seen by IRAS is now spread over a wide range of distances from the sun. The third goal was to construct a model of the background zodiacal cloud that satisfies the proper dynamical constraints. Figures are provided to show the scans processed to remove zodiacal background and Galactic signals, and the resulting polynomial fits to the 25 micron scan. The latter provided objective estimates of band widths, peak locations, and peak fluxes. Modelling and analysis of the resulting band data has been presented at several conferences and is the subject of a number of forthcoming papers.

Dermott, S. F.↗

Development of a Mars Airplane Entry, Descent, and Flight Trajectory

An entry, descent, and flight (EDF) trajectory profile for a Mars airplane mission is defined as consisting of the following elements: ballistic entry of an aeroshell; supersonic deployment of a decelerator parachute; subsonic release of a heat shield; release, unfolding, and orientation of an airplane to flight attitude; and execution of a pull up maneuver to achieve trimmed, horizontal flight. Using the Program to Optimize Simulated Trajectories (POST) a trajectory optimization problem was formulated. Model data representative of a specific Mars airplane configuration, current models of the Mars surface topography and atmosphere, and current estimates of the interplanetary trajectory, were incorporated into the analysis. The goal is to develop an EDF trajectory to maximize the surface-relative altitude of the airplane at the end of a pull up maneuver, while subject to the mission design constraints. The trajectory performance was evaluated for three potential mission sites and was found to be site-sensitive. The trajectory performance, examined for sensitivity to a number of design and constraint variables, was found to be most sensitive to airplane mass, aerodynamic performance characteristics, and the pull up Mach constraint. Based on the results of this sensitivity study, an airplane-drag optimized trajectory was developed that showed a significant performance improvement.

Murray, James E.↗

What Can Plastic Flow Fields Tell Us About Heat Sources in Deformation Processing?

We characterize primary (shape-change) and secondary (friction) deformation, and associated temperature fields, in metal cutting and forming processes, using in situ imaging and simulation. The experimental configurations enable access to the deformation zones and die contact-interfaces, for measuring deformation, temperature, and frictional drag. Infra-red thermography reveals that the plastic strain-rate field is an excellent proxy for the deformation-induced heat sources. Both spatially confined and diffuse strain-rate fields occur, depending on the initial workpiece deformation state. When the strain rate is confined, as in pre-hardened material, the temperature modeling is much simplified, as the heat source is also now localized. However complex, microstructure-driven deformation modes, like sinuous flow in annealed metals, result in spatially diffuse strain-rate and body heat sources, more challenging to analyze. Furthermore, our unified measurements should be of value for accurately estimating the fraction of plastic dissipation that is converted into heat in large-strain deformation processes.

36 MATERIALS SCIENCE↗

Development of An Intelligent Flight Propulsion Control System

The initial design and demonstration of an Intelligent Flight Propulsion and Control System (IFPCS) is documented. The design is based on the implementation of a nonlinear adaptive flight control architecture. This initial design of the IFPCS enhances flight safety by using propulsion sources to provide redundancy in flight control. The IFPCS enhances the conventional gain scheduled approach in significant ways: (1) The IFPCS provides a back up flight control system that results in consistent responses over a wide range of unanticipated failures. (2) The IFPCS is applicable to a variety of aircraft models without redesign and,(3) significantly reduces the laborious research and design necessary in a gain scheduled approach. The control augmentation is detailed within an approximate Input-Output Linearization setting. The availability of propulsion only provides two control inputs, symmetric and differential thrust. Earlier Propulsion Control Augmentation (PCA) work performed by NASA provided for a trajectory controller with pilot command input of glidepath and heading. This work is aimed at demonstrating the flexibility of the IFPCS in providing consistency in flying qualities under a variety of failure scenarios. This report documents the initial design phase where propulsion only is used. Results confirm that the engine dynamics and associated hard nonlineaaities result in poor handling qualities at best. However, as demonstrated in simulation, the IFPCS is capable of results similar to the gain scheduled designs of the NASA PCA work. The IFPCS design uses crude estimates of aircraft behaviour. The adaptive control architecture demonstrates robust stability and provides robust performance. In this work, robust stability means that all states, errors, and adaptive parameters remain bounded under a wide class of uncertainties and input and output disturbances. Robust performance is measured in the quality of the tracking. The results demonstrate the flexibility of the IFPCS architecture and the ability to provide robust performance under a broad range of uncertainty. Robust stability is proved using Lyapunov like analysis. Future development of the IFPCS will include integration of conventional control surfaces with the use of propulsion augmentation, and utilization of available lift and drag devices, to demonstrate adaptive control capability under a greater variety of failure scenarios. Further work will specifically address the effects of actuator saturation.

Calise, A. J.↗

An Electric Propulsion "Shepherd" for Active Debris Removal that Utilizes Ambient Gas as Propellant

There is a growing consensus among the space debris technical community that limiting the long ]term growth of debris in Low-Earth Orbit (LEO) requires that space users limit the accumulation of mass in orbit. This is partially accomplished by mitigation measures for current and future LEO systems, but there is now interest in removing mass that has already accumulated in LEO from more than 50 years of space activity (termed "Active Debris Removal", or ADR). Many ADR proposals face complex technical issues of how to grapple with uncooperative targets. Some researchers have suggested the use of conventional ion thrusters to gently "blow" on objects to gradually change their orbits, without ever having to come into physical contact with the target. The chief drawback with these methods is the cost per object removed. Typically, a space "tug" or an ion-drive "shepherd" can only remove a few objects per mission due to limited propellant. Unless a costeffective way that removes tens of objects per mission can be found, it is not clear that any of the ideas so far proposed will be economically viable. In this paper, a modified version of the ion-drive "shepherd" is proposed that uses ambient atmospheric gases in LEO as propellant for the ion drives. This method has the potential to greatly extend the operational lifetime of an ADR mission, as the only mission limit is the lifetime of the components of the satellite itself, not on its fuel supply. An ambient-gas ion-drive "shepherd" would the local atmospheric drag on an object by ionizing and accelerating the ambient gas the target would have encountered anyway, thereby hastening its decay. Also, the "shepherd" satellite itself has a great deal of flexibility to maneuver back to high altitude and rendezvous with its next target using the ion drive not limited by fuel supply. However, the amount of available ambient gas is closely tied to the altitude of the spacecraft. It may be possible to use a "hybrid" approach that supplements high-altitude ion-drive operations with stored gas, and transitions to ambient gas at lower altitudes. This paper will include realistic numbers on the estimated times needed to deorbit objects from different orbit regimes using drives that either partially or completely take advantage of ambient gas. It will conclude with recommendations on whether this is a viable candidate for future ADR efforts.

Matney, Mark J.↗

An Electric Propulsion "Shepherd" for Active Debris Removal that Utilizes Ambient Gas as Propellant

There is a growing consensus among the space debris technical community that limiting the long-term growth of debris in Low-Earth Orbit (LEO) requires that space users limit the accumulation of mass in orbit. This is partially accomplished by mitigation measures for current and future LEO systems, but there is now interest in removing mass that has already accumulated in LEO from more than 50 years of space activity (termed "Active Debris Removal", or ADR). Many ADR proposals face complex technical issues of how to grapple with uncooperative targets. Some researchers have suggested the use of conventional ion thrusters to gently "blow" on objects to gradually change their orbits, without ever having to come into physical contact with the target. The chief drawback with these methods is the cost per object removed. Typically, a space "tug" or an ion-drive "shepherd" can only remove a few objects per mission due to limited propellant. Unless a cost-effective way that removes tens of objects per mission can be found, it is not clear that any of the ideas so far proposed will be economically viable. In this paper, a modified version of the ion-drive "shepherd" is proposed that uses ambient atmospheric gases in LEO as propellant for the ion drives. This method has the potential to greatly extend the operational lifetime of an ADR mission, as the only mission limit is the lifetime of the components of the satellite itself, not on its fuel supply. An ambient-gas ion-drive "shepherd" would enhance the local atmospheric drag on an object by ionizing and accelerating the ambient gas the target would have encountered anyway, thereby hastening its decay. Also, the "shepherd" satellite itself has a great deal of flexibility to maneuver back to high altitude and rendezvous with its next target using the ion drive not limited by fuel supply. However, the amount of available ambient gas is closely tied to the altitude of the spacecraft. It may be possible to use a "hybrid" approach that supplements high-altitude ion-drive operations with stored gas, and transitions to ambient gas at lower altitudes. This paper will include realistic numbers on the estimated times needed to deorbit objects from different orbit regimes using drives that either partially or completely take advantage of ambient gas. It will conclude with recommendations on whether this is a viable candidate for future ADR efforts.

Matney, Mark↗

Black Hole to Photosphere: 3D GRMHD Simulations of Collapsars Reveal Wobbling and Hybrid Composition Jets

Long-duration γ-ray bursts (GRBs) accompany the collapse of massive stars and carry information about the central engine. However, no 3D models have been able to follow these jets from their birth via black hole (BH) to the photosphere. We present the first such 3D general-relativity magnetohydrodynamic simulations, which span over six orders of magnitude in space and time. The collapsing stellar envelope forms an accretion disk, which drags inwardly the magnetic flux that accumulates around the BH, becomes dynamically important, and launches bipolar jets. The jets reach the photosphere at ~10 12 cm with an opening angle θ j ~ 6° and a Lorentz factor Γ j ≲ 30, unbinding ≳90% of the star. We find that (i) the disk–jet system spontaneously develops misalignment relative to the BH rotational axis. As a result, the jet wobbles with an angle θ t ~ 12°, which can naturally explain quiescent times in GRB lightcurves. The effective opening angle for detection θ j + θ t suggests that the intrinsic GRB rate is lower by an order of magnitude than standard estimates. This suggests that successful GRBs are rarer than currently thought and emerge in only ~0.1% of supernovae Ib/c, implying that jets are either not launched or choked inside most supernova Ib/c progenitors. (ii) The magnetic energy in the jet decreases due to mixing with the star, resulting in jets with a hybrid composition of magnetic and thermal components at the photosphere, where ~10% of the gas maintains magnetization σ ≳ 0.1. This indicates that both a photospheric component and reconnection may play a role in the prompt emission.

79 ASTRONOMY AND ASTROPHYSICS↗

Methods of Constructing a Blended Performance Function Suitable for Formation Flight

This paper presents two methods for constructing an approximate performance function of a desired parameter using correlated parameters. The methods are useful when real-time measurements of a desired performance function are not available to applications such as extremum-seeking control systems. The first method approximates an a priori measured or estimated desired performance function by combining real-time measurements of readily available correlated parameters. The parameters are combined using a weighting vector determined from a minimum-squares optimization to form a blended performance function. The blended performance function better matches the desired performance function mini- mum than single-measurement performance functions. The second method expands upon the first by replacing the a priori data with near-real-time measurements of the desired performance function. The resulting blended performance function weighting vector is up- dated when measurements of the desired performance function are available. Both methods are applied to data collected during formation- flight-for-drag-reduction flight experiments.

control systems↗

BUCKLING OF A SPHERE OF EXTREMELY HIGH RADIUS-THICKNESS RATIO

Proposed passive communications satellites are ultrathin-walled spherical shells which may experience buckling from external pressure due to solar radiation or atmospheric drag. Large buckling deformations of such a satellite are undesirable because they seriously reduce the satellite’s performance as a reflector. At present, shell buckling technology is lacking in several respects with regard to design of spherical shells subjected to external pressure. Large discrepancies exist between theoretical and experimental buckling pressure; therefore, the designer must be guided primarily by experimental data. However, very little experimental data on complete spheres are available; the primary research effort has been concerned with shallow spherical caps. All available experimental data are for radius-thickness ratios several orders of magnitude smaller than that for the proposed satellites. In order to provide a basis for estimating the buckling strength of these satellites, therefore, buckling experiments were conducted on a complete spherical shell having a radius-thickness ratio of about 85,000. This value is much higher than that of any spherical cap or complete sphere used in previously reported experiments.

SHELL STABILITY↗