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NASA NTRS2011

Base Flow Investigation of the Apollo AS-202 Command Module

In recent years, both Europe and the US are developing hypersonic research and operational vehicles. These include (re)entry capsules (both ballistic and lifting) and lifting bodies such as ExoMars, EXPERT, ARV, CEV and IXV. The research programs are meant to enable technology and engineering capabilities to support during the next decade the development of affordable (possibly reusable) space transportation systems as well as hypersonic weapons systems for time critical targets. These programs have a broad range of goals, ranging from the qualification of thermal protection systems, the assessment of RCS performances, the development of GNC algorithms, to the full demonstration of the performance and operability of the integrated vehicles. Since the aerothermodynamic characteristics influence nearly all elements of the vehicle design, the accurate prediction of the aerothermal environment is a prerequisite for the design of efficient hypersonic systems. Significant uncertainties in the prediction of the hypersonic aerodynamic and the aerothermal loads can lead to conservative margins in the design of the vehicle including its Outer Mould Line (OML), thermal protection system, structure, and required control system robustness. The current level of aerothermal prediction uncertainties results therefore in reduced vehicle performances (e.g., sub-optimal payload to mass ratio, increased operational constraints). On the other hand, present computational capabilities enable the simulation of three dimensional flow fields with complex thermo-chemical models over complete trajectories and ease the validation of these tools by, e.g., reconstruction of detailed wind tunnel tests performed under identified and controlled conditions (flow properties and vehicle attitude in particular). These controlled conditions are typically difficult to achieve when performing in flight measurements which in turn results in large associated measurement uncertainties. Similar problems arise when attempting to rebuild measurements performed in "hot" ground facilities, where the difficulty level is increased by the addition of the free-flow characterization itself. The implementation of ever more sophisticated thermochemical models is no obvious cure to the aforementioned problems since their effect is often overwhelmed by the large measurement uncertainties incurred in both flight and ground high enthalpy facilities. Concurrent to the previous considerations, a major contributor to the overall vehicle mass of re-entry vehicles is the afterbody thermal protection system. This is due to the large acreage (equal or bigger than that of the forebody) to be protected. The present predictive capabilities for base flows are comparatively lower than those for windward flowfields and offer therefore a substantial potential for improving the design of future re-entry vehicles. To that end, it is essential to address the accuracy of high fidelity CFD tools exercised in the US and EU, which motivates a thorough investigation of the present status of hypersonic flight afterbody heating. This paper addresses the predictive capabilities of after body flow fields of re-entry vehicles investigated in the frame of the NATO/RTO - RTG-043 Task Group and is structured as follows: First, the verification of base flow topologies on the basis of available wind-tunnel results performed under controlled supersonic conditions (i.e., cold flows devoid of reactive effects) is performed. Such tests address the detailed characterization of the base flow with particular emphasis on separation/reattachment and their relation to Mach number effects. The tests have been performed on an Apollo-like re-entry capsule configuration. Second, the tools validated in the frame of the previous effort are exercised and appraised against flight-test data collected during the Apollo AS-202 re-entry.

Walpot, Louis M. G.↗
NASA NTRS2015

Selective Laser Melting Inconel 718 Restart Study

Selective Laser Melting (SLM) machines can occasionally shut down (such as in the event of a power failure), which requires the SLM build to be restarted. It has been observed that machine restarts can produce visible "restart lines" in the part, and, in at least one instance, a test specimen containing a restart line exhibited poor mechanical properties. The goal of this study is to evaluate the effect of different machine restart factors on the mechanical properties of the produced SLM material. Test specimens were produced by varying time to restart, the number of re-sinters, and whether or not the build required re-levelling. These are build variables that are typically controlled by the machine operator. Test results indicate that re-leveling and using three re-sinters produces acceptable material. Statistical analysis indicates that re-leveling and re-sintering have strong effects on the resulting material properties. Additionally, the visibility of a restart line loosely correlates with material properties such that obvious restart lines tended to indicate worse material properties.

Tilson, William G.↗
NASA NTRS2015

Direct Simulation of Flow over A Wall-Mounted Hump

Simulating separated flows at high Reynolds numbers using Reynolds Averaged Navier-Stokes (RANS) modeled equations remains a challenge in aeronautics. The main hindrance to progress stems from the lack of extended de- tailed data pertinent to the root cause of failure of RANS models, as well as the little progress in RANS modeling innovations in the past several decades. The goal of the current effort is to generate data for separated flow at a Reynolds numbers where conventional models are challenged. We use Direct Numerical Simulations to model turbulent flow over the wall-mounted hump configuration to investigate the physics of flow separation and boundary layer recovery, as well as provide data relevant to the modeling community. A chord-based Reynolds number of Re(sub c) = 47,500 is considered with a turbulent inflow profile of Re(sub θ) = 1,400 (θ /c = 3%). We use FDL3DI, a code that solves the compressible Navier-Stokes equations using high-order compact-difference scheme and filter, with the standard re- cycling/rescaling method of generating turbulent boundary layers as inflow to the computational domain. Two differ- ent configurations of the upper-wall are analyzed for two sets of boundary conditions (slip and no-slip). The results are compared with the available higher Re(sub c) (= 936,000, Re(sub θ) = 7,200, θ /c = 0.77%) experiment for major flow features. The simulated lower Rec allows for DNS-like mesh resolutions, and adequately wide spans. The results from these simulations show earlier separation and delayed reattachment compared to Re(sub c) = 936,000, and significantly higher skin friction in the forebody of the hump. We also find that the upper-wall shape and boundary condition influence pressure distribution over the hump, whereas skin friction is only influenced by the boundary condition.

Wall-Mounted↗
NASA NTRS2021

Resilience Engineering's Potential for Advanced Air Mobility (AAM)

The national airspace (NAS) will rapidly evolve in the next ten to twenty years. Plans for Advanced Air Mobility (AAM) during that period envision highly automated airspace management systems and electrically powered vehicles. AAM concepts also anticipate limited human roles. The goal of limiting the human role is to minimize the potential for misadventures, yet how the human role is limited needs to be carefully considered in order to also preserve the potential for human successes. The field of resilience engineering (RE) focuses on how systems can change in order to seize an opportunity or withstand an unforeseen challenge. RE methods rely on the use of empirical data to optimize the ability of any system to adapt. RE studies have shown how individual and team initiatives ensure resilient system performance by creating safety through flexibility. Benefits of the RE approach include improved awareness of operational circumstances and how system elements depend on each other, and the ability to allocate limited resources and prepare for surprise. RE offers the ability to account for and incorporate the human role as an essential element in order to ensure NAS systems’ resilient performance. Data on the human contribution to safe and resilient system performance, which is termed “work as done,” are available but are not being considered as the NAS evolves. We present an approach that describes how use of RE can enable the evolving NAS to adapt, and perform, in a resilient manner.

Aviation Safety↗
NASA NTRSDate not supplied

Machine Learning Approaches for Rare-Earth Silicate Environmental Barrier Coating Thermochemical and Thermomechanical Property Predictions

Environmental barrier coatings (EBCs) are a necessary enabling technology for the transition from superalloys to silicon carbide (SiC) ceramic matrix composites (CMCs) in gas turbine engines for increased efficiency and decreased fuel costs. SiC-based CMCs are prone to oxidation-based degradation in the engine hot section, and rare-earth (RE) silicates are promising candidates for EBCs due to their close thermal expansion match to the composite substrate and oxidation resistance. However, the design of EBCs is hindered by the large chemical space of candidate materials and the difficulty in obtaining material properties for engineering optimization. This is especially difficult as research continues into mixed-cation or “high-entropy” RE silicates. First-principles computational methods such as density functional theory (DFT) are highly effective at calculating material properties to guide coating design but are limited by their computational cost. Atomistic simulations have the potential to both accelerate property calculations and expand the properties able to be calculated due to their lower computational compared to DFT. However, they require interatomic potentials (IAPs) specific to the material system of interest, and, to our knowledge, there are no suitable IAPs for RE silicates. Machine learning (ML) is a promising technique to accelerate material property predictions indirectly by generating IAPs for atomistic simulations or via direct prediction. In this work, we present two ML approaches to accelerate the calculation of RE silicate properties relevant to EBC design: 1) a ML-derived interatomic potential (IAP) for atomistic simulations of yttrium disilicate (Y2Si2O7) from DFT training data, and 2) a neural network (NN) model to directly predict thermochemical properties of RE silicates and oxides directly from easily obtainable unit cell parameters. Classical MD simulations using the IAP yield lattice properties and bond lengths in good agreement with both DFT and experimental results from x-ray diffraction. Thermodynamic properties calculated using the finite-displacement phonon method and quasi-harmonic approximation were orders of magnitude faster than DFT with good agreement to the DFT results. The IAP was also used to calculate properties such as coefficient of thermal expansion (CTE) that require large simulation supercells and are therefore difficult with DFT. The IAP correctly predicted the anisotropic nature of the CTE in three different phases of Y2Si2O7. The NN model predicts constant pressure heat capacity, Cp, orders of magnitude faster than DFT calculations, which can enable its use as a surrogate model for multiscale simulations. The two methods presented in this work demonstrate the utility of ML for accelerating the prediction of RE silicate properties, which can in turn accelerate EBC design and optimization.

machine learning↗
NASA NTRS1977

Integration-free interval doubling for Riccati equation solutions

Starting with certain identities obtained by Reid (1972) and Redheffer (1962) for general matrix Riccati equations (RE's), we give various algorithms for the case of constant coefficients. The algorithms are based on two ideas - first, relate the RE solution with general initial conditions to anchored RE solutions; and second, when the coefficients are constant, the anchored solutions have a basic shift-invariance property. These ideas are used to construct an integration-free, superlinearly convergent iterative solution to the algebraic RE. Preliminary numerical experiments show that our algorithms, arranged in square-root form, provide a method that is numerically stable and appears to be competitive with other methods of solving the algebraic RE.

Sidhu, G. S.↗
NASA NTRS1983

Visualization studies of turbulent transition flows in a porous medium

Results are reported for flow-visualization studies of the flow regimes of water passing through a porous medium consisting of cylindrical glass and plexiglas rods arranged in a complex and fixed three-dimensional geometry. The Reynolds number (Re) varied from 50 to 700; the flow was visualized by injecting a 5% potassium permanganate dye solution into the pores and photographing the resulting dye streaklines with both a still camera and a movie camera. The results indicate that four distinct flow regimes exist in the porous medium: (1) Darcy or creeping flow up to Re = 3; (2) steady inertia-dominated laminar flow for Re = 3-150; (3) unsteady transitional laminar flow for Re = 150-250; and (4) fully turbulent flow for Re greater than 250. It is concluded that a laminar wake instability mechanism typical of the external flow about bluff bodies may be responsible for the overall transition from laminar to turbulent flow in porous media.

Bilardo, V. J.↗
NASA NTRS1992

Mixing in straight shear layers

Planar laser-induced fluorescence measurements were performed in a liquid plane mixing layer to extract the probability density function (pdf) of the mixture fraction of a passive scalar across the layer. Three Reynolds number (Re) cases were studied, 10,000, 33,000 and 90,000, with Re based on velocity difference and visual thickness. The results show that a non-marching pdf (central hump invariant from edge to edge of the layer) exists for Re = 10,000 but that a marching type pdf characterizes the Re = 33,000 and Re = 90,000 cases. For all cases, a broad range of mixture fraction values is found at each location across the layer. Streamwise and spanwise ramps across the layer, and structure-to-structure variation were observed and are believed to be responsible for the above behavior of the composition field. Tripping the boundary layer on the high-speed side of the splitter plate for each of the above three cases resulted in increased three-dimensionality and a change in the composition field. Average and average mixed fluid compositions are reported for all cases.

Karasso, P. S.↗
NASA NTRS1993

Preliminary analysis of the benefits derived to US Air Force spacecraft from on-orbit refueling

This analysis was undertaken during FY-91 as a preliminary step to identify potential benefits from refueling Air Force satellites on orbit. Both economic and operational benefits were included. Operational benefits were related in economic terms to allow evaluation. All economic comparisons were made using FY-91 costs. An additional purpose of the effort was to identify the preferred mission parameters, for an on-orbit refueling system. A companion study was being concurrently conducted by SSD/XRP and NASA/JPL to develop a hardware concept for an on-orbit refueling system. The mass estimates for refueling missions obtained from the companion study were used in conducting the economic analyses of this benefits study. For this study, on-orbit refueling was based on the concept developed in the companion JPL study. The concept involves launching an S/C carrying fuel that would be transferred to another 'target' S/C which is already in orbit. The two S/C would then rendezvous, dock, and transfer fuel. Another fluid, such as a cryogenic, might be included if needed by the target S/C. The hardware concept for refueling was intended to minimize costs. The re-fueler S/C was designated to be expendable and would contain only the minimal capabilities. It would be launched into the orbit plane and altitude of the target S/C(s). The re-fueler S/C would rendezvous and dock with the target S/C and the fluid transfer would occur. When the refueling mission was completed, the re-fueler S/C would be ejected from the orbit. In order to optimize launch costs, some missions involved launching two re-fueler S/C on the LV. In this case the second re-fueler S/C would be placed in a storage orbit until needed.

Smith, Scott↗
NASA NTRS1996

Rhenium Mechanical Properties and Joining Technology

Iridium-coated rhenium (Ir/Re) provides thermal margin for high performance and long life radiation cooled rockets. Two issues that have arisen in the development of flight Ir/Re engines are the sparsity of rhenium (Re) mechanical property data (particularly at high temperatures) required for engineering design, and the inability to directly electron beam weld Re chambers to C103 nozzle skirts. To address these issues, a Re mechanical property database is being established and techniques for creating Re/C103 transition joints are being investigated. This paper discusses the tensile testing results of powder metallurgy Re samples at temperatures from 1370 to 2090 C. Also discussed is the evaluation of Re/C103 transition pieces joined by both, explosive and diffusion bonding. Finally, the evaluation of full size Re transition pieces, joined by inertia welding, as well as explosive and diffusion bonding, is detailed.

Reed, Brian D.↗
NASA NTRS1996

Emission Spectral Measurements in the Plenum of an Arc Jet Wind Tunnel

Arc jet wind tunnel facilities are used to evaluate thermal protection system materials for re-entry vehicles. The high speed, high temperature flowfield generated by the arc jet can simulate the extreme aerodynamic heating environment experienced during re-entry so that the survivability of heat shield materials and performance of various designs options can be tested. Although the re-entry heating environment can be approximated in the arc jet facility, the flowfield only partially simulates the actual re-entry flight conditions. Reynolds numbers are not matched so that surface shear stress distributions and mass transfer rates due to ablation or other mechanisms are not modeled correctly. Unlike flight conditions the arc freestream air is in non-equilibrium because of the rapid expansion that occurs in the supersonic nozzle. To properly study the actual re-entry flow environment, computational fluid dynamics, computational chemistry and radiation models must be used. Arc jet tunnel tests serve to validate these models. To perform accurate simulations inlet and boundary-conditions are needed, which come from measurements of the flowfield. The present study is concerned with measurements in the plenum region of an arc heater. In the past, conditions in the arc heater flowfield have been predicted using simulations since conventional measurement techniques could not be used in the harsh extremely high temperature environment. The present study is part of a recent push to utilize optical techniques to help better characterize the arc jet flowfields. Emission measurements have been made in the shock layer and the constrictor section of the arc heater to determine temperatures and species number densities. LIF measurements have been made in the free stream to determine temperature and velocity.

Donohue, Jim↗
NASA NTRS1998

Measuring Thermal Conductivity and Moisture Absorption of Cryo-Insulation Materials

NASA is seeking to develop thermal insulation material systems suitable for withstanding both extremely high temperatures encountered during atmospheric re-entry heating and aero- braking maneuvers, as well as extremely low temperatures existing in liquid fuel storage tanks. Currently, materials used for the high temperature insulation or Thermal Protection System (TPS) are different from the low temperature, or cryogenic insulation. Dual purpose materials are necessary to the development of reusable launch vehicles (RLV). The present Space Shuttle (or Space Transportation System, STS) employs TPS materials on the orbiter and cryo-insulation materials on the large fuel tank slung under the orbiter. The expensive fuel tank is jettisoned just before orbit is achieved and it burns up while re-entering over the Indian Ocean. A truly completely reusable launch vehicle must store aR cryogenic fuel internally. The fuel tanks will be located close to the outer surface. In fact the outer skin of the craft will probably also serve as the fuel tank enclosure, as in jet airliners. During a normal launch the combined TPS/cryo-insulation system will serve only as a low temperature insulator, since aerodynamic heating is relatively minimal during ascent to orbit. During re-entry, the combined TPS/cryo-insulation system will serve only as a high temperature insulator, since all the cryogenic fuel will have been expended in orbit. However, in the event of an.aborted launch or a forced/emergency early re-entry, the tanks will still contain fuel, and the TPS/cryo-insulation will have to serve as both low and high temperature insulation. Also, on long duration missions, such as to Mars, very effective cryo-insulation materials are needed to reduce bod off of liquid propellants, thereby reducing necessary tankage volume, weight, and cost. The conventional approach to obtaining both low and high temperature insulation, such as is employed for the X-33 and X-34 spacecraft, is to use separate TPS and cryo-insulation materials, which are connected by means of adhesives or stand-offs (spacers). Three concepts are being considered: (1) the TPS is bonded directly to the cryo-insulation which, in turn, is bonded to the exterior of the tank, (2) stand-offs are used to make a gap between the TPS and the cryo-insulation, which is bonded externally to the tank, (3) TPS is applied directly or with stand-offs to the exterior so the tank, and cryo-insulation is applied directly to the interior of the tank. Many potential problems are inherent in these approaches. For example, mismatch between coefficients of thermal expansion of the TPS and cryo-insulation, as well as aerodynamic loads, could lead to failure of the bond. Internal cryo-insulation must be prevent from entering the sump of the fuel turbo-pump. The mechanical integrity of the stand-off structure (if used) must withstand multiple missions. During ground hold (i.e., prior to launch) moisture condensation must be minimized in the gap between the cryo-insulation and the TPS. The longer term solution requires the development of a single material to act as cryo- insulation during ground hold and as TPS during re-entry. Such a material minimizes complexity and weight while improving reliability and reducing cost.

Lambert, Michael A.↗
NASA NTRS2005

ESTIMATING THE BENEFIT OF TRMM TROPICAL CYCLONE DATA IN SAVING LIVES

The Tropical Rainfall Measuring Mission (TRMM) is a joint NASA/JAXA research mission launched in late 1997 to improve our knowledge of tropical rainfall processes and climatology (Kummerow et ai., 2000; Adler et ai., 2003). In addition to being a highly successful research mission, its data are available in real time and operational weather agencies in the U.S. and internationally are using TRMM data and images to monitor and forecast hazardous weather (tropical cyclones, floods, etc.). For example, in 2004 TRMM data were used 669 times for determining tropical cyclone location fixes (National Research Council, 2004). TRMM flies at a relatively low altitude, 400 km, and requires orbit adjustment maneuvers to maintain altitude against the small drag of the atmosphere. There is enough fuel used for these maneuvers remaining on TRMM for the satellite to continue flying until 2011-12. However, most of the remaining fuel may be used to perform a controlled re-entry of the satellite into the Pacific Ocean. The fuel threshold for this operation will be reached in the summer of 2005, although the maneuver would actually occur in late 2006 or 2007. The full science mission would end in 2005 under the controlled re-entry option. This re-entry option is related to the estimated probability of injury (1/5,000) that might occur during an uncontrolled re-entry of the satellite. If the estimated probability of injury exceeds 1/10,000 a satellite is a candidate for a possible controlled re-entry. In the TRMM case the NASA Safety Office examined the related issues and concluded that, although TRMM exceeded the formal threshold, the use of TRMM data in the monitoring and forecasting of hazardous weather gave a public safety benefit that compensated for TRMM slightly exceeding the orbital debris threshold (Martin, 2002). This conclusion was based in part on results of an independent panel during a workshop on benefits of TRMM data in concluded that the benefit of TRMM data in saving lives through its use in operational forecasting could not be quantified. The objective of this paper is to describe a possible technique to estimate the number of lives saved per year and apply it to the TRMM case and the use of its data in monitoring and forecasting tropical cyclones.

Adler, Robert F.↗
NASA NTRS2003

Occurrence frequencies of IMF triggered and nontriggered substorms

The occurrence of triggered and nontriggered substorm are examined in light of current interest in such issues as substorm identification, IMF By variations, and potentially undetected small-scale solar wind perturbation. Global substorms are identified using a sudden, persistent decrease in the AL index. The onset of this global expansion is taken to be the time of the Pi 2 burst nearest in time to the beginning of the AL, decrease. IMF triggers were identified both subjectively through visual scanning of the data and automatically with a computer algorithm. Both northward turnings of the IMF Bz and decreases in the amplitude of the By component were considered as possible triggers. Two different solar wind monitors were used in the investigation: IMP-8 in a circular orbit with a distance 12 to approx.35 Re to the Earth-Sun line and ISEE-2 in an elliptical orbit with a distance only 5 to approx.10 Re to the Earth-Sun line. The IMP-8 results show that the triggering probability does not depend on the distance of the monitor from the Earth-Sun line in the range 12-35 Re. The ISEE dataset shows that closer than 12 Re the triggering probability is the same as it is in the IMP-8 data set. Thus there appears to be no dependence of triggering on the location of the monitor provided it is within 35 Re of the Earth. We also demonstrate that including the By component does not significantly increase the probability of substorm triggering. Approximately 60% of all substorms appear to be triggered. Of the 40% for which we could not identify a trigger, 10% occurred while the IMF was northward. The data suggest that substorm onset is a consequence of an internal magnetospheric instability that is highly sensitive to changes in magnetospheric convection induced by a sudden change in the IMF, but that these changes are not always necessary.

Hsu, Tung-Shin↗
NASA NTRS2007

Metallic Concepts for Repair of Reinforced Carbon-Carbon Space Shuttle Leading Edges

The Columbia accident has focused attention on the critical need for on-orbit repair concepts for wing leading edges in the event that potentially catastrophic damage is incurred during Space Shuttle Orbiter flight. The leading edge of the space shuttle wings consists of a series of eleven panels on each side of the orbiter. These panels are fabricated from reinforced carbon-carbon (RCC) which is a light weight composite with attractive strength at very high temperatures. The damage that was responsible for the loss of the Colombia space shuttle was deemed due to formation of a large hole in one these RCC leading edge panels produced by the impact of a large piece of foam. However, even small cracks in the RCC are considered as potentially catastrophic because of the high temperature re-entry environment. After the Columbia accident, NASA has explored various means to perform on-orbit repairs in the event that damage is sustained in future shuttle flights. Although large areas of damage, such as that which doomed Columbia, are not anticipated to re-occur due to various improvements to the shuttle, especially the foam attachment, NASA has also explored various options for both small and large area repair. This paper reports one large area repair concept referred to as the "metallic over-wrap." Environmental conditions during re-entry of the orbiter impose extreme requirements on the RCC leading edges as well as on any repair concepts. These requirements include temperatures up to 3000 F (1650 C) for up to 15 minutes in the presence of an extremely oxidizing plasma environment. Figure 1 shows the temperature profile across one panel (#9) which is subject to the highest temperatures during re-entry. Although the RCC possesses adequate mechanical strength at these temperatures, it lacks oxidation resistance. Oxidation protection is afforded by converting the outer layers of the RCC to SiC by chemical vapor deposition (CVD). At high temperatures in an oxidizing environment, the SiC layer forms a protective SiO2 scale. However, CVD processing to form the SiC layer can result in the formation of small cracks in the outer surface. Hence, as a final fabrication step, a sodium silicate glass, known as "Type A," is applied as a sealant to fill any surface porosity and/or cracks in the coating and the outer portions of the RCC[1]. At relatively low temperatures, the Type A glass melts and flows into the cracks providing oxidation protection at the higher temperatures. In addition, the Type A coating, provides a "dark" coating with a high emissivity. This high emissivity allows the RCC to transfer heat by radiating outward to space as well as dispersing heat within the leading edge cavity. Lastly, the Type A possesses low catalycity which reduces surface temperatures by limiting oxygen recombination on the surface during re-entry.

Ritzert, Frank↗
NASA NTRS2009

TRW - Lunar Descent Engine

As we went through the program, what we determined, and what we all agreed on, was that the thrust coefficient (Cf) of the nozzle, after you get past a certain point, is really an engineering parameter. It s not a fundamental parameter that is going to be highly variable. Once we knew what the contour of the nozzle was, and once we knew what its characteristic was out to 2:1, we could calculate what the 48:1 thrust coefficient was going to be. In every case that we made a test, the calculation was precise. We weren't looking for a problem out at 48:1. Once we crushed the nozzle and said, "Yeah, we can land on the boulder," and once we had the thermal profile of that columbium nozzle, we did not require a lot of effort there. The real characterization was done in throttling over the 10:1 with the injector and controlling the mixture ratio on that - the whole head-end assembly - out to 2:1. I think everybody at NASA and Grumman agreed that flying like you test is great, particularly if you are using an aircraft engine. But, in this case, the thrust coefficient of the nozzle was not an issue. We had the tandem configuration of the service module, the command module, and the LEM sitting out there, and we were to fire the LEM. On Apollo 5, we were firing the LEM to show how it would work. There was a problem. I can t remember where the problem was, but something caused a problem before that engine had finished its burn. It was not in the engine, but there was some other problem, and NASA made a controlled shutdown. Then, they came to us and asked, "Hey, we re up there. We want to finish this test program. Is it okay if we restart that engine again in space with this tandem configuration?" We said, "As long as it has been more than forty minutes since you shut down, our analysis says that you will be okay in terms of the thermal characteristics of the inside of that chamber." They restarted it and pushed that system around in orbit on Apollo 5. It turned out, that when it came to Apollo 13, we went back into the record, and said, "Hey, we have pushed this system around up there on Apollo 5, and we have also restarted this tandem configuration." The requirements on Apollo 13 were to put it back into play. The spacecraft was out of free return to the earth at the time of the accident. It would not have come back. NASA said, "Okay, we ll use the descent engine to put the spacecraft in a free trajectory; it will go around the moon and be on free trajectory back to Earth." Then, as it came around the far side of the moon, the guys found out that they had an oxygen problem. As you remember, things were getting pretty bad in there. They said, "We ve got to get it back as fast as we can. Is it okay if we re-fire the engine? Now, we re in a free trajectory, so we want to put as much delta-v (or change in velocity) in as we can. Can we re-fire right now?" We said, "Yes, the data says it has been this period of time." We could re-fire the engine, run the rest of the duty cycle up as far as we needed while preserving enough fluids to make the final correction as the spacecraft got near Earth, and restart the engine. It was pretty fortuitous that we could give them those answers.

Elverum, Gerard W.↗
NASA NTRS2001

Alendronate and Resistive Exercise Countermeasures Against Bed Rest-Induced Bone Loss: Biochemical Markers of Bone and Calcium Metabolism

Weightlessness-induced bone loss must be counteracted to ensure crew health during extendedduration space missions. Studies were conducted to assess two bone loss countermeasures in a ground-based model: horizontal bed rest. Following a 3-wk ambulatory adaptation period, male and female subjects (aged 21-56 y) completed a 17-wk bed rest protocol. Subjects were assigned to one of three treatments: alendronate (ALEN; 10 mg/d, n=6), resistive exercise (RE; 1.5 h/d, 6 d/wk, n=8), or control (CN; no countermeasure, n=8). Dietary intake was adjusted to maintain body weight. Endocrine and biochemical indices were measured in blood and urine using standard laboratory methods. All data reported are expressed as percent change from individual pre-bedrest data. Serum calcium changed little during bed rest, and tended to decrease (4-8%) in ALEN subjects. In RE subjects, bone alkaline phosphatase and osteocalcin were increased >65 and >30%, respectively, during bed rest, while these were unchanged or decreased in ALEN and CN subjects. Urinary calcium was increased 50% in CN subjects, but was unchanged or decreased in both ALEN and RE groups. Urinary n-telopeptide excretion was increased 40-50% in CN and RE subjects, but decreased 20% in ALEN subjects. Pyridinium crosslink and deoxypyridinoline excretion were increased 20-50% during bed rest. These data suggest that RE countermeasures are effective at increasing markers of bone formation in an analog of weightlessness, while ALEN reduces markers of bone resorption. Counteracting the bone loss of space flight may require both pharmacologic and exercise countermeasures.

Smith, Scott M.↗
NASA NTRS2012

Method for Pre-Conditioning a Measured Surface Height Map for Model Validation

This software allows one to up-sample or down-sample a measured surface map for model validation, not only without introducing any re-sampling errors, but also eliminating the existing measurement noise and measurement errors. Because the re-sampling of a surface map is accomplished based on the analytical expressions of Zernike-polynomials and a power spectral density model, such re-sampling does not introduce any aliasing and interpolation errors as is done by the conventional interpolation and FFT-based (fast-Fourier-transform-based) spatial-filtering method. Also, this new method automatically eliminates the measurement noise and other measurement errors such as artificial discontinuity. The developmental cycle of an optical system, such as a space telescope, includes, but is not limited to, the following two steps: (1) deriving requirements or specs on the optical quality of individual optics before they are fabricated through optical modeling and simulations, and (2) validating the optical model using the measured surface height maps after all optics are fabricated. There are a number of computational issues related to model validation, one of which is the "pre-conditioning" or pre-processing of the measured surface maps before using them in a model validation software tool. This software addresses the following issues: (1) up- or down-sampling a measured surface map to match it with the gridded data format of a model validation tool, and (2) eliminating the surface measurement noise or measurement errors such that the resulted surface height map is continuous or smoothly-varying. So far, the preferred method used for re-sampling a surface map is two-dimensional interpolation. The main problem of this method is that the same pixel can take different values when the method of interpolation is changed among the different methods such as the "nearest," "linear," "cubic," and "spline" fitting in Matlab. The conventional, FFT-based spatial filtering method used to eliminate the surface measurement noise or measurement errors can also suffer from aliasing effects. During re-sampling of a surface map, this software preserves the low spatial-frequency characteristic of a given surface map through the use of Zernike-polynomial fit coefficients, and maintains mid- and high-spatial-frequency characteristics of the given surface map by the use of a PSD model derived from the two-dimensional PSD data of the mid- and high-spatial-frequency components of the original surface map. Because this new method creates the new surface map in the desired sampling format from analytical expressions only, it does not encounter any aliasing effects and does not cause any discontinuity in the resultant surface map.

Sidick, Erkin↗