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At least 73 records · Page 4

Forward rotor vortex effects on counter rotating propeller noise

Three configurations of a model counter rotating propeller manipulate the blade tip flow by: placing the CRP at angle of attack, installing shrouds, and turning the upstream blades to provide forward sweep. Flow visualization and flow measurements with thermal anemometry show no evidence of a tip vortex; however, a leading edge vortex was detected on aft swept blades. The modifications served to alter the strength and/or path of the leading edge vortex. The vortical flow is eliminated by forward sweep on the upstream propeller blades. Far field acoustic data from each test indicate only small influences on the level and directivity of the BPFs. The interaction tone at the sum of the two BPF's was significantly altered in a consistent manner. As the vortex system varied, the interaction tone was affected: far field noise levels in the forward quandrant increased and the characteristic noise minimum near the plane of rotation became less pronounced and in some cases were eliminated. If the forward propeller leading edge vortex system does not impact the rear propeller in the standard manner, a net increase in the primary interaction tone occurs for the model tested. If the leading edge vortex is removed, the interaction tone increases.

Laur, Michele↗

Visualization of Flowfield Modification by RCS Jets on a Capsule Entry Vehicle

Nitric oxide planar laser-induced fluorescence (NO PLIF) has been used to visualize the flow on the aft-body of an entry capsule having an activated RCS jet in NASA Langley Research Center's 31-Inch Mach 10 wind tunnel facility. A capsule shape representative of the Apollo command module was tested. These tests were performed to demonstrate the ability of the PLIF method to visualize RCS jet flow while providing some preliminary input to NASA's Orion Vehicle design team. Two different RCS nozzle designs - conical and contoured - were tested. The conical and contoured nozzles had area ratios of 13.4 and 22.5 respectively. The conical nozzle had a half-angle of 10 . Low- and high-Reynolds number cases were investigated by changing the tunnel stagnation pressure from 350 psi to 1300 psi, resulting in freestream Reynolds numbers of 0.56 and 1.8 million per foot respectively. For both of these cases, three different jet plenum pressures were tested (nominally 56, 250 and 500 psi). A single angle-of-attack was investigated (24 degrees). NO PLIF uses an ultraviolet laser sheet to interrogate a slice in the flow containing seeded NO; this UV light excites fluorescence from the NO molecules which is detected by a high-speed digital camera. The system has spatial resolution of about 200 microns (2 pixel blurring) and has flow-stopping time resolution (approximately 1 microsecond). NO was seeded into the flow two different ways. First, the RCS jet fluid was seeded with approximately 1-5% NO, with the balance N2. This allowed observation of the shape, structure and trajectory of the RCS jets. Visualizations of both laminar and turbulent flow jet features were obtained. Visualizations were obtained with the tunnel operating at Mach 10 and also with the test section held at a constant pressure similar to the aftbody static pressure (0.04 psi) obtained during tunnel runs. These two conditions are called "tunnel on" and "tunnel off" respectively. Second, the forebody flow was seeded with a very low flowrate (<100 standard cubic centimeters per minute) of pure NO. This trace gas was entrained into and allowed visualization of the shear layer forming between the expansion fan on the shoulder of the model and the recirculating separated flow in the wake of the model. This shear layer was observed to be laminar in the absence of the RCS jet operation and turbulent above a certain RCS jet flowrate. Furthermore, the operation of the RCS jet is seen to push the shear layer out away from the model, with a higher jet pressures resulting in larger deflections. Figures show some data from this test, partially processed. In the final paper, these images will be processed and rendered on a three dimensional visualization of the test hardware for clearer visualization and interpretation of the flowfields.

Danehy, P. M.↗

Detection of Propene in Titan's Stratosphere

The Voyager 1 flyby of Titan in 1980 gave a first glimpse of the chemical complexity of Titan's atmosphere, detecting many new molecules with the infrared interferometer spectrometer (IRIS). These included propane (C3H8) and propyne (CH3C2H), while the intermediate-sized C3Hx hydrocarbon (C3H6) was curiously absent. Using spectra from the Composite Infrared Spectrometer on Cassini, we show the first positive detection of propene (C3H6) in Titan's stratosphere (5(sigma) significance), finally filling the three-decade gap in the chemical sequence. We retrieve a vertical abundance profile from 100-250 km, that varies slowly with altitude from 2.0 +/- 0.8 ppbv at 125 km, to4.6 +/- 1.5 ppbv at 200 km. The abundance of C3H6 is less than both C3H8 and CH3C2H, and we remark on an emerging paradigm in Titans hydrocarbon abundances whereby alkanes greater than alkynes greater than alkenes within the C2Hx and C3Hx chemical families in the lower stratosphere. More generally, there appears to be much greater ubiquity and relative abundance of triple-bonded species than double-bonded, likely due to the greater resistance of triple bondsto photolysis and chemical attack.

Titan↗

The Space Interferometry Mission

The Space Interferometry Mission (SIM) is the next major space mission in NASA's Origins program after SIRTF. The SIM architecture uses three Michelson interferometers in low-earth orbit to provide 4 microarcsecond precision absolute astrometric measurements on approx. 40,000 stars. SIM will also provide synthesis imaging in the visible waveband to a resolution of 10 milliarcsecond, and interferometric nulling to a depth of 10(exp -4). A near-IR (1-2 micron) capability is being considered. Many key technologies will be demonstrated by SIM that will be carried over directly or can be readily scaled to future Origins missions such as TPF. The SIM spacecraft will carry a triple Michelson interferometer with baselines in the 10 meter range. Two interferometers act as high precision trackers, providing attitude information at all time, while the third one conducts the science observations. Ultra-accurate laser metrology and active systems monitor the systematic errors and to control the instrument vibrations in order to reach the 4 microarcsecond level on wide-angle measurements. SIM will produce a wealth of new astronomical data. With an absolute positional precision of 4 microarcsecond, SIM will improve on the best currently available measures (the Hipparcos catalog) by 2 or 3 orders of magnitude, providing parallaxes accurate to 10% and transverse velocities to 0.2 km/s anywhere in the Galaxy, to stars as faint as 20th magnitude. With the addition of radial velocities, knowledge of the 6-dimension phase space for objects of interest will allow us to attack a wide array of previously inaccessible problems such as: search for planets down to few earth masses; calibration of stellar luminosities and by means of standard candles, calibration of the cosmic distance scale; detecting perturbations due to spiral arms, disk warps and central bar in our galaxy; probe of the gravitational potential of the Galaxy, several kiloparsecs out of the galactic plane; synthesis imaging of circumstellar disks around young stellar objects; imaging the narrow-line regions of AGNs in the optical; direct distance determination of a half dozen nearby spiral galaxies using rotational kinematics, thereby sidestepping reddening and metallicity issues in the calibration of distance estimators like Tully-Fisher; imaging exozodiacal dust disks (when operating in its nulling mode, SIM will be sensitive, at a distance of (beta) Pic (20 pc), to scales ranging from 0.2 to 5 AU).

Unwin, Stephen C.↗

A Simple Boundary-Layer Transition Detection Method Using Mean Static Pressure Measurements

A simple method for detecting boundary-layer transition using only mean static pressure port data is presented. The method can be applied to most existing models with pressure taps, and only requires that a fine angle-of-attack sweep be performed. A small but abrupt change in the static pressure is visible when the transition front passes over the pressure tap. Results from a recent Juncture Flow test entry are used to illustrate the technique. Infrared thermography measurements of the transition front compare very well to the transition locations obtained from the static pressure ports. Some differences in behavior occur depending on the dominant transition mechanism. While the technique is somewhat qualitative, it can be an excellent tool for estimating the transition location when other tools are not readily available. Given the simplicity of the technique, and the fact that most wind-tunnel models are already designed with numerous static pressure taps, this method can be applied with very little overhead.

boundary-layer transition↗

Air data measurement using distributed processing and fiber optics data transmission

Distributed processing, fiber optics technology, and redundancy management in the aircraft environment are discussed. The project features the development of an angle-of-attack and sideslip data collection system hich features: (1) two independent microprocessor controlled data collection and calibration units; (2) transmission of data to the control system on a fiber optic data bus; and (3) software implemented error detection and recovery.

Farry, K. A.↗

Doppler radiation sensing of Shuttle angle of attack and TAS during entry

Space Shuttle true airspeed, angle of attack, and sideslip angle are currently derived from inertial guidance information. A new method is proposed which offers a potential improvement in Shuttle safety during entry. Angle of attack, sideslip angle and true airspeed could be measured directly at heights from 120 km down to 20 km by Doppler sensing three independent true airspeeds along the Shuttle body axes. Two types of Doppler measurement sensors, employing either passive detection of atmospheric radiation or coherent detection of scattered laser light are discussed. The proposed technique is essentially solid-state and robust, and is well suited for use in future small hypersonic vehicles that require flight control in the Upper Atmosphere of the earth or in probes destined for the other planets.

Foale, C. M.↗

Toward Synthesis, Analysis, and Certification of Security Protocols

Implemented security protocols are basically pieces of software which are used to (a) authenticate the other communication partners, (b) establish a secure communication channel between them (using insecure communication media), and (c) transfer data between the communication partners in such a way that these data only available to the desired receiver, but not to anyone else. Such an implementation usually consists of the following components: the protocol-engine, which controls in which sequence the messages of the protocol are sent over the network, and which controls the assembly/disassembly and processing (e.g., decryption) of the data. the cryptographic routines to actually encrypt or decrypt the data (using given keys), and t,he interface to the operating system and to the application. For a correct working of such a security protocol, all of these components must work flawlessly. Many formal-methods based techniques for the analysis of a security protocols have been developed. They range from using specific logics (e.g.: BAN-logic [4], or higher order logics [12] to model checking [2] approaches. In each approach, the analysis tries to prove that no (or at least not a modeled intruder) can get access to secret data. Otherwise, a scenario illustrating the &tack may be produced. Despite the seeming simplicity of security protocols ("only" a few messages are sent between the protocol partners in order to ensure a secure communication), many flaws have been detected. Unfortunately, even a perfect protocol engine does not guarantee flawless working of a security protocol, as incidents show. Many break-ins and security vulnerabilities are caused by exploiting errors in the implementation of the protocol engine or the underlying operating system. Attacks using buffer-overflows are a very common class of such attacks. Errors in the implementation of exception or error handling can open up additional vulnerabilities. For example, on a website with a log-in screen: multiple tries with invalid passwords caused the expected error message (too many retries). but let the user nevertheless pass. Finally, security can be compromised by silly implementation bugs or design decisions. In a commercial VPN software, all calls to the encryption routines were incidentally replaced by stubs, probably during factory testing. The product worked nicely. and the error (an open VPN) would have gone undetected, if a team member had not inspected the low-level traffic out of curiosity. Also, the use secret proprietary encryption routines can backfire, because such algorithms often exhibit weaknesses which can be exploited easily (see e.g., DVD encoding). Summarizing, there is large number of possibilities to make errors which can compromise the security of a protocol. In today s world with short time-to-market and the use of security protocols in open and hostile networks for safety-critical applications (e.g., power or air-traffic control), such slips could lead to catastrophic situations. Thus, formal methods and automatic reasoning techniques should not be used just for the formal proof of absence of an attack, but they ought to be used to provide an end-to-end tool-supported framework for security software. With such an approach all required artifacts (code, documentation, test cases) , formal analyses, and reliable certification will be generated automatically, given a single, high level specification. By a combination of program synthesis, formal protocol analysis, certification; and proof-carrying code, this goal is within practical reach, since all the important technologies for such an approach actually exist and only need to be assembled in the right way.

Schumann, Johann↗

Simulation and Modeling Concepts for Secure Airspace Operations

With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. This paper examines cyber security vulnerabilities of Urban Air Mobility operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, thus, improving the cyber resiliency of the current and future air traffic management system.

Cybersecurity↗

Simulation and Modeling Concepts for Secure Airspace Operations

This paper examines cyber security vulnerabilities of Urban Air Mobility operations. With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, and the cyber resiliency of the current and future air traffic management system.

Urban Air Mobility↗

Simulation and Modeling Concepts for Secure Airspace Operations

This paper examines cyber security vulnerabilities of Urban Air Mobility operations. With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, and the cyber resiliency of the current and future air traffic management system.

Urban Air Mobility↗

Cyber-Threat Assessment for the Air Traffic Management System: A Network Controls Approach

Air transportation networks are being disrupted with increasing frequency by failures in their cyber- (computing, communication, control) systems. Whether these cyber- failures arise due to deliberate attacks or incidental errors, they can have far-reaching impact on the performance of the air traffic control and management systems. For instance, a computer failure in the Washington DC Air Route Traffic Control Center (ZDC) on August 15, 2015, caused nearly complete closure of the Centers airspace for several hours. This closure had a propagative impact across the United States National Airspace System, causing changed congestion patterns and requiring placement of a suite of traffic management initiatives to address the capacity reduction and congestion. A snapshot of traffic on that day clearly shows the closure of the ZDC airspace and the resulting congestion at its boundary, which required augmented traffic management at multiple locations. Cyber- events also have important ramifications for private stakeholders, particularly the airlines. During the last few months, computer-system issues have caused several airlines fleets to be grounded for significant periods of time: these include United Airlines (twice), LOT Polish Airlines, and American Airlines. Delays and regional stoppages due to cyber- events are even more common, and may have myriad causes (e.g., failure of the Department of Homeland Security systems needed for security check of passengers, see [3]). The growing frequency of cyber- disruptions in the air transportation system reflects a much broader trend in the modern society: cyber- failures and threats are becoming increasingly pervasive, varied, and impactful. In consequence, an intense effort is underway to develop secure and resilient cyber- systems that can protect against, detect, and remove threats, see e.g. and its many citations. The outcomes of this wide effort on cyber- security are applicable to the air transportation infrastructure, and indeed security solutions are being implemented in the current system. While these security solutions are important, they only provide a piecemeal solution. Particular computers or communication channels are protected from particular attacks, without a holistic view of the air transportation infrastructure. On the other hand, the above-listed incidents highlight that a holistic approach is needed, for several reasons. First, the air transportation infrastructure is a large scale cyber-physical system with multiple stakeholders and diverse legacy assets. It is impractical to protect every cyber- asset from known and unknown disruptions, and instead a strategic view of security is needed. Second, disruptions to the cyber- system can incur complex propagative impacts across the air transportation network, including its physical and human assets. Also, these implications of cyber- events are exacerbated or modulated by other disruptions and operational specifics, e.g. severe weather, operator fatigue or error, etc. These characteristics motivate a holistic and strategic perspective on protecting the air transportation infrastructure from cyber- events. The analysis of cyber- threats to the air traffic system is also inextricably tied to the integration of new autonomy into the airspace. The replacement of human operators with cyber functions leaves the network open to new cyber threats, which must be modeled and managed. Paradoxically, the mitigation of cyber events in the airspace will also likely require additional autonomy, given the fast time scale and myriad pathways of cyber-attacks which must be managed. The assessment of new vulnerabilities upon integration of new autonomy is also a key motivation for a holistic perspective on cyber threats.

Complex Networks↗

The rate constant for the reaction of O/3P/ atoms with ClONO2

Experiments were conducted in a conventional fast flow apparatus to study the rate constant and the activation energy for the reaction O(3P) + ClONO2. The air-afterglow technique was used for the detection of oxygen atoms under pseudo first order conditions. A value of (3.4 plus or minus 0.6) x 10 to the -12th exp/(-840 plus or minus 60)T/cu cm/molecule/s was obtained for the rate constant. The observed rate is sufficiently slow so that oxygen atom attack is of minor importance in the stratosphere compared to photolysis.

Molina, L. T.↗

Securing the User's Work Environment

High performance computing at the Numerical Aerospace Simulation Facility at NASA Ames Research Center includes C90's, J90's and Origin 2000's. Not only is it necessary to protect these systems from outside attacks, but also to provide a safe working environment on the systems. With the right tools, security anomalies in the user s work environment can be deleted and corrected. Validating proper ownership of files against user s permissions, will reduce the risk of inadvertent data compromise. The detection of extraneous directories and files hidden amongst user home directories is important for identifying potential compromises. The first runs of these utilities detected over 350,000 files with problems. With periodic scans, automated correction of problems takes only minutes. Tools for detecting these types of problems as well as their development techniques will be discussed with emphasis on consistency, portability and efficiency for both UNICOS and IRIX.

Cardo, Nicholas P.↗

Keeping a Beat on the Heart

Feel the relief of a patient suffering from heart arrhythmia, who is able to return home while having her heart monitored by health professionals 24 hours a day, without the fear that she will miss an important indicator and suffer a fatal heart attack - using technology originally developed to conduct experiments on the Space Shuttle. Approximately 400,000 Americans die every year from sudden heart attacks . Medical research revealed that patterns of electrical activity in the heart can act as predictors of these lethal cardiac events known as arrhythmias. Fortunately, certain arrhythmias such as ventricular fibrillation (loss of regular heartbeat and subsequent loss of function) and ventricular tachycardia (rapid heartbeats), can be detected and appropriately treated. Today, patients at moderate risk of arrhythmias can benefit from technology that would permit long- term continuous monitoring of electrical cardiac rhythms outside the hospital environment in the comfort of their own homes. Medical telemetry systems, also known as telemedicine, are evolving rapidly as wireless communication technology advances, evidenced by the commercial products and research prototypes for remote health monitoring that have appeared in recent years. Wireless systems allow patients to move freely in their home and work environment while being monitored remotely by health care professionals.

Liszka, Kathy J.↗

Neurosymbolic Hybrid Approach to Driver Collision Warning

There are two main algorithmic approaches to autonomous driving systems: (1) An end-to-end system in which a single deep neural network learns to map sensory input directly into appropriate warning and driving responses. (2) A mediated hybrid recognition system in which a system is created by combining independent modules that detect each semantic feature. While some researchers believe that deep learning can solve any problem, others believe that a more engineered and symbolic approach is needed to cope with complex environments with less data. Deep learning alone has achieved state-of-the-art results in many areas, from complex gameplay to predicting protein structures. In particular, in image classification and recognition, deep learning models have achieved accuracies as high as humans. But sometimes it can be very difficult to debug if the deep learning model doesn't work. Deep learning models can be vulnerable and are very sensitive to changes in data distribution. Generalization can be problematic. It's usually hard to prove why it works or doesn't. Deep learning models can also be vulnerable to adversarial attacks. Here, we combine deep learning-based object recognition and tracking with an adaptive neurosymbolic network agent, called the Non-Axiomatic Reasoning System (NARS), that can adapt to its environment by building concepts based on perceptual sequences. We achieved an improved intersection-over-union (IOU) object recognition performance of 0.65 in the adaptive retraining model compared to IOU 0.31 in the COCO data pre-trained model. We improved the object detection limits using RADAR sensors in a simulated environment, and demonstrated the weaving car detection capability by combining deep learning-based object detection and tracking with a neurosymbolic model.

Wang, Pei↗

Determination of the Corrosive Conditions Present within Aircraft Lap-Splice Joints

The complexity of airframe structure lends itself to damage resulting from crevice corrosion. Fuselage lap-splice joints are a particularly important structural detail in this regard because of the difficulty associated with detection and measurement of corrosion in these occluded regions. The objective of this work is to develop a laboratory corrosion test protocol to identify the chemistry to which lap joints are exposed and to develop a model of the corrosion within the joints. A protocol for collecting and identifying the chemistry of airframe crevice corrosion has been developed. Capillary electrophoresis (CE) is used to identify the ionic species contained in corrosion product samples removed from fuselage lap splice joints. CE analysis has been performed on over sixty corrosion product samples removed from both civilian and military aircraft. Over twenty different ions have been detected. Measurements of pH of wetted corroded surfaces indicated an alkaline occluded solution. After determining the species present and their relative concentrations, the resultant solution was reproduced in bulk and electrochemical tests were performed to determine the corrosion rate. Electrochemical analyses of the behavior of AA2024-T3 in these solutions gave corrosion rates of up to 250 microns per year (10 mpy). Additional tests have determined the relative importance of each of the detected ions in model solutions used for future predictive tests. The statistically significant ions have been used to create a second generation solution. Laboratory studies have also included exposure tests involving artificial lap joints exposed to various simulated bulk and crevice environments. The extent and morphology of the attack in artificial lap joints has been compared to studies of corroded samples from actual aircraft. Other effects, such as temperature and potential, as well as the impact of the environment on fatigue crack growth have also been studied.

Lewis, Karen S.↗

Lessons from an evolving rRNA: 16S and 23S rRNA structures from a comparative perspective

The 16S and 23S rRNA higher-order structures inferred from comparative analysis are now quite refined. The models presented here differ from their immediate predecessors only in minor detail. Thus, it is safe to assert that all of the standard secondary-structure elements in (prokaryotic) rRNAs have been identified, with approximately 90% of the individual base pairs in each molecule having independent comparative support, and that at least some of the tertiary interactions have been revealed. It is interesting to compare the rRNAs in this respect with tRNA, whose higher-order structure is known in detail from its crystal structure (36) (Table 2). It can be seen that rRNAs have as great a fraction of their sequence in established secondary-structure elements as does tRNA. However, the fact that the former show a much lower fraction of identified tertiary interactions and a greater fraction of unpaired nucleotides than the latter implies that many of the rRNA tertiary interactions remain to be located. (Alternatively, the ribosome might involve protein-rRNA rather than intramolecular rRNA interactions to stabilize three-dimensional structure.) Experimental studies on rRNA are consistent to a first approximation with the structures proposed here, confirming the basic assumption of comparative analysis, i.e., that bases whose compositions strictly covary are physically interacting. In the exhaustive study of Moazed et al. (45) on protection of the bases in the small-subunit rRNA against chemical modification, the vast majority of bases inferred to pair by covariation are found to be protected from chemical modification, both in isolated small-subunit rRNA and in the 30S subunit. The majority of the tertiary interactions are reflected in the chemical protection data as well (45). On the other hand, many of the bases not shown as paired in Fig. 1 are accessible to chemical attack (45). However, in this case a sizeable fraction of them are also protected against chemical modification (in the isolated rRNA), which suggests that considerable higher-order structure remains to be found (although all of it may not involve base-base interactions and so may not be detectable by comparative analysis). The agreement between the higher-order structure of the small-subunit rRNA and protection against chemical modification is not perfect, however; some bases shown to covary canonically are accessible to chemical modification (45).(ABSTRACT TRUNCATED AT 400 WORDS).

Review↗