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At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Reference Models for Structural Technology Assessment and Weight Estimation

Previously the Exploration Concepts Branch of NASA Langley Research Center has developed techniques for automating the preliminary design level of launch vehicle airframe structural analysis for purposes of enhancing historical regression based mass estimating relationships. This past work was useful and greatly reduced design time, however its application area was very narrow in terms of being able to handle a large variety in structural and vehicle general arrangement alternatives. Implementation of the analysis approach presented herein also incorporates some newly developed computer programs. Loft is a program developed to create analysis meshes and simultaneously define structural element design regions. A simple component defining ASCII file is read by Loft to begin the design process. HSLoad is a Visual Basic implementation of the HyperSizer Application Programming Interface, which automates the structural element design process. Details of these two programs and their use are explained in this paper. A feature which falls naturally out of the above analysis paradigm is the concept of "reference models". The flexibility of the FEA based JAVA processing procedures and associated process control classes coupled with the general utility of Loft and HSLoad make it possible to create generic program template files for analysis of components ranging from something as simple as a stiffened flat panel, to curved panels, fuselage and cryogenic tank components, flight control surfaces, wings, through full air and space vehicle general arrangements.

Cerro, Jeff↗
NASA NTRS2010

Ares I First Stage Propulsion System Status

With the retirement of the Space Shuttle inevitable, the US is faced with the need to loft a reliable cost-effective, technologically viable solution to bring the nation s fleet of spacecraft back up to industry standard. It must not only support the International Space Station (ISS), it must also be capable of supporting human exploration beyond low Earth orbit (LEO). NASA created the Constellation Program to develop a new fleet including the launch vehicles, the spacecraft, and the mission architecture to meet those objectives. The Ares First Stage Team is tasked with developing a propulsion system capable of safely, dependably and repeatedly lofting that new fleet. To minimize technical risks and development costs, the Solid Rocket Boosters (SRBs) of Shuttle were used as a starting point in the design and production of a new first stage element. While the first stage will provide the foundation, the structural backbone, power, and control for launch, the new propulsive element will also provide a greater total impulse to loft a safer, more powerful, fleet of space flight vehicles. Substantial design and system upgrades were required to meet the mass and trajectory requisites of the new fleet. Noteworthy innovations and design features include new forward structures, new propellant grain geometry, a new internal insulation system, and a state-of-the art avionics system. Additional advances were in materials and composite structures development, case bond liners, and thermal protection systems. Significant progress has been made in the design, development and testing of the propulsion and avionics systems for the new first stage element. Challenges, such as those anticipated with thrust oscillation, have been better characterized, and are being effectively mitigated. The test firing of the first development motor (DM-1) was a success that validated much of the engineering development to date. Substantive data has been collected and analyzed, allowing the Ares First Stage team to move forward, fine-tune the design, and advance to production of the second development motor (DM-2), which is now in fabrication. This paper will provide an overview of the design, development, challenges, and progress on the production of the new Ares First Stage propulsion system

Priskos, Alex S.↗
NASA NTRSDate not supplied

Convective Transport and Evolution of Clouds and aerosols in the Asian Summer Monsoon Region

The existence of a persistent layer in the lowermost stratosphere in the Asian Monsoon region is well-known and has been observed by satellites and also in situ by balloon-borne sensors. This aerosol layer has been observed to persist every year by both SAGE sensors and by CALIOP, between the tropopause and the lower boundary of the Junge stratospheric sulfate layer. But how does this layer form and why? Apparently, aerosols are lofted by convection form the Indian and Asian continents, into the upper troposphere/lower stratosphere (UT/LS) area in the middle of a persistent anticyclone associate with the Asian summer monsoon. But some mysteries remain. The top of this aerosol layer is well above the altitude of maximum convective outflow, so why is the top of the aerosol layer so high? Are the aerosols coming from China or from India? And finally, is there an observable impact of these aerosol on thin cirrus distributions in the UT/LS? We explore the interesting difference in altitude between the ATAL layer and the convective cloud top height, using observations from CALIOP and from SAGE. In the process of doing this we examine the accuracy of both CALIOP and SAGE cloud/aerosol discrimination, and the impact of various averaging lengths. We compare the apparent "observational tropopause" with observations from COSMIC, CALIOP (clouds), and with modeled interpolation from MERRA-2. We also compare CALIOP and CloudSat daytime cloud top heights for convective clouds with the vertical aerosol distribution, and evaluate convection in this region as represented by MERRA-2. Finally, and maybe most importantly we compare convective cloud top heights and temperatures with diurnal variability during the most recent years by using observations from the geostationary Himawari satellite. How representative are the twice-daily A-Train observations, when compared to the natural diurnal variability of convection? The goal is to establish the origins of these UT/LS aerosols, whether these aerosol distributions can be completely explained by convective transport, and to evaluate convective lofting of aerosol by models. Ultimately, the convective lofting of aerosols as modeled is needed to explain the Asian Monsoon aerosol distributions. The observations contribute much-needed information to enhance the model accuracy.

clouds↗
DOE OSTI2022

Australian wildfire smoke in the stratosphere: the decay phase in 2020/2021 and impact on ozone depletion

Abstract. Record-breaking wildfires raged in southeastern Australia in late December 2019 and early January 2020. Rather strong pyrocumulonimbus (pyroCb) convection developed over the fire areas and lofted enormous amounts of biomass burning smoke into the tropopause region and caused the strongest wildfire-related stratospheric aerosol perturbation ever observed around the globe. We discuss the geometrical, optical, and microphysical properties of the stratospheric smoke layers and the decay of this major stratospheric perturbation. A multiwavelength polarization Raman lidar at Punta Arenas (53.2∘ S, 70.9∘ W), southern Chile, and an elastic backscatter Raman lidar at Río Grande (53.8∘ S, 67.7∘ W) in southern Argentina, were operated to monitor the major record-breaking event until the end of 2021. These lidar measurements can be regarded as representative for mid to high latitudes in the Southern Hemisphere. A unique dynamical feature, an anticyclonic, smoke-filled vortex with 1000 km horizontal width and 5 km vertical extent, which ascended by about 500 m d−1, was observed over the full last week of January 2020. The key results of the long-term study are as follows. The smoke layers extended, on average, from 9 to 24 km in height. The smoke partly ascended to more than 30 km height as a result of self-lofting processes. Clear signs of a smoke impact on the record-breaking ozone hole over Antarctica in September–November 2020 were found. A slow decay of the stratospheric perturbation detected by means of the 532 nm aerosol optical thickness (AOT) yielded an e-folding decay time of 19–20 months. The maximum smoke AOT was around 1.0 over Punta Arenas in January 2020 and thus 2 to 3 orders of magnitude above the stratospheric aerosol background of 0.005. After 2 months with strongly varying smoke conditions, the 532 nm AOT decreased to 0.03-0.06 from March–December 2020 and to 0.015–0.03 throughout 2021. The particle extinction coefficients at 532 nm were in the range of 10–75 Mm−1 in January 2020 and, later on, mostly between 1 and 5 Mm−1. Combined lidar–photometer retrievals revealed typical smoke extinction-to-backscatter ratios of 69 ± 19 sr (at 355 nm), 91 ± 17 sr (at 532 nm), and 120 ± 22 sr (at 1064 nm). An ozone reduction of 20 %–25 % in the 15–22 km height range was observed over Antarctica and New Zealand ozonesonde stations in the smoke-polluted air, with particle surface area concentrations of 1–5 µm2 cm−3.

Ohneiser, Kevin↗
NASA NTRS1980

STS-1 Nominal Cycle 3 March/April Launch, Ascent Base Convective Heating Environments

Ascent base convective heating environments were determined for the nominal ascent trajectory for the STS-1 Cycle 3 March/April launch period. Both first and second stage environments are defined for all base heating DFI locations and design body points of interest. An identical format to the STS-1 dispersed trajectory environment was followed throughout. As expected, STS-1 nominal environments are generally less severe than those determined for the high loft and low loft dispersed trajectory conditions. The reduction in cold wall heating with the nominal trajectory varies for each base location analyzed, but, in general, was approximately twenty percent.

Bender, R. L., Jr.↗
NASA NTRS1981

Deployment tests of a 36-element tetrahedral truss module

In the past, models of deployable structures were limited largely to small scale models which could be readily deployed by suspending the model on several soft shock cords. The scale of the deployable truss used in the present investigation precluded the use of this test technique as the gravity forces and moments are of the same order of magnitude as the deployment forces and moments. For these tests, the truss was deployed during free-fall in the LaRC 55' vacuum facility. Appreciably larger trusses could be deployed by lofting the packaged truss upward from the floor of the facility and allowing it to deploy during the upward as well as the downward portion of its trajectory, thus doubling the available test time. It must be realized, of course, that the mechanisms required to loft and decelerate such a large truss would be much more complex than those required for a straight drop.

Herr, R. W.↗
NASA NTRS1981

Group 1: Scenario design and development issues

All LOFT scenarios and flight segments should be designed on the basis of a detailed statement of specific objectives. These objectives must state what kind of situation is to be addressed and why. The origin, routing, and destination of a particular scenario should be dictated by the specific objectives for that scenario or leg. Other factors to be considered are the desired weather, climate, etc. Simulator visual system, as well as other capabilities and limitations must be considered at a very early stage of scenario design. The simulator navigation area must be apropriate and must coincide with current Jeppeson charts. Much of the realism of LOFT is destroyed if the crew is unable to use current manuals and other materials.

Sherwin, P.↗
NASA NTRS1984

Some mathematical tools for a modeller's workbench

The development of a mathematical software tools in workbench environment to model related objects more straightforward is outlined. A computer model from informal drawings and a plastic model of a helicopter is discussed. Lofting was the predominant, characteristic modelling technique. Ships and airplane designs use lofting as a technique because they have defined surfaces, (hulls and fuselages) from vertical station cuts perpendicular to the vertical center plane defining the major axis of reflective symmetry. A turbine blade from a jet engine was modelled in this way. The aerodynamic portion and the root comes from different paradigms. The union of these two parts into a coherent model is shown.

Cohen, E.↗
NASA NTRS1987

The development and implementation of cockpit resource management in UAL recurrent training

Line Oriented Flight Training (LOFT) for United Airlines started in 1976. At that time it was basically no more than a line-simulated training function conducted in a full-mission simulator with no attention or stress on its human factor content. Very soon after the implementation of the LOFT program concerns were voiced about certain crew behavioral situations they were observing in the flight crew's execution of cockpit duties. These duties involved emergency procedures as well as irregular and normal procedures and situations. It was evident that new information was surfacing concerning crew interaction, or its lack thereof, in the cockpit and its effect on satisfactory performance. These observations naturally raised the question of how this information translated into the safety of aircraft operations. A training system had to be repetitive, the crew interactive, and the training had to be conducted under the crew concept. The foundation had to have two other factors: (1) it was necessary to have adequate human factor content, and (2) an advanced state-of-the-art simulator and appropriate electronic devices were required. These concepts are further discussed.

Shroyer, David H.↗
NASA NTRS1994

A climatology of stratospheric aerosol

A global climatology of stratospheric aerosol is created by combining nearly a decade (1979-1981 and 1984-1990) of contemporaneous observations from the Stratospheric Aerosol and Gas Experiment (SAGE I and II) and Stratospheric Aerosol Measurement (SAM II) instruments. One goal of this work is to provide a representative distribution of the aerosol layer for use in radiative and chemical modeling. A table of decadal average 1 micron extinction values is included, extending from the tropopause to 35 km and 80 deg S to 85 deg N, which allows estimation of surface area density. We find that the aerosol layer is distinctly volcanic in nature and suggest that the decadal average is a more useful estimate of future aerosol loading than a 'background' loading, which is never clearly achieved during the data record. This climatology lends insight into the general circulation of the stratosphere. Latitude - altitude sections of extinction radio at 1 micron are shown, average by decade, season, and phase of the quasi-biennial oscillation (QBO). A tropical reservoir region is diagnosed, with an 'upper' and a 'lower' transport regime. In the tropics above 22 km (upper regime), enhanced lofting occurs in the summer, with suppressed lofting or eddy dilution in the winter. In the extratropics within two scale heights of the tropopause (lower regime), poleward and downward transport is most robust during winter, especially in the northern hemisphere. The transport patterns persist into the subsequent equinoctial season. Ascent associated with QBO easterly shear favors detrainment in the upper regime, while relative descent and poleward spreading during QBO westerly shear favors detrainment in the lower regime. Extinction radio differences between the winter-spring and summer-fall hemispheres, and differences between the two phases of the QBO, are typically 20-50%. Dynamical implications of the aerosol distributions are explored, with focus on interhemispheric differences, strong subtropical gradients, and the pronounced annual cycle.

Hitchman, Matthew H.↗
NASA NTRS1996

Subsonic Aircraft Soot: A Tracer Documenting Stratospheric Vertical Mixing and Barriers to Inter-Hemispheric Exchanges

Pole-to-pole variability of soot aerosol from subsonic aircraft is evidence of two important aspects of stratospheric transport. Vertical transport to 20 km pressure altitude from flight levels near 10-12 km cannot be explained by isentropic mixing. Instead, lofting in the tropics is a possibility. A strong meridional gradient implies that stratospheric soot aerosol residence time is shorter than are mixing times between the hemispheres. Therefore, little if any of exhaust constituents (with residence times similar to that of aircraft soot aerosol), emitted in heavily traveled flight corridors in northern mid-latitudes by a future supersonic fleet, would be transported to the southern hemisphere. However, a significant fraction of NOx could be lofted to altitudes above flight levels where it would dominate ozone depletion.

Pueschel, Rudolf F.↗
NASA NTRS1996

Translating Research Into Airline Practice: Case Studies In Collaboration

Airline training departments are avid customers for research that will help them enhance the effectiveness of training and the safety of flight operations. However, various factors often make it difficult for training department managers to draw upon the large body of human factors research, e.g.: research may not address the specific questions facing the training departments, the research literature may not be in a form that training managers can readily interpret, researchers' recommendations may be too expensive or impractical to implement, etc. This panel will discuss ways in which researchers can work with training departments to design research and translate findings into products that airlines can use readily. This collaboration is most effective when it is an integral part of the study from its inception. To illustrate the process of collaboration we will use as a case study the recently completed LOFT (Line Oriented Flight Training) Debriefing research project. We will summarize the findings from that study and discuss how we translated those findings into two training tools: a manual on how to facilitate LOFT debriefings and a video that illustrates facilitation techniques in a realistically enacted debriefing. In some cases, instead of starting a new research project, training department needs can be addressed by reviewing the existing research literature and using expert opinion to develop products that specifically address those needs. To illustrate this approach we will discuss a recent informal working group of scientists and airline personnel that met to develop training material to enhance situation awareness. This group reviewed scientific literature and ASRS (Aviation Safety Reporting System) reports, analyzed contributing factors, and produced a model for managing situation awareness.

Dismukes, R. Key↗
NASA NTRS1998

Developing A SPOT CRM Debriefing Tool

In a study of CRM LOFT briefings published in 1997, Dismukes, McDonnell & Jobe reported that briefings were not being utilized as fully as they could be and that crews may not be getting the full benefit from LOFT that is possible. On the basis of their findings, they suggested a set of general guidelines for briefings for the industry. Our work builds on this study to try to provide a specific debriefing tool which provides a focus for the strategies that Dismukes et al suggest.

Martin, Lynne↗
NASA NTRS2004

Deep Convective Cloud Top Heights and Their Thermodynamic Control During CRYSTAL-FACE

Infrared (11 micron) radiances from GOES-8 and local radiosonde profiles, collected during the Cirrus Regional Study of Tropical Anvils and Cirrus Layers-Florida Area Cirrus Experiment (CRYSTAL-FACE) in July 2002, are used to assess the vertical distribution of Florida-area deep convective cloud top height and test predictions as to its variation based on parcel theory. The highest infrared tops (Z(sub 11)) reached approximately to the cold point, though there is at least a 1-km uncertainty due to unknown cloud-environment temperature differences. Since lidar shows that visible 'tops' are 1 km or more above Z(sub 11), visible cloud tops frequently penetrated the lapse-rate tropopause (approx. 15 km). Further, since lofted ice content may be present up to approx. 1 km above the visible tops, lofting of moisture through the mean cold point (15.4 km) was probably common. Morning clouds, and those near Key West, rarely penetrated the tropopause. Non-entraining parcel theory (i.e., CAPE) does not successfully explain either of these results, but can explain some of the day-to-day variations in cloud top height over the peninsula. Further, moisture variations above the boundary layer account for most of the day-today variability not explained by CAPE, especially over the oceans. In all locations, a 20% increase in mean mixing ratio between 750 and 500 hPa was associated with about 1 km deeper maximum cloud penetration relative to the neutral level. These results suggest that parcel theory may be useful for predicting changes in cumulus cloud height over time, but that parcel entrainment must be taken into account even for the tallest clouds. Accordingly, relative humidity above the boundary layer may exert some control on the height of the tropical troposphere.

Sherwood, Steven C.↗
NASA NTRS2007

Time Variability of the Dust Sublimation Zones in Pre-Main Sequence Disk Systems

The dust sublimation zone (DSZ) is the region of pre-main sequence (PMS) disks where dust grains most easily anneal, sublime, and condense out of the gas. Because of this, it is a location where crystalline material may be enhanced and redistributed throughout the rest of the disk. A decade-long program to monitor the thermal emission of the grains located in this region demonstrates that large changes in emitted flux occur in many systems. Changes in the thermal emission between 3 and 13.5 microns were observed in HD 31648 (MWC 480), HD 163296 (MWC 275), and DG Tau. This emission is consistent with it being produced at the DSZ, where the transition from a disk of gas to one of gas+dust occurs. In the case of DG Tau, the outbursts were accompanied by increased emission on the 10 micron silicate band on one occasion, while on another occasion it went into absorption. This requires lofting of the material above the disk into the line of sight. Such changes will affect the determination of the inner disk structure obtained through interferometry measurements, and this has been confirmed in the case of HD 163296. Cyclic variations in the heating of the DSZ will lead to the annealing of large grains, the sublimation of smaller grains, possibly followed by re-condensation as the zone enters a cooling phase. Lofting of dust above the disk plane, and outward acceleration by stellar winds and radiation pressure, can re-distribute the processed material to cooler regions of the disk, where cometesimals form. This processing is consistent with the detection of the preferential concentration of large crystalline grains in the inner few AU of PMS disks using interferometric spectroscopy with the VLTI.

Sitko, Michael L.↗
NASA NTRS2010

2010 JANNAF Abstract Propulsion System Status: Ares First Stage

In November 2005, NASA created the Constellation Program to develop an entirely new fleet of spacecraft to include the Ares I Crew Launch Vehicle and the Ares V Cargo Launch vehicles. The Ares I First Stage Team has made significant progress on the design of a propulsion system capable of lofting that new fleet. To minimize technical risks and development costs, the Solid Rocket Boosters (SRBs) of Shuttle served as a starting point in the design of a new motor that would meet the requirements of those new vehicles. By bringing in a fifth segment, this new propulsive element will provide greater total impulse to loft a safer, more powerful fleet of space flight vehicles. Additional modifications include the use of composite structures, new metallic forward structures, new parachutes, a new propellant grain design, and a new nozzle. Although still ongoing and in process, significant design, development and concept testing has already been conducted. This includes a full-scale motor firing, deceleration subsystem testing, and testing of several complete avionics line replaceable units. The suborbital development flight, Ares I-X, provided the opportunity to gather critical data about the flight dynamics of the integrated launch vehicle stack. The Ares I-X test flight has also informed our Ares First Stage design. It brought a more comprehensive understanding in a number of areas, which are now being analyzed. This paper will provide an overview of the design, development, challenges, and progress on the production of the new Ares First Stage propulsion system. Challenges and mitigation strategies will be addressed. An overview will also be included of testing to date.

Tiller, Bruce K.↗
NASA NTRS2010

2010 JPC Abstract: Ares I First Stage Propulsion System Status

In November 2005, NASA created the Constellation Program to develop an entirely new fleet of spacecraft to include the Ares I Crew Launch Vehicle and Ares V Cargo Launch vehicles. This mission architecture included the Orion capsule (which would be used to transport astronauts to low-Earth orbit and beyond), the Altair lunar lander, and an Earth departure stage. The Ares First Stage Team has made significant progress on the design of a propulsion system to meet the objectives of the Constellation Program. Work on a first stage element propulsion system capable of lofting a new fleet of spacecraft is well underway. To minimize technical risks and development costs, the Solid Rocket Boosters (SRBs) of Shuttle served as a starting point in the design of a new motor that would meet the requirements of those new vehicles. This new propulsive element will provide greater total impulse utilizing a fifth segment to loft a safer, more powerful fleet of space flight vehicles. Performance requirements, basic architecture, and obsolescence issues were all factors in determining the new first stage element design and configuration. Early efforts focused on creating designs that would be capable of supporting the requisite loads and environments. While the motor casings are Shuttle legacy, because of Ares I s unique in-line configuration, the first stage will require entirely new forward structures (forward skirt, forward skirt extension, aeroshell, and frustum) and a modified systems tunnel. The use of composites facilitated a change in the geometry, which in turn afforded the ability to focus strength where it was needed without additional mass. The Ares First Stage rocket motor casting tooling was designed and built to achieve a propellant grain geometry that produces the specific required ballistic profile. The new propellant formulation is a polybutadiene acrylonitrile (PBAN) copolymer, which has been modified to attain the desired burn rate and retain adequate tailoring capability.

Priskos, Alex S.↗
NASA NTRS2011

The Enigma of Lunar Dust Transport

We will review the highly contrasting points of view regarding the ability of fine dust grains to become transported in the near-space lunar environment. While Surveyor and Apollo camera images suggest the presence of a horizon glow that has been provocatively interpreted as levitated and/or lofted dust, there is contrasting geological evidence to indicate that surface regolith has not been moved in a substantial way. While electric forces have been suggested as a driver for grain dynamics, recent detailed modeling of near-surface non-monotonic potentials would suggest grains could not get to large heights. While lofting models require submicron grains to hold/contain 100's of elementary charges, it can be shown analytical1y that a grain residing on a flat surface would have an extremely low probability of having even a single electron on its surface, Can these diametrically opposing viewpoints be reconciled? We will review the pros and cons on both sides. and suggest that the UVS and LDEX instrument on LADEE will provide key new insights on dust transport at the Moon.

Farrell, W. M.↗