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NASA NTRSDate not supplied

Reconstruction of Thermal Protection System Aeroheating using a Green’s Function Approach

Inverse heat transfer (IHT) techniques are often used to reconstruct the surface heating conditions on spacecraft thermal protection systems (TPS) during atmospheric entry. Current IHT techniques for entry spacecraft applications, however, demand substantial computational resources, and are impractical for analyses such as uncertainty quantification and real-time health monitoring. In this paper, a Green’s function sensor fusion approach is used to reconstruct the TPS surface aeroheating conditions on experimental spaceflight and ground test systems from collocated temperature and heat flux sensors embedded in the TPS. The algorithm leverages Green’s functions to model the heat conduction within the spacecraft TPS and stabilizes the recovery of the surface heating condition using the direct heat flux sensor measurement. The algorithm is validated using arc-jet ground test data and applied to the reconstruction of the Mars 2020 backshell heating during Martian atmospheric entry. The performance of the algorithm is benchmarked against a current state-of-the-art IHT framework, FIAT_Opt. The Green’s function-based reconstruction algorithm recovers the net hot-wall heat flux absorbed by the TPS and the incident heat flux from the atmospheric entry environment in close agreement with FIAT_Opt. Notably, computation of the surface heating condition is completed in three orders of magnitude less time with the Green’s function sensor fusion approach using a consumer-grade PC, versus with FIAT_Opt running on a high performance computer cluster. The efficiency of the algorithm is leveraged to compute the uncertainty contributions of input parameters to the total uncertainty in reconstructed Mars 2020 backshell heating for the full atmospheric entry heat pulse. The sensitivity analysis uncovers that, at different times throughout the entry heat pulse, uncertainties in the TPS specific heat, thermal conductivity, and emissivity are all dominant drivers of the reconstruction uncertainty. These results demonstrate Green’s functions and sensor-fusion techniques as promising IHT approaches to reconstruct atmospheric entry environments from TPS-embedded measurements, and highlight how these techniques may give access to post-flight analyses previously hindered by the prohibitive cost of current methods.

Kenneth McAfee↗

NASA NTRSDate not supplied

Analysis and Optimization of Test Plans for Advanced Exploration Systems Reliability and Supportability

Future crewed exploration missions beyond Low Earth Orbit (LEO) will operate farther from Earth and be logistically isolated for longer than any previous human spaceflight mission. Under these conditions, supportability and reliability willbestronger drivers of mission mass and risk than they have been in the past. Items with high failure rates, or uncertain failure rates, can result in high spares mass requirements and/or high risk on deep space missions. Testing is a critical element of system development which provides the opportunity to identify and resolve design issues, defects, or other failure modes before they cause problems during a mission. Reliability growth programs can reduce failure rates by identifying and remove failure modes via design changes, and long-duration life testing can provide valuable data to reduce failure rate estimate uncertainty and verify (to some level of confidence) that components are as reliable as expected. Testing activities take time and resources, however, and must be incorporated into program plans in order to be fully effective. This paper presents an integrated reliability test plan analysis and optimization methodology, which has been used to inform Advanced Exploration Systems (AES) Life Support Systems (LSS) ground test planning for future missions. The methodology determines the optimal number of test units to purchase and allocation of test time –split between reliability growth and uncertainty reduction testing –across a given set of items in order to minimize spares mass for a given mission under constraints on total test cost and schedule. Model outputs also include expected spares mass after testing and the expected number of modifications or refurbishments during testing, both of which can inform program planning. Discussion of the model, conclusions, and future work are also presented.

Testing↗

NASA NTRSDate not supplied

Analysis and Optimization of Test Plans for Advanced Exploration Systems Reliability and Supportability

Testing↗

NASA NTRS2015

Reliability and Probabilistic Risk Assessment - How They Play Together

PRA methodology is one of the probabilistic analysis methods that NASA brought from the nuclear industry to assess the risk of LOM, LOV and LOC for launch vehicles. PRA is a system scenario based risk assessment that uses a combination of fault trees, event trees, event sequence diagrams, and probability and statistical data to analyze the risk of a system, a process, or an activity. It is a process designed to answer three basic questions: What can go wrong? How likely is it? What is the severity of the degradation? Since 1986, NASA, along with industry partners, has conducted a number of PRA studies to predict the overall launch vehicles risks. Planning Research Corporation conducted the first of these studies in 1988. In 1995, Science Applications International Corporation (SAIC) conducted a comprehensive PRA study. In July 1996, NASA conducted a two-year study (October 1996 - September 1998) to develop a model that provided the overall Space Shuttle risk and estimates of risk changes due to proposed Space Shuttle upgrades. After the Columbia accident, NASA conducted a PRA on the Shuttle External Tank (ET) foam. This study was the most focused and extensive risk assessment that NASA has conducted in recent years. It used a dynamic, physics-based, integrated system analysis approach to understand the integrated system risk due to ET foam loss in flight. Most recently, a PRA for Ares I launch vehicle has been performed in support of the Constellation program. Reliability, on the other hand, addresses the loss of functions. In a broader sense, reliability engineering is a discipline that involves the application of engineering principles to the design and processing of products, both hardware and software, for meeting product reliability requirements or goals. It is a very broad design-support discipline. It has important interfaces with many other engineering disciplines. Reliability as a figure of merit (i.e. the metric) is the probability that an item will perform its intended function(s) for a specified mission profile. In general, the reliability metric can be calculated through the analyses using reliability demonstration and reliability prediction methodologies. Reliability analysis is very critical for understanding component failure mechanisms and in identifying reliability critical design and process drivers. The following sections discuss the PRA process and reliability engineering in detail and provide an application where reliability analysis and PRA were jointly used in a complementary manner to support a Space Shuttle flight risk assessment.

Safie, Fayssal M.↗

NASA NTRS2023

Editorial: Understanding the Causes of Asymmetries in Earth’S Magnetosphere-Ionosphere System

Geomagnetic activity observed in geospace, the upper atmosphere, and on the ground results from solar-terrestrial interactions. Such interactions correspond to the coupling between the solar wind, magnetosphere, and the thermosphere-ionosphere (MIT) system (Khazanov, 2016). However, given the complexity of the whole system and its large spatial scale and long-term solar variability, effects resulting from this coupling can be asymmetric. For example, inter-hemispherical asymmetric responses can arise when a hemisphere receives more energy than the other (e.g., Knipp et al., 2021; Pakhotin et al., 2021), local time effects can take place due to the occurrence of intense dawn-dusk interplanetary electric fields (e.g.,Haaland et al., 2017), and asymmetric geomagnetic field and mapping are caused by the Earth’s dipole offset and tilt (e.g., Laundal et al., 2017). The drivers that generate asymmetric MIT coupling response are generally recognized as long term: solar activity (Zhang et al., 2022) and dipole offset and tilt (Laundal et al., 2017); middle term: seasons (Lu et al., 2010); and short term: the y and z components of the interplanetary magnetic field (IMF) (Cowley, 1981; Li et al., 2011; Knipp et al., 2021). Thermospheric neutral mass density can present local time asymmetries associated with IMF By (Forster et al., 2017), and inter-hemispheric asymmetries can be generated by cross-hemispheric propagation of large-scale gravity waves (Bruinsma and Forbes, 2007). In addition, forcing from the mesosphere and lower thermosphere can generate inter-hemispheric neutral wind asymmetric patterns that can in turn asymmetrically impact neutral density in different hemispheres (Stober et al., 2021).

magnetosphere-ionophere coupling↗

NASA NTRS2020

Status of Analysis and Manufacturability of Superconducting Wires with Low AC Losses

Superconductors can carry an order-of-magnitude higher current than room temperature copper wires and can do so with two orders-of-magnitude lower alternating current (AC) electrical losses. These advantages underlie our estimates that turboelectric propulsion of large aircraft can be enabled by superconducting machines. However, even the much smaller losses of superconductors pose thermal management issues at the low temperatures required for superconductivity, and predicting those losses and validating the predictions has been a developing process at NASA Glenn Research Center over the last decade. Since Glenn’s earliest assessments of the feasibility of fully superconducting machines for turboelectric propulsion, the available models of AC losses in superconductors have changed significantly, as well as the state of development of superconducting wire for the coils of electric machines. While the models available to us have improved significantly, the value of the AC losses predicted by these models have only increased as more fidelity was developed. The fabrication of medium temperature superconducting wires (Tc near 40 K) has advanced, and wires can be produced with finer filaments and tighter twisting than a decade ago. However, the ideal wire configurations, developed decades ago for low temperature superconductors (Tc < 25 K), still elude manufacturers of medium and high temperature (Tc > 77 K) superconductors. This report discusses the developments, the current limitations, and the expectations that future configurations of superconducting wire can yet be produced that will provide suitably low AC losses for the aircraft propulsion application. The report presents a basic discussion of the types of AC losses in superconductors, followed by a discussion of the evolution of our understanding of the practical consequences of those AC losses. Next, there is a discussion of the superconducting wire configurations that have been developed, which were partially guided by that understanding. A brief discussion of the modes of removing the heat produced by the losses is presented. Lastly, a comparison is presented between losses in currently available MgB2 wire and other important cases, including copper at room temperature, copper at liquid hydrogen temperature, and expected future MgB2 wire. Room temperature copper has 100 times the loss of today’s MgB2 and 300 times the expected loss of future MgB2. That implies we can expect much higher efficiency from fully superconducting machines than from machines with copper stators, and high efficiency targets remain the driver behind investment in MgB2 development and medium temperature superconductor research.

superconducting motors↗

NASA NTRS2023

Changing Characteristics of Tropical Extreme Precipitation-Cloud Regimes in Warmer Climates

In this paper, we have investigated the changing characteristics of climatic scale (monthly) tropical extreme precipitation in warming climates using the Energy Exascale Earth System Model (E3SM). Results are from Atmospheric Model Intercomparison Project (AMIP)-type simulations driven by a) control experiment with present-day sea surface temperature (SST) and CO 2 concentration, b) P4K, same as in a) but with uniform increase by 4K in SST globally, and c) same as in a), but with imposed SST and CO 2 concentration from outputs of coupled E3SM forced by 4xCO 2 concentration. We find that as the surface warms under P4K and 4xCO 2 , both convective and stratiform rain increase. Importantly, there is increasing fractional contribution of stratiform rain as a function of precipitation intensity, with the most extreme but rare events occurring preferentially over land more than ocean, more so under 4xCO 2 than P4K. Extreme precipitation is facilitated by increased precipitation efficiency, reflecting accelerated rates of recycling of precipitation-cloud water (both liquid and ice phases) in regions with colder anvil cloud tops. Changes in vertical profiles of clouds, condensation heating and vertical motions indicate increasing precipitation-cloud-circulation organization from control, P4K to 4xCO 2 . Results suggest that large-scale ocean warming, i.e., P4K, is the primary cause contributing to organization structure resembling the well-known Mesoscale Convective System (MCS) for increased extreme precipitation on shorter (hourly to daily) time scales. Additional 4xCO 2 atmospheric radiative heating, and dynamically consistent anomalous SST further amplifies the MCS organization under P4K. Analyses of the surface moist static energy distribution show that increase in surface moisture (temperature) under P4K and 4xCO 2 is the key driver leading to enhanced convective instability over tropical ocean (land). However, the fast and large increase in land surface temperature and lack of available local moisture result in strong reduction in land surface relative humidity, reflecting severe drying and enhanced convective inhibition (CIN). It is argued that very extreme and rare “record-breaking” precipitation events found over land under P4K, more so under 4xCO 2 , are likely due to the delayed onset of deep convection, i.e., the longer the suppression of deep convection by CIN, the more severe the extreme precipitation when eventually occur, due to the release of large amount of stored surplus convective available potential energy in the lower troposphere during prolonged CIN.

climate-scale extreme tropical precipitation↗

NASA NTRS2016

Assessing Woody Vegetation Trends in Sahelian Drylands Using MODIS Based Seasonal Metrics

Woody plants play a major role for the resilience of drylands and in peoples' livelihoods. However, due to their scattered distribution, quantifying and monitoring woody cover over space and time is challenging. We develop a phenology driven model and train/validate MODIS (MCD43A4, 500m) derived metrics with 178 ground observations from Niger, Senegal and Mali to estimate woody cover trends from 2000 to 2014 over the entire Sahel. The annual woody cover estimation at 500 m scale is fairly accurate with an RMSE of 4.3 (woody cover %) and r(exp 2) = 0.74. Over the 15 year period we observed an average increase of 1.7 (+/- 5.0) woody cover (%) with large spatial differences: No clear change can be observed in densely populated areas (0.2 +/- 4.2), whereas a positive change is seen in sparsely populated areas (2.1 +/- 5.2). Woody cover is generally stable in cropland areas (0.9 +/- 4.6), reflecting the protective management of parkland trees by the farmers. Positive changes are observed in savannas (2.5 +/- 5.4) and woodland areas (3.9 +/- 7.3). The major pattern of woody cover change reveals strong increases in the sparsely populated Sahel zones of eastern Senegal, western Mali and central Chad, but a decreasing trend is observed in the densely populated western parts of Senegal, northern Nigeria, Sudan and southwestern Niger. This decrease is often local and limited to woodlands, being an indication of ongoing expansion of cultivated areas and selective logging.We show that an overall positive trend is found in areas of low anthropogenic pressure demonstrating the potential of these ecosystems to provide services such as carbon storage, if not over-utilized. Taken together, our results provide an unprecedented synthesis of woody cover dynamics in theSahel, and point to land use and human population density as important drivers, however only partially and locally offsetting a general post-drought increase.

Brandt, Martin↗

NASA NTRS2002

Robe Development for Electrical Conductivity Analysis in an Electron Gun Produced Helium Plasma

The use of magnetohydrodynamic (MHD) power conversion systems, potentially coupled with a fission power source, is currently being investigated as a driver for an advanced propulsion system, such as a plasma thruster. The efficiency of a MHD generator is strongly dependent on the electrical conductivity of the fluid that passes through the generator; power density increases as fluid conductivity increases. Although traditional MHD flows depend on thermal ionization to enhance the electrical conductivity, ionization due to nuclear interactions may achieve a comparable or improved conductivity enhancement while avoiding many of the limitations inherent to thermal ionization. Calculations suggest that nuclear-enhanced electrical conductivity increases as the neutron flux increases; conductivity of pure He-3 greater than 10 mho/m may be achievable if exposed to a flux greater than 10(exp 12) neutrons/cm2/s.) However, this remains to be demonstrated experimentally. An experimental facility has been constructed at the Propulsion Research Center at the NASA Marshall Space Flight Center, using helium as the test fluid. High energy electrons will be used to simulate the effects of neutron-induced ionization of helium gas to produce a plasma. These experiments will be focused on diagnosis of the plasma in a virtually static system; results will be applied to future tests with a MHD system. Initial experiments will utilize a 50 keV electron gun that can operate at up to a current of 200 micro A. Spreading the electron beam over a four inch diameter window results in an electron flux of 1.5x 10(exp 13) e/sq cm/s. The equivalent neutron flux that would produce the same ionization fraction in helium is 1x10(exp 12) n/sq cm/s. Experiments will simulate the neutron generated plasma modeled by Bitteker, which takes into account the products of thermal neutron absorption in He-3, and includes various ion species in estimating the conductivity of the resulting plasma. Several different probes will be designed and implemented to verify the plasma kinetics model. System parameters and estimated operating ranges are summarized. The predicted ionization fraction, electron density, and conductivity levels are provided in for an equivalent neutron flux of 1x10(exp 12) n/cm2/s. Understanding the complex plasma kinetics throughout a MHD channel is necessary to design an optimal power conversion system for space propulsion applications. The proposed experiments seek to fully characterize the helium plasma and to determine the reliability of each measurement technique, such that they may be applied to more advanced MHD studies. The expected value of each plasma parameter determined from theoretical models will be verified experimentally by several independent techniques to determine the most reliable method of obtaining each parameter. The results of these experiments will be presented in the final paper.

Bragg-Sitton, Shannon M.↗

NASA NTRS2012

Modular, Autonomous Command and Data Handling Software with Built-In Simulation and Test

The spacecraft system that plays the greatest role throughout the program lifecycle is the Command and Data Handling System (C&DH), along with the associated algorithms and software. The C&DH takes on this role as cost driver because it is the brains of the spacecraft and is the element of the system that is primarily responsible for the integration and interoperability of all spacecraft subsystems. During design and development, many activities associated with mission design, system engineering, and subsystem development result in products that are directly supported by the C&DH, such as interfaces, algorithms, flight software (FSW), and parameter sets. A modular system architecture has been developed that provides a means for rapid spacecraft assembly, test, and integration. This modular C&DH software architecture, which can be targeted and adapted to a wide variety of spacecraft architectures, payloads, and mission requirements, eliminates the current practice of rewriting the spacecraft software and test environment for every mission. This software allows missionspecific software and algorithms to be rapidly integrated and tested, significantly decreasing time involved in the software development cycle. Additionally, the FSW includes an Onboard Dynamic Simulation System (ODySSy) that allows the C&DH software to support rapid integration and test. With this solution, the C&DH software capabilities will encompass all phases of the spacecraft lifecycle. ODySSy is an on-board simulation capability built directly into the FSW that provides dynamic built-in test capabilities as soon as the FSW image is loaded onto the processor. It includes a six-degrees- of-freedom, high-fidelity simulation that allows complete closed-loop and hardware-in-the-loop testing of a spacecraft in a ground processing environment without any additional external stimuli. ODySSy can intercept and modify sensor inputs using mathematical sensor models, and can intercept and respond to actuator commands. ODySSy integration is unique in that it allows testing of actual mission sequences on the flight vehicle while the spacecraft is in various stages of assembly, test, and launch operations all without any external support equipment or simulators. The ODySSy component of the FSW significantly decreases the time required for integration and test by providing an automated, standardized, and modular approach to integrated avionics and component interface and functional verification. ODySSy further provides the capability for on-orbit support in the form of autonomous mission planning and fault protection.

Cuseo, John↗

NASA NTRS1955

Aerodynamic Characteristics of Various Configurations of a Model of a 45 Degree Swept-wing Airplane at a Mach Number of 2.01

An investigation has been conducted at the Langley 4- by 4-foot supersonic pressure tunnel at a Mach nmber of 2.01 to determine the aerodynamic characteristics of several configurations of a model of a 45 deg swept-wing airplane. The basic configuratin had a wing with 45 deg sweepback at the quarter-chord line, aspect ration 3.2, taper ration 0.468, NACA 65A005.5 sections just outboard of the inlet and NACA 65A003.7 sections at the tip. The wing was mounted slightly above the body center line and an all-movable horizantal tail was located slightly below the extended chord line of the wing. Tre design incorporated twin wing-root supersonic inlets ducted to a single exit at the base of the fuselage. The configurations investigated included an extended nose length, a bumped-fuselage afterbody, an inlet droop, an lncreased wing aspect ratio, and a revised canopy shape. Configurations employing the wing of increased aspect ratio of 3.7, which constituted the bulk of the tests, produced about a 10-percent increase in lift and in longitudinal stability as compared with the basic wing of aspect ratio 3.2. There was a slight but masurable increase in minimum drag and maximum lift-drag ratio.

Spearman, Leroy M↗

NASA NTRS2010

Herschel-ATLAS: Dust Temperature and Redshift Distribution of SPIRE and PACS Detected Sources Using Submillimetre Colours

We present colour-colour diagrams of detected sources in the Herschel-ATLAS Science Demonstration Field from 100 to 500/microns using both PACS and SPIRE. We fit isothermal modified-blackbody spectral energy distribution (SED) models in order to extract the dust temperature of sources with counterparts in GAMA or SDSS with either a spectroscopic or a photometric redshift. For a subsample of 331 sources detected in at least three FIR bands with significance greater than 30 sigma, we find an average dust temperature of (28 plus or minus 8)K. For sources with no known redshifts, we populate the colour-colour diagram with a large number of SEDs generated with a broad range of dust temperatures and emissivity parameters and compare to colours of observed sources to establish the redshift distribution of those samples. For another subsample of 1686 sources with fluxes above 35 mJy at 350 microns and detected at 250 and 500 microns with a significance greater than 3sigma, we find an average redshift of 2.2 plus or minus 0.6.

Amblard, A.↗

NASA NTRS2018

Detecting Early Warning Signals of Tree Mortality in Boreal North America Using Multiscale Satellite Data

Increasing tree mortality from global change drivers such as drought and biotic infestations is a widespread phenomenon, including in the boreal zone where climate changes and feedbacks to the Earth system are relatively large. Despite the importance for science and management communities, our ability to forecast tree mortality at landscape to continental scales is limited. However, two independent information streams have the potential to inform and improve mortality forecasts: repeat forest inventories and satellite remote sensing. Time series of tree-level growth patterns indicate that productivity declines and related temporal dynamics often precede mortality years to decades before death. Plot-level productivity, in turn, has been related to satellite-based indices such as the Normalized difference vegetation index (NDVI). Here we link these two data sources to show that early warning signals of mortality are evident in several NDVI-based metrics up to 24 years before death. We focus on two repeat forest inventories and three NDVI products across western boreal North America where productivity and mortality dynamics are influenced by periodic drought. These data sources capture a range of forest conditions and spatial resolution to highlight the sensitivity and limitations of our approach. Overall, results indicate potential to use satellite NDVI for early warning signals of mortality. Relationships are broadly consistent across inventories, species, and spatial resolutions, although the utility of coarse-scale imagery in the heterogeneous aspen parkland was limited. Longer-term NDVI data and annually remeasured sites with high mortality levels generate the strongest signals, although we still found robust relationships at sites remeasured at a typical 5 year frequency. The approach and relationships developed here can be used as a basis for improving forest mortality models and monitoring systems.

heat↗

NASA NTRS1992

The influence of lunar propellant production on the cost-effectiveness of cislunar transportation systems

It is well known that propellants produced at the points of destination such as the Moon or Mars will help the economy of space transportation, particularly if round trips with a crew are involved. The construction and operation of a lunar base shortly after the turn of the century is one of the space programs under serious consideration at the present time. Space transportation is one of the major cost drivers. With present technology, if expendable launchers were employed, the specific transportation costs of one-way cargo flights would be approximately 10,000 dollars/kg (1985) at life-cycle cumulative 100,000 ton payload to the lunar surface. A fully reusable space transportation system using lunar oxygen and Earth-produced liquid hydrogen (LH2) would reduce the specific transportation costs by one order of magnitude to less than 1000 dollars/kg at the same payload volume. Another case of primary interest is the delivery of construction material and consumables from the lunar surface to the assembly site of space solar power plants in geostationary orbit (GEO). If such a system were technically and economically feasible, a cumulative payload of about 1 million tons or more would be required. At this level a space freighter system could deliver this material from Earth for about 300 dollars/kg (1985) to GEO. A lunar space transportation system using lunar oxygen and a fuel mixture of 50 percent Al and 50 percent LH2 (that has to come from Earth) could reduce the specific transportation costs to less than half, approximately 150 dollars/kg. If only lunar oxygen were available, these costs would come down to 200 dollars/kg. This analysis indicates a sizable reduction of the transportation burden on this type of mission. It should not be overlooked, however, that there are several uncertainties in such calculations. It is quite difficult at this point to calculate the cost of lunar-produced O and/or Al. This will be a function of production rate and life-cycle length. In quoting any cost of this nature, it is very important to state the cumulative transportation volume, since this is a very sensitive parameter. Nevertheless, cost models must be developed now to understand fully the interdependencies of a large number of parameters and to provide the best possible data for planning purposes. Without such data, mission modes and vehicle designs or sizes cannot be selected intelligently.

Koelle, H. H.↗

NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lbm/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lbm/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗

NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗

NASA NTRS2011

Atmospheric Chemistry Over Southern Africa

During the southern African dry season, regional haze from mixed industrial pollution, biomass burning aerosol and gases from domestic and grassland fires, and biogenic sources from plants and soils is worsened by a semi-permanent atmosphere gyre over the subcontinent. These factors were a driver of several major international field campaigns in the 1990s and early 2000s, and attracted many scientists to the region. Some researchers were interested in understanding fundamental processes governing chemistry of the atmosphere and interaction with climate change. Others found favorable conditions for evaluating satellite-derived measurements of atmospheric properties and a changing land surface. With that background in mind a workshop on atmospheric chemistry was held in South Africa. Sponsored by the International Commission for Atmospheric Chemistry and Global Pollution (ICACGP; http://www.icacgp.org/), the workshop received generous support from the South African power utility, Eskom, and the Climatology Research Group of the University of the Witwatersrand, Johannesburg, South Africa. The purpose of the workshop was to review some earlier findings as well as more recent findings on southern African climate vulnerability, chemical changes due to urbanization, land-use modification, and how these factors interact. Originally proposed by John Burrows, president of ICACGP, the workshop was the first ICACGP regional workshop to study the interaction of air pollution with global chemical and climate change. Organized locally by the University of the Witwatersrand, the workshop attracted more than 60 delegates from South Africa, Mozambique, Botswana, Zimbabwe, France, Germany, Canada, and the United States. More than 30 presentations were given, exploring both retrospective and prospective aspects of the science. In several talks, attention was focused on southern African chemistry, atmospheric pollution monitoring, and climate processes as they were studied in the field campaigns such as Transport and Atmospheric Chemistry Near the Equator-Atlantic (TRACE-A), Southern African Fire-Atmosphere Research Initiative (SAFARI-92), and Southern African Regional Science Initiative (SAFARI 2000). Since those large international efforts, satellites have matured enough to enable quantifiable measurements of regional land surface, atmosphere, and ocean. In addition, global and chemical transport models have also been advanced to incorporate various data. Thus, the timing of the workshop was right for a full-fledged re-assessment of the chemistry, physics, and socio-economical impacts caused by pollution in the region, including a characterization of sources, deposition, and feedbacks with climate change.

Gatebe, Charles K.↗

NASA NTRSDate not supplied

Challenges, Considerations, and Opportunities for Exercise and Medical Accommodation Inside a Small Pressurized Rover

Pressurized Rovers (PR) can enable crew to explore away from a lander or surface habitat at distances not possible on foot or even in unpressurized rovers. Sustaining crew for multiple days, they can rove for weeks, independent of other surface elements. Because these are essentially mobile habitats, it is critical that they provide sufficient volume to accommodate the exercise and medical systems to maintain human health in remote, low gravity environments such as the Moon and Mars. This is an area of extensive unknowns as requirements have not yet been developed for exercise or medical systems in pressurized rovers. Yet they must be considered in vehicle sizing studies as they are significant volume drivers, requiring allocation for stowed and deployed hardware inside the rover cabin. Previously flown spacecraft have allocated varying amounts of volume based on the expected crew mission and the state of the art in these systems. NASA-STD-3001 provides high-level requirements for standards of medical care and exercise capabilities. Crew injuries are possible both inside the cabin and on extravehicular activities (EVA), therefore requiring medical capability. Exercise countermeasures are needed to counteract the debilitating effects of lowered gravity. This may include both reconditioning following a lengthy microgravity transit as well as ongoing countermeasures against the effect of low surface gravity. The NASA reference concept for the PR dates back to the Constellation Program and prototypes have been extensively tested in NASA’s Desert Research and Technology Studies (DRATS) program as well as at the NASA Johnson Space Center. The PR cabin is designed to accommodate two crewmembers and is subdivided into a forward cockpit area and a main body for crew habitation. EVAs are accomplished by transitioning through suit ports in the aft bulkhead into spacesuits. While no exercise devices have been developed for the PR, some have been prototyped and demonstrated in DRATS analog missions. A cycle ergometer performed reasonably well in DRATS testing as an aerobic exercise device and recent analysis work has theorized that a combination aerobic and resistive device could be packaged into a form factor similar to the DRATS ergometer. It is therefore suitable for use as an initial volumetric placeholder. No sensorimotor devices have been considered for the PR to aid in adaptation to surface gravity. However, there are commercially available treadmills that at minimum represent examples of the type of exercise system that could potentially be used for such a purpose. A combination of field test data, analysis, and CAD modeling will be used to perform a first pass assessment of whether these exercise devices can be stowed and deployed within the PR. Medical inventories from the International Space Station will be used as a volume placeholder for the PR medical system. A configuration will be discussed for medical deployment, including positioning of caregiver, patient, and medical equipment / supplies.

Pressurized Rover↗