Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Functional priors”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 793 records · Page 44

Machine Learning for Predicting Team Functioning in HERA Missions

Team functioning is integral to success in future long term space exploration missions. Proactively detecting declines in team functioning can mitigate conflict and ensure mission success. This project developed a speech-based artificial intelligence (AI) system that unobtrusively predicts degradation in team functioning, including performance and cohesion, in the Human Exploration Research Analog (HERA) Campaigns 4 and 5. The AI system conducted automated analysis of the prosodic (tone of voice) and linguistic (language content) components of speech, modeling interpersonal dynamics at both the turn-taking and day-wide levels. We investigated team functioning via observing structured interactions (i.e., multi-mission space exploration vehicle-extra vehicular activity [MMSEV-EVA], team interaction battery [TIB]) and unstructured interactions before the MMSEV-EVA task. We developed machine learning models to predict team functioning (objective task accuracy, self reported team efficacy and self reported team cohesion) by analyzing OpenSmile acoustic features, linguistic descriptors extracted via the linguistic inquiry and word count (LIWC) dictionary, and semantic embeddings. In the TIB, static models using logistic regression and random forests were not able to predict task accuracy, but predicted team efficacy and cohesion during both the decision making and relational tasks to a moderate level (60-70%). Majority voting on the individual turns to predict day long team efficacy further increased accuracies (70-80%). Finally, long short-term memory (LSTM) models showed the best performance across all variables (80-91%), including task performance. In the MMSEV-EVA, static models achieved an accuracy of 60% with majority voting, which increased to 80% through the incorporation of mission day as a variable, accounting for the learning effect. A key finding across both tasks was the "team-dependent" nature of these interactions; models achieved much higher accuracy when trained on prior days of the same team's data rather than attempting to generalize across entirely different teams, with even 1-2 days of prior data per team achieving 5-15% improvement over team-independent models. In addition, the incorporation of pre-task data from the same team also improves model performance, e.g., incorporating data from the decision-making task of the TIB, which preceded the relational task, improved the prediction of team efficacy and cohesion during the latter. We compared model performance when trained on machine-generated data compared to data that had been further corrected by human annotators. Overall, models trained on human-corrected data exhibited a modest improvement in performance, particularly when acoustic features were used. We found no significant correlation between word error rate (WER) and model accuracy (r(55) = -0.08, p = 0.51), but model’s accuracy was significantly higher for medium/high quality transcription (0.74 (SD = 0.48)) compared to the low-quality group (0.64 (SD = 0.36)) (t(63)=2.82, p = 0.006). Based on these, several design recommendation emerge, that could inform Standards at NASA. Models predicting team functioning should incorporate at least one to two days of historical interaction data, include brief pre-task discussions, and explicitly model temporal learning effects, especially for longer operational tasks. Minimum quality standards for automated speech-processing pipelines are needed, given the performance gains observed with manually corrected acoustic data. Finally, systems should leverage both acoustic features and language embeddings in complementary ways, with modality choices and fusion strategies tailored to mission context, task demands, and data quality requirements.

Shrivatsa Mishra↗

Halpha Emitting Galaxies at Z ~ 0.6 in the Deep and Wide Narrow-Band Survey

We present new measurements of the Hα luminosity function (LF) and star formation rate (SFR) volume density for galaxies at z∼0.62 in the COSMOS field. Our results are part of the Deep And Wide Narrow-band Survey (DAWN), a unique infrared imaging program with large areal coverage (∼1.1 deg2 over five fields) and sensitivity (9.9 x 10(exp -18) erg cm(exp -2) s(exp -1) at 5σ). The present sample, based on a single DAWN field, contains 116 Hα emission line candidates at z∼0.62, 25% of which have spectroscopic confirmations. These candidates have been selected through the comparison of narrow and broad-band images in the infrared and through matching with existing catalogs in the COSMOS field. The dust-corrected LF is well described by a Schechter function with L* = 10 (exp 42.64 +/- 0.92) erg s (exp −1), Phi* = 10 (exp -3.320.93)Mpc(exp −3), L*Phi* = L 10(exp 39.40) 0.15 erg s(exp −1)Mpc(exp −3), and α=−1.75+/-0.09. From this LF, we calculate a SFR density of ρSFR=10(exp −1.37+/-0.08)solar mass yr(exp −1)Mpc(exp −3). We expect an additional cosmic variance uncertainty of ∼20%. Both the faint end slope and luminosity density that we derive are consistent with prior results at similar redshifts, with reduced uncertainties. We also present an analysis of these Hα emitters' sizes, which shows a direct correlation between the galaxies' sizes and their Hα emission.

Coughlin, Alicia↗

Exploration Extra-Vehicular Mobility Unit (xEMU) Composite Hard Upper Torso (CHUT) Development

The xEMU is the Exploration Mobility Unity or space suit designed for microgravity (cislunar and low earth orbit (LEO)) and lunar surface operations. This suit design allows crewmembers to perform extravehicular exploration, science, construction, maintenance, and contingency operations while unattached to a vehicle for life support in pressure and thermal environments that exceed human capability. The xEMU provides life support, environmental protection, and communications capabilities to the EVA crewmember while allowing sufficient mobility and visibility to perform dexterous EVA tasks. The effort documented in this paper, addressed the design, analysis, manufacturing, full-scale test article testing and validation for a Composite Hard Upper Torso(CHUT)unit. Design and analysis of the CHUT was based on measured B-basis properties of the selected S-glass/epoxy composite, and established final geometry, composite layup and interface details that met requirements. A complete manufacturing and assembly protocol was established for the CHUT starting from composite layup in the tool, to final assembly of all interface metal hardware prior to delivery to NASA for suit integration. Full-scale CHUT test articles underwent static and fatigue pressure testing (2 lifetimes), impact testing at critical stress locations for tool drop/microgravity scenarios, followed by post-impact fatigue testing. Effect of manufacturing defects was evaluated by manufacturing a full-scale CHUT with 0.375”/0.5” defects at critical stress locations, followed by static and life-cycle fatigue testing. In all cases, the CHUT design met or exceeded mass, structural, interface and functional requirements. Two (2) complete CHUT articles were delivered to NASA for full-scale suit integration and testing.

spacesuit↗

Composite Hard Upper Torso (CHUT) for xEMU Space Suit

The xEMU is the Exploration Mobility Unity or space suit designed for microgravity (cislunar and low earth orbit (LEO)) and lunar surface operations. This suit design allows crewmembers to perform extravehicular exploration, science, construction, maintenance, and contingency operations while unattached to a vehicle for life support in pressure and thermal environments that exceed human capability. The xEMU provides life support, environmental protection, and communications capabilities to the EVA crewmember while allowing sufficient mobility and visibility to perform dexterous EVA tasks. The effort documented in this paper, addressed the design, analysis, manufacturing, full-scale test article testing and validation for a Composite Hard Upper Torso(CHUT)unit. Design and analysis of the CHUT was based on measured B-basis properties of the selected S-glass/epoxy composite, and established final geometry, composite layup and interface details that met requirements. A complete manufacturing and assembly protocol was established for the CHUT starting from composite layup in the tool, to final assembly of all interface metal hardware prior to delivery to NASA for suit integration. Full-scale CHUT test articles underwent static and fatigue pressure testing (2 lifetimes), impact testing at critical stress locations for tool drop/microgravity scenarios, followed by post-impact fatigue testing. Effect of manufacturing defects was evaluated by manufacturing a full-scale CHUT with 0.375”/0.5” defects at critical stress locations, followed by static and life-cycle fatigue testing. In all cases, the CHUT design met or exceeded mass, structural, interface and functional requirements. Two (2) complete CHUT articles were delivered to NASA for full-scale suit integration and testing.

spacesuit↗

Functional and cellular adaptation to weightlessness in primates

Considerable data has been collected on the response of hindlimb muscles to unloading due to both spaceflight and hindlimb suspension. One generalized response to a reduction in load is muscle fiber atrophy, although not all muscles respond the same. Our understanding of how muscles respond to microgravity, however, has come primarily from the examination of hindlimb muscles in the unrestrained rate in space. The non-human primate spaceflight paradigm differs considerably from the rodent paradigm in that the monkeys are restrained, usually in a sitting position, while in space. Recently, we examined the effects of microgravity on muscles of the Rhesus monkey by taking biopsies of selected hindlimb muscles prior to and following spaceflights of 14 and 12 day durations (Cosmos 2044 and 2229). Our results revealed that the monkey's response to microgravity differs from that of the rat. The apparent differences in the atrophic response of the hindlimb muscles of the monkey and rat to spaceflight may be attributed to the following: (1) a species difference; (2) a difference in the manner in which the animals were maintained during the flight (i.e., chair restraint or 'free-floating'); and/or (3) an ability of the monkeys to counteract the effects of spaceflight with resistive exercise.

Bodine-Fowler, Sue C.↗

Evaluating Liftoff Debris for NASA’s Space Launch System (SLS) Prior to the Artemis I Launch

The SLS Artemis I launch vehicle is the first of several planned Artemis launch vehicles, with a number of design differences from earlier NASA missions that incur liftoff debris risk to the mission. As a test vehicle, the Artemis I hardware also endured environments and tests not planned for future missions, which led to several additional factors contributing to an evolving liftoff debris risk to the SLS vehicle. This paper will summarize these risk factors and address the processes used to evaluate and communicate the risks to support a successful Artemis I launch. It will discuss how the evolving risks that were quantified and evaluated by a Cross-Program team of debris Subject Matter Experts to mitigate liftoff debris hazards and communicate updated risk to the SLS vehicle. This process was performed through the inaugural use of an SLS debris day-of-launch (DOL) standard operating procedure that will be used for subsequent Artemis missions. This paper addresses the risk of liftoff debris, debris released by the vehicle or from the launch pad during liftoff through vehicle tower clear. Expected liftoff debris is well understood from previous NASA programs’ experience and from tests of materials, processes and functions that are known to release liftoff debris. These expected sources were assessed and cleared well ahead of launch day. However, given the ever-changing schedules and environments, processes were in place to evaluate any additional potential liftoff debris risks identified during launch countdown. Although many of the Artemis vehicle hardware components are similar to those on the NASA Shuttle Program, there are important differences in the architecture of the Artemis I vehicle which require new assessments of liftoff debris risk for the Artemis missions. The more favorable Artemis crew module location and surfaces are far less vulnerable to debris impacts; however, the longer vehicle can result in higher liftoff debris impact energies to those components on the aft end of the vehicle. Additionally, the positional change of the RS-25 liquid engines to nearer the Booster nozzle exit plane along with the change in Booster throat plug design is a disadvantage to the overall liftoff debris risk which resulted in additional test and analysis efforts for evaluating the integrated vehicle debris risk. In spite of the comprehensive tests and analyses of Artemis I expected liftoff debris, a number of additional tests/processes were completed prior to the Artemis I mission that were required to support a complete understanding of a new launch vehicle, but increased the risk of releasing liftoff debris. The hardware endured several additional cryogenic loading cycles, including the Green Run tests at Stennis Space Center, Wet Dress Rehearsals at Kennedy Space Center, and multiple launch attempts. Each of these cycles induced stresses in the thermal protection system (TPS) materials, increasing the risk of damage to and release of the TPS. Additionally, induced and weather environmental factors that could increase the likelihood of debris release were significant. Vibrations and stresses in the TPS were induced by a required roll-back to the Vehicle Assembly Building before Hurricane Ian to protect the vehicle from damage by high winds. Wind damage and potential internal stresses to several outer mold line materials on the integrated SLS vehicle and mobile launcher were caused by weathering Hurricane Nicole at Pad 39B the week before launch. A thorough imagery scan of the vehicle was performed after each event and the damage observed was repaired, removed, or assessed and the risk to the mission evaluated. Mitigation of debris risk can occur by tests and analyses to show debris impacted components as damage tolerant, by new/improved processes for prevention of debris availability, or redesign. Risk mitigation processes for Artemis I-specific liftoff debris events and the development and use of the SLS debris day of launch (DOL) procedures that will be used for subsequent Artemis missions will be described.

Space Launch System↗

Evaluating Liftoff Debris for NASA’s Space Launch System (SLS) Prior to the Artemis I Launch

The SLS Artemis I launch vehicle is the first of several planned Artemis launch vehicles, with a number of design differences from earlier NASA missions that incur liftoff debris risk to the mission. As a test vehicle, the Artemis I hardware also endured environments and tests not planned for future missions, which led to several additional factors contributing to an evolving liftoff debris risk to the SLS vehicle. This paper will summarize these risk factors and address the processes used to evaluate and communicate the risks to support a successful Artemis I launch. It will discuss how the evolving risks that were quantified and evaluated by a Cross-Program team of debris Subject Matter Experts to mitigate liftoff debris hazards and communicate updated risk to the SLS vehicle. This process was performed through the inaugural use of an SLS debris day-of-launch (DOL) standard operating procedure that will be used for subsequent Artemis missions. This paper addresses the risk of liftoff debris, debris released by the vehicle or from the launch pad during liftoff through vehicle tower clear. Expected liftoff debris is well understood from previous NASA programs’ experience and from tests of materials, processes and functions that are known to release liftoff debris. These expected sources were assessed and cleared well ahead of launch day. However, given the ever-changing schedules and environments, processes were in place to evaluate any additional potential liftoff debris risks identified during launch countdown. Although many of the Artemis vehicle hardware components are similar to those on the NASA Shuttle Program, there are important differences in the architecture of the Artemis I vehicle which require new assessments of liftoff debris risk for the Artemis missions. The more favorable Artemis crew module location and surfaces are far less vulnerable to debris impacts; however, the longer vehicle can result in higher liftoff debris impact energies to those components on the aft end of the vehicle. Additionally, the positional change of the RS-25 liquid engines to nearer the Booster nozzle exit plane along with the change in Booster throat plug design is a disadvantage to the overall liftoff debris risk which resulted in additional test and analysis efforts for evaluating the integrated vehicle debris risk. In spite of the comprehensive tests and analyses of Artemis I expected liftoff debris, a number of additional tests/processes were completed prior to the Artemis I mission that were required to support a complete understanding of a new launch vehicle, but increased the risk of releasing liftoff debris. The hardware endured several additional cryogenic loading cycles, including the Green Run tests at Stennis Space Center, Wet Dress Rehearsals at Kennedy Space Center, and multiple launch attempts. Each of these cycles induced stresses in the thermal protection system (TPS) materials, increasing the risk of damage to and release of the TPS. Additionally, induced and weather environmental factors that could increase the likelihood of debris release were significant. Vibrations and stresses in the TPS were induced by a required roll-back to the Vehicle Assembly Building before Hurricane Ian to protect the vehicle from damage by high winds. Wind damage and potential internal stresses to several outer mold line materials on the integrated SLS vehicle and mobile launcher were caused by weathering Hurricane Nicole at Pad 39B the week before launch. A thorough imagery scan of the vehicle was performed after each event and the damage observed was repaired, removed, or assessed and the risk to the mission evaluated. Mitigation of debris risk can occur by tests and analyses to show debris impacted components as damage tolerant, by new/improved processes for prevention of debris availability, or redesign. Risk mitigation processes for Artemis I-specific liftoff debris events and the development and use of the SLS debris day of launch (DOL) procedures that will be used for subsequent Artemis missions will be described.

Space Launch System↗

Accelerated Testing Methodology for the Determination of Slow Crack Growth of Advanced Ceramics

Constant stress-rate (dynamic fatigue) testing has been used for several decades to characterize slow crack growth behavior of glass and ceramics at both ambient and elevated temperatures. The advantage of constant stress-rate testing over other methods lies in its simplicity: Strengths are measured in a routine manner at four or more stress rates by applying a constant crosshead speed or constant loading rate. The slow crack growth parameters (n and A) required for design can be estimated from a relationship between strength and stress rate. With the proper use of preloading in constant stress-rate testing, an appreciable saving of test time can be achieved. If a preload corresponding to 50 % of the strength is applied to the specimen prior to testing, 50 % of the test time can be saved as long as the strength remains unchanged regardless of the applied preload. In fact, it has been a common, empirical practice in strength testing of ceramics or optical fibers to apply some preloading (less then 40%). The purpose of this work is to study the effect of preloading on the strength to lay a theoretical foundation on such an empirical practice. For this purpose, analytical and numerical solutions of strength as a function of preloading were developed. To verify the solution, constant stress-rate testing using glass and alumina at room temperature and alumina silicon nitride, and silicon carbide at elevated temperatures was conducted in a range of preloadings from O to 90 %.

Choi, Sung R.↗

Versatile Software Package For Near Real-Time Analysis of Experimental Data

This paper provides an overview of a versatile software package developed for time- and frequency-domain analyses of experimental wind-tunnel data. This package, originally developed for analyzing data in the NASA Langley Transonic Dynamics Tunnel (TDT), is applicable for analyzing any time-domain data. A Matlab-based software package, TDT-analyzer, provides a compendium of commonly-required dynamic analysis functions in a user-friendly interactive and batch processing environment. TDT-analyzer has been used extensively to provide on-line near real-time and post-test examination and reduction of measured data acquired during wind tunnel tests of aeroelastically-scaled models of aircraft and rotorcraft as well as a flight test of the NASA High Alpha Research Vehicle (HARV) F-18. The package provides near real-time results in an informative and timely manner far exceeding prior methods of data reduction at the TDT.

Wieseman, Carol D.↗

Digital communication constraints in prior space missions

Digital communication is crucial for space endeavors. Jt transmits scientific and command data between earth stations and the spacecraft crew. It facilitates communications between astronauts, and provides live coverage during all phases of the mission. Digital communications provide ground stations and spacecraft crew precise data on the spacecraft position throughout the entire mission. Lessons learned from prior space missions are valuable for our new lunar and Mars missions set by our president s speech. These data will save our agency time and money, and set course our current developing technologies. Limitations on digital communications equipment pertaining mass, volume, data rate, frequency, antenna type and size, modulation, format, and power in the passed space missions are of particular interest. This activity is in support of ongoing communication architectural studies pertaining to robotic and human lunar exploration. The design capabilities and functionalities will depend on the space and power allocated for digital communication equipment. My contribution will be gathering these data, write a report, and present it to Communications Technology Division Staff. Antenna design is very carefully studied for each mission scenario. Currently, Phased array antennas are being developed for the lunar mission. Phased array antennas use little power, and electronically steer a beam instead of DC motors. There are 615 patches in the phased array antenna. These patches have to be modified to have high yield. 50 patches were created for testing. My part is to assist in the characterization of these patch antennas, and determine whether or not certain modifications to quartz micro-strip patch radiators result in a significant yield to warrant proceeding with repairs to the prototype 19 GHz ferroelectric reflect-array antenna. This work requires learning how to calibrate an automatic network, and mounting and testing antennas in coaxial fixtures. The purpose of this activity is to assist in the set-up of phase noise instrumentation, assist in the process of automated wire bonding, assist in the design and optimization of tunable microwave components, especially phase shifters, based on thin ferroelectric films, and learn how to use commercial electromagnetic simulation software.

Yassine, Nathan K.↗

Cryogenic 160-GHz MMIC Heterodyne Receiver Module

A cryogenic 160-GHz MMIC heterodyne receiver module has demonstrated a system noise temperature of 100 K or less at 166 GHz. This module builds upon work previously described in Development of a 150-GHz MMIC Module Prototype for Large-Scale CMB Radiation (NPO-47664), NASA Tech Briefs, Vol. 35, No. 8 (August 2011), p. 27. In the original module, the local oscillator signal was saturating the MMIC low-noise amplifiers (LNAs) with power. In order to suppress the local oscillator signal from reaching the MMIC LNAs, the W-band (75 110 GHz) signal had to be filtered out before reaching 140 170 GHz. A bandpass filter was developed to cover 120 170 GHz, using microstrip parallel-coupled lines to achieve the desired filter bandwidth, and ensure that the unwanted W-band local oscillator signal would be sufficiently suppressed. With the new bandpass filter, the entire receiver can work over the 140 180-GHz band, with a minimum system noise temperature of 460 K at 166 GHz. The module was tested cryogenically at 20 K ambient temperature, and it was found that the receiver had a noise temperature of 100 K over an 8-GHz bandwidth. The receiver module now includes a microstrip bandpass filter, which was designed to have a 3-dB bandwidth of approximately 120-170 GHz. The filter was fabricated on a 3-mil-thick alumina substrate. The filter design was based on a W-band filter design made at JPL and used in the QUIET (Q/U Imaging ExperimenT) radiometer modules. The W-band filter was scaled for a new center frequency of 150 GHz, and the microstrip segments were changed accordingly. Also, to decrease the bandwidth of the resulting scaled design, the center gaps between the microstrip lines were increased (by four micrometers in length) compared to the gaps near the edges. The use of the 150-GHz bandpass filter has enabled the receiver module to function well at room temperature. The system noise temperature was measured to be less than 600 K (at room temperature) from 154 to 168 GHz. Additionally, the use of a W-band isolator between the receiver module and the local oscillator source also improved the noise temperature substantially. This may be because the mixer was presented with a better impedance match with the use of the isolator. Cryogenic testing indicates a system noise temperature of 100 K or less at 166 GHz. Prior tests of the MMIC amplifiers alone have resulted in a system noise temperature of 65.70 K in the same frequency range (.160 GHz) when cooled to an ambient temperature of 20 K. While other detector systems may be slightly more sensitive (such as SIS mixers), they require more cooling (to 4 K ambient) and are not as easily scalable to build a large array, due to the need for large magnets and other equipment. When cooled to 20 K, this receiver module achieves approximately 100 K system noise temperature, which is slightly higher than single-amplifier module results obtained at JPL (65.70 K when an amplifier is corrected for back-end noise contributions). If this performance can be realized in practice, and a scalable array can be produced, the impact on cosmic microwave background experiments, astronomical and Earth spectroscopy, interferometry, and radio astronomy in general will be dramatic.

Samoska, Lorene A.↗

Delivery of Colloid Micro-Newton Thrusters for the Space Technology 7 Mission

Two flight-qualified clusters of four Colloid Micro-Newton Thruster (CMNT) systems have been delivered to the Jet Propulsion Laboratory (JPL). The clusters will provide precise spacecraft control for the drag-free technology demonstration mission, Space Technology 7 (ST7). The ST7 mission is sponsored by the NASA New Millennium Program and will demonstrate precision formation flying technologies for future missions such as the Laser Interferometer Space Antenna (LISA) mission. The ST7 disturbance reduction system (DRS) will be on the ESA LISA Pathfinder spacecraft using the European gravitational reference sensor (GRS) as part of the ESA LISA Technology Package (LTP). Developed by Busek Co. Inc., with support from JPL in design and testing, the CMNT has been developed over the last six years into a flight-ready and flight-qualified microthruster system, the first of its kind. Recent flight-unit qualification tests have included vibration and thermal vacuum environmental testing, as well as performance verification and acceptance tests. All tests have been completed successfully prior to delivery to JPL. Delivery of the first flight unit occurred in February of 2008 with the second unit following in May of 2008. Since arrival at JPL, the units have successfully passed through mass distribution, magnetic, and EMI/EMC measurements and tests as part of the integration and test (I&T) activities including the integrated avionics unit (IAU). Flight software sequences have been tested and validated with the full flight DRS instrument successfully to the extent possible in ground testing, including full functional and 72 hour autonomous operations tests. Delivery of the cluster assemblies along with the IAU to ESA for integration into the LISA Pathfinder spacecraft is planned for the summer of 2008 with a planned launch and flight demonstration in late 2010.

Precision Formation Flying↗

Hotfire testing of a SSME HPOTP with an annular hydrostatic bearing

A new fluid film bearing package has been tested in the SSME High Pressure Oxygen Turbopump (HPOTP). This fluid film element functions as both the pump end bearing and the preburner pump rear wear ring seal. Most important, it replaces a duplex ball bearing package which has been the primary life limiting component in the turbopump. The design and predicted performance of the turbopump are reviewed. Results are presented for measured pump and bearing performance. The most significant results were obtained from proximity probes located in the bearing bore which revealed large subsynchronous precession at 10 percent of shaft speed during engine start which subsided prior to mainstage power levels and reappeared during engine shutdown at equivalent power levels below 65 percent of nominal. This phenomenon has been attributed to rotating stall in the diffuser. The proximity probes also revealed the location of the bearing in the bore for different operating speeds. Pump vibration characteristics were improved as compared to pumps tested with ball bearings. After seven starts and more than 700 seconds of testing, the pump showed no signs of performance degradation.

Nolan, Steven A.↗

Space Flight-Induced Reactivation of Latent Epstein-Barr Virus

Reactivation of latent Epstein-Barr virus (EBV) may be an important threat to crew health during extended space missions. Decreased cellular immune function has been reported both during and after space flight. Preliminary studies have demonstrated increased EBV shedding in saliva as well as increased antibody titers to EBV lytic proteins. We hypothesize that the combined effects of microgravity along with associated physical and psychological stress will decrease EBV-specific T-cell immunity and reactivate latent EBV in infected B-lymphocytes. If increased virus production and clonal expansion of infected B-lymphocytes are detected, then pharmacological measures can be developed and instituted prior to onset of overt clinical disease. More importantly, we will begin to understand the basic mechanisms involved in stress-induced reactivation of EBV in circulating B-lymphocytes.

Stowe, Raymond P.↗

Why Isn't the Earth Completely Covered in Water?

If protoplanets formed from 10 to 20 kilometer diameter planetesimals in a runaway accretion process prior to their oligarchic growth into the terrestrial planets, it is only logical to ask where these planetesimals may have formed in order to assess the initial composition of the Earth. We have used Weidenschilling's model for the formation of comets (1997) to calculate an efficiency factor for the formation of planetesimals from the solar nebula, then used this factor to calculate the feeding zones that contribute to material contained within 10, 15 and 20 kilometer diameter planetesimals at 1 A.U. as a function of nebular mass. We find that for all reasonable nebular masses, these planetesimals contain a minimum of 3% water as ice by mass. The fraction of ice increases as the planetesimals increase in size and as the nebular mass decreases, since both factors increase the feeding zones from which solids in the final planetesimals are drawn. Is there really a problem with the current accretion scenario that makes the Earth too dry, or is it possible that the nascent Earth lost significant quantities of water in the final stages of accretion?

Nuth, Joseph A., III↗

Analysis of Antarctic Ice-Sheet Mass Balance from ICESat Measurements

If protoplanets formed from 10 to 20 kilometer diameter planetesimals in a runaway accretion process prior to their oligarchic growth into the terrestrial planets, it is only logical to ask where these planetesimals may have formed in order to assess the initial composition of the Earth. We have used Weidenschilling's model for the formation of comets (1997) to calculate an efficiency factor for the formation of planetesimals from the solar nebula, then used this factor to calculate the feeding zones that contribute to material contained within 10, 15 and 20 kilometer diameter planetesimals at 1 A.V. as a function of nebular mass. We find that for all reasonable nebular masses, these planetesimals contain a minimum of 3% water as ice by mass. The fraction of ice increases as the planetesimals increase in size and as the nebular mass decreases, since both factors increase the feeding zones from which solids in the final planetesimals are drawn. Is there really a problem with the current accretion scenario that makes the Earth too dry, or is it possible that the nascent Earth lost significant quantities of water in the final stages of accretion?

Zwally, H. Jay↗

Modified Advanced Crew Escape Suit Intravehicular Activity Suit for Extravehicular Activity Mobility Evaluations

The use of an intravehicular activity (IVA) suit for a spacewalk or extravehicular activity (EVA) was evaluated for mobility and usability in the Neutral Buoyancy Laboratory (NBL) environment at the Sonny Carter Training Facility near NASA Johnson Space Center in Houston, Texas. The Space Shuttle Advanced Crew Escape Suit was modified to integrate with the Orion spacecraft. The first several missions of the Orion Multi-Purpose Crew Vehicle will not have mass available to carry an EVA-specific suit; therefore, any EVA required will have to be performed by the Modified Advanced Crew Escape Suit (MACES). Since the MACES was not designed with EVA in mind, it was unknown what mobility the suit would be able to provide for an EVA or whether a person could perform useful tasks for an extended time inside the pressurized suit. The suit was evaluated in multiple NBL runs by a variety of subjects, including crewmembers with significant EVA experience. Various functional mobility tasks performed included: translation, body positioning, tool carrying, body stabilization, equipment handling, and tool usage. Hardware configurations included with and without Thermal Micrometeoroid Garment, suit with IVA gloves and suit with EVA gloves. Most tasks were completed on International Space Station mock-ups with existing EVA tools. Some limited tasks were completed with prototype tools on a simulated rocky surface. Major findings include: demonstrating the ability to weigh-out the suit, understanding the need to have subjects perform multiple runs prior to getting feedback, determining critical sizing factors, and need for adjusting suit work envelope. Early testing demonstrated the feasibility of EVA's limited duration and limited scope. Further testing is required with more flight-like tasking and constraints to validate these early results. If the suit is used for EVA, it will require mission-specific modifications for umbilical management or Primary Life Support System integration, safety tether attachment, and tool interfaces. These evaluations are continuing through calendar year 2014.

Watson, Richard D.↗

Altitude-Limiting Airbrake System for Small to Medium Scale Rockets

The goal of the overall internship opportunity this semester was to learn and practice the elements of engineering design through direct exposure to real engineering problems. The primary exposure was to design and manufacture an airbrake device for use with small-medium scale rocket applications. The idea was to take the presented concept of a solution and transform said concept into a reliable fully-functioning and reusable mechanism. The mechanism was to be designed as an insurance feature so that the overall altitude of a rocket with relatively undetermined engine capabilities does not unexpectedly exceed the imposed 10,000 foot ceiling, per range requirements. The airbrake concept was introduced to the Prototype Development Lab as a rotation-driven four tiered offset track pin mechanism, i.e. the airbrake was deployed by rotating a central shaft attached directly to the bottom plate. The individual airbrake fins were subsequently deployed using multiple plates with tracks of offset curvature. The fins were created with guide pins to follow the tracks in each of the offset plates, thus allowing the simultaneous rotational deployment of all fins by only rotating one plate. The concept of this solution was great; though it did not function in application. The rotating plates alone brought up problems like the entire back half of the rocket rotating according to the motion of the aforementioned base plate. Subsequently, the solution currently under development became a static linear actuator-driven spring-loaded fin release system. This solution is almost instantaneously triggered electronically when the avionics detect that the rocket has reached the calculated altitude of deceleration. This altitude will allow enough time remaining to the overall ceiling to adequately decelerate the rocket prior to reaching the ceiling.

Rocket University↗