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At least 811 records · Page 45
All sourcesNASA NTRSDOE OSTI
NASA NTRS2006

Relationships Among Intrinsic Properties of Ordinary Chondrites: Oxidation State, Bulk Chemistry, Oxygen-isotopic Composition, Petrologic Type, and Chondrule Size

The properties of ordinary chondrites (OC) reflect both nebular and asteroidal processes. OC are modeled here as having acquired nebular water, probably contained within phyllosilicates, during agglomeration. This component had high Ai70 and acted like an oxidizing agent during thermal metamorphism. The nebular origin of this component is consistent with negative correlations in H, L, and LL chondrites between oxidation state (represented by olivine Fa) and bulk concentration ratios of elements involved in the metal-silicate fractionation (e.g., NdSi, Ir/Si, Ir/Mn, Ir/Cr, Ir/Mg, Ni/Mg, As/Mg, Ga/Mg). LL chondrites acquired the greatest abundance of phyllosilicates with high (delta)O-17 among OC (and thus became the most oxidized group and the one with the heaviest O isotopes); H chondrites acquired the lowest abundance, becoming the most reduced OC group with the lightest O isotopes. Chondrule precursors may have grown larger and more ferroan with time in each OC agglomeration zone. Nebular turbulence may have controlled the sizes of chondrule precursors. H-chondrite chondrules (which are the smallest among OC) formed from the smallest precursors. In each OC region, low-FeO chondrules formed before high-FeO chondrules during repeated episodes of chondrule formation. During thermal metamorphism, phyllosilicates were dehydrated; the liberated water oxidized metallic Fe-Ni. This caused correlated changes with petrologic type including decreases in the modal abundance of metal, increases in olivine Fa and low-Ca pyroxene Fs, increases in the olivine/pyroxene ratio, and increases in the kamacite Co and Ni contents. As water (with its heavy 0 isotopes) was lost during metamorphism, inverse correlations between bulk (delta)O-18 and bulk (delta)O-17 with petrologic type were produced. The H5 chondrites that were ejected from their parent body approx.7.5 Ma ago during a major impact event probably had been within a few kilometers of each other since they accreted approx.4.5 Ga ago. There are significant differences in the olivine compositional distributions among these rocks; these reflect stochastic nebular sampling of the oxidant (Le., phyllosilicates with high (delta)O-17) on a 0.1-1 km scale during agglomeration.

Rubin, Alan E.↗
NASA NTRS2015

Impact History on Vesta: Petrographic, Compositional and Future Chronological Studies of Melt Clasts in Howardites

Howardite meteorites are polymict breccias composed mainly of eucritic and diogenitic material that likely originate from the surface of the Asteroid 4 Vesta. They can be separated into two subtypes: Regolithic, which represent the lithified remains of the active vestan regolith; Fragmental, which represent simpler polymict breccias. Amongst the regolithic features observed in the former, melt clasts are particularly striking for their appearance and compositional variability. They range from glassy spherules to finely crystalline (i.e., devitrified) clasts, and clasts containing only relict mineral grains to those containing only phenocrysts. Glasses can be separated into compositional sub-types including those with low FeO/MgO ratios (less than 5) -low alkali glasses, K-rich (K2O greater than 0.2 wt.%), Na-rich (Na2O greater than 0.6 wt.%) and CaO-rich, and those with high FeO/MgO ratios (greater than 10). There is also a distinction to be made between primary volcanic melt clasts and those produced by impacts. While suggested that a lack of chemical homogeneity among their studied melt clasts ruled out a primary volcanic origin, the low siderophile element contents observed in such clasts suggest less compositional influence from impactors than commonly assumed. Studying the chronology of the impact melt clasts in howardites can help us to better determine the timing of impact events on Vesta and the asteroid belt. In this research, we are launching an investigation into the petrology, composition (major/trace element and noble gas) and chronology of melt clasts in howardites. We have selected a set of howardites known to contain large quantities of melt clasts, and have begun the petrological and compositional studies of these materials. Once the melt clasts have been fully classified, we aim to perform chronological studies of individual clasts using both the Ar-40/Ar-39 and Pb-Pb chronometers, as well as determine the noble gas components present. Of particular note, the study will take advantage of the laser ablation techniques associated with the noble gas facilities at ASU, which will allow high-resolution, in-situ analysis of individual clasts. The broader aim of this work is to ascertain whether the impact flux in the region of the asteroid belt was similar to that on the Moon. Our understanding of impact events in the inner Solar System relies heavily on our analyses of lunar meteorites and returned samples, and there is currently some debate regarding whether there was a "Lunar Cataclysm" event around approx. 3.9 Ga, or the end of an epoch of "Late Heavy Bombardment" (LHB) at this time. New and more comprehensive constraints on howardite melt clast ages may help determine whether the asteroid belt experienced such a cataclysm or LHB.

Cartwright, J. A.↗
NASA NTRS1984

Cosmic Ray Exposure & Linear-Energy-Transfer Evaluations for the COBE Mission

Magnetospherically attenuated, orbit integrated, surface incident cosmic ray fluxes of galactic origin were determined for the COBE mission. All heavy ions up to Nickel (z=28) were considered in this, evaluation. In order to provide worst case approximations, estimates were based on solar minimum conditions. Transport and material shielding calculations were then performed for these vehicle encountered particles, for a simple spherical 3-D aluminum geometry, and the materially attenuated cosmic ray distributions emerging behind selected shield thicknesses were obtained. Finally, Linear-Energy-Transfer (LET) spectra were evaluated for the energy spectra of each ion specie and these were, in turn, integrated into the sum-total LET distribution contained in this report. The results are presented in tabular and graphical form for eight (8) different shield thicknesses from.01 to 10.0 gm/cm2 of aluminum. They show most conclusively, and not unexpectedly, that material shielding has virtually no 'effect on the final LET spectrum, at least not for aluminum shields. This was predictable. Please note that in the LET graphs, two curves were plotted. Of these, please ignore the one labeled "grazing" and use only the one labeled "normal". Again, it should be remembered that the end results contain contributions from all elements up to Nickel (z=28).

Stassinopoulos, E. G.↗
NASA NTRS1995

Isotopic Measurements of Organic Sulfonates From The Murchison Meteorite

Organic sulfonates and phosphonates have been extracted from the Murchison meteorite for stable isotope measurements. Preliminary stable isotope measurements of individual alkyl sulfonates, R-SO3H (R=C(sub n)H(sub 2n+l)), are shown. These compounds were found in aqueous extracts of Murchison. Both groups show trends similar to other homologous series of organic compounds indigenous to Murchison. Molecular abundances decrease with increasing carbon number, and all possible isomers at each carbon number (through C-4) are present. Carbon isotope measurements of the sulfonates show a decrease in the C-13/C-12 ratio with increasing carbon number. The overall objectives of this project are to obtain dime element carbon, hydrogen, and sulfur - intramolecular isotopic analyses of individual sulfonates, and isotopic measurement of carbon and hydrogen of the phosphonates as a group. The Murchison meteorite is the best characterized carbonaceous chondrite with respect to organic chemistry. The finding of organic sulfonates and phosphonates in Murchison is of interest because they are the first well-characterized series of sulfur and phosphorus containing organic compounds found in meteorites. Also, meteorites, comets, and interplanetary dust particles may have been involved in chemical evolution on the early Earth. Because of the critical role of organic phosphorus and sulfur in all living systems, it is particularly interesting to see examples of abiotic syntheses of these classes of compounds. The study of the isotopic composition of the sulfonates and phosphonates can yield insight into their possible interstellar origin as well as their mechanisms of synthesis in the early solar system. Previous isotopic analyses of other classes of organic compounds indigenous to meteorites, e.g., amino acids, carboxylic acids, and hydrocarbons indicate the possibility that interstellar molecules were incorporated into meteorite parent bodies. In these compounds the ratios of heavy to light isotopes of hydrogen (D/H), carbon (C-13/C-12), and nitrogen (N-15/N-14), are anomalous relative to bulk terrestrial and meteoritic values. In some cases, the D/H ratios approach those observed for molecules in interstellar clouds.

Cooper, G. W.↗
NASA NTRS2002

Impact Testing and Analysis of Composites for Aircraft Engine Fan Cases

The fan case in a jet engine is a heavy structure because of its size and because of the requirement that it contain a blade released during engine operation. Composite materials offer the potential for reducing the weight of the case. Efficient design, test, and analysis methods are needed to efficiently evaluate the large number of potential composite materials and design concepts. The type of damage expected in a composite case under blade-out conditions was evaluated using a subscale test in which a glass/epoxy composite half-ring target was impacted with a wedge-shaped titanium projectile. Fiber shearing occurred near points of contact between the projectile and target. Delamination and tearing occurred on a larger scale. These damage modes were reproduced in a simpler test in which flat glass/epoxy composites were impacted with a blunt cylindrical projectile. A surface layer of ceramic eliminated fiber shear fracture but did not reduce delamination. Tests on 3D woven carbon/epoxy composites indicated that transverse reinforcement is effective in reducing delamination. A 91 cm (36 in.) diameter full-ring sub-component was proposed for larger scale testing of these and other composite concepts. Explicit, transient, finite element analyses indicated that a full-ring test is needed to simulate complete impact dynamics, but simpler tests using smaller ring sections are adequate when evaluation of initial impact damage is the primary concern.

Roberts, Gary D.↗
NASA NTRS2002

Vehicle and Mission Design Options for the Human Exploration of Mars/Phobos Using "Bimodal" NTR and LANTR Propulsion

The nuclear thermal rocket (NTR) is one of the leading propulsion options for future human missions to Mars because of its high specific impulse (lsp~850-1000 s) capability and its attractive engine thrust-to-weight ratio (~3-10). To stay within the available mass and payload volume limits of a “Magnum” heavy lift vehicle, a high performance propulsion system is required for trans-Mars injection (TMI). An expendable TMI stage, powered by three 15 thousand pounds force (klbf) NTR engines is currently under consideration by NASA for its Design Reference Mission (DRM). However, because of the miniscule burnup of enriched uranium-235 during the Earth departure phase (~10 grams out of 33 kilograms in each NTR core), disposal of the TMI stage and its engines after a single use is a costly and inefficient use of this high performance stage. By reconfiguring the engines for both propulsive thrust and modest power generation (referred to as “bimodal” operation), a robust, multiple burn, “power-rich” stage with propulsive Mars capture and reuse capability is possible. A family of modular “bimodal” NTR (BNTR) vehicles are described which utilize a common “core” stage powered by three 15 klbf BNTRs that produce 50 kWe of total electrical power for crew life support, an active refrigeration / reliquification system for long term, zero-boiloff liquid hydrogen (LH 2 ) storage, and high data rate communications. An innovative, spine-like “saddle truss” design connects the core stage and payload element and is open underneath to allow supplemental “in-line” propellant tanks and contingency crew consumables to be easily jettisoned to improve vehicle performance. A “modified” DRM using BNTR transfer vehicles requires fewer transportation system elements, reduces IMLEO and mission risk, and simplifies space operations. By taking the next logical step—use of the BNTR for propulsive capture of all payload elements into Mars orbit—the power available in Mars orbit grows to 150 kWe compared to 30 kWe for the DRM. Propulsive capture also eliminates the complex, higher risk aerobraking and capture maneuver which is replaced by a simpler reentry using a standardized, lower mass “aerodescent” shell. The attractiveness of the “all BNTR” option is further increased by the substitution of the lightweight, inflatable “TransHab” module in place of the heavier, hard-shell hab module. Use of TransHab introduces the potential for propulsive recovery and reuse of the BNTR / Earth return vehicle (ERV). It also allows the crew to travel to and from Mars on the same BNTR transfer vehicle thereby cutting the duration of the ERV mission in half—from ~4.7 to 2.5 years. Finally, for difficult Mars options, such as Phobos rendezvous and sample return missions, volume (not mass) constraints limit the performance of the “all LH 2 ” BNTR stage. The use of “LOX-augmented” NTR (LANTR) engines, operating at a modest oxygen-to-hydrogen mixture ratio (MR) of 0.5, helps to increase “bulk” propellant density and total thrust during the TMI burn. On all subsequent burns, the bimodal LANTR engines operate on LH 2 only (MR=0) to maximize vehicle performance while staying within the mass limits of two Magnum launches.

Nuclear thermal rocket↗
NASA NTRS1998

Vehicle and Mission Design Options for the Human Exploration of Mars/Phobos Using "Bimodal" NTR and LANTR Propulsion

The nuclear thermal rocket (NTR) is one of the leading propulsion options for future human missions to Mars because of its high specific impulse (Isp-850-1000 s) capability and its attractive engine thrust-to-weight ratio (approximately equal 3-10). To stay within the available mass and payload volume limits of a "Magnum" heavy lift vehicle, a high performance propulsion system is required for trans-Mars injection (TMI). An expendable TMI stage, powered by three 15 thousand pounds force (klbf) NTR engines is currently under consideration by NASA for its Design Reference Mission (DRM). However, because of the miniscule burnup of enriched uranium-235 during the Earth departure phase (approximately 10 grams out of 33 kilograms in each NTR core), disposal of the TMI stage and its engines after a single use is a costly and inefficient use of this high performance stage. By reconfiguring the engines for both propulsive thrust and modest power generation (referred to as "bimodal" operation), a robust, multiple burn, "power-rich" stage with propulsive Mars capture and reuse capability is possible, A family of modular "bimodal" NTR (BNTR) vehicles are described which utilize a common "core" stage powered by three 15 klbf BNTRs that produce 50 kWe of total electrical power for crew life support, an active refrigeration / reliquification system for long term, "zero-boiloff" liquid hydrogen (LH 2 ) storage, and high data rate communications. An innovative, spine-like "saddle truss" design connects the core stage and payload element and is open underneath to allow supplemental "in-line" propellant tanks and contingency crew consumables to be easily jettisoned to improve vehicle performance. A "modified" DRM using BNTR transfer vehicles requires fewer transportation system elements, reduces IMLEO and mission risk, and simplifies space operations. By taking the next logical step--use of the BNTR for propulsive capture of all payload elements into Mars orbit--the power available in Mars orbit grows to 150 kWe compared to 30 kWe for the DRM. Propulsive capture also eliminates the complex, higher risk aerobraking and capture maneuver which is replaced by a simpler reentry using a standardized, lower mass "aerodescent" shell. The attractiveness of the "all BNTR" option is further increased by the substitution of the lightweight, inflatable "TransHab" module in place of the heavier, hard-shell hab module. Use of TransHab introduces the potential for propulsive recovery and reuse of the BNTR/ERV. It also allows the crew to travel to and from Mar on the same BNTR transfer vehicle thereby cutting the duration of the ERV mission in half--from approximately 4.7 to 2.5 years. Finally, for difficult Mars options, such as Phobos rendezvous and sample return missions, volume (not mass) constraints limit the performance of the "all LH 2 " BNTR stage. The use of "LOX-augmented" NTR (LANTR) engines, operating at a modest oxygen-to-hydrogen mixutre ratio (MR) of 0.5, helps to increase "bulk" propellant density and total thrust during the TMI burn. On all subsequent burns, the bimodal LANTR engines operate on LH 2 only (MR=0) to maximize vehicle performance while staying within the lift capability of two Magnum launches.

Nuclear thermal rocket↗
NASA NTRS2001

Improved Spacecraft Materials for Radiation Protection

Methods by which radiation shielding is optimized need to be developed and materials of improved shielding characteristics identified and validated. The galactic cosmic rays (GCR) are very penetrating and the energy absorbed by the astronaut behind the shield is nearly independent of shield composition and even the shield thickness. However, the mix of particles in the transmitted beam changes rapidly with shield material composition and thickness. This results in part from the breakup of the high-energy heavy ions of the GCR which make contributions to biological effects out of proportion to their deposited energy. So the mixture of particles in the radiation field changes with shielding and the control of risk contributions from dominant particle types is critical to reducing the hazard to the astronaut. The risk of biological injury for a given particle type depends on the type of biological effect and is specific to cell or tissue type. Thus, one is faced with choosing materials which may protect a given tissue against a given effect but leave unchanged or even increase the risk of other effects in the same tissue or increase the risks to other adjacent tissues of a different type in the same individual. The optimization of shield composition will then be tied to a specific tissue and risk to that tissue. Such peculiarities arise from the complicated mixture of particles, the nature of their biological response, and the details of their interaction with material constituents. Aside from the understanding of the biological response to specific components, one also needs an accurate understanding of the radiation emerging from the shield material. This latter subject has been a principal element of this project. In the past ten years our understanding of space radiation interactions with materials has changed radically, with a large impact on shield design. For example, the NCRP estimated that only 2 g/sq cm. of aluminum would be required to meet the annual 500 mSv limit for the exposure of the blood forming organs (this limit is strictly for LEO but can be used as a guideline for the Mars mission analysis). The current estimates require aluminum shield thicknesses above 50 g/sq cm., which is impractical. In such a heavily shielded vehicle, the neutrons produced throughout the vehicle also contribute significantly to the exposure and this demands greater care in describing the angular dependence of secondary particle production processes. As such the continued testing of databases and transport procedures in laboratory and spaceflight experiments has continued. This has been the focus of much of the last year's activity and has resulted in improved neutron prediction capability. These new methods have also improved our understanding of the surface environment of Mars. The Mars 2003 NRA HEDS related surface science requirements were driven by the need to validate predictions on the upward flux of neutrons produced in the Martian regolith and bedrock made by the codes developed under this project. The codes used in the surface environment definition are also being used to look at in situ resources for the development of construction material for Martian surface facilities. For example, synthesis of polyimides and polyethylene as binders of regolith for developing basic structural elements has been studied and targets built for accelerator beam testing of radiation shielding properties. Preliminary mechanical tests have also been promising. Improved spacecraft materials have been identified (using the criteria reported by this project at the last conference) as potentially important for future shielding materials. These are liquid hydrogen, hydrogenated nanofibers, liquid methane, LiH, Polyethylene, Polysulfone, and Polyetherimide (in order of decreasing shield performance). Some of the materials are multifunctional and are required for other onboard systems. We are currently preparing software for trade studies with these materials relative to the Mars Reference Mission as required in the project's final year.

Wilson, John W.↗
NASA NTRS2008

Designing the Ares I Crew Launch Vehicle Upper Stage Element and Integrating the Stack at NASA's Marshall Space Flight Center

Fielding an integrated launch vehicle system entails many challenges, not the least of which is the fact that it has been over 30 years since the United States has developed a human-rated vehicle - the venerable Space Shuttle. Over time, whole generations of rocket scientists have passed through the aerospace community without the opportunity to perform such exacting, demanding, and rewarding work. However, with almost 50 years of experience leading the design, development, and end-to-end systems engineering and integration of complex launch vehicles, the National Aeronautics and Space Administration's (NASA's) Marshall Space Flight Center offers the in-house talent - both junior- and senior-level personnel - to shape a new national asset to meet the requirements for safe, reliable, and affordable space exploration solutions. The technical personnel are housed primarily in Marshall's Engineering Directorate and are matrixed into the programs and projects that reside at the rocket center. Fortunately, many Apollo-era and Shuttle engineers, as well as those who gained valuable hands-on experience in the 1990s by conducting technology demonstrator projects such as the Delta-Clipper Experimental Advanced, X-33, X-34, and X-37, as well as the short-lived Orbital Space Plane, work closely with industry partners to advance the nation's strategic capability for human access to space. The Ares Projects Office, resident at Marshall, is managing the design and development of America's new space fleet, including the Ares I, which will loft the Orion crew capsule for its first test flight in the 2013 timeframe, as well as the heavy-lift Ares V, which will round out the capability to leave low-Earth orbit once again, when it delivers the Altair lunar lander to orbit late next decade. This paper provides information about the approach to integrating the Ares I stack and designing the upper stage in house, using unique facilities and an expert workforce to revitalize the nation's space exploration resources.

Otte, Neil E.↗
NASA NTRS2002

The NASA Low-Pressure Turbine Flow Physics Program: A Review

An overview of the NASA Glenn Low-Pressure Turbine (LPT) Flow Physics Program will be presented. The flow in the LPT is unique for the gas turbine. It is characterized by low Reynolds number and high freestream turbulence intensity and is dominated by interplay of three basic mechanisms: transition, separation and wake interaction. The flow of most interest is on the suction surface, where large losses are generated due to separation. The LPT is a large, multistage, heavy, jet engine component that suffers efficiency degradation between takeoff and cruise conditions due to decrease in Reynolds number with altitude. The performance penalty is around 2 points for large commercial bypass engines and as much as 7 points for small, high cruise altitude, military engines. The gas-turbine industry is very interested in improving the performance of the LPT and in reducing its weight, part count and cost. Many improvements can be accomplished by improved airfoil design, mainly by increasing the airfoil loading that can yield reduction of airfoils and improved performance. In addition, there is a strong interest in reducing the design cycle time and cost. Key enablers of the needed improvements are computational tools that can accurately predict LPT flows. Current CFD tools in use cannot yet satisfactorily predict the unsteady, transitional and separated flow in the LPT. The main reasons are inadequate transition & turbulence models and incomplete understanding of the LPT flow physics. NASA Glenn has established its LPT program to answer these needs. The main goal of the program is to develop and assess models for unsteady CFD of LPT flows. An approach that consists of complementing and augmenting experimental and computational work elements has been adopted. The work is performed in-house and by several academic institutions, in cooperation and interaction with industry. The program was reviewed at the Minnowbrook II meeting in 1997. This review will summarize the progress that was made since and will introduce newly started projects. The LPT program is focused on three areas: acquisition of experimental and numerical databases and on modeling and computation. Priority was initially given to experiments. There are three classes of experiments: simulated LPT passages, linear cascade, both with and without wakes, and low-speed rotating rig. They are being conducted as follows: At NASA GRC on a flat surface with blade pressure distribution, at the US Naval Academy on a curved surface. The addition of wakes is studied at the University of Minnesota in a curved passage with a retractable wake generator, and at Texas A&M University in a linear cascade with continuously running wake generator. The pressure distribution of the Pratt & Whitney blade 'Pak B' is used in all these experiments. Experiments have been performed also in the GEAE Low-Speed Rotating Turbine (LSRT) rig with GE-designed airfoils. Work on numerically generated database is in progress at the University of Kentucky, using the DNS/LES code LESTool developed there. Turbulence/transition model assessment and development is performed also at the University of Kentucky, where a new intermittency transport model was developed and many experimental test cases have been numerically computed. Assessments of models using simulations of multistage LPT experiments were performed at Virginia Commonwealth University using the Corsair code. Work on suction surface separation delay, using passive and active flow-control, has also been initiated. Following the overview, Principal Investigators attending the workshop will present in detail several of the projects supported by NASA.

Ashpis, David E.↗
NASA NTRSDate not supplied

NASA’s Space Launch System: Building A Capability for Science and Exploration

NASA’s Space Launch System, designed for human exploration of deep space and offering enabling benefits for a variety of science missions, is entering the final stages of preparation for its first launch, while simultaneously making progress toward future missions. SLS offers robust payload mass, volume, and characteristic energy that can be used not only for human exploration but for a variety of science missions, including probes to the outer solar system and beyond. In addition, while the vehicle is optimized to be a super-heavy lifter for lunar orbit as a staging area for the lunar surface or Mars, the addition of commercially available propulsion systems as third and/or fourth stages allows SLS to deliver unmatched performance for ultra-high C3 missions. Studies show that while the baseline SLS Block 2 vehicle can deliver about 8 t directly to the Jovian system at a C3 of 83, the addition of a Centaur upper stage would raise that mass to more than 15 t. The New Horizons spacecraft, with mass less than 0.5 t, launched toward Pluto with a record C3 of 158 km2/sec2. By comparison, an SLS Block 2 with an Orion 30B and Star 48BV payload stages could launch equivalent mass to a C3 more than double that of the New Horizons launch. (While the study has been conducted based on contemporary cryo stages and solid stages, this analysis provides real-world data for the range of performance this capability enables even as the specific stages available evolve.) Studies have shown it may be possible to reach 80-90 AU within a decade. The initial Block 1 vehicle for the first launch, Artemis I, is completely manufactured and all the elements are at NASA’s Kennedy Space Center (KSC) with the exception of the core stage, and manufacturing is in progress for the next several flights. Following the completion of the Green Run test series at NASA’s Stennis Space Center, the Artemis I core stage will be refurbished and delivered to KSC for stacking for launch in the second half of 2021. With the Artemis I vehicle fully manufactured and assembly of solid rocket boosters beginning, NASA and its industry partners have made significant progress manufacturing successive vehicles. Hardware for the next two launches is currently in production. NASA is committed to SLS as a key component of its launch architecture. Agency planning manifests outline the launch vehicle’s role in human lunar exploration over the next decade as it moves from its Block1 configuration to its intermediate Block 1B configuration and its ultimate Block 2 configuration.In addition, NASA has issued contracts with prime contractors for SLS hardware for delivery well into the 2030s.

Robert W. Stough↗
NASA NTRS2004

Requirements for Simulating Space Radiation With Particle Accelerators

Interplanetary space radiation consists of fully ionized nuclei of atomic elements with high energy for which only the few lowest energy ions can be stopped in shielding materials. The health risk from exposure to these ions and their secondary radiations generated in the materials of spacecraft and planetary surface enclosures is a major limiting factor in the management of space radiation risk. Accurate risk prediction depends on a knowledge of basic radiobiological mechanisms and how they are modified in the living tissues of a whole organism. To a large extent, this knowledge is not currently available. It is best developed at ground-based laboratories, using particle accelerator beams to simulate the components of space radiation. Different particles, in different energy regions, are required to study different biological effects, including beams of argon and iron nuclei in the energy range 600 to several thousand MeV/nucleon and carbon beams in the energy range of approximately 100 MeV/nucleon to approximately 1000 MeV/nucleon. Three facilities, one each in the United States, in Germany and in Japan, currently have the partial capability to satisfy these constraints. A facility has been proposed using the Brookhaven National Laboratory Booster Synchrotron in the United States; in conjunction with other on-site accelerators, it will be able to provide the full range of heavy ion beams and energies required. International cooperation in the use of these facilities is essential to the development of a safe international space program.

Schimmerling, W.↗
NASA NTRS1998

Low Cost Large Core Vehicle Structures Assessment

Boeing Information, Space, and Defense Systems executed a Low Cost Large Core Vehicle Structures Assessment (LCLCVSA) under contract to NASA Marshall Space Flight Center (MSFC) between November 1997 and March 1998. NASA is interested in a low-cost launch vehicle, code named Magnum, to place heavy payloads into low earth orbit for missions such as a manned mission to Mars, a Next Generation Space Telescope, a lunar-based telescope, the Air Force's proposed space based laser, and large commercial satellites. In this study, structural concepts with the potential to reduce fabrication costs were evaluated in application to the Magnum Launch Vehicle (MLV) and the Liquid Fly Back Booster (LFBB) shuttle upgrade program. Seventeen concepts were qualitatively evaluated to select four concepts for more in-depth study. The four structural concepts selected were: an aluminum-lithium monocoque structure, an aluminum-lithium machined isogrid structure, a unitized composite sandwich structure, and a unitized composite grid structure. These were compared against a baseline concept based on the Space Shuttle External Tank (ET) construction. It was found that unitized composite structures offer significant cost and weight benefits to MLV structures. The limited study of application to LFBB structures indicated lower, but still significant benefits. Technology and facilities development roadmaps to prepare the approaches studied for application to MLV and LFBB were constructed. It was found that the cost and schedule to develop these approaches were in line with both MLV and LFBB development schedules. Current Government and Boeing programs which address elements of the development of the technologies identified are underway. It is recommended that NASA devote resources in a timely fashion to address the specific elements related to MLV and LFBB structures.

Hahn, Steven E.↗
NASA NTRS1986

Volcanological constraints of Archaean tectonics

Volcanological and trace element geochemical data can be integrated to place some constraints upon the size, character and evolutionary history of Archean volcanic plumbing, and hence indirectly, Archean tectonics. The earliest volcanism in any greenhouse belt is almost universally tholeitic basalt. Archean mafic magma chambers were usually the site of low pressure fractionation of olivine, plagioclase and later Cpx + or - an oxide phase during evolution of tholeitic liquids. Several models suggest basalt becoming more contaminated by sial with time. Data in the Uchi Subprovince shows early felsic volcanics to have fractionated REE patterns followed by flat REE pattern rhyolites. This is interpreted as initial felsic liquids produced by melting of a garnetiferous mafic source followed by large scale melting of LIL-rich sial. Rare andesites in the Uchi Subprovince are produced by basalt fractionation, direct mantle melts and mixing of basaltic and tonalitic liquids. Composite dikes in the Abitibi Subprovince have a basaltic edge with a chill margin, a rhyolitic interior with no basalt-rhyolite chill margin and partially melted sialic inclusions. Ignimbrites in the Uchi and Abitibi Subprovinces have mafic pumice toward the top. Integration of these data suggest initial mantle-derived basaltic liquids pond in a sialic crust, fractionate and melt sial. The inirial melts low in heavy REE are melts of mafic material, subsequently melting of adjacent sial produces a chamber with a felsic upper part underlain by mafic magma.

Thurston, P. C.↗
NASA NTRS1985

A global model of carbon-nutrient interactions

The global biogeochemical model presented has two primary objectives. First, it characterizes natural elemental cycles and their linkages for the four elements significant to Earth's biota: C, N, S, and P. Second, it describes changes in these cycles due to human activity. Global nutrient cycles were studied within the drainage basins of several major world rivers on each continent. The initial study region was the Mississippi drainage basin, concentrating on carbon and nitrogen. The model first establishes the nutrient budgets of the undisturbed ecosystems in a study region. It then uses a data set of land use histories for that region to document the changes in these budgets due to land uses. Nutrient movement was followed over time (1800 to 1980) for 30 ecosystems and 10 land use categories. A geographically referenced ecological information system (GREIS) was developed to manage the digital global data bases of 0.5 x 0.5 grid cells needed to run the model: potential vegetation, drainage basins, precipitation, runoff, contemporary land cover, and FAO soil maps of the world. The results show the contributions of land use categories to river nutrient loads on a continental scale; shifts in nutrient cycling patterns from closed, steady state systems to mobile transient or open, steady state systems; soil organic matter depletion patterns in U.S. agricultural lands; changing nutrient ratios due to land use changes; and the effect of using heavy fertilizer on aquatic systems.

Moore, Berrien, III↗
NASA NTRS2006

NASA Exploration Launch Projects Overview: The Crew Launch Vehicle and the Cargo Launch Vehicle Systems

The U.S. Vision for Space Exploration (January 2004) serves as the foundation for the National Aeronautics and Space Administration's (NASA) strategic goals and objectives. As the NASA Administrator outlined during his confirmation hearing in April 2005, these include: 1) Flying the Space Shuttle as safely as possible until its retirement, not later than 2010. 2) Bringing a new Crew Exploration Vehicle (CEV) into service as soon as possible after Shuttle retirement. 3) Developing a balanced overall program of science, exploration, and aeronautics at NASA, consistent with the redirection of the human space flight program to focus on exploration. 4) Completing the International Space Station (ISS) in a manner consistent with international partner commitments and the needs of human exploration. 5) Encouraging the pursuit of appropriate partnerships with the emerging commercial space sector. 6) Establishing a lunar return program having the maximum possible utility for later missions to Mars and other destinations. In spring 2005, the Agency commissioned a team of aerospace subject matter experts to perform the Exploration Systems Architecture Study (ESAS). The ESAS team performed in-depth evaluations of a number of space transportation architectures and provided recommendations based on their findings? The ESAS analysis focused on a human-rated Crew Launch Vehicle (CLV) for astronaut transport and a heavy lift Cargo Launch Vehicle (CaLV) to carry equipment, materials, and supplies for lunar missions and, later, the first human journeys to Mars. After several months of intense study utilizing safety and reliability, technical performance, budget, and schedule figures of merit in relation to design reference missions, the ESAS design options were unveiled in summer 2005. As part of NASA's systems engineering approach, these point of departure architectures have been refined through trade studies during the ongoing design phase leading to the development phase that begins in 2008. Comprehensive reviews of engineering data and business assessments by both internal and independent reviewers serve as decision gates to ensure that systems can fully meet customer and stakeholder requirements. This paper provides the current CLV and CaLV configuration designs and gives examples of the progress being made during the first year of this significant effort. Safe, reliable, cost-effective space transportation systems are a foundational piece of America s future in space and the next step in realizing the plan for revitalizing lunar capabilities on the passageway to the human exploration of Mars. While building on legacy knowledge and heritage hardware for risk reduction, NASA will apply lessons learned from developing these new launch vehicles to the growth path for future missions. The elements for mission success and continued U.S. leadership in space have been assembled over the past year. As NASA designs and develops these two new systems over the next dozen years, visible progress, such as that reported in this paper, may sustain the national will to stay the course across political administrations and weather the inevitable trials that will be experienced during this challenging endeavor.

Snoddy, Jimmy R.↗
NASA NTRS2006

Notional Airspace Operations Demonstration Plan

The airspace operations demonstration (AOD) is intended to show that the Access 5 Step 1 functional requirements can be met. The demonstration will occur in two phases. The initial on-range phase will be carried out in restricted airspace to demonstrate the cooperative collision avoidance (CCA) functional requirements and to provide risk-reduction for the AOD by allowing the test team to rehearse some elements of the demonstration mission. The CCA system to be used in these flights is based on Automatic Dependent Surveillance-Broadcast (ADS-B) which is a commercially-available system by which airplanes constantly broadcast their current position and altitude to other aircraft and ground resources over a dedicated radio datalink. The final phase will occur in the national airspace (NAS) and will be the formal demonstration of the remainder of the proposed functional requirements. The general objectives of the AOD are as follows: (1) Demonstrate that the UAS can aviate in the NAS (2) Demonstrate that the UAS can navigate in the NAS (3) Demonstrate that the UAS can communicate with the NAS (4) Demonstrate that the UAS can perform selected collision avoidance functions in the NAS (5) Demonstrate that the UAS can evaluate and avoid weather conflicts in the NAS (6) Demonstrate that the UAS can provide adequate command and control in the NAS In addition to the stated objectives, there are a number of goals for the flight demonstration. The demo can be accomplished successfully without achieving these goals, but these goals are to be used as a guideline for preparing for the mission. The goals are: (1) Mission duration of at least 24 hours (2) Loiter over heavy traffic to evaluate the data block issue identified during the Access 5 Airspace Operations Simulations (3) Document the contingency management process and lessons learned (4) Document the coordination process for Ground Control Stations (GCS) handoff (5) Document lessons learned regarding the process of flying in the NAS Preliminary planning for a notional mission to achieve the objectives and goals has been prepared. The planning is intended to serve as a guide for detailed planning of the AOD.

Trongale, Nicholas A.↗
NASA NTRS2011

Reliability and Maintainability Engineering - A Major Driver for Safety and Affordability

The United States National Aeronautics and Space Administration (NASA) is in the midst of an effort to design and build a safe and affordable heavy lift vehicle to go to the moon and beyond. To achieve that, NASA is seeking more innovative and efficient approaches to reduce cost while maintaining an acceptable level of safety and mission success. One area that has the potential to contribute significantly to achieving NASA safety and affordability goals is Reliability and Maintainability (R&M) engineering. Inadequate reliability or failure of critical safety items may directly jeopardize the safety of the user(s) and result in a loss of life. Inadequate reliability of equipment may directly jeopardize mission success. Systems designed to be more reliable (fewer failures) and maintainable (fewer resources needed) can lower the total life cycle cost. The Department of Defense (DOD) and industry experience has shown that optimized and adequate levels of R&M are critical for achieving a high level of safety and mission success, and low sustainment cost. Also, lessons learned from the Space Shuttle program clearly demonstrated the importance of R&M engineering in designing and operating safe and affordable launch systems. The Challenger and Columbia accidents are examples of the severe impact of design unreliability and process induced failures on system safety and mission success. These accidents demonstrated the criticality of reliability engineering in understanding component failure mechanisms and integrated system failures across the system elements interfaces. Experience from the shuttle program also shows that insufficient Reliability, Maintainability, and Supportability (RMS) engineering analyses upfront in the design phase can significantly increase the sustainment cost and, thereby, the total life cycle cost. Emphasis on RMS during the design phase is critical for identifying the design features and characteristics needed for time efficient processing, improved operational availability, and optimized maintenance and logistic support infrastructure. This paper discusses the role of R&M in a program acquisition phase and the potential impact of R&M on safety, mission success, operational availability, and affordability. This includes discussion of the R&M elements that need to be addressed and the R&M analyses that need to be performed in order to support a safe and affordable system design. The paper also provides some lessons learned from the Space Shuttle program on the impact of R&M on safety and affordability.

Safie, Fayssal M.↗