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The film shows three spin tunnel tests of a 1/20 scale model of the Gemini capsule. In the first test, the capsule spins freely. In tests 2 and 3, a drogue parachute is attached to the capsule.
The International Space Station (ISS) attitude control is provided by two means: The Russian Segment uses thrusters and the U.S. Segment uses double-gimbaled control moment gyroscopes (CMG). CMGs are used as momentum exchange devices, providing non propulsive attitude control for the vehicle. The CMGs are very important for the ISS program because, first, they save propellant - which needs to be transferred to the Station in special cargo vehicles - and, second, they provide the microgravity environment on the Station - which is necessary for scientific experiments planned for the ISS mission. Since 2002, when one of the CMG on the ISS failed, all CMGs are closely monitored. High gimbal rates, vibration spikes, unusual variations of spin motor current and bearing temperatures are of great concern, since these parameters are the CMG health indicators. The telemetry analysis of these and some other CMG parameters is used to determine constrains and make changes to the CMGs operation on board. These CMG limitations, in turn, may limit the ISS attitude control capabilities and may be critical to ISS operation. Therefore, it is important to know whether the CMG parameter is nominal or out of family, and why. The goal of this project is to analyze an important CMG parameter - spin motor current. Some operational decisions are made now based on the spin motor current signatures. The spin motor current depends on gimbal rates, ISS rates, and spin bearing friction. The spin bearing friction in turn depends on the bearing temperatures, wheel rates, normal load - which is a function of gimbal and wheel rates - lubrication, etc. The first task of this project is to create a spin motor current mathematical model based on CMG dynamics model and the current knowledge on bearing friction in microgravity.
An extrasolar planet sculpts the famous debris dish around Fomalhaut; probably many other debris disks contain planets that we could locate if only we could better recognize their signatures in the dust that surrounds them. I will describe the latest 3-D models of debris dish dynamics / models that include planets, grain-grain collisions and even ISM-disk interactions. I will show why all these ingredients are needed to explain disk images--and what the images are telling us about planet formation.
NASA prefers to land the space shuttle at Kennedy Space Center (KSC). When weather conditions violate Flight Rules at KSC, NASA will usually divert the shuttle landing to Edwards Air Force Base (EAFB) in Southern California. But forecasting surface winds at EAFB is a challenge for the Spaceflight Meteorology Group (SMG) forecasters due to the complex terrain that surrounds EAFB, One particular phenomena identified by SMG is that makes it difficult to forecast the EAFB surface winds is called "wind cycling". This occurs when wind speeds and directions oscillate among towers near the EAFB runway leading to a challenging deorbit bum forecast for shuttle landings. The large-scale numerical weather prediction models cannot properly resolve the wind field due to their coarse horizontal resolutions, so a properly tuned high-resolution mesoscale model is needed. The Weather Research and Forecasting (WRF) model meets this requirement. The AMU assessed the different WRF model options to determine which configuration best predicted surface wind speed and direction at EAFB, To do so, the AMU compared the WRF model performance using two hot start initializations with the Advanced Research WRF and Non-hydrostatic Mesoscale Model dynamical cores and compared model performance while varying the physics options.
We present observational data for Comet 9P/Tempel 1 taken from 1997 through 2010 in an international collaboration in support of the Deep Impact and Stardust-NExT missions. The data were obtained to characterize the nucleus prior to the Deep Impact 2005 encounter, and to enable us to understand the rotation state in order to make a time of arrival adjustment in February 2010 that would allow us to image at least 25% of the nucleus seen by the Deep Impact spacecraft to better than 80 m/pixel, and to image the crater made during the encounter, if possible. In total, approx.500 whole or partial nights were allocated to this project at 14 observatories worldwide, utilizing 25 telescopes. Seventy percent of these nights yielded useful data. The data were used to determine the linear phase coefficient for the comet in the R-band to be 0.045 +/- 0.001 mag/deg from 1deg to 16deg. Cometary activity was observed to begin inbound near r approx. 4.0 AU and the activity ended near r approx. 4.6 AU as seen from the heliocentric secular light curves, water-sublimation models and from dust dynamical modeling. The light curve exhibits a significant pre- and post-perihelion brightness and activity asymmetry. There was a secular decrease in activity between the 2000 and 2005 perihelion passages of approx. 20%. The post-perihelion light curve cannot be easily explained by a simple decrease in solar insolation or observing geometry. CN emission was detected in the comet at 2.43 AU pre-perihelion, and by r = 2.24 AU emission from C2 and C3 were evident. In December 2004 the production rate of CN increased from 1.8 x 10(exp 23) mol/s to Q(sub CN) = 2.75 x 10(exp 23) mol/s in early January 2005 and 9.3 x 10(exp 24) mol/s on June 6, 2005 at r = 1.53 AU.
No abstract available
More than 600 multi-planet systems are known. The vast majority of these systems have been discovered by NASA's Kepler spacecraft, but dozens were found using the Doppler technique, the first multi-exoplanet system was identified through pulsar timing, and the most massive system has been found using imaging. More than one-third of the 4000+ planet candidates found by NASA's Kepler spacecraft are associated with target stars that have more than one planet candidate, and the large number of such Kepler "multis" tells us that flat multiplanet systems like our Solar System are common. Virtually all of Kepler candidate multis are stable, as tested by numerical integrations that assume a physically motivated mass-radius relationship. Statistical studies performed on these candidate systems reveal a great deal about the architecture of planetary systems, including the typical spacing of orbits and flatness. The characteristics of several of the most interesting confirmed multi-exoplanet systems will also be discussed.HR 8799's four massive planets orbit tens of AU from their host star and travel on nearly circular orbits. PSR B1257+12 has three much smaller planets orbiting close to a neutron star. Both represent extremes and show that planet formation is a robust process that produces a diversity of outcomes. Although both exomoons and Trojan (triangle Lagrange point) planets have been searched for, neither has yet been found.
No abstract available
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We use our MoSST core dynamics model and geomagnetic field at the core-mantle boundary (CMB) continued downward from surface observations to investigate possibilities of geomagnetic data assimilation, so that model results and current geomagnetic observations can be used to predict geomagnetic secular variation in future. As the first attempt, we apply data insertion technique to examine evolution of the model solution that is modified by geomagnetic input. Our study demonstrate that, with a single data insertion, large-scale poloidal magnetic field obtained from subsequent numerical simulation evolves similarly to the observed geomagnetic variation, regardless of the initial choice of the model solution (so long it is a well developed numerical solution). The model solution diverges on the time scales on the order of 60 years, similar to the time scales of the torsional oscillations in the Earth's core. Our numerical test shows that geomagnetic data assimilation is promising with our MoSST model.
A System Dynamics Model of the DSN to support strategic planning for the Network is addressed. Applications for the model are described, as well as the foundations of system dynamics and the methodology used to develop the model. Activities to date and plans for future work are also discussed.
The AeroServoElasticity task under the NASA Supersonics Project is developing dynamic models of the propulsion system and the vehicle in order to conduct research for integrated vehicle dynamic performance. As part of this effort, a nonlinear quasi 1-dimensional model of the 2-dimensional bifurcated mixed compression supersonic inlet is being developed. The model utilizes computational fluid dynamics for both the supersonic and subsonic diffusers. The oblique shocks are modeled utilizing compressible flow equations. This model also implements variable geometry required to control the normal shock position. The model is flexible and can also be utilized to simulate other mixed compression supersonic inlet designs. The model was validated both in time and in the frequency domain against the legacy LArge Perturbation INlet code, which has been previously verified using test data. This legacy code written in FORTRAN is quite extensive and complex in terms of the amount of software and number of subroutines. Further, the legacy code is not suitable for closed loop feedback controls design, and the simulation environment is not amenable to systems integration. Therefore, a solution is to develop an innovative, more simplified, mixed compression inlet model with the same steady state and dynamic performance as the legacy code that also can be used for controls design. The new nonlinear dynamic model is implemented in MATLAB Simulink. This environment allows easier development of linear models for controls design for shock positioning. The new model is also well suited for integration with a propulsion system model to study inlet/propulsion system performance, and integration with an aero-servo-elastic system model to study integrated vehicle ride quality, vehicle stability, and efficiency.
The dynamic analysis of complex structural systems using the finite element method and multilevel substructured models is presented. The fixed-interface method is selected for substructure reduction because of its efficiency, accuracy, and adaptability to restart and reanalysis. This method is extended to reduction of substructures which are themselves composed of reduced substructures. The implementation and performance of the method in a general purpose software system is emphasized. Solution algorithms consistent with the chosen data structures are presented. It is demonstrated that successful finite element software requires the use of software executives to supplement the algorithmic language. The complexity of the implementation of restart and reanalysis porcedures illustrates the need for executive systems to support the noncomputational aspects of the software. It is shown that significant computational efficiencies can be achieved through proper use of substructuring and reduction technbiques without sacrificing solution accuracy. The restart and reanalysis capabilities and the flexible procedures for multilevel substructured modeling gives economical yet accurate analyses of complex structural systems.
Unlike Earth, on Venus long wavelength geoid anomalies correlate well with topography. Venus's admittance curve between harmonic degrees 3 and 18 is inconsistent with Airy isostasy but is consistent with dynamic support from convection being the dominant mechanism of compensation on Venus. We model dynamic compensation on Venus using simple flow models which assume a spherically symmetric Newtonian mantle viscosity profile. Preliminary models parameterize the viscosity variation with depth as a 2 layer model with a boundary at 720 km depth. A model in which viscosity in the lower mantle is a factor of 10 lower than in the upper mantle can explain Venus's observed admittance curve for degrees 3 through 18. Dynamic models which include a chemical boundary between the upper and lower mantle do not successfully explain the observed admittance curve, indicating that Venus does not have a chemically layered mantle.
We introduce MADE3 (Modal Aerosol Dynamics model for Europe, adapted for global applications, 3rd generation), an aerosol dynamics submodel for application within the MESSy framework (Modular Earth Submodel System). MADE3 builds on the predecessor aerosol submodels MADE and MADE-in. Its main new features are the explicit representation of coarse particle interactions both with other particles and with condensable gases, and the inclusion of hydrochloric acid (HCl)chloride (Cl) partitioning between the gas and condensed phases. The aerosol size distribution is represented in the new submodel as a superposition of nine lognormal modes: one for fully soluble particles, one for insoluble particles, and one for mixed particles in each of three size ranges (Aitken, accumulation, and coarse mode size ranges). In order to assess the performance of MADE3 we compare it to its predecessor MADE and to the much more detailed particle-resolved aerosol model PartMC-MOSAIC in a box model simulation of an idealized marine boundary layer test case. MADE3 and MADE results are very similar, except in the coarse mode, where the aerosol is dominated by sea spray particles. Cl is reduced in MADE3 with respect to MADE due to the HClCl partitioning that leads to Cl removal from the sea spray aerosol in our test case. Additionally, aerosol nitrate concentration is higher in MADE3 due to the condensation of nitric acid on coarse particles. MADE3 and PartMC- MOSAIC show substantial differences in the fine particle size distributions (sizes about 2 micrometers) that could be relevant when simulating climate effects on a global scale. Nevertheless, the agreement between MADE3 and PartMC-MOSAIC is very good when it comes to coarse particle size distribution, and also in terms of aerosol composition. Considering these results and the well-established ability of MADE in reproducing observed aerosol loadings and composition, MADE3 seems suitable for application within a global model.
Spaceflight requires tremendous amounts of energy to achieve Earth orbit and to attain escape velocity for interplanetary missions. Although the majority of the energy is managed in such a way as to limit the accelerations on the crew, several mission phases may result in crew exposure to dynamic loads. In the automotive industry, risk of serious injury can be tolerated because the probability of a crash is remote each time a person enters a vehicle, resulting in a low total risk of injury. For spaceflight, the level of acceptable injury risk must be lower to achieve a low total risk of injury because the dynamic loads are expected on each flight. To mitigate the risk of injury due to dynamic loads, the NASA Human Research Program has developed a research plan to inform the knowledge gaps and develop relevant tools for assessing injury risk. The risk of injury due to dynamic loads can be further subdivided into extrinsic and intrinsic risk factors. Extrinsic risk factors include the vehicle dynamic profile, seat and restraint design, and spacesuit design. Human tolerance to loads varies considerably depending on the direction, amplitude, and rise-time of acceleration therefore the orientation of the body to the dynamic vector is critical to determining crew risk of injury. Although a particular vehicle dynamic profile may be safe for a particular design, the seat, restraint, and suit designs can affect the risk of injury due to localized effects. In addition, characteristics intrinsic to the crewmember may also contribute to the risk of injury, such as crewmember sex, age, anthropometry, and deconditioning due to spaceflight, and each astronaut may have a different risk profile because of these factors. The purpose of the research plan is to address any knowledge gaps in the risk factors to mitigate injury risk. Methods for assessing injury risk have been well documented in other analogous industries and include human volunteer testing, human exposure to dynamic environments, post-mortem human subject (PMHS) testing, animal testing, anthropomorphic test devices (ATD), dynamic models of the human, numerical models of ATDs, and numerical models of the human. Each has inherent strengths and limitations. For example, human volunteer testing is advantageous because a population can be selected that is similar to the astronaut corps; however, because of the inherent ethical limitations, only sub-injurious conditions can be tested. PMHSs can be tested in a variety of conditions including injurious levels, but the responses are not completely analogous to living human subjects. In addition, it is exceedingly difficult to select a PMHS population that is similar to the astronaut corps. ATDs are currently widely used in the automotive industry and military because they are highly repeatable and durable. Unfortunately, because they are mechanical models of the human body, the biofidelity of the responses are limited to dynamic conditions used to validate the ATD. Numerical models of the ATD, in addition to the strengths and limitations for ATDs, are easy to use for a variety of designs before a design is fabricated, but also have additional limitations for ATDs, are easy to use for a variety of designs before a design is fabricated, but also have additional uncertainty. Dynamic models are simple and easy to use, but do not account for localized effects of the seat and suit. Finally, numerical models of the human have the potential to have the most advantages; however, the current models are not validated for the conditions expected during spaceflight. To properly assess spaceflight conditions with numerical human models, human data would be needed to optimize the model responses for those conditions. Using the appropriate assessment method with the knowledge gained for each risk factor, an appropriate approach for mitigating the risk of injury due to dynamic loads can be developed ensuring crew safety in future NASA vehicles.