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The purpose of Monte Carlo turbulence simulation is to add statistically accurate 'bumps' to aerospace vehicle flight simulation. Several recent improvements in the state of the art are reviewed and classified according to various characteristics affecting the realism of the simulation. Areas for future research are made clear by the classification scheme.
Flight experiments were conducted on a 30 degree swept wing with a perforated leading edge by systematically varying the location and amount of suction over a range of Mach number and Reynolds number. Suction was varied chordwise ahead of the front spar from either the front or rear direction by sealing spanwise perforated strips. Transition from laminar to turbulent flow was due to leading edge turbulence contamination or crossflow disturbance growth and/or Tollmien-Schlichting disturbance growth, depending on the test configuration, flight condition, and suction location. A state-of-the-art linear stability theory which accounts for body and streamline curvature and compressibility was used to study the boundary layer stability as suction location and magnitude varied. N-factor correlations with transition location were made for various suction configurations.
Airborne prototype of multiple-beam pushbroom microwave radiometer (PBMR) developed to advance radiometric technology necessary for remote sensing of geophysical parameters. Instrument used in several joint Langley Research Center/United States Department of Agriculture soil-moisture flight experiments in Virginia, Texas, and California. Data from experiments used to modify, develop, and verify algorithms used to predict soil moisture from remote-sensing measurements. Image data useful in study of effects of characters of beams on radiometer imaging data.
An overview is given of the tethered balloon measurements made during the First ISCCP Regional Experiment (FIRE) marine stratocumulus intensive field observations (IFO) at San Nicolas Island in 1987. The instrument utilized on the balloon flights, the 17 flights over a 10 day period, the state of the data analysis, and some preliminary results are described. A goal of the measurements with the Naval Research Laboratory (NRL) balloon was to give a unique and greatly improved look at the microphysics of the clear and cloud-topped boundary layer. For this goal, collocated measurements were made of turbulence, aerosol, cloud particles, and meteorology. Two new instruments which were expected to make significant contributions to this effort were the saturation hygrometer, capable of measuring 95 percent less than RH 105 percent (with an accuracy of 0.05 percent near 100 percent) and used for the first time in clouds; and the forward scatter meter which gives in situ LWC measurements at more than 10 Hz. The data set, while unfortunately only partially simultaneous with the bulk of the FIRE stratocumulus observations, is unique and worthwhile in its own right. For the first time accurate RH measurements near 100 percent have been made in-cloud; although, the use of the saturation hygrometer reflected a learning experience which will result is substantially better performance the next time. These measurements were made in conjunction with other microphysical measurements such as aerosol and cloud droplet spectra, and perhaps most important of all, they were all collocated with bivane turbulence measurements thus permitting flux calculations. Thus the analysis of this data set, which consisted of about 50 percent stratocumulus cases including increasing and decreasing partial cloud cover, should lead to new insights on the physical mechanisms which drive the boundary-layer/cloud/turbulence system.
The main objective was to examine the feasibility of using frequency response techniques (1) as a tool in destructive physical analysis of batteries, particularly for estimating electrode structural parameters such as specific area, porosity, and tortuosity and (2) as a non-destructive testing technique for obtaining information such as state of charge and acceptability for space flight. The phenomena that contribute to the frequency response of an electrode include: (1) double layer capacitance; (2) Faradaic reaction resistance; (3) mass transfer of Warburg impedance; and (4) ohmic solution resistance. Nickel cadmium cells were investigated in solutions of KOH. A significant amount of data was acquired. Quantitative data analysis, using the developed software, is planned for the future.
Personnel engaged in space flight are exposed to significant flux of high energy neutrons arising from both primary and secondary sources of ionizing radiation. Presently, there exist no compact neutron sensor capable of being integrated in a flight instrument to provide real time measurement of this radiation flux. A proposal was made to construct such an instrument using special PIN silicon diode which has the property of being insensitive to the other forms of ionizing radiation. Studies were performed to determine the design and construction of a better reading system to allow the PIN diode to be read with high precision. The physics of the device was studied, especially with respect to those factors which affect the sensitivity and reproducibility of the neutron response. This information was then used to develop methods to achieve high sensitivity at low neutron doses. The feasibility was shown of enhancing the PIN diode sensitivity to make possible the measurement of the low doses of neutrons encountered in space flights. The new PIN diode will make possible the development of a very compact, accurate, personal neutron dosimeter.
A study was initiated at NASA's Wallops Flight Facility to enhance available information on U.S. radiosonde temperature measurement accuracy and precision. A method utilizing three thermistors with different reflective coatings is shown to be satisfactory for determining corrections to the standard U.S. radiosonde instrument.
Proximity operations can be defined as the maneuvering of two or more spacecraft within 1 nautical mile range, with relative velocity less than 10 feet per second. The passive vehicle is nontranslating and should provide for maintenance of the desired approach attitude. It must accommodate the active (translating) vehicle induced structural loads and performance characteristics (mating hardware tolerances), and support sensor compatibility (transponder, visual targets, etc.). The active vehicle must provide adequate sensor systems (relative state information, field-of-view, redundancy), flight control hardware (thruster sizing, minimal cross-coupling, performance margins, redundancy) and software (reconfigurable, attitude/rate modes, translation and rotation fine control authority) characteristic, and adequate non-propulsive consumables such as power. Operational concerns must be considered. These include the following: (1) the desired approach trajectory and relative orientation; (2) the active vehicle thruster plume effects (forces, torques, contamination) on the passive vehicle; and (3) procedures for contingencies such as loss of communications, sensor or propulsion failures, and target vehicle loss of control.
The U.S. Army Aeroflightdynamics Directorate (AFDD) has developed a high-fidelity, full-mission simulation facility for the demonstration and evaluation of advanced helicopter mission equipment. The Crew Station Research and Development Facility (CSRDF) provides the capability to conduct one- or two-crew full-mission simulations in a state-of-the-art helicopter simulator. The CSRDF provides a realistic, full field-of-regard visual environment with simulation of state-of-the-art weapons, sensors, and flight control systems. We are using the CSRDF to evaluate the ability of an obstacle avoidance system (OASYS) to support low altitude flight in cluttered terrain using night vision goggles (NVG). The OASYS uses a laser radar to locate obstacles to safe flight in the aircraft's flight path. A major concern is the detection of wires, which can be difficult to see with NVG, but other obstacles--such as trees, poles or the ground--are also a concern. The OASYS symbology is presented to the pilot on a head-up display mounted on the NVG (NVG-HUD). The NVG-HUD presents head-stabilized symbology to the pilot while allowing him to view the image intensified, out-the-window scene through the HUD. Since interference with viewing through the display is a major concern, OASYS symbology must be designed to present usable obstacle clearance information with a minimum of clutter.
Experiments on rotational bifurcation of liquid drops, in which the drops were levitated and spun using acoustic fields in a low-gravity environment, were conducted during the first United States Microgravity Laboratory (USML-1) Space Shuttle flight. The experiments have successfully resolved the discrepancies existing between the previous experimental results and the theoretical predictions. In the case of a spherical drop, for which theory exists, the results agree well with the predictions. In the case of flattened drops, the experiments have extablished a family of curves, with the spherical drop as the limiting case.
The Advanced Automated Directional Solidification Furnace (AADSF) is a five zone tubular furnace designed for Bridgman-Stockbarger, other techniques of crystal growth involving multiple temperature zones such as vapor transport experiments and other materials science experiments. The five zones are primarily designed to produce uniform hot and cold temperature regions separated by an adiabatic region constructed of a heat extraction plate and an insert to reduce radiation from the hot to the cold zone. The hot and cold zone temperatures are designed to reach 1600 C and 1100 C, respectively. AADSF operates on a Multi-Purpose Experiment Support Structure (MPESS) within the cargo bay of the Space Shuttle on the United States Microgravity Payload (USMP) missions. Two successful flights, both employing the directional solidification or Bridgman Stockbarger technique for crystal growth have been made, and crystals of HgCdTe and PbSnTe grown in microgravity have been produced on USMP-2 and USMP-3, respectively. The addition of a Sample Exchange Mechanism (SEM) will enable three different samples to be processed on future flights including the USMP-4 mission.
In the field of aeronautics and astronautics, a paradigm shift has been witnessed by those in academia, research and development, and private industry. Long development life cycles and the budgets to support such programs and projects has given way to aggressive task schedules and leaner resources to draw from all the while challenging assigned individuals to create and produce improved products of processes. however, this "faster, better, cheaper" concept cannot merely be applied to the design, development, and test of complex systems such as earth-orbiting of interplanetary robotic spacecraft. Full advantage is not possible without due consideration and application to mission operations planning and flight operations, Equally as important as the flight system, the mission operations system consisting of qualified personnel, ground hardware and software tools, and verified and validated operational processes, should also be regarded as a complex system requiring personnel to draw upon formal education, training, related experiences, and heuristic reasoning in engineering an effective and efficient system. Unquestionably, qualified personnel are the most important elements of a mission operations system. This paper examines the experiences of the Deep Space I Project, the first in a series of new technology in-flight validation missions sponsored by the United States National Aeronautics and Space Administration (NASA), specifically, in developing a subsystems analysis and technology validation team comprised of former spacecraft development personnel. Human factor considerations are investigated from initial concept/vision formulation; through operational process development; personnel test and training; to initial uplink product development and test support. Emphasis has been placed on challenges and applied or recommended solutions, so as to provide opportunities for future programs and projects to address and disposition potential issues and concerns as early as possible to reap the benefits associated with learning from other's past experiences.
The Chandra X-Ray Observatory is the X-ray component of NASA's Great observatories which also includes the recently decommissioned Compton Gamma Ray Observatory, the Hubble Space Telescope, and the soon to be launched Space Infra Red Telescope Facility. Chandra is a unique X-ray astronomy facility for high-resolution imaging and for high-resolution spectroscopy. Chandra's performance advantage over other X-ray observatories is analogous to that of the Hubble Space Telescope over ground-based observatories. Chandra is a NASA facility that provides scientific data to the international astronomical community in response to proposals for its use. Data becomes public one year after the observation. The Observatory is the product of the efforts of many commercial, academic, and government organizations in the United States and Europe. NASA's Marshall Space Flight Center (MSFC) manages the Project and provides Project Science; TRW Space and Electronics Group served as prime contractor responsible for providing the spacecraft, the telescope, and assembling and testing the observatory; the Smithsonian Astrophysical Observatory (SAO) provides technical support and is responsible for ground operations.
Airlines operating in the United States are required to operate under instrument flight rules (EFR). Typically, a clearance is issued via voice transmission from clearance delivery at the departing airport. In 1990, the Federal Aviation Administration (FAA) began deployment of the Pre-Departure Clearance (PDC) system at 30 U.S. airports. The PDC system utilizes aeronautical datalink and Aircraft Communication and Reporting System (ACARS) to transmit departure clearances directly to the pilot. An objective of the PDC system is to provide an immediate reduction in voice congestion over the clearance delivery frequency. Participating airports report that this objective has been met. However, preliminary analysis of 42 Aviation Safety Reporting System (ASRS) reports has revealed problems in PDC procedures and formatting which have caused errors in the proper execution of the clearance. It must be acknowledged that this technology, along with other advancements on the flightdeck, is adding more responsibility to the crew and increasing the opportunity for error. The present study uses these findings as a basis for further coding and analysis of an additional 82 reports obtained from an ASRS database search. These reports indicate that clearances are often amended or exceptions are added in order to accommodate local ATC facilities. However, the onboard ACARS is limited in its ability to emphasize or highlight these changes which has resulted in altitude and heading deviations along with increases in ATC workload. Furthermore, few participating airports require any type of PDC receipt confirmation. In fact, 35% of all ASRS reports dealing with PDC's include failure to acquire the PDC at all. Consequently, this study examines pilots' suggestions contained in ASRS reports in order to develop recommendations to airlines and ATC facilities to help reduce the amount of incidents that occur.
The Chandra X-Ray Observatory is a NASA facility that provides scientific data to the international astronomical community in response to proposals for its use. Data becomes public at most one year after the observation. The Observatory is the product of the efforts of many commercial, academic, and government organizations in the United States and Europe. NASA's Marshall Space Flight Center (MSFC) manages the Project and provides Project Science TRW Space and Electronics Group served as prime contractor responsible for providing the spacecraft, the telescope, and assembling and testing the observatory the Smithsonian Astrophysical Observatory (SAO) provides technical support and is responsible for around operations including the Chandra X Ray Center (CXC).
In-situ Thermal Protection System (TPS) sensors are required to provide traceability of TPS performance and sizing tools. Traceability will lead to higher fidelity design tools, which in turn will lead to lower design safety margins, and decreased heatshield mass. Decreasing TPS mass will enable certain missions that are not otherwise feasible, and directly increase science payload. NASA Ames is currently developing two flight measurements as essential to advancing the state of TPS traceability for material modeling and aerothermal simulation: heat flux and surface recession (for ablators). The heat flux gage is applicable to both ablators and non-ablators and is therefore the more generalized sensor concept of the two with wider applicability to mission scenarios. This paper describes the development of a microsensor capable of surface and in-depth temperature and heat flux measurements for TPS materials appropriate to Titan, Neptune, and Mars aerocapture, and direct entry. The thermal sensor will be monolithic solid state devices composed of thick film platinum RTD on an alumina substrate. Choice of materials and critical dimensions are used to tailor gage response, determined during calibration activities, to specific (forebody vs. aftbody) heating environments. Current design has maximum operating temperature of 1500 K, and allowable constant heat flux of q=28.7 watts per square centimeter, and time constants between 0.05 and 0.2 seconds. The catalytic and radiative response of these heat flux gages can also be changed through the use of appropriate coatings. By using several co-located gages with various surface coatings, data can be obtained to isolate surface heat flux components due to radiation, catalycity and convection. Selectivity to radiative heat flux is a useful feature even for an in-depth gage, as radiative transport may be a significant heat transport mechanism for porous TPS materials in Titan aerocapture. This paper also reports on progress to adapt a previously flown surface recession sensor, based on the Jupiter probe Galileo Analog Resistance Ablation Detector (ARAD), to appropriate aerocapture conditions.
Real clouds and cloud systems are inherently three-dimensional (3D). Because of the limitations in computer resources, however, most cloud-resolving models (CRMs) today are still two-dimensional (2D, see a brief review by Tao 2003). Only recently have 3D experiments been performed for multi-day periods for tropical cloud systems with large horizontal domains at the National Center for Atmospheric Research, at NOAA GFDL, at the U. K. Met. Office, at Colorado State University and at NASA Goddard Space Flight Center (Tao 2003). At Goddard, a 3D Goddard Cumulus Ensemble (GCE) model was used to simulate periods during TOGA COARE (December 19-27, 1992), GATE (September 1-7, 1974), SCSMEX (June 2-11, 1998), ARM (June 26-30, 1997) and KWAJEX (August 7-13, August 18-21, and August 29-September 12, 1999) using a 512 by 512 km domain (with 2-km resolution). The results indicate that surface precipitation and latent heating profiles are similar between the 2D and 3D GCE model simulations. However, there are difference in radiation, surface fluxes and precipitation characteristics. The 2D GCE model was used to perform a long-term integration on ARM/GCSS case 4 (22 days at the ARM Southern Great Plains site in March 2000). Preliminary results showed a large temperature bias in the upper troposphere that had not been seen in previous tropical cases. The major objectives of this paper are: (1) to determine the sensitivities to model configuration (i.e., 2D in west-east, south-north or 3D), (2) to identify the differences and similarities in the organization and entrainment rates of convection between 2D- and 3D-simulated ARM cloud systems, and (3) assess the impact of upper tropospheric forcing on tropical and ARM case 4 cases.
Flight experiments were conducted on a 30 degree swept wing with a perforated leading edge by systematically varying the location and amount of suction over a range of Mach number and Reynolds number. Suction was varied chordwise ahead of the front spar from either the front or rear direction by sealing spanwise perforated strips. Transition from laminar to turbulent flow was due to leading edge turbulence contamination or crossflow disturbance growth and/or Tollmien-Schlichting disturbance growth-depending on the test configuration, flight condition, and suction location. A state-of-the-art linear stability theory which accounts for body and streamline curvature and compressibility was used to study the boundary layer stability as suction location and magnitude varied. N-factor correlations with transition location were made for various suction configurations.