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Software for Allocating Resources in the Deep Space Network

TIGRAS 2.0 is a computer program designed to satisfy a need for improved means for analyzing the tracking demands of interplanetary space-flight missions upon the set of ground antenna resources of the Deep Space Network (DSN) and for allocating those resources. Written in Microsoft Visual C++, TIGRAS 2.0 provides a single rich graphical analysis environment for use by diverse DSN personnel, by connecting to various data sources (relational databases or files) based on the stages of the analyses being performed. Notable among the algorithms implemented by TIGRAS 2.0 are a DSN antenna-load-forecasting algorithm and a conflict-aware DSN schedule-generating algorithm. Computers running TIGRAS 2.0 can also be connected using SOAP/XML to a Web services server that provides analysis services via the World Wide Web. TIGRAS 2.0 supports multiple windows and multiple panes in each window for users to view and use information, all in the same environment, to eliminate repeated switching among various application programs and Web pages. TIGRAS 2.0 enables the use of multiple windows for various requirements, trajectory-based time intervals during which spacecraft are viewable, ground resources, forecasts, and schedules. Each window includes a time navigation pane, a selection pane, a graphical display pane, a list pane, and a statistics pane.

Wang, Yeou-Fang↗

Sapphire Viewports for a Venus Probe

A document discusses the creation of a viewport suitable for use on the surface of Venus. These viewports are rated for 500 C and 100 atm pressure with appropriate safety factors and reliability required for incorporation into a Venus Lander. Sapphire windows should easily withstand the chemical, pressure, and temperatures of the Venus surface. Novel fixture designs and seals appropriate to the environment are incorporated, as are materials compatible with exploration vessels. A test cell was fabricated, tested, and leak rate measured. The window features polish specification of the sides and corners, soft metal padding of the sapphire, and a metal C-ring seal. The system safety factor is greater than 2, and standard mechanical design theory was used to size the window, flange, and attachment bolts using available material property data. Maintenance involves simple cleaning of the window aperture surfaces. The only weakness of the system is its moderate rather than low leak rate for vacuum applications.

Bates, Stephen↗

Precision Departure Release Capability (PDRC) Technology Description

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Technology Description. Companion papers include the Final Report and a Concept of Operations.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Concept of Operations

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demandcapacity imbalances. When demand exceeds capacity Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in DallasFort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Concept of Operations. Companion papers include the Final Report and a Technology Description. ? SUBJECT:

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Final Report

After takeoff, aircraft must merge into en route (Center) airspace traffic flows that may be subject to constraints that create localized demand/capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool, based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas/Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents research results from the PDRC research activity. Companion papers present the Concept of Operations and a Technology Description.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC): NASA to FAA Research Transition

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations.

ATM↗

Three Orbital Burns to Molniya Orbit via Shuttle Centaur G Upper Stage

An unclassified analytical trajectory design, performance, and mission study was done for the 1982-86 joint NASA-USAF Shuttle/Centaur G upper stage development program to send performance-demanding payloads to high orbits such as Molniya using an unconventional orbit transfer. This optimized three orbital burn transfer to Molniya orbit was compared to the then-baselined two burn transfer. The results of the three dimensional trajectory optimization performed include powered phase steering data and coast phase orbital element data. Time derivatives of the orbital elements as functions of thrust components were evaluated and used to explain the optimization's solution. Vehicle performance as a function of parking orbit inclination was given. Performance and orbital element data was provided for launch windows as functions of launch time. Ground track data was given for all burns and coasts including variation within the launch window. It was found that a Centaur with fully loaded propellant tanks could be flown from a 37deg inclination low Earth parking orbit and achieve Molniya orbit with comparable performance to the baselined transfer which started from a 57deg inclined orbit: 9,545 lb vs. 9,552 lb of separated spacecraft weight respectively. There was a significant reduction in the need for propellant launch time reserve for a one hour window: only 78 lb for the three burn transfer vs. 320 lb for the two burn transfer. Conversely, this also meant that longer launch windows over more orbital revolutions could be done for the same amount of propellant reserve. There was no practical difference in ground tracking station or airborne assets needed to secure telemetric data, even though the geometric locations of the burns varied considerably. There was a significant adverse increase in total mission elapsed time for the three vs. two burn transfer (12 vs. 11/4 hrs), but could be accommodated by modest modifications to Centaur systems. Future applications were discussed. The three burn transfer was found to be a viable, arguably preferable, alternative to the two burn transfer.

Orbital trajectory design↗

Three Orbital Burns to Molniya Orbit Via Shuttle_Centaur G Upper Stage

An unclassified analytical trajectory design, performance, and mission study was done for the 1982 to 1986 joint National Aeronautics and Space Administration (NASA)-United States Air Force (USAF) Shuttle/Centaur G upper stage development program to send performance-demanding payloads to high orbits such as Molniya using an unconventional orbit transfer. This optimized three orbital burn transfer to Molniya orbit was compared to the then-baselined two burn transfer. The results of the three dimensional trajectory optimization performed include powered phase steering data and coast phase orbital element data. Time derivatives of the orbital elements as functions of thrust components were evaluated and used to explain the optimization's solution. Vehicle performance as a function of parking orbit inclination was given. Performance and orbital element data was provided for launch windows as functions of launch time. Ground track data was given for all burns and coasts including variation within the launch window. It was found that a Centaur with fully loaded propellant tanks could be flown from a 37 deg inclination low Earth parking orbit and achieve Molniya orbit with comparable performance to the baselined transfer which started from a 57 deg inclined orbit: 9,545 versus 9,552 lb of separated spacecraft weight, respectively. There was a significant reduction in the need for propellant launch time reserve for a 1 hr window: only 78 lb for the three burn transfer versus 320 lb for the two burn transfer. Conversely, this also meant that longer launch windows over more orbital revolutions could be done for the same amount of propellant reserve. There was no practical difference in ground tracking station or airborne assets needed to secure telemetric data, even though the geometric locations of the burns varied considerably. There was a significant adverse increase in total mission elapsed time for the three versus two burn transfer (12 vs. 1-1/4 hr), but could be accommodated by modest modifications to Centaur systems. Future applications were discussed. The three burn transfer was found to be a viable, arguably preferable, alternative to the two burn transfer.

Orbital trajectory design↗

Behavior of a Salt Water Solution Near the Critical Point Under Microgravity Conditions

The Supercritical Water Mixture (SCWM) experiment conducted on the International Space Station (ISS) is designed to study a salt-water solution in the vicinity of the critical transition with a test cell filled with Na2SO4 (aq) 0.5-w. This salt is a Type II salt which undergoes a dramatic decrease in solubility past waters critical point. The paper discusses the liquid-vapor-salt distribution in the test cell for subcritical, trans-critical, and supercritical regimes. In 0-g, the vapor-liquid interface manifests itself by the presence of a large single vapor bubble that is flattened between the two windows. In contrast with pure water, the vapor bubble remains centered in the test cell and is stable for temperatures up to Tc - 50 mK. The processes leading to critical transition during heat-up, as marked by the break-up of the vapor bubble, depends on the applied heating rate. For temperature ramps 1 mKmin, the bubble interface begins to breakup with the formation of a large number of smaller bubbles. For larger temperature ramps (10mKmin), temperature gradients arise in the cell pushing the bubble toward a window surface. As the critical threshold is crossed small variations in cell temperature ( 1 mK) cause an observable spatial variation in density. However, this spatial variation is not discernible as the temperature is increased further into the supercritical regime. The salt precipitation in the vicinity of the critical crossing appears to be heterogeneous in nature with precipitates observable on the cell windows. Direct imaging as well as light scattering indicate a hexagonal structure of the precipitated salt crystals in the near critical regime. The salt deposition is not fully reversible as the temperature is reduced due to window corrosion effects which traps some of the precipitated salt. Critical temperatures as high as 1.9 K above the value for pure water (647.25 K) have been measured. Finally, results on the critical transition phenomena in the presence of an imposed temperature gradient, demonstrating the remarkable stability of the central bubble, are also presented.

near-critical↗

SAGE III ISS Contamination Monitoring Package: Observations in Orbit

The Stratospheric Aerosol and Gas Experiment III (SAGE III) telescope and instrument assembly employ the methods of solar occultation and lunar occultation to retrieve near-global vertical profiles of atmospheric ozone, water vapor, nitrogen dioxide, aerosol extinctions, and other gaseous species and atmospheric state parameters. The SAGE III grating spectrometer measures light within the spectral range of 280 nm to 1037 nm at approximately 1 nm resolution, but retrievals in the Ultraviolet (UV) are particularly sensitive to contamination of the optical train. Therefore, a contamination door that contains a quartz optical window can be closed over the telescope aperture during periods of enhanced external contaminant flux. This optically transparent window permits continued science event acquisition at an acceptably diminished signal-to-noise ratio, which is expected to decline with ongoing accretion of contaminant material. To date, this impact has been short term, and science quality through the window returns to baseline performance after a contamination source is removed and spontaneous desorption removes material from the low-affinity quartz surface. Two Contamination Monitoring Packages (CMPs) consisting of eight Thermoelectric Quartz Crystal Microbalances (TQCMs) from QCM Research provide characterization and redundant monitoring of contaminant deposition from the 2π steradian solid angle on the payload side of the Expedite the Processing of Experiments to the Space Station (ExPRESS) Payload Adapter. CMP data are closely examined by the SAGE III team to determine when the contamination door should remain closed during science events and in what direction the instrument assembly scan head should stow when not acquiring science measurements. Additionally, should the CMPs indicate an unacceptable accretion rate, the ight computer will close the contamination door as part of the automatic fault detection system. Along with spectrometer measurements of the quartz window's transmission, the payload CMPs enable auditing of the mission contamination budget. The process of Thermogravimetric Analysis (TGA) can be used to help identify chemical constituents accreted on the CMP sensors. To be presented here along with an explanation of the CMP systems are the first two and a half years of observations of the contaminant deposition environment around the payload in quiescence and during special events like docking vehicles.

Tyler T Dawson↗

SAGE III/ISS Contamination Monitoring Package: Observations in Orbit

The Stratospheric Aerosol and Gas Experiment III (SAGE III) telescope and instrument assembly employ the methods of solar occultation and lunar occultation to retrieve near-global vertical profiles of atmospheric ozone, water vapor, nitrogen dioxide, aerosol extinctions, and other gaseous species and atmospheric state parameters. The SAGE III grating spectrometer measures light within the spectral range of 280 nm to 1037 nm at approximately 1 nm resolution, but retrievals in the Ultraviolet (UV) are particularly sensitive to contamination of the optical train. Therefore, a contamination door that contains a quartz optical window can be closed over the telescope aperture during periods of enhanced external contaminant flux. This optically transparent window permits continued science event acquisition at an acceptably diminished signal-to-noise ratio, which is expected to decline with ongoing accretion of contaminant material. To date, this impact has been short term, and science quality through the window returns to baseline performance after a contamination source is removed and spontaneous desorption removes material from the low-affinity quartz surface. Two Contamination Monitoring Packages (CMPs) consisting of eight Thermoelectric Quartz Crystal Microbalances (TQCMs) from QCM Research provide characterization and redundant monitoring of contaminant deposition from the 2pi steradian solid angle on the payload side of the Expedite the Processing of Experiments to the Space Station (ExPRESS) Payload Adapter. CMP data are closely examined by the SAGE III team to determine when the contamination door should remain closed during science events and in what direction the instrument assembly scan head should stow when not acquiring science measurements. Additionally, should the CMPs indicate an unacceptable accretion rate, the flight computer will close the contamination door as part of the automatic fault detection system. Along with spectrometer measurements of the quartz window's transmission, the payload CMPs enable auditing of the mission contamination budget. The process of Thermogravimetric Analysis (TGA) can be used to help identify chemical constituents accreted on the CMP sensors. To be presented here along with an explanation of the CMP systems are the first two and a half years of observations of the contaminant deposition environment around the payload in quiescence and during special events like docking vehicles.

Tyler T Dawson↗

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the IKP2 isokinetic evaporator probe, which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window ice crystal detector to the measurements made with the underwing and nose Ice Crystal Detectors The key findings were: 1) the Ice Crystal Detector total water content sensor ice water content efficiency factor was similar to previous estimates, but reduced with increased ice crystal median mass diameter; 2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values – although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and 3) the ice water content at the 17” standoff from the port window varied from about 50% to 3 times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

Aircraft Icing↗

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the IKP2 isokinetic evaporator probe, which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window ice crystal detector to the measurements made with the underwing and nose Ice Crystal Detectors The key findings were: 1) the Ice Crystal Detector total water content sensor ice water content efficiency factor was similar to previous estimates, but reduced with increased ice crystal median mass diameter; 2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values – although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and 3) the ice water content at the 17” standoff from the port window varied from about 50% to 3 times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

o Aircraft Icing↗

Simultaneous Ice Water Content Measurements at Multiple Locations on the NASA DC-8 Aircraft during the 2018 HIWC RADAR Flight Campaign

Ice water content measurements were made simultaneously at three locations on the NASA DC-8 in natural, glaciated conditions during the 2018 High Ice Water Content RADAR flight campaign. The purpose of these measurements was to further evaluate efficiency factors of hot-wire total water content probes in glaciated conditions and investigate the enhancement of ice crystal concentrations near fuselage surfaces due to flow field inertial effects, and ice crystals impacting the nose, breaking up, and flowing downstream. The total water content measurements were made using either Science Engineering Associates Ice Crystal Detectors or Robust Probes. Three common sensors were mounted on an underwing canister considered to be in near free-flow conditions, a standoff from a fuselage window, and the nose of the fuselage near the pitot probes. The Ice Crystal Detector concave total water content sensor and Robust Probe sensor collection and retention efficiencies were evaluated through comparisons with the underwing Ice Crystal Detector and Robust Probe measurements to the Isokinetic Probe version 2 (IKP2), which provided the reference ice water content measurement. Local ice water content at the nose position was evaluated by comparing ratios of the nose and underwing ice crystal detectors to the IKP2. Local ice water content at the window-standoff location was also evaluated by comparing total water content sensor measurements from the window probes to the measurements made with the underwing and nose probes. The key findings were: (1) the Ice Crystal Detector concave water content sensor efficiency factor to glaciated conditions was similar to previous estimates, but reduced with increased ice crystal median mass diameter; (2) the ice water content at the fuselage nose location near the DC-8 pitot probes was approximately 2.5 times the freestream values—although this estimate is affected by a higher probe efficiency factor due to smaller particles in the debris cloud from impacts upstream of the probe; and (3) the ice water content at the 17 in. standoff from the port window varied from about 50 percent to nearly three times freestream values in a complicated manner. Similar measurement locations are not uncommon on cloud research aircraft, where ice particle measurements may be subject to similar uncertainties.

Aircraft Icing↗

Modular low cost trackerless spectral sensor

A photodiode sensor device and systems. The photodiode sensor device includes a housing portion. The housing portion includes a cylindrical enclosure. A window is disposed at a first end of the housing portion. A filter wheel is within the housing portion. A motor positioned within the housing is adjacent the filter wheel opposite the window. The motor is attached to the filter wheel. A photodiode sensor within the housing portion intermediate the first photodiode sensor and the window. The first photodiode sensor receives filtered light incident on the window and transmit a signal associated with sensed parameters of the filtered light. Also, a hemispherical dome for diffusing the light to a collimating lens has a grating, a focusing lens, and a linear detector array. An exit port transmits light to the collimating lens. The sensor array is opposite the grating for sensing the diffused light.

14 SOLAR ENERGY↗

Fundamentals of Polymer Crystallization in Laser Powder Bed Fusion for New Material Screening

Although laser powder bed fusion (PBF/LB) was one of the first industrially viable additive manufacturing (AM) methods for end-use part production, polyamides remain grossly dominant at both the commercial- and researchscale. The research community continues to develop and refine “rapid screening” methods for evaluating the suitability of a new polymer for PBF/LB. The so-called “SLS Process Window,” which is the difference between melting and crystallization temperature measured at 10 K min-1 as originally outlined in the patent literature, is perhaps the most often reported screening method. Although perhaps appropriate as part of a larger study, the simplistic guidelines put forth by the “SLS Process Window” are not sufficiently scientifically rigorous to understand how crystallization kinetics affects successful 3D printing. The common understanding of the SLS Process Window omits details from published theories of polymer crystallization. as evidenced by published assumptions and methods in PBF/LB process modeling papers. The authors explain polymer crystallization in the PBF/LB process context and propose replacing the “process window” with crystallization halftime and physical gelation for new material screening. These measurements better represent behavior critical for ensuring a lengthy coexistence of solid powder and molten polymer affecting warp-free parts.

CHATHAM, CAMDEN A.↗

Interface gasket for building envelope

A gasket assembly for attaching a window to a panel opening includes an inner frame, an outer frame, and an elastic material connecting the inner frame to the outer frame. The elastic material extends contiguously and circumferentially to couple the outer frame to the inner frame. The outer frame and inner frame can include gap flanges and the elastic material can include opposing lateral side portions. The gap flanges are embedded in the lateral side portions of the elastic material. The outer frame includes connecting structure for coupling of the outer frame to the panel opening. The inner frame includes a connecting structure for coupling of the gasket assembly to the window. The gasket assembly is configured to support the window in the panel opening and form a seal between the panel opening and the window. A method of making a gasket assembly is also disclosed.

Aaron, Adam M.↗

Liquid Interfacial Electron Microscopy Identifies Nanogalvanic Corrosion in Pearlitic Steel

The nanoscale mechanisms of localized corrosion in low carbon steels have remained elusive due to the complexity of studying the degradative material behavior at nanoscale solid-liquid interfaces. We identified various steps in the nanogalvanic corrosion processes using in-situ liquid-cell scanning transmission electron microscopy (STEM) using a microfluidic holder by Hummingbird Scientific. Initial work, performed at low magnification, identified the initiation point on a 1018 low-carbon steel surface. This initiation point was determined to be a triple junction of two ferrite grains bridging a cementite grain in contact with a baseline electrolyte of 6 uM CO2 dissolved in a buffered (2.78 uM Na2SO4) aqueous solution, pH 6.1. The pre-etched low-carbon steel surface was prepared using focused ion beam lift-out procedures to extract a cross-section of the low-carbon steel surface, which then was thinned to about 150 nm and transferred to a SiN membrane microfluidic window. The transfer was made using a lift-out needle to attach the low-carbon steel lamella to the corner of the SiN window, and then Pt/C deposition held the lamella in contact with the window while it was released from the lift out needle. To identify the triple point on the low carbon steel lamella, prior to attachment on the SiN window, the sample was characterized for compositional variations with energy dispersive x-ray spectroscopy mapping, grain orientation and phase mapping with precession electron diffraction, and thickness mapping with energy filtered transmission electron microscopy. This pre-characterization prior to the in-situ experiment provided a map of the multiphase and multigrain structure, where the in-situ liquid cell imaging provided a clear understanding of the initiation point on the sample. These data were cross-correlated to paint a holistic picture of the triple junction site, enabling low electron-fluence in-situ snapshot imaging to avoid dominating the native corrosion reactions with effects from the incident electron beam. This initial result identified that localized, nanogalvanic corrosion at the phase interface was the dominant corrosion process in the low-carbon steel, so we next targeted the observation of an array of these nanogalvanic features phase boundaries in a pearlite grain. Near-surface ferrite/cementite phase interfaces that typify pearlitic low-carbon steel were extracted, pre-characterized, and imaged for the in-situ corrosion processes. The sample was a cross-section from a pearlite grain, with alternating ferrite and cementite grains that extended microns down from the pre-etched low-carbon steel pipe surface. After contact with a buffered aqueous solution, the phase boundaries between the ferrite and cementite began to dissolve, with observable material loss and thickness changes in the dark-field and bright-field STEM images. Within minutes, the corrosion front proceeded deeper into the material, claiming a thin layer of ferrite around all exposed phase boundaries before progressing laterally into the ferrite matrix, converting the ferrite to corrosion product normal to each buried cementite grain. Formation of the corrosion product causes a volumetric expansion, creating a lateral wedging force that mechanically ejects the cementite grains from their grooves and leaves behind percolation channels into the steel substructure. Rapid and deleterious, this nanogalvanic corrosion pathway represents an important target for understanding and preventing run-away degradation in this common building material. Observation of this corrosion mechanism was enabled by the combination of pre-characterization using standard structural, grain, and compositional analysis in the TEM, which provides maps for understanding the reaction propagation captured in low-dose, in-situ, liquid-cell STEM.

corrosion↗