Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Shell effects”

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

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

At least 1,171 records · Page 65

Synergism of Saturn, Enceladus and Titan and Formation of HCNO Prebiotic Molecules

Saturn as a system has two very exotic moons Titan and Enceladus. Titan, taking in energy from Saturn's magnetosphere, solar UV irradiation, and cosmic rays, can make HCN based molecules as discussed in earlier paper by Raulin and Owen. Space radiation effects at both moons, and as coupled by the Saturn magnetosphere, could cause an unexpected series of events potentially leading to prebiotic chemical evolution at Titan with HCNO from magnetospheric oxygen as the new ingredient. The "Old Faithful" model suggests that Enceladus, highly irradiated by Saturn magnetospheric electrons and thus having a source of chemical energy from radiolytic gas production, has episodic ejections of water vapor, carbon dioxide, and various hydrocarbons into Saturn's magnetosphere. The hydrocarbons do not survive transport through the plasma environment, but oxygen ions from Enceladus water molecules become the dominant ion species in the outer magnetosphere. At Titan, Cassini discovered that 1) keV oxygen ions, evidently from Enceladus, are bombarding Titan's upper atmosphere and 2) heavy positive and negative ions exist in significant abundances within Titan's upper atmosphere. Initial models of heavy ion formation in Titan's upper atmosphere invoked polymerization of aromatics such as benzenes and their radicals to make polycyclic aromatic hydrocarbons (PAH) , while a more recent model by Sittler et al., has raised the possibility of carbon chains forming from the polymerization of acetylene and its radicals to make fullerenes. Laboratory measurements indicate that fullerenes, which are hollow carbon shells, can trap keV oxygen ions. Clustering of the fullerenes with aerosol mixtures from PAHs and the dominant nitrogen molecules could form larger aerosols enriched in trapped oxygen. Aerosol precipitation could then convey these chemically complex structures deeper into the atmosphere and to the moon surface. Ionizing solar UV, magnetospheric electron, and galactic cosmic ray irradiation would provide further energy for processing into more complex organic forms. Further ionizing irradiation from cosmic rays deep in the atmosphere "tho lin" molecules are produced with all the molecular components present from which prebiotic organic molecules can form. This synergy of Saturn system, exogenic irradiation, and molecular processes provides a potential pathway for accumulation of prebiotic chemistry on the surface of Titan. Since fullerenes are also thought to exist in interstellar space, similar processes may also occur there to seed molecular clouds with prebiotic chemical species. We will also discuss possible future laboratory experiments that could be done to investigate fullerene formation at Titan and the trapping of oxygen in fullerenes.

Sittler, Edward C.↗

TPSAS-NF1676L-32920-DND

In June 2019, a full-scale crash test of a Fokker F28 Fellowship aircraft will be conducted at NASA Langley Research Center?s Landing and Impact Research (LandIR) Facility. The F28 is a high-performance twin-turbo fan narrow-body aircraft with seating in a 3+2 configuration. The MK4000 variant, used in this test, is capable of carrying up to 85 passengers on medium range routes. The F28 was first type certified by the Federal Aviation Administration (FAA) in 1969 and now the majority of the F28 fleet has retired from service in the United States. In 2016, the FAA and NASA Langley Research Center (LaRC) signed an interagency agreement for conducting a research program to obtain test data that will support the development of airframe level crash requirements for transport category airplanes [1]. The objectives of the full-scale crash test can be divided into six categories: (1) To compare and contrast responses in identical aircraft undergoing vertical only to combined vertical and horizontal loading conditions, (2) To examine the effects of horizontal loading on aircraft structure during a crash event, (3) To generate data for the use in calibration of computer modelling efforts, (4) To generate data from onboard Anthropomorphic Test Devices (ATDs) for the evaluation of injury, (5) To obtain data from experimental seats, and (6) To obtain data from new and novel ATD designs including Warrior Injury Assessment MANikin (WIAMan) [2], Test device for Human Occupant Response (THOR), and other newly developed child ATDs. The focus of this presentation will be to document finite element model development of the full-scale F28 aircraft and to present preliminary test-analysis predictions. NASA obtained the full-scale F28 aircraft, plus three fuselage sections and two sets of wings with funding through the NASA Aviation Safety Program in 1998. In addition to the hardware, NASA purchased a full NASTRAN model of the airframe that had been developed by the Dutch manufacturer, Fokker. Beginning in 2016, the NASTRAN model was converted to LS-DYNA? [4, 5] format and modified by combining parts, adding missing parts of internal structure, and including ballast for loading weights, etc. It contains: 89,223 nodes; 24,065 beam elements; 55,404 shell elements; 29,044 solid elements; 740 parts; 80 material definitions; and, 46 Constrained Nodal Rigid Bodies (CNRBs). The aircraft model will be executed in LSDYNA to simulate the test article impact onto a 2-ft.-high bed of soil under combined velocity conditions of 70-ft/s forward and 30-ft/s vertical velocity. Pre-test simulation predictions will be generated and correlated with test data.

Karen E Jackson↗

An Object Model for a Rocket Engine Numerical Simulator

Rocket Engine Numerical Simulator (RENS) is a packet of software which numerically simulates the behavior of a rocket engine. Different parameters of the components of an engine is the input to these programs. Depending on these given parameters the programs output the behaviors of those components. These behavioral values are then used to guide the design of or to diagnose a model of a rocket engine "built" by a composition of these programs simulating different components of the engine system. In order to use this software package effectively one needs to have a flexible model of a rocket engine. These programs simulating different components then should be plugged into this modular representation. Our project is to develop an object based model of such an engine system. We are following an iterative and incremental approach in developing the model, as is the standard practice in the area of object oriented design and analysis of softwares. This process involves three stages: object modeling to represent the components and sub-components of a rocket engine, dynamic modeling to capture the temporal and behavioral aspects of the system, and functional modeling to represent the transformational aspects. This article reports on the first phase of our activity under a grant (RENS) from the NASA Lewis Research center. We have utilized Rambaugh's object modeling technique and the tool UML for this purpose. The classes of a rocket engine propulsion system are developed and some of them are presented in this report. The next step, developing a dynamic model for RENS, is also touched upon here. In this paper we will also discuss the advantages of using object-based modeling for developing this type of an integrated simulator over other tools like an expert systems shell or a procedural language, e.g., FORTRAN. Attempts have been made in the past to use such techniques.

Mitra, D.↗

The Rapid Evolution of the Exciting Star of the Stingray Nebula

Context: SAO244567, the exciting star of the Stingray nebula, is rapidly evolving. Previous analyses suggested that it has heated up from an effective temperature of about 21 kK in 1971 to over 50 kK in the 1990s. Canonical post-asymptotic giant branch evolution suggests a relatively high mass while previous analyses indicate a low-mass star. Aims: A comprehensive model-atmosphere analysis of UV and optical spectra taken during 1988-2006 should reveal the detailed temporal evolution of its atmospheric parameters and provide explanations for the unusually fast evolution. Methods: Fitting line profiles from static and expanding non-LTE model atmospheres to the observed spectra allowed us to study the temporal change of effective temperature, surface gravity, mass-loss rate, and terminal wind velocity. In addition, we determined the chemical composition of the atmosphere. Results: We find that the central star has steadily increased its effective temperature from 38 kK in 1988 to a peak value of 60 kK in 2002. During the same time, the star was contracting, as concluded from an increase in surface gravity from log g = 4.8 to 6.0 and a drop in luminosity. Simultaneously, the mass-loss rate declined from log(M/M (solar mass) yr (exp −1)) = −9.0 to −11.6 and the terminal wind velocity increased from v (infinity) = 1800 km s (exp −1) to 2800 km s (exp −1). Since around 2002, the star stopped heating and has cooled down again to 55 kK by 2006. It has a largely solar surface composition with the exception of slightly subsolar carbon, phosphorus, and sulfur. The results are discussed by considering different evolutionary scenarios. Conclusions: The position of SAO244567 in the log T (sub eff) -log g plane places the star in the region of sdO stars. By comparison with stellar-evolution calculations, we confirm that SAO244567 must be a low-mass star (M < 0.55 solar mass). However, the slow evolution of the respective stellar evolutionary models is in strong contrast to the observed fast evolution and the young planetary nebula with a kinematical age of only about 1000 years. We speculate that the star could be a late He-shell flash object. Alternatively, it could be the outcome of close-binary evolution. Then SAO244567 would be a low-mass (0.354 solar mass) helium pre-white dwarf after the common-envelope phase, during which the planetary nebula was ejected.

Stingray↗

Fuel Flexible Gas Turbine Combustor Flametube Facility Upgraded

In fiscal year 2003, test cell 23 of the Research Combustion Laboratory (RCL 23) at the NASA Glenn Research Center was upgraded with the addition of gaseous hydrogen as a working propellant and the addition of a 450-psig air-supply system. Test flexibility was further enhanced by upgrades to the facility control systems. RCL 23 can now test with gaseous hydrogen flow rates up to 0.05 lbm/sec and jet fuel flow rates up to 0.62 lbm/sec. Research airflow rates up to 3 lbm/sec are possible with the 450-psig supply system over a range of inlet temperatures. Nonvitiated, heated air is supplied from a shell and tube heat exchanger. The maximum nonvitiated facility air temperature is 1100 F at 1.5 lbm/sec. Research-section exhaust temperatures are limited to 3200 F because of material and cooling capacity limits. A variety of support systems are available depending on the research hardware configuration. Test section ignition can be provided via either a hydrogen air torch system or an electronic spark system. Emissions measurements are obtained with either pneumatically or electromechanically actuated gas sample probes, and the electromechanical system allows for radial measurements at a user-specified axial location for measurement of emissions profiles. Gas analysis data can be obtained for a variety of species, including carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NO and NOx), oxygen (O2), unburnt hydrocarbons, and unburnt hydrogen. Facility control is accomplished with a programmable logic control system. Facility operations have been upgraded to a system based on graphical user interface control screens. A data system is available for real-time acquisition and monitoring of both measurements in engineering units and performance calculations. The upgrades have made RCL 23 a highly flexible facility for research into low emissions gas turbine combustor concepts, and the flame tube configuration inherently allows for a variety of fuel nozzle configurations to be tested in a cost-effective manner. RCL 23 is poised to be a leading facility for developing modern low-emission fuel nozzles for use with jet fuel and alternative fuels.

Little, James E.↗

Effect of Ring Current Ions on Electromagnetic Ion Cyclotron Wave Dispersion Relation

Electromagnetic ion cyclotron (EMIC) waves are widely observed in the inner and outer magnetosphere, at geostationary orbit, at high latitudes along the plasmapause, and at the ionospheric altitudes. Interaction of the Ring Current (RC) ions and EMIC waves causes ion scattering into the loss cone and leads to decay of the RC, especially during the main phase of storms when the RC decay times of about one hour or less are observed. The oblique EMIC waves damp due to Landau resonance with the thermal plasmaspheric electrons, and subsequent transport of the dissipating wave energy into the ionosphere below causes an ionosphere temperature enhancement. Induced scattering of these waves by the plasmaspheric thermal ions leads to ion temperature enhancement, and forms a so-called hot zone near the plasmapause where the temperature of core plasma ions can reach tens of thousands of degrees. Relativistic electrons in the outer radiation belt also interact well with the EMIC waves, and during the main and/or recovery phases of the storms these electrons can easily be scattered into the loss cone over a time scale from several hours to a day. The plasma density distribution in the magnetosphere and the ion content play a critical role in EMIC wave generation and propagation, but the wave dispersion relation in the known RC-EMIC wave interaction models is assumed to be determined by the thermal plasma distribution only. In these models, the modification of the EMIC wave dispersion relation caused by the RC ions is not taken into account, and the RC ions are only treated as a source of free energy in order to generate EMIC waves. At the same time, the RC ions can dominate the thermal magnetospheric content in the night MLT sector at great L shells during the main and/or recovery storm phase. In this study, using our self-consistent RC-EMIC wave model [Khazanov et al., 2006], we simulate the May 1998 storm in order to quantify the global EMIC wave redistribution caused by taking into account the RC ions in the EMIC wave dispersion relation. The dramatic wave pattern redistribution is observed in the postdusk-predawn MLT sector (night sector) for L greater than 5. We found the intense EMIC waves (about a few nT) there during the main and early recovery phases of the storm. The observed wave generation in this sector is caused by taking into account the EMIC wave dispersion change due to the RC ions. There are no waves at these locations in our model if the RC ions are taken into account in the wave growth rate only, and the wave dispersion relation is only governed by the thermal plasmaspheric model.

Gamayunov, K. V.↗

Development of a knoweledge-based system for validating finite element models

The finite element modeling of an airframe structure requires knowledge of general purpose programs such as NASTRAN as well as a detailed understanding of the airframe structure. Due to the sophistication of general purpose programs such as NASTRAN, a substantial investment in time and effort is required to gain expertise in using them effectively. This paper describes the development of an expert system used in the validation of NASTRAN based finite element models. Experts in the NASTRAN based finite element modeling of airframe structures were interviewed to document, understand, and represent their knowledge and reasoning in the expert system. Finite element stress analysis and internal loads reports generated by the experts were reviewed to determine expert resolution of problem areas. As a result, areas requiring expert assistance in the modeling of the airframe structures were identified. The finite element input data is represented as a set of 'facts'. A rule based representation is used to code the expert knowledge. A hierarchical set of rules are applied. The expert system first acts as an intelligent front end to insure that all the prerequisites needed to perform the analysis are present. This includes material properties, boundary conditions, and connectivity information. The next step examines if incompatible sets of elements are connected. The succeeding step examines if the specific airframe component is modeled by the appropriate set of elements. The next and final step examines if the airframe members used are adequate to represent the anticipated state of stress. The expert system is designed to inform the user the severity of the error, the likely consequence and possible remedial action. The shell used in the development of the expert system is CLIPS. CLIPS contains a forward chaining inference engine based on the Rete algorithm. CLIPS may be implemented on most personal computers as well as mini computers and mainframes. The approach taken is general and can be implemented using commercially available expert system shells.

Munir, N. I.↗

A Simulation Atlas of Tidal Features in Galaxies

Detailed simulations of tidally induced structure in disk galaxies have either concentrated on specific systems or consisted of a few encounters with relatively small numbers of particles and no self-gravity. Observers need a 'dictionary' of simulations that covers many encounter parameters with fine morphological resolution and includes effects of self-gravitation. Observers can then search the dictionary for the parameters that best match a particular observed morphology. Alternatively, the dictionary can be used with observational samples for statistical studies of system parameters. To fill this need, we present a survey of model tidal encounters using a self-gravitating, 180,000 particle, two-component ('stars' and 'gas') disk. A wide variety of fascinating morphologies results. There are 86 different encounters that vary orbit tilt, perigalacticon distance, galaxy to companion mass ratio, and the amount of halo dark matter relative to the disk. For morphological comparisons, over 1700 images of the entire survey are available in video form. While there is a rich variety of tidal structure covering much of this parameter space, some general patterns may be remarked. There is a strong orbital inclination dependence of the symmetry of tidal patterns, most symmetric for planar orbits and nearly one-sided for polar encounters. Retrograde encounters produce only broad fanlike global patterns, but rich small-scale internal structure. In both kinds of encounter, our numerical resolution allows us to track internal spiral structure driven by the outer material arms, especially in the lighter halo simulations. We note also that polar encounters generate series of expanding, essentially non-rotating loops resembling shell structures in some respects.

Howard, Sethanne↗

Auroral, Ionospheric and Ground Magnetic Signatures of Magnetopause Surface Modes

Surface waves on Earth's magnetopause have a controlling effect upon global magnetospheric dynamics. Since spacecraft provide sparse in situ observation points, remote sensing these modes using ground-based instruments in the polar regions is desirable. However, many open conceptual questions on the expected signatures remain. Therefore, we provide predictions of key qualitative features expected in auroral, ionospheric, and ground magnetic observations through both magnetohydrodynamic theory and a global coupled magnetosphere-ionosphere simulation of a magnetopause surface eigenmode. These show monochromatic oscillatory field-aligned currents (FACs), due to both the surface mode and its non-resonant Alfvén coupling, are present throughout the magnetosphere. The currents peak in amplitude at the equatorward edge of the magnetopause boundary layer, not the open-closed boundary as previously thought. They also exhibit slow poleward phase motion rather than being purely evanescent. We suggest the upward FAC perturbations may result in periodic auroral brightenings. In the ionosphere, convection vortices circulate the poleward moving FAC structures. Finally, surface mode signals are predicted in the ground magnetic field, with ionospheric Hall currents rotating perturbations by approximately (but not exactly) 90° compared to the magnetosphere. Thus typical dayside magnetopause surface modes should be strongest in the East-West ground magnetic field component. Overall, all ground-based signatures of the magnetopause surface mode are predicted to have the same frequency across L-shells, amplitudes that maximize near the magnetopause's equatorward edge, and larger latitudinal scales than for field line resonance. Implications in terms of ionospheric Joule heating and geomagnetically induced currents are discussed.

M. O. Archer↗

Insights Developed Into the Damage Mechanism of Teflon FEP Thermal Control Material on the Hubble Space Telescope

Metalized Teflon FEP (DuPont; fluorinated ethylene propylene) thermal control material on the Hubble Space Telescope (HST) has been found to degrade in the space environment. Teflon FEP thermal control blankets retrieved during the first servicing mission were found to be embrittled on solar-facing surfaces and to contain microscopic cracks (the FEP surface is exposed to the space environment). During the second servicing mission, astronauts noticed that the FEP outer layer of the multilayer insulation blanketing covering the telescope was cracked in many locations. Large cracks were observed on the light shield, forward shell, and equipment bays. A tightly curled piece of cracked FEP from the light shield was retrieved during the second mission. This piece was severely embrittled, as witnessed by ground testing. A Failure Review Board was organized by NASA Goddard Space Flight Center to determine the mechanism causing the multilayer insulation degradation. This board included members of the Electro-Physics Branch of the NASA Glenn Research Center at Lewis Field. Density measurements of the retrieved materials obtained under the review board's investigations indicated that FEP from the first servicing mission was essentially unchanged from pristine FEP but that the second servicing mission FEP had increased in density in comparison to pristine FEP (ref. 1). The results were consistent with crystallinity measurements taken using x-ray diffraction and with results from solid-state nuclear magnetic resonance tests (see the table and ref. 1). Because the second servicing mission FEP was embrittled and its density and crystallinity had increased in comparison to pristine FEP, board researchers expected that the first servicing mission FEP, which was also embrittled, would also have increased in crystallinity and density, but it did not. Because the retrieved second servicing mission material curled while in space, it experienced a higher temperature extreme during thermal cycling (estimated at 200 C) than the first servicing mission material (estimated at 50 C). Therefore, Glenn initiated and conducted an investigation of the effects of heating pristine FEP and FEP that had been exposed on the Hubble Space Telescope. Samples of pristine and first and second servicing mission FEP were heated to 200 C and evaluated for changes in density and morphology. We hoped that the results would help explain why FEP degrades in the Hubble Space Telescope space environment.

deGroh, Kim K.↗

The x ray reflectivity of the AXAF VETA-I optics

The x-ray reflectivity of the VETA-I optic, the outermost shell of the AXAF x-ray telescope, with a bare Zerodur surface, is measured and compared with theoretical predictions. Measurements made at energies of 0.28, 0.9, 1.5, 2.1, and 2.3 keV are compared with predictions based on ray trace calculations. The data were obtained at the x-ray calibrations facility at Marshall Space Flight Center with an electron impact x-ray source located 528 m from the grazing incidence mirror. The source used photoelectric absorption filters to eliminate bremsstrahlung continuum. The mirror has a diameter of 1.2 m and a focal length of 10 m. The incident and reflected x-ray flux are detected using two proportional counters, one located in the incident beam of x-rays at the entrance aperture of the VETA-I, and the other in the focal plane behind an aperture of variable size. Results on the variation of the reflectivity with energy as well as the absolute value of the reflectivity are presented. We also present a synchrotron reflectivity measurement with high energy resolution over the range 0.26 to 1.8 keV on a flat Zerodur sample, done at NSLS. We present evidence for contamination of the flat by a thin layer of carbon on the surface, and the possibility of alteration of the surface composition of the VETA-I mirror perhaps by the polishing technique. The overall agreement between the measured and calculated effective area of VETA-I is between 2.6 percent and 10 percent, depending on which model for the surface composition is adopted. Measurements at individual energies deviate from the best-fitting calculation to 0.3 to 0.8 percent, averaging 0.6 percent at energies below the high energy cutoff of the mirror reflectivity, and are as high as 20.7 percent at the cutoff. We also discuss the approach to the final preflight calibration of the full AXAF flight mirror.

Kellogg, Edwin M.↗

Insulation-Testing Cryostat With Lifting Mechanism

The figure depicts selected aspects of an apparatus for testing thermal-insulation materials for cryogenic systems at temperatures and under vacuum or atmospheric conditions representative of those encountered in use. This apparatus, called "Cryostat-100," is based on the established cryogen-boil-off calorimeter method, according to which the amount of heat that passes through an insulation specimen to a cryogenic fluid in a container, and thus the effective thermal conductance of the specimen, is taken to be proportional to the amount of the cryogenic fluid that boils off from the container. The design of Cryostat-100 is based partly on, and incorporates improvements over, the design of a similar prior apparatus called "Cryostat-1" described in "Improved Methods of Testing Cryogenic Insulation Materials" (KSC-12107 & KSC- 12108), NASA Tech Briefs, Vol. 24, No. 12 (December 2000), page 46. The design of Cryostat-100 also incorporates the best features of two other similar prior apparatuses called "Cryostat-2" (also described in the cited prior article) and "Cryostat- 4." Notable among the improvements in Cryostat-100 is the addition of a lifting mechanism that enables safe, rapid, reliable insertion and removal of insulation specimens and facilitates maintenance operations that involve lifting. As in Cryostat-1, the cold mass is a vertical stainless-steel cylindrical vessel subdivided into a larger measurement vessel with smaller thermal-guard vessels at both ends. During operation, all three vessels are kept filled with liquid nitrogen near saturation at ambient pressure (temperature .77.4 K). The cold mass of Cryostat-100 has a length of 1 m and diameter of 168 mm. Each specimen has a corresponding nominal length and inner diameter and a nominal thickness of 25.4 mm. Specimens that are shorter and have thicknesses between 0 and 50 mm are also acceptable. Bulk-fill, foam, clam-shell, multilayer insulation, and layered materials can be tested over a very wide range of thermal transmission: apparent thermal conductivity from 0.01 to 60 mW/m-K and heat flux from 0.1 to 500 W/sq m. A test in Cryostat-100 can be conducted at any desired gas pressure between ambient atmospheric pressure at one extreme and a vacuum with residual pressure <10(exp -5) torr (<1.33 10(exp -3) Pa) at the other extreme. The residual gas (and purge gas) is typically nitrogen, but can be any suitable purge gas (e.g., helium, argon, or carbon dioxide). Usually, the temperature on the warm boundary of the insulation specimen is maintained near the ambient value (approximately 293 K), while the boiling of liquid nitrogen at atmospheric pressure in the cold mass maintains the temperature on the cold boundary of the specimen at approximately 77 K.

Fesmire, James↗

Far-infrared emission from dusty ellipticals

The incidence of dust lanes in elliptical galaxies has been estimated at approx. 40 percent by Sadler and Gerhard (1985), although the observed fraction is lower because of inclination effects. A similar percentage of ellipticals has been detected by the Infrared Astronomy Satellite (IRAS) at 100 microns (Knapp et al. 1989); these have far-infrared colors expected for emission from cool dust (S sub 60 micron/S sub 100 micron approx. 1/3). For the far-infrared detected galaxies, neither L sub 100 microns/L sub B nor L sub 60 microns/L sub 100 microns are very dependent on dust content, suggesting that the source of the infrared luminosity is the same in both cases; and hence that dust is responsible even when not detected optically. Despite this indication, L sub 100 microns does not prove to be a good indicator of the quantity of cool interstellar matter in elliptical galaxies, as measured by the mass of neutral hydrogen. There even exist several examples of ellipticals with dust, strong 100 micron flux density and sensitive limits on HI mass (Walsh et al. in preparation). Chief reasons for the lack of correlation include the existence of other important sources of far-IR power in ellipticals, such as nonthermal continuum emission extending from longer wavelengths in flat spectrum radio sources (Golombek, Miley and Neugebauer 1988); and the fact that far-infrared luminosity per unit dust mass is extremely sensitive to the temperature of the ambient radiation field, which is not accurately known. In addition to having their appearance distorted by dust, several ellipticals also show such features as shells, box-shaped isophotes or inner disks. These may be signatures of past mergers, which could also add to the ISM content of the system.

Walsh, Duncan↗

Spacecraft Onboard Software Maintenance: An Effective Approach which Reduces Costs and Increases Science Return

Flight software (FSW) is a mission critical element of spacecraft functionality and performance. When ground operations personnel interface to a spacecraft, they are dealing almost entirely with onboard software. This software, even more than ground/flight communications systems, is expected to perform perfectly at all times during all phases of on-orbit mission life. Due to the fact that FSW can be reconfigured and reprogrammed to accommodate new spacecraft conditions, the on-orbit FSW maintenance team is usually significantly responsible for the long-term success of a science mission. Failure of FSW can result in very expensive operations work-around costs and lost science opportunities. There are three basic approaches to staffing on-orbit software maintenance, namely: (1) using the original developers, (2) using mission operations personnel, or (3) assembling a Center of Excellence for multi-spacecraft on-orbit FSW support. This paper explains a National Aeronautics and Space Administration, Goddard Space Flight Center (NASA/GSFC) experience related to the roles of on-orbit FSW maintenance personnel. It identifies the advantages and disadvantages of each of the three approaches to staffing the FSW roles, and demonstrates how a cost efficient on-orbit FSW Maintenance Center of Excellence can be established and maintained with significant return on the investment.

Shell, Elaine M.↗

Benefits to the Europa Clipper Mission Provided by the Space Launch System

The National Aeronautics and Space Administration's (NASA's) proposed Europa Clipper mission would provide an unprecedented look at the icy Jovian moon, and investigate its environment to determine the possibility that it hosts life. Focused on exploring the water, chemistry, and energy conditions on the moon, the spacecraft would examine Europa's ocean, ice shell, composition and geology by performing 32 low-altitude flybys of Europa from Jupiter orbit over 2.3 years, allowing detailed investigations of globally distributed regions of Europa. In hopes of expediting the scientific program, mission planners at NASA's Jet Propulsion Laboratory are working with the Space Launch System (SLS) program, managed at Marshall Space Flight Center. Designed to be the most powerful launch vehicle ever flown, SLS is making progress toward delivering a new capability for exploration beyond Earth orbit. The SLS rocket will offer an initial low-Earth-orbit lift capability of 70 metric tons (t) beginning with a first launch in 2017 and will then evolve into a 130 t Block 2 version. While the primary focus of the development of the initial version of SLS is on enabling human exploration missions beyond low Earth orbit using the Orion Multi-Purpose Crew Vehicle, the rocket offers unique benefits to robotic planetary exploration missions, thanks to the high characteristic energy it provides. This paper will provide an overview of both the proposed Europa Clipper mission and the Space Launch System vehicle, and explore options provided to the Europa Clipper mission for a launch within a decade by a 70 t version of SLS with a commercially available 5-meter payload fairing, through comparison with a baseline of current Evolved Expendable Launch Vehicle (EELV) capabilities. Compared to that baseline, a mission to the Jovian system could reduce transit times to less than half, or increase mass to more than double, among other benefits. In addition to these primary benefits, the paper will also explore secondary effects, such as the elimination of the need to design for hot inner-solar-system conditions and gain permits for a radioisotope thermoelectric generator fly-by of Earth, are provided by the use of a direct trajectory transit instead of a more time-consuming gravitational-assist trajectory.

Creech, Stephen D.↗

SPARROW: Steam Propelled Autonomous Retrieval Robot for Ocean Worlds

The Steam Propelled Autonomous Retrieval Robot (SPARROW) for Ocean Worlds was a Phase I mission concept study funded under the NASA NIAC program. This report represents the findings of that study and recommendations for future work. SPARROW, envisioned as a soccer ball-sized payload to a primary lander mission, is a propulsively hopping robot for the exploration of Europa's rugged, icy surface. A multi-thruster, passively gimballed robot within a protective, spherical shell, SPARROW is able to freely rotate, self-right, and tumble over chaotic terrains. Europa's abundant surface ice would be harvested as an in situ propellant source. The principal objective of SPARROW is to increase the science return of a Europa landed asset by enabling access to distal, spatially distributed geologic units. The design of mobility systems for Europa is challenging, due in part to its almost entirely unconstrained surface topography and strength. Images returned by Voyager and Galileo yielded resolutions on the order of hundreds of meters per pixel, with localized regions reaching 6 meters per pixel—still far larger than a typical rover. A key benefit of SPARROW's hopping, impact-tolerant design, is that it eliminates the need for a priori information regarding terrain topography and surface strength; no surface reaction forces are required for motion. In this context, SPARROW is believed to be entirely terrain agnostic. In this report we detail the results of three study objectives: i) to quantify the energy required to collect surface ice, change its phase, and maintain propellant temperature, ii) to identify control and estimation strategies that enable SPARROW to successfully reach, and return from, regions of scientific interest, and iii) to characterize the impact of SPARROW's range on likely science return. Five water-based propellant architectures are presented alongside their mass, power, and volume requirements. Monte Carlo simulations of SPARROW hopping and tumbling over 1 km of glacial ice are summarized, characterizing SPARROW's sensitivity to uncertainty in: initial pose, thrust profile, and vehicle-terrain interaction. A science traceability matrix is presented, which details the effect of sortie range on three science goals: constraining Europa's evolutionary morphology, assessing sub-surface ocean habitability, and searching for life and/or biosignatures.

Autonomous↗

Composition of interstellar clouds in the disk and halo. 2: Gamma(sup 2) Velorum

High-resolution observations of gamma(sup 2) Vel with the Goddard High-Resolution Spectrograph (GHRS) echelle on the Hubble Space Telescope reveal the presence of seven narrow absorption components, with LSR velocities between -23 and +9 km s(exp -1). Three of these show column density ratios N(S(++))/N(S(+)) and N(P(++))/N(P+)) of about 1 or more, and can be identified as H II regions, while the other four are H I regions, consistent with the O I profile and with the overall H(sup 0) column density of 5.9 x 10(exp 19) cm(exp -2), given the usual assumptions that S is undepleted while O has a depletion D(O) = -0.3 dex. The depletions of Fe, Si, and Mn, which could be measure accurately for two of the four H I regions (components 6 and 7), differ somewhat from the values of D(sub ws) found for slowly moving warm clouds in HD 93521; in particular, for the component at 4.0 km s(exp -1) (No. 6), abosolute of D exceeds absolute of D(sub ws) by 0.1-0.4 dex, while for that at 9.3 km s(exp -1) (No. 7), absolute of D equals absolute of D(sub ws) on the average. The observed ratio of Fe + Mg atoms to Si atoms in the grains of component 6 is 2.04 +/-0.10, consistent with an olivine grain composition; the Fe/Mg ratio is 1.5 +/- 0.2. The electron density in component 6, determined from the C II(sup *) feature, is 0.075 +/- 0.013 cm (exp -3), about two-thirds of that found for clouds of this velocity in HD 93521. In the two conspicuous H II regions, components 3 and 4, n(sub e), determined from the Si II(sup *) feature, is about 1 cm(exp -3). From the column density of S(+) + S(++) in these two components, the total H II path length is about 40 pc. With the radius of a wind-blown bubble around gamma(sup 2) Vel set equal to 60 pc, the effective Stromgren radius is about 100 pc, requiring that T approx. equal to 50,000 K for the Wolf-Rayet component of the gamma(sup 2) Vel binary. Since zeta Pup is a comparable source of ionizing radiation, this temperature is an upper limit. The profiles of the strongest H2 absorption features, from Copernicus archives, indicate that the absorbing molecules have a mean velocity identical with that of the strongest H II component (No. 4). We have no explanation for the possible presence of these H2 molecules in a region of ionized H. Alternatively, the H2 profiles can be explained by molecules in the two adjacent (in velocity) H I regions, components 2 and 5, provided their H I gas has densities and temperatures typical of normal cold clouds. The GHRS data show absorption by highly ionized atoms Si(3+) and C(3+), N(4+) in broad features, in addition to the narrow-line absorption by Si(3+) and C(3+) observed in the dominant H II components, Nos. 3 and 4. The broad C(3+) and N(4+) features have widths corresponding to T in the range (4-8) x 10(exp 5) K, consistent with the broad O(5+) line shown in Copernicus data. Despite some observational uncertainties, the ratios of column densities in the broad C(3+), N(4+), and O(5+) features agree to +/- 0.1 dex with theoretical values for warm gas, heating and evaporating by thermal conduction from an adjacent hot region. Outward evaporation from an isolated cloud in a hot ambient gas cannot be distinguished, on the basis of these data, from inward evaporation of a warm shell, compressed by an expanding, hot stellar-wind bubble. For several halo stars, the C IV/O VI ratio has a quite different average value, perhaps consistent with cooling of infalling hot gas instead of conductive heating and evaporation.

Fitzpatrick, Edward L.↗

Radial Clearance Found To Play a Key Role in the Performance of Compliant Foil Air Bearings

Compliant foil air bearings are at the forefront of the Oil-Free turbomachinery revolution, which supports gas turbine engines with hydrodynamic bearings that use air instead of oil as the working fluid. These types of bearings have been around for almost 50 years and have found a home in several commercial applications, such as in air cycle machines, turbocompressors, and microturbines, but are now being aggressively pursued for use in small and midrange aircraft gas turbine engines. Benefits include higher operating speeds and temperatures, lower maintenance costs, and greater reliability. The Oil-Free Turbomachinery team at the NASA Glenn Research Center is working to foster the transition of Oil-Free technology into gas turbine engines by performing in-house experiments on foil air bearings in order to gain a greater insight into their complex operating principles. A research program recently undertaken at Glenn focused on the concept of radial clearance and its influence on bearing performance. The tests were conducted on foil bearings with different radial clearances. As defined for a foil bearing, radial clearance is a measure of the small amount of shaft radial motion that is present from play that exists in the elastic support structure, such as between the top and bump foils and the bump foils and bearing shell (see the drawing). With an insufficient amount of radial clearance, the bearing imparts a high preload on the shaft, which when excessive, can reduce the loadcarrying capability of the bearing. On the other hand, systems using foil bearings with excessive radial clearance may experience rotordynamic instabilities because of low bearing preload. Therefore, without a more thorough understanding of radial clearance, it is difficult to accurately predict the performance of a given bearing design. The test program demonstrated that there is a direct correlation between radial clearance and the performance of foil air bearings. As shown in the graph, an optimum radial clearance exists that will maximize the amount of load that the bearing is capable of supporting. With respect to this optimum, two different performance regimes were observed that are a function of the amount of radial clearance. Tests showed that bearings with radial clearances below the optimum in regime I were susceptible to sudden seizure, a failure mode indicative of thermal runaway caused by high preload. The high preload is in response to an insufficient amount of radial clearance available to accommodate the thermal growth of the bearing and shaft. However, radial clearances greater than the optimum in regime II resulted in low bearing preloads that did not cause any heat-related problems, and the failure mode was due to fluid-film breakdown. In fact, bearings operating with radial clearances twice as much as the optimum suffered a decrease in the maximum load capacity of only about 20 percent. Therefore, special attention has to be given to the range of operating conditions expected in the bearing/shaft system since changes in temperature, centrifugal, and hydrodynamic effects can all affect radial clearance. This enhanced understanding of foil air bearing behavior will greatly aid our efforts to transition Oil-Free technology to future aircraft engines.

Radil, Kevin C.↗