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The construction and processing of four test lasers are discussed, and the test results are assessed. Tests show that the best performance was obtained from cathodes made from internally oxidized Ag-Cu alloys or pure Cu. Due to the cold cathode technology developments, sealed-off 1 w CO2 lasers with gas volumes of only 50 cu cm were duplicated, and have performed satisfactorily for more than 6000 hours.
Energy technology concerning photovoltaic conversion, solar thermal conversion systems, and electrical power distribution processing is discussed. The manufacturing processes involving solar cells and solar array production are summarized. Resource issues concerning gallium arsenides and silicon alternatives are reported. Collector structures for solar construction are described and estimates in their service life, failure rates, and capabilities are presented. Theories of advanced thermal power cycles are summarized. Power distribution system configurations and processing components are presented.
The advent of Very Large Scale Integration (VLSI) technology has rendered the gate level model impractical for many simulation activities critical to the design automation process. As an alternative, an approach to the modeling of VLSI devices at the chip level is described, including the specification of modeling language constructs important to the modeling process. A model structure is presented in which models of the LSI devices are constructed as single entities. The modeling structure is two layered. The functional layer in this structure is used to model the input/output response of the LSI chip. A second layer, the fault mapping layer, is added, if fault simulations are required, in order to map the effects of hardware faults onto the functional layer. Modeling examples for each layer are presented. Fault modeling at the chip level is described. Approaches to realistic functional fault selection and defining fault coverage for functional faults are given. Application of the modeling techniques to single chip and bit slice microprocessors is discussed.
A large cosmic ray detector aimed at measurements of the energy spectra and of the elemental abundances of cosmic ray nuclei at very high energies, up to several TeV/nucleon was constructed. The instrument is an electronic counter telescope with a geometric factor of 5 sq ster. It accomplishes measurements of the particle energies through the use of gas Cerenkov counters and of transition radiation detectors. The solutions of a number of technological problems that are encountered when developing such instrumentation for Shuttle missions are discussed.
A study was performed to develop the definition of a structural flight experiment for a large precision segmented reflector that would utilize the Space Station. The objective of the study was to use the Large Deployable Reflector (LDR) baseline configuration for focusing on experiment definition activity which would identify the Space Station accommodation requirements and interface constraints. Results of the study defined three Space Station based experiments to demonstrate the technologies needed for an LDR type structure. The basic experiment configurations are the same as the JPL baseline except that the primary mirror truss is 10 meters in diameter instead of 20. The primary objectives of the first experiment are to construct the primary mirror support truss and to determine its structural and thermal characteristics. Addition of the optical bench, thermal shield and primary mirror segments and alignment of the optical components occur on the second experiment. The structure will then be moved to the payload pointing system for pointing, optical control and scientific optical measurement for the third experiment.
The scope of this task is to perform a comparative analysis of the various Environmental Control Life Support System (ECLSS) options for different growth scenarios. The Space Station Freedom ECLSS design and existing ground-based clean room facilities are used as a baseline for comparison. Specifically addressed here are the ground based clean room facilities at the Marshall Space Flight Center (MSFC). Given here is an evaluation of the facilities, equipment, technologies, and procedures used to maintain specified environments in typical aerospace industrial areas. Twenty-five specific clean rooms are evaluated. The objectives were to collect, compare, and catalog data for each specified facility in the areas of engineering and design, construction materials, work stations, contamination control, particulate elimination, entry systems, and instrumentation, and to make recommendations concerning enhancements required to assure an efficient and orderly evolution of MSFC clean room environmental control facilities.
The Advanced Subsonic Combustion Rig (ASCR), a unique, state-of-the-art facility for conducting combustion research, is located at the NASA Lewis Research Center in Cleveland, Ohio. The ASCR, which was nearing completion at the close of 1995, will be capable of simulating the very high pressure and high temperature conditions that are expected to exist in future, advanced subsonic gas turbine (jet) engines. Future environmental regulations will require much cleaner burning (more environmentally friendly) aircraft engines. The ASCR is critical to the development of these cleaner engines. It will allow NASA and U.S. aircraft engine industry researchers to identify and test promising clean-burning gas turbine engine combustion concepts under the pressure and temperature conditions that are expected for those future engines. Combustion processes will be investigated for a variety of next-generation aircraft engine sizes, including engines for large, long-range aircraft (with typical trip lengths of about 3000 mi) and for regional aircraft (with typical trip lengths of about 400 mi). The ASCR design was conceived and initiated in 1993, and fabrication and construction of the rig, including the buildup of an advanced control room, took place throughout 1994 and 1995. In early 1996, the ASCR will be operational for obtaining research data. The ASCR is an intricate part of the NASA Advanced Subsonic Technology Propulsion Program, which is aimed at developing technologies critical to the next generation of gas turbine engines. This effort is in collaboration with the U.S. aircraft gas turbine engine industry. A goal of the Advanced Subsonic Technology Propulsion Program is to develop combustion concepts and technologies that will result in gas turbine engines that produce 50 percent less nitrous oxide (NO_x) pollutants than current engines do. This facility is unique in its capability to simulate advanced subsonic engine pressure, temperature, and air flow rate conditions. Specifically, it will provide operating temperatures up to 3000 F and pressures up to 60 atm. Under these conditions, researchers will obtain detailed combustion temperatures, pressures, and flow velocities as well as the chemical compositions of the combustion exhaust. Researchers also will be able to obtain data by using nonintrusive laser diagnostic techniques. The ASCR facility will be used to test fundamental combustion configurations (flametubes) for detailed study of combustion processes, to test sectors of gas turbine combustors to study the process in configurations more like those of aircraft engines, and in some cases to test full annular combustors.
The Virtual Laboratory (VL) was to be an integral part of the database service that NASA provided to the international community, and for a brief period the VL was fully operational in the CAWAPI facet of the AVT-113 task group. This chapter details how one can construct a VL and also some of the lessons learned along the way that required changes to be made. The VL was to support both the CAWAPI and VFE-2 facets but due to the lack of funding and sufficient Information Technology (IT) support people with the right skills, the VFE-2 facet only reached the advanced planning stage with little software in place. However, both efforts point out the value of a VL in a task group like AVT-113 and illustrate that there needs to be a budgeted item for the IT effort to bring the VL to full operational status in each application.
Over a decade of work has been conducted in the development of NASA's Hypersonic Inflatable Aerodynamic Decelerator (HIAD) deployable aeroshell technology. This effort has included multiple ground test campaigns and flight tests culminating in the HIAD project's second generation (Gen-2) aeroshell system. The HIAD project team has developed, fabricated, and tested stacked-torus inflatable structures (IS) with flexible thermal protection systems (F-TPS) ranging in diameters from 3-6m, with cone angles of 60 and 70 deg. To meet NASA and commercial near term objectives, the HIAD team must scale the current technology up to 12-15m in diameter. The HIAD project's experience in scaling the technology has reached a critical juncture. Growing from a 6m to a 15m class system will introduce many new structural and logistical challenges to an already complicated manufacturing process. Although the general architecture and key aspects of the HIAD design scale well to larger vehicles, details of the technology will need to be reevaluated and possibly redesigned for use in a 15m-class HIAD system. These include: layout and size of the structural webbing that transfers load throughout the IS, inflatable gas barrier design, torus diameter and braid construction, internal pressure and inflation line routing, adhesives used for coating and bonding, and F-TPS gore design and seam fabrication. The logistics of fabricating and testing the IS and the F-TPS also become more challenging with increased scale. Compared to the 6m aeroshell (the largest HIAD built to date), a 12m aeroshell has four times the cross-sectional area, and a 15m one has over six times the area. This means that fabrication and test procedures will need to be reexamined to account for the sheer size and weight of the aeroshell components. This will affect a variety of steps in the manufacturing process, such as: stacking the tori during assembly, stitching the structural webbing, initial inflation of tori, and stitching of F-TPS gores. Additionally, new approaches and hardware will be required for handling and ground testing of both individual tori and the fully assembled HIADs. There are also noteworthy benefits of scaling up the HIAD aeroshell to 15m-class system. Two complications in working with handmade textiles structures are the non-linearity of the materials and the role of human accuracy during fabrication. Larger, more capable, HIAD structures should see much larger operational loads, potentially bringing the structural response of the materials out of the non-linear regime and into the preferred linear response range. Also, making the reasonable assumption that the magnitude of fabrication accuracy remains constant as the structures grow, the relative effect of fabrication errors should decrease as a percentage of the textile component size. Combined, these two effects improve the predictive capability and the uniformity of the structural response for a 12-15m class HIAD. In this paper, the challenges and associated mitigation plans related to scaling up the HIAD stacked-torus aeroshell to a 15m class system will be discussed. In addition, the benefits of enlarging the structure will be further explored.
Over a decade of work has been conducted in the development of NASAs Hypersonic Inflatable Aerodynamic Decelerator (HIAD) deployable aeroshell technology. This effort has included multiple ground test campaigns and flight tests culminating in the HIAD projects second generation (Gen-2) aeroshell system. The HIAD project team has developed, fabricated, and tested stacked-torus inflatable structures (IS) with flexible thermal protection systems (F-TPS) ranging in diameters from 3-6m, with cone angles of 60 and 70 deg. To meet NASA and commercial near term objectives, the HIAD team must scale the current technology up to 12-15m in diameter. Therefore, the HIAD projects experience in scaling the technology has reached a critical juncture. Growing from a 6m to a 15m-class system will introduce many new structural and logistical challenges to an already complicated manufacturing process.Although the general architecture and key aspects of the HIAD design scale well to larger vehicles, details of the technology will need to be reevaluated and possibly redesigned for use in a 15m-class HIAD system. These include: layout and size of the structural webbing that transfers load throughout the IS, inflatable gas barrier design, torus diameter and braid construction, internal pressure and inflation line routing, adhesives used for coating and bonding, and F-TPS gore design and seam fabrication. The logistics of fabricating and testing the IS and the F-TPS also become more challenging with increased scale. Compared to the 6m aeroshell (the largest HIAD built to date), a 12m aeroshell has four times the cross-sectional area, and a 15m one has over six times the area. This means that fabrication and test procedures will need to be reexamined to ac-count for the sheer size and weight of the aeroshell components. This will affect a variety of steps in the manufacturing process, such as: stacking the tori during assembly, stitching the structural webbing, initial inflation of tori, and stitching of F-TPS gores. Additionally, new approaches and hardware will be required for handling and ground testing of both individual tori and the fully assembled HIADs.There are also noteworthy benefits of scaling up the HIAD aeroshell to a 15m-class system. Two complications in working with handmade textile structures are the non-linearity of the material components and the role of human accuracy during fabrication. Larger, more capable, HIAD structures should see much larger operational loads, potentially bringing the structural response of the material components out of the non-linear regime and into the preferred linear response range. Also, making the reasonable assumption that the magnitude of fabrication accuracy remains constant as the structures grow, the relative effect of fabrication errors should decrease as a percentage of the textile component size. Combined, these two effects improve the predictive capability and the uniformity of the structural response for a 12-15m HIAD.In this presentation, a handful of the challenges and associated mitigation plans will be discussed, as well as an update on current 12m aeroshell manufacturing and testing that is addressing these challenges
NASA Ames Research Center is home to several high-fidelity research flight and air-traffic control simulation facilities which, together with an experienced workforce, produce high-quality research data and findings that have proven to be applicable in the real world. These assets include the Vertical Motion Simulator (VMS), Crew Vehicle Systems Research Facility (CVSRF), Future Flight Central (FFC) air traffic control tower simulator, and several air-traffic control (ATC) simulators. The VMS combines a high-fidelity simulation capability with an adaptable simulation environment, enabling customization for numerous human-in-the-loop research applications. The distinctive feature of the VMS is its unparalleled large amplitude, high-fidelity motion capability. In over 30 years of continuous operation, the VMS has contributed significantly to the body of knowledge in a range of disciplines directly benefiting several aerospace programs and flight safety, including the design and development of flight control systems for the Joint Strike Fighter, Space Shuttle Orbiter, and rotorcraft. It continues to be used for researching new vehicle configurations, vehicle control and safety, transfer-of-training, etc., by NASA, other government agencies, and Industry.The CVSRF includes two motion-based flight simulators: a Boeing 747-400 full flight simulator and the reconfigurable Advanced Concepts Flight Simulator (ACFS). These simulators are primarily used to research air-traffic management concepts and procedures, advanced navigation and avionics concepts, and cockpit human factors. FFC is a full-sized control tower simulator with a 360-degree external field-of-view display system and reconfigurable system architecture. FFC and the ATC simulators are used for testing air-traffic management automation and decision support tools and demonstrate their feasibility in a realistic environment prior to technology transfer for implementation in the National Airspace System (NAS).To support integrated simulations and flight-tests for NASA's Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) Project, NASA developed a distributed test environment incorporating Live, Virtual, Constructive, (LVC) concepts. Development of the software enabling the LVC is conducted primarily at the Distributed Simulation Research Lab (DSRL) at NASA Ames. The LVC components provide the core infrastructure supporting simulation of UAS operations by integrating live and virtual aircraft in a realistic air traffic environment. This provides the ability to conduct tests more efficiently by promoting the use of existing distributed assets. The LVC infrastructure was used in several human-in-the-loop simulations to evaluate acceptance of Detect and Avoid (DAA) advisories used by UAS pilots to maintain well clear of other virtual traffic and to negotiate maneuvers with air traffic control. It is currently being used to support testing of self-separation algorithms between unmanned and manned aircraft in live flight. Further simulations with more comprehensive air traffic scenarios mixing live and virtual aircraft is planned.In the current fiscal environment, maintaining and upgrading these high-fidelity simulation assets and retaining the skilled workforce necessary to meet future research needs is the primary non-technical challenge.
On January 14, 2004, the President of the United States unveiled a new vision for robotic and human exploration of space entitled, "A Renewed Spirit of Discovery". As stated by the President in the Vision for Space Exploration (VSE), NASA must "... implement a sustained and affordable human and robotic program to explore the solar system and beyond " and ".. .develop new technologies and harness the moon's abundant resources to allow manned exploration of more challenging environments." A key to fulfilling the goal of sustained and affordable human and robotic exploration will be the ability to use resources that are available at the site of exploration to "live off the land" instead of bringing everything from Earth, known as In-Situ Resource Utilization (ISRU). ISRU can significantly reduce the mass, cost, and risk of exploration through capabilities such as: mission consumable production (propellants, fuel cell reagents, life support consumables, and feedstock for manufacturing & construction); surface construction (radiation shields, landing pads, walls, habitats, etc.); manufacturing and repair with in-situ resources (spare parts, wires, trusses, integrated systems etc.); and space utilities and power from space resources. On January 27th, 2004 the President's Commission on Implementation of U.S. Space Exploration Policy (Aldridge Committee) was created and its final report was released in June 2004. One of the report's recommendations was to establish special project teams to evaluate enabling technologies, of which "Planetary in situ resource utilization" was one of them. Based on the VSE and the commission's final report, NASA established fifteen Capability Roadmap teams, of which ISRU was one of the teams established. From Oct. 2004 to May 2005 the ISRU Capability Roadmap team examined the capabilities, benefits, architecture and mission implementation strategy, critical decisions, current state-of-the-art (SOA), challenges, technology gaps, and risks of ISRU for future human Moon and Mars exploration. This presentation will provide an overview of the ISRU capability, architecture, and implementation strategy examined by the ISRU Capability Roadmap team, along with a top-level review of ISRU benefits, resources and products of interest, and the current SOA in ISRU processes and systems. The presentation will also highlight the challenges of incorporating ISRU into future missions and the gaps in technologies and capabilities that need to be filled to enable ISRU.
Human exploration off planet is severely limited by the cost of launching materials into space and by re-supply. Thus materials brought from Earth must be light, stable and reliable at destination. Using traditional approaches, a lunar or Mars base would require either transporting a hefty store of metals or heavy manufacturing equipment and construction materials for in situ extraction; both would severely limit any other mission objectives. Long-term human space presence requires periodic replenishment, adding a massive cost overhead. Even robotic missions often sacrifice science goals for heavy radiation and thermal protection. Biology has the potential to solve these problems because life can replicate and repair itself, and perform a wide variety of chemical reactions including making food, fuel and materials. Synthetic biology enhances and expands life's evolved repertoire. Using organisms as feedstock, additive manufacturing through bioprinting will make possible the dream of producing bespoke tools, food, smart fabrics and even replacement organs on demand. This new approach and the resulting novel products will enable human exploration and settlement on Mars, while providing new manufacturing approaches for life on Earth.
The emergence and maturation of wireless communication technologies continue to transform the aviation industry and are enabling new solutions to challenges faced by NASA’s Advanced Air Mobility (AAM) initiative. AAM is leading towards high-density autonomous aircraft operations in areas underserved by traditional aviation, such as over densely populated urban centers. In this paper, we build on concepts from Smart Spaces - where sensing, processing, and communication are embedded in an environment, and agents are operating within the space can exploit these capabilities in real-time through collaborative information sharing networks. Building from these concepts, we propose a framework to enable a dynamic, topologically-adaptive, and distributed estimation system for man-rated aviation to address challenges faced by autonomous AAM operations. This paper presents the initial concept of operations and system design for this framework, presents a mathematical formulation for abstraction of the problem, identifies requirements and constraints for operation, and presents algorithmic constructs and mathematical formalisms to demonstrate operation. The proposed framework will be evaluated on a regional AAM flight scenario and will focus on two initial applications: (1) GPS-free navigation supporting precision approach and landing (PAL), and (2) surveillance and conformance monitoring of aircraft in vertiport airspaces. Such approaches show promise in addressing gaps in current technologies needed to enable future AAM concepts, while promising greater capabilities, performance, robustness, and safety over current aviation systems and operations.
Solar array power systems for the space construction base are discussed. Nickel cadmium and nickel hydrogen batteries are equally attractive relative to regenerative fuel cell systems at 5 years life. Further evaluation of energy storage system life (low orbit conditions) is required. Shuttle and solid polymer electrolyte fuel cell technology appears adequate; large units (approximately four times shuttle) are most appropriate and should be studied for a 100 KWe SCB system. A conservative NiH2 battery DOD (18.6%) was elected due to lack of test data and offers considerable improvement potential. Multiorbit load averaging and reserve capacity requirements limit nominal DOD to 30% to 50% maximum, independent of life considerations.
The performance of materials for construction and in contact with molten silicon for crystal growth is presented. The basis for selection considers physical compatibility, such as thermal expansion and strength, as well as chemical compatibility as indicated by contamination of the silicon. A number of new high technology materials are included as well as data on those previously used. Emphasis is placed on the sources and processing of such materials in that results are frequently dependent on the way a material is prepared as well as its intrinsic constituents.
NASA-Lewis has developed wavelength-multiplexed digital position fiber-optics transducers for use in aircraft control systems. A prototype LED-powered rotary encoder for a commercial aircraft turbofan engine is under construction which will have 8-bit resolution and an operational temperature in the 90 C range. A compact electrooptics module is also under development which will be able to withstand gas turbine environments. A second-generation device will incorporate integrated photonics technologies to increase optical power margin.
The Center for High Angular Resolution Astronomy (CHARA) was established in the College of Arts and Sciences at Georgia State University in 1984 with the goals of designing, constructing, and then operating a facility for very high spatial resolution astronomy. The interest in such a facility grew out of the participants' decade of activity in speckle interferometry. Although speckle interferometry continues to provide important astrophysical measurements of a variety of objects, many pressing problems require resolution far beyond that which can be expected from single aperture telescopes. In early 1986, CHARA received a grant from the National Science Foundation which has permitted a detailed exploration of the feasibility of constructing a facility which will provide a hundred-fold increase in angular resolution over what is possible by speckle interferometry at the largest existing telescopes. The design concept for the CHARA Array was developed initially with the contractural collaboration of United Technologies Optical Systems, Inc., in West Palm Beach, Florida, an arrangement that expired in August 1987. In late November 1987, the Georgia Tech Research Institute joined with CHARA to continue and complete the design concept study. Very high-resolution imaging at optical wavelengths is clearly coming of age in astronomy. The CHARA Array and other related projects will be important and necessary milestones along the way toward the development of a major national facility for high-resolution imaging--a true optical counterpart to the Very Large Array. Ground-based arrays and their scientific output will lead to high resolution facilities in space and, ultimately, on the Moon.