Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “START Program”

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 1,405 records · Page 78

Perl Modules for Constructing Iterators

The Iterator Perl Module provides a general-purpose framework for constructing iterator objects within Perl, and a standard API for interacting with those objects. Iterators are an object-oriented design pattern where a description of a series of values is used in a constructor. Subsequent queries can request values in that series. These Perl modules build on the standard Iterator framework and provide iterators for some other types of values. Iterator::DateTime constructs iterators from DateTime objects or Date::Parse descriptions and ICal/RFC 2445 style re-currence descriptions. It supports a variety of input parameters, including a start to the sequence, an end to the sequence, an Ical/RFC 2445 recurrence describing the frequency of the values in the series, and a format description that can refine the presentation manner of the DateTime. Iterator::String constructs iterators from string representations. This module is useful in contexts where the API consists of supplying a string and getting back an iterator where the specific iteration desired is opaque to the caller. It is of particular value to the Iterator::Hash module which provides nested iterations. Iterator::Hash constructs iterators from Perl hashes that can include multiple iterators. The constructed iterators will return all the permutations of the iterations of the hash by nested iteration of embedded iterators. A hash simply includes a set of keys mapped to values. It is a very common data structure used throughout Perl programming. The Iterator:: Hash module allows a hash to include strings defining iterators (parsed and dispatched with Iterator::String) that are used to construct an overall series of hash values.

Tilmes, Curt↗

A Coupled fcGCM-GCE Modeling System: A 3D Cloud Resolving Model and a Regional Scale Model

Recent GEWEX Cloud System Study (GCSS) model comparison projects have indicated that cloud-resolving models (CRMs) agree with observations better than traditional single-column models in simulating various types of clouds and cloud systems from different geographic locations. Current and future NASA satellite programs can provide cloud, precipitation, aerosol and other data at very fine spatial and temporal scales. It requires a coupled global circulation model (GCM) and cloud-scale model (termed a super-parameterization or multi-scale modeling framework, MMF) to use these satellite data to improve the understanding of the physical processes that are responsible for the variation in global and regional climate and hydrological systems. The use of a GCM will enable global coverage, and the use of a CRM will allow for better and ore sophisticated physical parameterization. NASA satellite and field campaign cloud related datasets can provide initial conditions as well as validation for both the MMF and CRMs. The Goddard MMF is based on the 2D Goddard Cumulus Ensemble (GCE) model and the Goddard finite volume general circulation model (fvGCM), and it has started production runs with two years results (1998 and 1999). Also, at Goddard, we have implemented several Goddard microphysical schemes (21CE, several 31CE), Goddard radiation (including explicity calculated cloud optical properties), and Goddard Land Information (LIS, that includes the CLM and NOAH land surface models) into a next generation regional scale model, WRF. In this talk, I will present: (1) A Brief review on GCE model and its applications on precipitation processes (microphysical and land processes), (2) The Goddard MMF and the major difference between two existing MMFs (CSU MMF and Goddard MMF), and preliminary results (the comparison with traditional GCMs), (3) A discussion on the Goddard WRF version (its developments and applications), and (4) The characteristics of the four-dimensional cloud data sets (or cloud library) stored at Goddard.

Tao, Wei-Kuo↗

A Coupled GCM-Cloud Resolving Modeling System, and A Regional Scale Model to Study Precipitation Processes

Recent GEWEX Cloud System Study (GCSS) model comparison projects have indicated that cloud-resolving models (CRMs) agree with observations better than traditional single-column models in simulating various types of clouds and cloud systems from different geographic locations. Current and future NASA satellite programs can provide cloud, precipitation, aerosol and other data at very fine spatial and temporal scales. It requires a coupled global circulation model (GCM) and cloud-scale model (termed a super-parameterization or multi-scale modeling framework, MMF) to use these satellite data to improve the understanding of the physical processes that are responsible for the variation in global and regional climate and hydrological systems. The use of a GCM will enable global coverage, and the use of a CRM will allow for better and more sophisticated physical parameterization. NASA satellite and field campaign cloud related datasets can provide initial conditions as well as validation for both the MMF and CRMs. The Goddard MMF is based on the 2D Goddard Cumulus Ensemble (GCE) model and the Goddard finite volume general circulation model (fvGCM), and it has started production runs with two years results (1998 and 1999). Also, at Goddard, we have implemented several Goddard microphysical schemes (21CE, several 31CE), Goddard radiation (including explicitly calculated cloud optical properties), and Goddard Land Information (LIS, that includes the CLM and NOAH land surface models) into a next generation regional scale model, WRF. In this talk, I will present: (1) A brief review on GCE model and its applications on precipitation processes (microphysical and land processes), (2) The Goddard MMF and the major difference between two existing MMFs (CSU MMF and Goddard MMF), and preliminary results (the comparison with traditional GCMs), and (3) A discussion on the Goddard WRF version (its developments and applications).

Tao, Wei-Kuo↗

A Coupled GCM-Cloud Resolving Modeling System, and a Regional Scale Model to Study Precipitation Processes

Recent GEWEX Cloud System Study (GCSS) model comparison projects have indicated that cloud-resolving models (CRMs) agree with observations better than traditional single-column models in simulating various types of clouds and cloud systems from different geographic locations. Current and future NASA satellite programs can provide cloud, precipitation, aerosol and other data at very fine spatial and temporal scales. It requires a coupled global circulation model (GCM) and cloud-scale model (termed a super-parameterization or multi-scale modeling framework, MMF) to use these satellite data to improve the understanding of the physical processes that are responsible for the variation in global and regional climate and hydrological systems. The use of a GCM will enable global coverage, and the use of a CRM will allow for better and more sophisticated physical parameterization. NASA satellite and field campaign cloud related datasets can provide initial conditions as well as validation for both the MMF and CFWs. The Goddard MMF is based on the 2D Goddard Cumulus Ensemble (GCE) model and the Goddard finite volume general circulation model (fvGCM), and it has started production runs with two years results (1 998 and 1999). In this talk, I will present: (1) A brief review on GCE model and its applications on precipitation processes (microphysical and land processes), (2) The Goddard MMF and the major difference between two existing MMFs (CSU MMF and Goddard MMF), and preliminary results (the comparison with traditional GCMs), and (3) A discussion on the Goddard WRF version (its developments and applications).

Tao, Wei-Kuo↗

A Coupled GCM-Cloud Resolving Modeling System, and A Regional Scale Model to Study Precipitation Processes

Recent GEWEX Cloud System Study (GCSS) model comparison projects have indicated that cloud-resolving models (CRMs) agree with observations better than traditional single-column models in simulating various types of clouds and cloud systems from different geographic locations. Current and future NASA satellite programs can provide cloud, precipitation, aerosol and other data at very fine spatial and temporal scales. It requires a coupled global circulation model (GCM) and cloud-scale model (termed a super-parameterization or multi-scale modeling framework, MMF) to use these satellite data to improve the understanding of the physical processes that are responsible for the variation in global and regional climate and hydrological systems. The use of a GCM will enable global coverage, and the use of a CRM will allow for better and more sophisticated physical parameterization. NASA satellite and field campaign cloud related datasets can provide initial conditions as well as validation for both the MMF and CRMs. The Goddard MMF is based on the 2D Goddard Cumulus Ensemble (GCE) model and the Goddard finite volume general circulation model (fvGCM), and it has started production runs with two years results (1 998 and 1999).

Tao, Wei-Kuo↗

Parametric Flutter Analysis of the TCA Configuration and Recommendation for FFM Design and Scaling

The current HSR Aeroelasticity plan to design, build, and test a full span, free flying transonic flutter model in the TDT has many technical obstacles that must be overcome for a successful program. One technical obstacle is the determination of a suitable configuration and point in the sky to use in setting the scaling point for the ASE models program. Determining this configuration and point in the sky requires balancing several conflicting requirements, including model buildability, tunnel test safety, and the ability of the model to represent the flutter mechanisms of interest. As will be discussed in detail in subsequent sections, the current TCA design exhibits several flutter mechanisms of interest. It has been decided that the ASE models program will focus on the low frequency symmetric flutter mechanism, and will make no attempt to investigate high frequency flutter mechanisms. There are several reasons for this choice. First, it is believed that the high frequency flutter mechanisms are similar in nature to classical wing bending/torsion flutter, and therefore there is more confidence that this mechanism can be predicted using current techniques. The low frequency mode, on the other hand, is a highly coupled mechanism involving wing, body, tail, and engine motion which may be very difficult to predict. Second, the high frequency flutter modes result in very small weight penalties (several hundred pounds), while suppression of the low frequency mechanism inside the flight envelope causes thousands of pounds to be added to the structure. In order to successfully test the low frequency flutter mode of interest, a suitable starting configuration and point in the sky must be identified. The configuration and point in the sky must result in a wind tunnel model that (1) represents the low-frequency wing/body/engine/empennage flutter mechanisms that are unique to HSCT configurations, (2) flutters at an acceptably low frequency in the tunnel, (3) flutters at an acceptably low dynamic pressure in the tunnel, (4) allows sufficient weight for model buildability without inordinately high cost, and (5) has significant separation between the target flutter mechanism and other, potentially catastrophic, flutter mechanisms.

Baker, Myles↗

Full-Scale Turbofan Engine Noise-Source Separation Using a Four-Signal Method

Contributions from the combustor to the overall propulsion noise of civilian transport aircraft are starting to become important due to turbofan design trends and expected advances in mitigation of other noise sources. During on-ground, static-engine acoustic tests, combustor noise is generally sub-dominant to other engine noise sources because of the absence of in-flight effects. Consequently, noise-source separation techniques are needed to extract combustor-noise information from the total noise signature in order to further progress. A novel four-signal source-separation method is applied to data from a static, full-scale engine test and compared to previous methods. The new method is, in a sense, a combination of two- and three-signal techniques and represents an attempt to alleviate some of the weaknesses of each of those approaches. This work is supported by the NASA Advanced Air Vehicles Program, Advanced Air Transport Technology Project, Aircraft Noise Reduction Subproject and the NASA Glenn Faculty Fellowship Program.

Combustor Noise↗

Relationship of Global Precipitation Measurement (GPM) Mission to Global Change Research

In late 2001, the Global Precipitation Measurement (GPM) mission was approved as a new start by the National Aeronautics and Space Administration (NASA). This new mission is motivated by a number of scientific questions that are posed over a range of space and time scales that generally fall within the discipline of the global water and energy cycle (GWEC). Recognizing that satellite rainfall datasets are now a foremost tool for understanding global climate variability out to decadal scales and beyond, for improving weather forecasting, and for producing better predictions of hydrometeorological processes including short-term hazardous flooding and seasonal fresh water resources assessment, a comprehensive and internationally sanctioned global measuring strategy has led to the GPM mission. The GPM mission plans to expand the scope of rainfall measurement through use of a multi-member satellite constellation that will be contributed by a number of world nations. This talk overviews the GPM scientific research program that has been fostered within NASA, then focuses on scientific progress that is being made in various research areas in the course of the mission formulation phase that are of interest to the global change scientific community. This latter part of the talk addresses research issues that have become central to the GPM science implementation plan concerning: (1) the rate of global water cycling through the atmosphere and surface and the relationship of precipitation variability to the sustained rate of the water cycle; (2) the relationship between climate change and cloud macrophysical- microphysical processes; and (3) the general improvement in measuring precipitation at the fundamental microphysical level that will take place during the GPM era and an explanation of how these improvements are expected to come about.

Smith, Eric A.↗

Design Limit Loads and Verification Approach for the TESS Observatory

The Transiting Exoplanet Survey Satellite (TESS) is a NASA Explorer mission. The TESS Observatory is scheduled to launch on Falcon 9 in April 2018. This presentation covers the process used to define and update design limit loads for the observatory, instrument, and components throughout the life of the program. The limit loads that drove the need for a SoftRide isolation system are highlighted. The testing performed to qualify the observatory for launch loads at the instrument and observatory level is also detailed. In addition, exchanges with the launch vehicle provider in terms of loads predictions and hardware for test are discussed along with the associated issues encountered and lessons learned. The loads development and verification success on TESS was a team effort. Orbital ATK is the spacecraft provider, NASA GSFC provides project management and technical oversight, the instrument is managed by MIT Kavli Institute and the instrument cameras are built and tested by MIT Lincoln Laboratory. Since the instrument was designed in parallel with the spacecraft, the instrument design limit loads were developed in partnership with NASA and the instrument team. The three teams collaborated on a regular basis starting in the early design phase and continuing through observatory level testing.

Limit Loads↗

Slow Crack Growth and Fatigue Life Prediction of Ceramic Components Subjected to Variable Load History

Present capabilities of the NASA CARES/Life (Ceramic Analysis and Reliability Evaluation of Structures/Life) code include probabilistic life prediction of ceramic components subjected to fast fracture, slow crack growth (stress corrosion), and cyclic fatigue failure modes. Currently, this code has the capability to compute the time-dependent reliability of ceramic structures subjected to simple time-dependent loading. For example, in slow crack growth (SCG) type failure conditions CARES/Life can handle the cases of sustained and linearly increasing time-dependent loads, while for cyclic fatigue applications various types of repetitive constant amplitude loads can be accounted for. In real applications applied loads are rarely that simple, but rather vary with time in more complex ways such as, for example, engine start up, shut down, and dynamic and vibrational loads. In addition, when a given component is subjected to transient environmental and or thermal conditions, the material properties also vary with time. The objective of this paper is to demonstrate a methodology capable of predicting the time-dependent reliability of components subjected to transient thermomechanical loads that takes into account the change in material response with time. In this paper, the dominant delayed failure mechanism is assumed to be SCG. This capability has been added to the NASA CARES/Life (Ceramic Analysis and Reliability Evaluation of Structures/Life) code, which has also been modified to have the ability of interfacing with commercially available FEA codes executed for transient load histories. An example involving a ceramic exhaust valve subjected to combustion cycle loads is presented to demonstrate the viability of this methodology and the CARES/Life program.

Jadaan, Osama↗

Lunar Terrain Vehicle (LTV) Remote Teleoperation Studies Under Four Lunar Communication Latencies

Remotely operating a lunar rover from Earth while subject to an Earth-Moon time delay of multiple seconds could result in a dangerous state where the roving vehicle is either damaged or lost, thereby potentially compromising an entire mission or series of missions. Providing the right capabilities to the remote operator to manage inherent communication latencies will be important for remote driving to be successful. NASA conducted two studies to investigate the average speed and number of kilometers per day that an operator on Earth could teleoperate a notional Artemis unpressurized rover with minimal remote operator capabilities under 0- and 4-second communication delays (April 2023 study) and 6- and 8-second delays (August 2023 study). A primary goal of these studies was to understand if an Artemis Lunar Terrain Vehicle (LTV) could cover 6 kilometers (km) in 24 hours when operated remotely. During the April 2023 evaluation, eight test operators used an in-house simulation of the lunar surface South Pole to teleoperate a NASA government reference LTV. Each operator received approximately 30 minutes of remote driving familiarization/training prior to their test run. Operators viewed the surrounding terrain via a single, rover mast-mounted, high-resolution camera with pan/tilt/zoom capabilities; continuous communication was provided throughout all testing. In the August 2023 evaluation, remote operators received approximately 3 hours of familiarization training in each latency, and the simulation environment provided remote operators with an operator-selected rate limiter to enable finer sensitivity in the hand controller and a predictive circle function to better assist operators with predicting the path the vehicle could take. All test operators were able to successfully navigate and drive through six different types of terrain and five planned traverse scenarios using natural lighting under all communication delays. Results for average speeds for each communication delay, computed by averaging the data from all test conditions for that latency and all operators, are shown in the table below. The average speed data was then used to derive the total time needed to cover 6 km, 8 km, and 20 km (distances relevant to LTV-SYS071 and -029 requirements). Remote operators drove slower and used the brake more frequently when subject to a communication latency as opposed to no communication latency. Subjective workload assessments revealed that while operating in a latency the overall workload significantly increased when compared to a 0-s delay with mental demand, frustration, and performance being the primary contributing factors. Driving strategies in the 0-s delay did not vary significantly among subjects; however, in the 4-s delay condition, three different driving strategies were identified. In the 6-s and 8-s latency conditions the operator’s use of the cruise control to maintain speed was more apparent. Additionally, over the course of the August study, the operator took advantage of the predictive circle indicator on the navigation display and over 95% of the operator’s navigation used the mast camera 180-degree panning function for ground truthing in terms of boulders and craters. Operators started to define more specific parameters in driving strategies for general operations. This consisted of setting the vehicle into a low-speed cruise mode of approximately 11.5 kph and noticing driving performance of the vehicle seemed to be much harder at slower speeds 0.4–0.8 kph; however, the vehicle was more responsive at speeds of 2.9–3.6 kph. Regardless of communication delay, operators used both the horizontal translation rails and the vehicle fenders as guides to predict a path for the vehicle through heavily concentrated terrain features. Test operators acknowledged that the teleoperations training for this study was substantially less than what an actual LTV remote operator will ultimately receive. They estimated a minimum of 20 to 100 hours spread across multiple days and weeks (e.g., strategies included immersion training over a 3-day period, to a short 8-week starter program) would be needed to get an operator ~ 60% proficient (i.e., able to complete a subset of remote driving tasks), to a yearlong program for full proficiency in remote driving tasks under all terrain types and natural lighting conditions. Remotely operating a vehicle on another planetary body while subject to communication latency is a complex task. Speed, distance covered, time spent driving, time spent navigating, brake usage and rock contacts are all affected by operator workload, driving strategies, workstation ergonomics and training. These studies provided a “first-look” answer to a potential system requirement (namely if a remote operator could cover a given distance in a given amount of time); however, considerable general knowledge was gained to begin to understand what it will take to make a successful lunar rover teleoperator.

LTV↗

Dividing the Concentrator Target From the Genesis Mission

The Genesis spacecraft, launched in 2001, traveled to a Lagrangian point between the Earth and Sun to collect particles from the solar wind and return them to Earth. However, during the return of the spacecraft in 2004, the parachute failed to open during descent, and the Genesis spacecraft crashed into the Utah desert. Many of the solar wind collectors were broken into smaller pieces, and the field team rapidly collected the capsule and collector pieces for later assessment. On each of the next few days, the team discovered that various collectors had survived intact, including three of four concentrator targets. Within a month, the team had imaged more than 10,000 fragments and packed them for transport to the Astromaterials Acquisition and Curation Office within the ARES Directorate at JSC. Currently, the Genesis samples are curated along with the other extraterrestrial sample collections within ARES. Although they were broken and dirty, the Genesis solar wind collectors still offered the science community the opportunity to better understand our Sun and the solar system as a whole. One of the more highly prized concentrator collectors survived the crash almost completely intact. The Genesis Concentrator was designed to concentrate the solar wind by a factor of at least 20 so that solar oxygen and nitrogen isotopes could be measured. One of these materials was the Diamond-on-Silicon (DoS) concentrator target. Unfortunately, the DoS concentrator broke on impact. Nevertheless, the scientific value of the DoS concentrator target was high. The Genesis Allocation Committee received a request for approximately 1 cm(sup 2) of the DoS specimen taken near the focal point of the concentrator for the analysis of solar wind nitrogen isotopes. The largest fragment, Genesis sample 60000, was designated for this allocation and needed to be precisely cut. The requirement was to subdivide the designated sample in a manner that prevented contamination of the sample and minimized the risk of losing or breaking the precious requested sample fragment. The Genesis curator determined that the use of laser scribing techniques to "cut" a precise line and subsequently cleave the sample (in a controlled break of the sample along that line) was the best method for accomplishing the sample subdivision. However, there were risks, including excess heating of the sample, that could cause some of the implanted solar wind to be lost via thermal diffusion. Accidentally breaking the sample during the handling and cleaving process was an additional risk. Early in fiscal year 2013, to address this delicate, complicated task, the ARES Directorate assembled its top scientists to develop a cutting plan that would ensure success when applied to the actual concentrator target wafer; i.e., to produce an approximately 1 cm(sup 2) piece from the requested area of the wafer. The team, subsequently referred to as the JSC Genesis Tiger Team, spent months researching and testing parameters and techniques related to scribing, cleaving, transporting, handling, and holding (i.e., mounting) the specimen. The investigation required considerable "thinking outside the box," and many, many trials using nonflight wafer analogs. After all preliminary testing, the following method was adopted as the final cutting plan. It was used in two final end-to-end practice runs before being used on the actual flight target wafer. The wafer was oriented on the laser cutting stage with the 100 and 010 directions of the wafer parallel to the corresponding X and Y directions of the cutting stage. The laser was programed to scribe 31 lines of the appropriate length along the Y stage direction. The programed scribe lines were separated by 5 micron in the X direction. The laser parameters were set as follows: (1) The laser power was 0.5 watts; (2) each line consisted of 50 passes, with the Z position being advanced 5 micron per pass; and (3) 30 s would elapse before the next line was scribed to allow for wafer cool down from any possible heating via the laser. The ablated material that "stuck" in the "scribe-cut" was removed from the "cut" using an ultrasonic micro-tool. After all the ablated silicon was removed from the wafer, the wafer was repositioned in exactly the same orientation on the laser stage. The laser was focused using the bottom of the wafer channel, and the 31-line scribing pattern described above was reprogrammed using the Z position of the groove bottom as the starting Z value instead of the top wafer surface, which was used previously. Upon completion of the second set of scribes, the ultrasonic micro-tool was again used to clean out the cut. The wafer was remounted on the stage in exactly the same orientation as before. The laser was again focused on the bottom of the groove. This time, however, the laser was.programed to scribe only one line down the exact center of the channel. The final scribe line consisted of 100 passes with a Z advance of 5 micron per pass and with the laser power set at 0.5 watts. As mentioned above, the final cutting plan was practiced in two end-to-end trials using non-flight, triangular-shaped silicon wafers similar in size and orientation to the actual DOS 60000 target sample. The actual scribing of the triangular-shaped wafers required scribing two lines and cleaving (i.e. scribe-cleave, then scribe-cleave) to obtain the piece requested for allocation. Early in December 2012, after many months of experiments and practicing and perfecting the techniques and procedures, the team successfully subdivided the Genesis DoS 60000 target sample, one of the most scientifically important samples from the Genesis mission (figure 2). On December 17, 2012, the allocated piece of concentrator target sample was delivered to the requesting principal investigator.The cutting plan developed for the subdivision of this sample will be used as the model for subdividing future requested Genesis flight wafers (appropriately modified for different wafer types).

Lauer, H. V., Jr.↗

Lunar Terrain Vehicle (LTV) Remote Teleoperation Studies Under Four Lunar Communication Latencies

Remotely operating a lunar rover from Earth while subject to an Earth-Moon time delay of multiple seconds could result in a dangerous state where the roving vehicle is either damaged or lost, thereby potentially compromising an entire mission or series of missions. Providing the right capabilities to the remote operator to manage inherent communication latencies will be important for remote driving to be successful. The National Aeronautics and Space Administration (NASA) conducted two studies to investigate the average speed and number of kilometers per day that an operator on Earth could teleoperate a notional Artemis unpressurized rover with minimal remote operator capabilities under 0- and 4-second communication delays (April 2023 study) and 6- and 8-second delays (August 2023 study). A primary goal of these studies was to understand if an Artemis Lunar Terrain Vehicle (LTV) could cover 6 kilometers (km) in 24 hours when operated remotely. During the April 2023 evaluation, eight test operators used an in-house simulation of the lunar surface South Pole to teleoperate a NASA government reference LTV. Each operator received approximately 30 minutes of remote driving familiarization/training prior to their test run. Operators viewed the surrounding terrain via a single, rover mast-mounted, high-resolution camera with pan/tilt/zoom capabilities; continuous communication was provided throughout all testing. In the August 2023 evaluation, remote operators received approximately 3 hours of familiarization training in each latency, and the simulation environment provided remote operators with an operator-selected rate limiter to enable finer sensitivity in the hand controller and a predictive circle function to better assist operators with predicting the path the vehicle could take. All test operators were able to successfully navigate and drive through six different types of terrain and five planned traverse scenarios using natural lighting under all communication delays. Results for average speeds for each communication delay, computed by averaging the data from all test conditions for that latency and all operators, are shown in the table below. The average speed data was then used to derive the total time needed to cover 6 km, 8 km, and 20 km. Remote operators drove slower and used the brake more frequently when subject to a communication latency as opposed to no communication latency. Subjective workload assessments revealed that while operating in a latency the overall workload significantly increased when compared to a 0-s delay with mental demand, frustration, and performance being the primary contributing factors. Driving strategies in the 0-s delay did not vary significantly among subjects; however, in the 4-s delay condition, three different driving strategies were identified. In the 6-s and 8-s latency conditions the operator’s use of the cruise control to maintain speed was more apparent. Additionally, over the course of the August study, the operator took advantage of the predictive circle indicator on the navigation display and over 95% of the operator’s navigation used the mast camera 180-degree panning function for ground truthing in terms of boulders and craters. Operators started to define more specific parameters in driving strategies for general operations. This consisted of setting the vehicle into a low-speed cruise mode of approximately 1–1.5 kph and noticing driving performance of the vehicle seemed to be much harder at slower speeds 0.4–0.8 kph; however, the vehicle was more responsive at speeds of 2.9–3.6 kph. Regardless of communication delay, operators used both the horizontal translation rails and the vehicle fenders as guides to predict a path for the vehicle through heavily concentrated terrain features. Test operators acknowledged that the teleoperations training for this study was substantially less than what an actual LTV remote operator will ultimately receive. They estimated a minimum of 20 to 100 hours spread across multiple days and weeks (e.g., strategies included immersion training over a 3-day period, to a short 8-week starter program) would be needed to get an operator ~ 60% proficient (i.e., able to complete a subset of remote driving tasks), to a yearlong program for full proficiency in remote driving tasks under all terrain types and natural lighting conditions. Remotely operating a vehicle on another planetary body while subject to communication latency is a complex task. Speed, distance covered, time spent driving, time spent navigating, brake usage and rock contacts are all affected by operator workload, driving strategies, workstation ergonomics and training. These studies provided a “firstlook” answer to a potential system requirement (namely if a remote operator could cover a given distance in a given amount of time); however, considerable general knowledge was gained to begin to understand what it will take to make a successful lunar rover teleoperator.

LTV↗

Space Shuttle Body Flap Actuator Bearing Testing for NASA Return to Flight

The Space Shuttle body flap (BF) is located beneath the main engine nozzles and is required for proper aerodynamic control during orbital descent. The body flap is controlled by four actuators connected by a common shaft and driven by the hydraulic power drive unit. Inspection of the actuators during refurbishment revealed three shaft bearings with unexpected damage. One was coated with black oxide on the balls and race wear surfaces, a second contained a relatively deep wear scar, and the third with scratches and an aluminum particle in the wear track. A shaft bearing life test program was initiated to measure the wear life and explain the 5.08-micrometer wear scar. A tribological analysis was conducted to demonstrate that the black oxide coated wear surfaces did not damage the bearing, interfere with the lubrication, or cause severe bearing wear. Pre-damaged (equivalent of 30 missions), commercial equivalent bearings and previously flown shaft bearings were tested at axial loads, speeds, and temperatures seen during flight operations. These bearing were successfully life tested at 60 C for 24 hours or 90 flights. With a safety factor of 4X, the bearings were qualified for 22 flights when only a maximum of 12 flights are expected. Additional testing at 23 C was performed to determine the lubricant life and to further understand the mechanism that caused the blackened balls. Test results indicating bearing life was shortened at a lower temperature surprised the investigators. Start\Stop bearing testing that closely simulates mission profile was conducted at 23 C. Results of this testing showed lubricant life of 12 flights including a safety factor of four. Additional testing with bearings that have the equivalent of 30 missions of damage is being tested at 23 C. These tests are being performed over the Shuttle load profile to demonstrate the residual bearing life in the actuators exceeds 12 missions. Testing showed that the end of the shaft bearing life was characterized by bearing temperature rise, preload drop, and the onset of a severe wear bearing failure mechanism. The severe wear failure mechanism is characterized by rough wear scars, extensive bearing wear and steel transfer between the balls and the races.

Jet, Timothy R.↗

Cost Optimization and Technology Enablement COTSAT-1

Cost Optimized Test of Spacecraft Avionics and Technologies (COTSAT-1) is an ongoing spacecraft research and development project at NASA Ames Research Center (ARC). The space industry was a hot bed of innovation and development at its birth. Many new technologies were developed for and first demonstrated in space. In the recent past this trend has reversed with most of the new technology funding and research being driven by the private industry. Most of the recent advances in spaceflight hardware have come from the cell phone industry with a lag of about 10 to 15 years from lab demonstration to in space usage. NASA has started a project designed to address this problem. The prototype spacecraft known as Cost Optimized Test of Spacecraft Avionics and Technologies (COTSAT-1) and CheapSat work to reduce these issues. This paper highlights the approach taken by NASA Ames Research center to achieve significant subsystem cost reductions. The COSTAT-1 research system design incorporates use of COTS (Commercial Off The Shelf), MOTS (Modified Off The Shelf), and GOTS (Government Off The Shelf) hardware for a remote sensing spacecraft. The COTSAT-1 team demonstrated building a fully functional spacecraft for $500K parts and $2.0M labor. The COTSAT-1 system, including a selected science payload, is described within this paper. Many of the advancements identified in the process of cost reduction can be attributed to the use of a one-atmosphere pressurized structure to house the spacecraft components. By using COTS hardware, the spacecraft program can utilize investments already made by commercial vendors. This ambitious project development philosophy/cycle has yielded the COTSAT-1 flight hardware. This paper highlights the advancements of the COTSAT-1 spacecraft leading to the delivery of the current flight hardware that is now located at NASA Ames Research Center. This paper also addresses the plans for COTSAT-2.

Spremo, Stevan↗

Testing of the Geoscience Laser Altimeter System (GLAS) Prototype Loop Heat Pipe

This paper describes the testing of the prototype loop heat pipe (LHP) for the Geoscience Laser Altimeter System (GLAS). The primary objective of the test program was to verify the loop's heat transport and temperature control capabilities under conditions pertinent to GLAS applications. Specifically, the LHP had to demonstrate a heat transport capability of 100 W, with the operating temperature maintained within +/-2K while the condenser sink was subjected to a temperature change between 273K and 283K. Test results showed that this loop heat pipe was more than capable of transporting the required heat load and that the operating temperature could be maintained within +/-2K. However, this particular integrated evaporator-compensation chamber design resulted in an exchange of energy between the two that affected the overall operation of the system. One effect was the high temperature the LHP was required to reach before nucleation would begin due to inability to control liquid distribution during ground testing. Another effect was that the loop had a low power start-up limitation of approximately 25 W. These Issues may be a concern for other applications, although it is not expected that they will cause problems for GLAS under micro-gravity conditions.

Douglas, Donya↗

JPL lithium doped solar cell development program

One of the most significant problems encountered in the use of silicon solar cells in space is the sensitivity of the device to electron and proton radiation exposure. The p-diffused-into-n-base solar cells were replaced with the more radiation tolerant n-diffused-into-p-base solar cells. Another advancement in achieving greater radiation tolerance was the discovery that the addition of lithium to n-base silicon resulted in what appeared to be annealing of radiation-induced defects. This phenomenon is being exploited to develop a high efficiency radiation resistant lithium-doped solar cell. Lithium-doped solar cells fabricated from oxygen-lean and oxygen-rich silicon were obtained with average initial efficiencies of 11.9% at air mass zero and 28 C, as compared to state-of-the-art n-p cells fabricated from 10 ohm cm silicon with average efficiencies of 11.3% under similar conditions. Lithium-doped cells demonstrated the ability to withstand three to five times the fluence of 1-MeV electrons before degrading to a power equivalent to state-of-the-art solar cells. The principal investigations are discussed with respect to fabrication of high efficiency radiation resistant lithium-doped cells, including starting material, p-n junction diffusion, lithium source introduction, and lithium diffusion.

Berman, P. A.↗

SIM Configuration Evolution

The Space Interferometry Mission (SIM) is a space-based 10 m baseline Michelson interferometer. Planned for launch in 2005 aboard a Delta III launch vehicle, or equivalent, its primary objective is to measure the positions of stars and other celestial objects with an unprecedented accuracy of 4 micro arc seconds. With such an instrument, tremendous advancement can be expected in our understanding of stellar and galactic dynamics. Using triangulation from opposite sides of the orbit around the sun (i.e. by using parallax) one can measure the distance to any observable object in our galaxy. By directly measuring the orbital wobble of nearby stars, the mass and orbit of planets can be determined over a wide range of parameters. The distribution of velocity within nearby galaxies will be measurable. Observations of these and other objects will improve the calibration of distance estimators by more than an order of magnitude. This will permit a much better determination of the Hubble Constant as well as improving our overall understanding of the evolution of the universe. SIM has undergone several transformations, especially over the past year and a half since the start of Phase A. During this phase of a project, it is desirable to perform system-level trade studies, so the substantial evolution of the design that has occurred is quite appropriate. Part of the trade-off process has addressed two major underlying architectures: SIM Classic; and Son of SIM. The difference between these two architectures is related to the overall arrangement of the optical elements and the associated metrology system. Several different configurations have been developed for each architecture. Each configuration is the result of design choices that are influenced by many competing considerations. Some of the more important aspects will be discussed. The Space Interferometry Mission has some extremely challenging goals: millikelvin thermal stability, nanometer stabilization of optics, picometer measurement of wavefront, and others. In order to meet these goals, a significant amount of technological development is required. Although there has been a program operating for about a decade developing technologies specifically to address the challenges of space-based interferometry, there still remains a tremendous effort to achieve the incredible accuracy required of SIM. The projected viability of some of these areas has influenced design choices during the evolution of the many configurations that have been developed. For instance, the perceived complexity of the IR laser metrology system used to measure and control the positions of key optical elements was the strongest discriminator between the two architectures, and led to a decision to select SOS rather than Classic in early 1998. More recently, an appreciation of the sensitivity to beam-walk within the SOS architecture is forcing a reconsideration of that decision. At the time of submission of this abstract, there is some hope that a full-aperture metrology system may alleviate this issue. In addition to describing the current configuration of SIM, the influence of a few selected areas on the evolution of the configuration will be discussed.

Aaron, Kim M.↗