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NASA NTRSDate not supplied

Icing Physics Studies Using the 3D SIDRM Test Article: Aerodynamic and Supercooled Liquid Icing Analysis

In-flight icing is an important safety issue and is a factor that affects aircraft design and performance. Newer regulations are driving a need for improvements in airframe and engine icing simulation capability. Experimental data is required for development of icing physics models and simulation validation. To that end, this paper discusses analyzed data from icing tests conducted with a 3D test article in 2022 at the NASA Icing Research Tunnel. The test article, whose geometry is representative of an inter-compressor duct and strut region of a turbofan engine, has been designed and constructed to study the physics of supercooled water icing and ice crystal icing. The surfaces of the Simulated Inter-compressor Duct Research Model (SIDRM) can be heated to simulate the warm surfaces of the turbofan inter-compressor duct. The test article is instrumented with pressure taps, heaters, heat flux gauges, and thermocouples, while a 3D laser scanner, cameras, and a scale to measure ice mass were utilized to characterize the icing behavior. The aim of these tests was to generate ice accretions on the SIDRM test article under well-characterized supercooled liquid icing and ice crystal icing conditions. This paper discusses measurements related to aerodynamic tests and supercooled liquid icing tests that were conducted. Aerodynamic measurements were analyzed and compared to computational simulations and were found to be in good agreement for the range of airspeeds (50 to 230 knots) and angles of attack (0 to 4°) tested. Various parametric sweeps were conducted during the supercooled liquid icing portion of the test entry (cloud median volumetric diameter ranged from 15 to 90 µm, total air temperature from -3 to -17 °C, angle of attack from 0 to 4°, and accretion time from 5 to 20 min). These sweeps were performed to measure that parameter’s impact on ice accretion size, location, characteristics (such as glaze/rime ice and shedding behavior), and test article surface temperature. Analysis of the test data showed that clouds composed of larger drops, colder air temperatures, smaller angles of attack, and longer spray times were the primary parameters that resulted in accretions with greater ice mass. Test article angle of attack and cloud droplet size influenced the location of ice accretion as these two parameters directly impact collection efficiency. With respect to icing characteristics, total air temperature dictated icing type, and smaller cloud drop size along with warmer air temperatures resulted in greater amounts of ice shedding. Surface temperature increased during ice accretion from the release of latent (fusion) heat, where total air temperature and cloud drop size impacted the amount of surface temperature change. The icing measurements collected during the SIDRM tests will be used to develop and validate 3D computational engine icing tools, such as GlennICE, that predictively assesses the onset and growth of ice. One of the goals of the sponsoring NASA project is to develop simulation models and tools that can assist in the design and certification of engines for flight in icing conditions in a cost‑effective way.

supercooled liquid icing↗

NASA NTRS1999

Initial Test Firing Results for Solid CO/GOX Cryogenic Hybrid Rocket Engine for Mars ISRU Propulsion Applications

ORBITEC is developing methods for producing, testing, and utilizing Mars-based ISRU fuel/oxidizer combinations to support low cost, planetary surface and flight propulsion and power systems. When humans explore Mars we will need to use in situ resources that are available, such as: energy (solar); gases or liquids for life support, ground transportation, and flight to and from other surface locations and Earth; and materials for shielding and building habitats and infrastructure. Probably the easiest use of Martian resources to reduce the cost of human exploration activities is the use of the carbon and oxygen readily available from the CO2 in the Mars atmosphere. ORBITEC has conducted preliminary R&D that will eventually allow us to reliably use these resources. ORBITEC is focusing on the innovative use of solid CO as a fuel. A new advanced cryogenic hybrid rocket propulsion system is suggested that will offer advantages over LCO/LOX propulsion, making it the best option for a Mars sample return vehicle and other flight vehicles. This technology could also greatly support logistics and base operations by providing a reliable and simple way to store solar or nuclear generated energy in the form of chemical energy that can be used for ground transportation (rovers/land vehicles) and planetary surface power generators. This paper describes the overall concept and the test results of the first ever solid carbon monoxide/oxygen rocket engine firing.

Rice, Eric E.↗

NASA NTRSDate not supplied

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data. This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

Friction↗

NASA NTRSDate not supplied

Gimbal Bearing Friction in the SLS Core Stage Thrust Vector Control System

Friction↗

NASA NTRS2011

Development of the Transport Class Model (TCM) Aircraft Simulation From a Sub-Scale Generic Transport Model (GTM) Simulation

A six degree-of-freedom, flat-earth dynamics, non-linear, and non-proprietary aircraft simulation was developed that is representative of a generic mid-sized twin-jet transport aircraft. The simulation was developed from a non-proprietary, publicly available, subscale twin-jet transport aircraft simulation using scaling relationships and a modified aerodynamic database. The simulation has an extended aerodynamics database with aero data outside the normal transport-operating envelope (large angle-of-attack and sideslip values). The simulation has representative transport aircraft surface actuator models with variable rate-limits and generally fixed position limits. The simulation contains a generic 40,000 lb sea level thrust engine model. The engine model is a first order dynamic model with a variable time constant that changes according to simulation conditions. The simulation provides a means for interfacing a flight control system to use the simulation sensor variables and to command the surface actuators and throttle position of the engine model.

Hueschen, Richard M.↗

NASA NTRSDate not supplied

Kiloton Class ISRU Systems for LO2/LCH4 Propellant Production on the Mars Surface

As part of the 2023 strategic analysis cycle to explore the trade space, the NASA Mars Architecture Team wanted to explore what it takes to produce in situ on Mars many hundreds of tons of propellants for a large all-chemical transportation system. The conceptual operations and design of the LO 2 /LCH 4 in situ resource utilization (ISRU) water acquisition, propellant production and liquification system was assigned to the NASA Compass concurrent engineering team with support from various NASA ISRU, cryogenic fluid management, and surface power experts. The conceptual point design examined one case producing 300 t of LO 2 /LCH 4 from the Mars atmosphere and delivered water in 20 months and storing the liquified propellants in a to-be-reused lander. Several of these large single-stage, all-chemical class large vertical landers would deliver the required ISRU equipment. The required 150 t of water stock for the ISRU system was traded between three options: delivered, pumped from subsurface ice deposits or extracted from surface soils. The large propellant production systems consist of atmospheric CO 2 collection scroll pumps, a combined solid oxide electrolysis and methanation system to convert the CO 2 and water into gaseous O 2 and CH 4 , and various dryers, scrubbers, and separators to remove the excess water, CO 2 and H 2 . The liquefaction system consisted of 90 K cryocoolers to provide cold Ne to the launch vehicle tanks to liquify these CH 4 and O 2 gases and store them as rocket propellants. The systems are deployed using a 6 t (payload) capable chassis derived from conceptual pressurized rover designs. In total, the propellant production and liquefaction systems required three propellant production pallets, two liquefaction pallets, two water tankers, and six 40 kW-fission surface power systems (FSPS) with cabling. All this equipment was found to notionally fit inside two- 75 metric ton payload capacity Mars ascent and landing vehicles (MALV). For the case where 150 t of water delivered from Earth, four cargo MALVs are required for the full system. The same is true when the 150 t of water is extracted through surface mining. For the borehole system, only 3 cargo MALVs are necessary. A comparison of approaches in terms of number of landers, number and type of elements, power and time is made.

ISRU↗

DOE OSTI2025

Humidity-Dependent Electrostatic Charge Decay on Dielectric Surface in Enclosed Volumes

Electrostatic surface charge decay is investigated to determine loss mechanisms, the effect of humidity, enclosure size, and material. This work focuses on charging dielectric and metal surfaces close to the electrical breakdown threshold in atmospheric air under humid and dry conditions. After initial charging to a maximum potential of roughly 30 kV, the associated surface charge is allowed to decay because of recombining with ions from the natural background, resulting in decay times ranging from minutes to hours to days. Spheres with a radius of 50 mm consisting of varying materials (PTFE and metal as referenced later) are charged and tested at relative humidity levels, RH, of 10%, 35%, and 64%. It was found that the ion-ion pair production rate and the enclosure size affected the measured charge decay rate. The impact of air convection on charge decay in the open air (no enclosure) is discussed. The humidity increased the rate of charge decay on the metal and dielectric spheres. For example, in the first 25 minutes after charging, the total charge on the PTFE sphere decreased to 66%or 50% from its initial value in the 10% and 35% RH tests, respectively. An equivalent generation rate is found for the ions in the enclosure, with 10 and 24 ion pairs cm −3 s −1 being generated at a 5% and 49% relative humidity, respectively.

42 ENGINEERING↗

NASA NTRS2001

Use of Acoustic Wind Profilers for Uninhabited Aerial Vehicle Flight Test Activities

Sonic detection and ranging (SODAR) systems provide crucial information to meteorologists for advising uninhabited aerial vehicle (UAV) flight crews and mission directors on historical, current, and forecasted wind and turbulence conditions. The SODAR system provided advanced warning of increasing surface winds for an X-38 flight on February 6, 1999. The SODAR system has also provided important postflight data for X-38 engineers to review the performance of the parafoil in the presence of strong wind shears near the surface at landing.

Donnohue, Casey J.↗

NASA NTRS1961

STOL Characteristics of a Propeller-Driven, Aspect-Ratio-10, Straight-Wing Airplane with Boundary-Layer Control Flaps, as Estimated from Large-Scale Wind-Tunnel Tests

A study is presented of the improvements in take-off and landing distances possible with a conventional propeller-driven transport-type airplane when the available lift is increased by propeller slipstream effects and by very effective trailing-edge flaps and ailerons. This study is based on wind-tunnel tests of a 45-foot span, powered model, with BLC on the trailing-edge flaps and controls. The data were applied to an assumed airplane with four propellers and a wing loading of 50 pounds per square foot. Also included is an examination of the stability and control problems that may result in the landing and take-off speed range of such a vehicle. The results indicated that the landing and take-off distances could be more than halved by the use of highly effective flaps in combination with large amounts of engine power to augment lift (STOL). At the lowest speeds considered (about 50 knots), adequate longitudinal stability was obtained but the lateral and directional stability were unsatisfactory. At these low speeds, the conventional aerodynamic control surfaces may not be able to cope with the forces and moments produced by symmetric, as well as asymmetric, engine operation. This problem was alleviated by BLC applied to the control surfaces.

Weiberg, James A↗

DOE OSTI2020

Opportunities to Implement Solutions to Achieve Remedial Action Objectives in Consideration of Stakeholder Interests - 20365

A case study in the implementation of a soils excavation and removal project conducted at a Formerly Utilized Sites Remedial Action Program (FUSRAP) Maywood Superfund Site (FMSS) vicinity property; an active commercial business, in a densely populated area, with significant operational, technical and, logistical constraints that were expected to limit areas that could be remediated. The United States Army Corps of Engineers-led (USACE) team successfully navigated complex overlapping stakeholder interests to achieve a more efficient and complete removal of contaminated soils and debris while minimizing unnecessary excess costs to the Government. This paper centers on FUSRAP activities at the FMSS vicinity property located at 149-151 Maywood Avenue, Maywood, Bergen County, New Jersey. For most of its FUSRAP history, this ∼109,000 square meter (27-acre) property housed a now-demolished ∼26,000 square meter (6.5-acre) warehouse operated by Sears Logistics Services, a unit of the Sears Roebuck Company (Figure 2). Sears ended its property lease and vacated the warehouse in December 2016. Given that long history and for the purposes of this paper, the property will be referred to as the 'Sears property' or simply 'the property.' The Sears property is approximately 109,000 square meters (27-acres) and is currently zoned for commercial use. The property is bound to the north and northwest by 100 West Hunter Avenue (the Stepan Company), to the northeast by 205 Maywood Avenue, to the east by Maywood Avenue, to the south by 23 West Howcroft Road, and to the west by businesses on NJ Route 17 and the NJ Route 17 roadway. Until December 2016, the property housed a warehouse and distribution center operated by Sears Logistical Services. On-site structures were demolished by the property owner in 2017. The warehouse covered the north section of the property along the Stepan Company property line. A railroad spur from the adjacent property now known as the Maywood Interim Storage Site (MISS) ended at the northeast corner of the warehouse. Wetlands were located east of the warehouse; the rest of the property was covered with paved parking lots and grassed areas. During remediation at the property, opportunities frequently arose where the project team was able to coordinate effectively with stakeholders to sequence remediation activities to facilitate removal of otherwise inaccessible soils and identify opportunities for materials reuse when supported by residual radiological and chemical levels. Some specific opportunities include: - remediating individual truck loading dock bays to maintain tenant operations; - working along a busy highway and in a utility corridor containing a 30-inch high pressure gas main; - remediating Lodi Brook and associated wetlands requiring bypass pumping and other diversionary structures to maintain local community stormwater drainage; - protecting during remediation and supporting access to facilitate tenant/owner maintenance of critical fire protection and water supply system service lines buried in contaminated soils and necessary for safe warehouse operations; and - coordinating with stakeholders to ensure non-radiological contaminants of concern for the site (unaffiliated with FUSRAP) were addressed by the responsible party in a manner that maximized benefit to all parties while supporting an efficient overall site remediation program. Once the property was vacant and the warehouse structure and radiologically non-impacted above-grade structures were demolished, the project identified an opportunity to significantly reduce the volume of waste associated with the foundation of the former warehouse, a foundation suspected of being partially constructed in radiologically contaminated soils. The project developed and implemented supplemental radiological verification survey and sampling strategies based on radiological cross-contamination risk potential with process flow-charts and screening-level based decision points; a program that classified saw-cut sections of concrete based on observed residual surface radioactivity conditions using a combination of gamma sensitive sodium-iodide scans and beta sensitive Geiger-Muller direct measurements. The proposed approach was reviewed with stakeholders with feedback, including consideration of applicable State of New Jersey Site Remediation Program criteria and guidance before implementation. Once classified, additional sampling was performed at frequencies driven by screening. The sampling methods, stockpile sampling frequencies, criteria and, approach to data evaluation were developed in consideration of existing site cleanup standards, regional background ranges, State of New Jersey radiological remediation program guidance, and specific stakeholder input With the property remediation and survey efforts nearly completed, it is relevant to examine retrospectively the objectives, assumptions and limitations in the remedial design (i.e., what was planned) versus what was able to be accomplished through effective teaming. Benefits to other environmental remediation site programs include better understanding of how to work effectively with stakeholders to achieve win-win outcomes, and approaches to site remediation, waste minimization and materials reuse that were successful in their overall outcomes. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS2002

Optimal Aircraft Control Upset Recovery With and Without Component Failures

This paper treats the problem of recovering sustainable nondescending (safe) flight in a transport aircraft after one or more of its control effectors fail. Such recovery can be a challenging goal for many transport aircraft currently in the operational fleet for two reasons. First, they have very little redundancy in their means of generating control forces and moments. These aircraft have, as primary control surfaces, a single rudder and pairwise elevators and aileron/spoiler units that provide yaw, pitch, and roll moments with sufficient bandwidth to be used in stabilizing and maneuvering the airframe. Beyond this, throttling the engines can provide additional moments, but on a much slower time scale. Other aerodynamic surfaces, such as leading and trailing edge flaps, are only intended to be placed in a position and left, and are, hence, very slow-moving. Because of this, loss of a primary control surface strongly degrades the controllability of the vehicle, particularly when the failed effector becomes stuck in a non-neutral position where it exerts a disturbance moment that must be countered by the remaining operating effectors. The second challenge in recovering safe flight is that these vehicles are not agile, nor can they tolerate large accelerations. This is of special importance when, at the outset of the recovery maneuver, the aircraft is flying toward the ground, as is frequently the case when there are major control hardware failures. Recovery of safe flight is examined in this paper in the context of trajectory optimization. For a particular transport aircraft, and a failure scenario inspired by an historical air disaster, recovery scenarios are calculated with and without control surface failures, to bring the aircraft to safe flight from the adverse flight condition that it had assumed, apparently as a result of contact with a vortex from a larger aircraft's wake. An effort has been made to represent relevant airframe dynamics, acceleration limits, and actuator limits faithfully, since these contribute to the lack of agility and control power that plays an important role in defining what can be achieved with the vehicle when it is in extremis.

Sparks, Dean W.↗

DOE OSTI2020

Analysis of Laminar Convective Heat Transfer Over Structured Non-Wetting Surfaces

Structured non-wetting surfaces provide alternating no-slip and partial slip boundary conditions to the fluid flow which, in turn, affects the convective heat transfer performance over the surfaces. In this work, an analytical model is developed for the interfacial Nusselt number, the overall Nusselt number and a thermal hydraulic performance factor for fluid flow in a cylinder patterned with structured non-wetting surfaces, for the two cases of uniform wall heat flux and uniform wall temperature. In addition, by considering the stability of the Cassie state of wettability and its transition to the Wenzel state for flow over superhydrophobic surfaces, the present model overcomes certain limitations of the previously reported studies in the literature. Based on the analytical formulations and the stability constraints, the present paper provides optimum design maps for tailoring structured non-wetting surfaces for maximizing convective heat transfer and the combined thermal-hydraulic performance in applications. Use of the design maps on example cases is also discussed. It is shown that the use of structured non-wetting surfaces is most effective for low Reynolds numbers and/or small cylinder radius.

42 ENGINEERING↗

DOE OSTI2025

Simplified Model and Approach to Transform Infrared Surface Temperature to Film Effectiveness in a Conjugate Heat Transfer Experiment

This paper describes a simplified engineering model based on a one-dimensional thermal resistance network. The model is used to develop a new method to relate film cooling effectiveness and heat transfer augmentation to local overall cooling effectiveness in a conjugate flat plate experiment. This paper presents experimental proof-of-concept data to demonstrate the potential for this model. In contrast to previous approaches, neither the wall heat flux nor the adiabatic wall temperature is required to estimate the local film cooling performance parameters. The model predicts surface temperatures that are within the experimental uncertainties over the range for which the model is trained, and to within five percent when the model is extrapolated to higher coolant channel Reynolds numbers. This paper is relevant to conjugate test rigs that can measure the hot surface temperature distribution with and without film cooling. This information may also be relevant to designers as a method to approximate surface temperatures or used as an approximate heat transfer model for optimization studies.

advanced gas turbines↗

DOE OSTI2020

Life-Cycle Baseline Customization for the Formerly Utilized Sites Remedial Action Program - 20304

One of the responsibilities of the federal government is to estimate sound and defensible life-cycle baseline costs for use in federal budget estimates and to meet federal financial reporting requirements. To accomplish this, the US Department of Energy (DOE) Office of Legacy Management (LM) and the US Army Corps of Engineers (USACE) have partnered together to ensure that the liabilities documented in each Formerly Utilized Sites Remedial Action Program (FUSRAP) site's life-cycle baseline are specifically tailored. FUSRAP was created in the mid-1970's to clean up radiological contamination resulting from the early development of nuclear weapons. DOE was responsible for FUSRAP until October 1997, when Congress transferred the administration and execution of FUSRAP site cleanups to USACE. By 1997, DOE had completed the cleanup of 25 of the 46 sites that were active within the program and had begun cleanup at 13 additional sites. USACE was assigned responsibility for the cleanup of the 21 remaining FUSRAP sites, and at 8 additional sites that had since been referred for cleanup. The LM mission for the FUSRAP sites is to perform long-term surveillance and maintenance (LTS and M). Currently, LM provides long-term stewardship for 34 completed FUSRAP sites. Another 20 sites are under active remediation by USACE. Within the last 5 years, USACE has completed the cleanup at five FUSRAP sites and the LTS and M responsibility has been transferred to LM. By 2029, USACE will compete remediation at eight additional sites and LTS and M for those sites will transfer to LM. Because responsibilities for the FUSRAP sites transfer between USACE and LM upon completion of remedial actions, both agencies maintain life-cycle baselines for different stages of the project and both must have a strong understanding of the needs and requirements for each site. This understanding ensures that the life-cycle baselines form a complete and accurate picture of what is required for the site and for the FUSRAP program. LM focuses on several things when customizing the life-cycle baseline estimates for the FUSRAP sites, including (1) Understanding the unique requirements for each site. By reviewing site-specific documents prepared by USACE, such as Feasibility Studies and Records of Decision, and partnering with USACE to gain additional insight about site conditions and requirements for stewardship, as well as potential risks, LM can better develop the life-cycle baselines. (2) Developing site-specific labor breakdowns. This ensures the required labor mix is baselined for specific activities by comparing the labor mix required to perform activities at (a) other LM-managed FUSRAP sites and (b) non-FUSRAP LM sites and (c) by USACE at active FUSRAP sites. (3) Taking a tiered approach to life-cycle baseline planning. Estimates for sites transferring to LM in the near term (5 years) are more definitive than for sites transferring in the out-year period. Remedial actions at the near-term sites are at or near completion, providing LM a strong understanding of the LTS and M requirements and remaining liabilities. This in turn allows for site-specific customization of the baseline. (4) Using a robust risk management approach to ensure that liabilities specific to each site are identified, evaluated by probability and severity, and documented in relation to the impact to cost or schedule. To ensure the most accuracy within all the baselines, the FUSRAP life-cycle baselines are updated as needed to support program, project, and contract management needs. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2020

Mechanistic aspects of plasma-enhanced catalytic methane decomposition by time-resolved operando diffuse reflectance infrared Fourier transform spectroscopy

To study mechanistic aspects of plasma-enhanced catalysis, methane is decomposed by a supported Ni catalyst assisted by an Ar/O 2 atmospheric pressure plasma jet (APPJ). Here, the time-resolved surface response of the Ni catalyst is investigated by operando diffuse reflectance infrared Fourier transform spectroscopy (DRIFTS) using various experimental settings. Catalyst temperatures of room temperature (RT) and 500 °C and nozzle-catalyst surface distances of 3, 5 and 8 mm were examined, and the amount of O 2 of the Ar/O 2 gas mixture flowing through the APPJ was either 0 or 0.5%. A synergistic effect of surface bonded C-O was observed during the exposure of the Ni catalyst to the APPJ for low oxygen operating conditions (pure Ar jet). Surface bonded C-O formed only when there was plasma present and the C-O signal was enhanced for higher catalyst temperature. When the supported Ni catalyst was subjected to the plasma-generated particle fluxes using highly oxidizing conditions, the presence of surface bonded C-O was suppressed. The plasma-catalytic CO and CO 2 production in the gas phase measured downstream mirrored the surface behavior of C-O bonds when the plasma source operating condition was changed from a low oxygen portion to a high oxygen portion at high catalyst temperature (500 °C). CH n (n =1, 2, ) species on the catalyst surface were also studied by DRIFTS, and CHn destruction was found to correlate with C-O formation. In particular, the time-resolved CH n response showed a possible conversion process of CH n to C-O when the Ni catalyst was exposed to the plasma source. This finding may indicate a plasma-mediated regeneration of the catalyst by plasma-catalyst surface interactions.

42 ENGINEERING↗

NASA NTRS1992

Engine Coatings

Increasing the operating temperature of turbine engines reduces fuel consumption and increases engine efficiency. However, engine components must be protected from excessive heat. Lewis Research Center has successfully developed thermal barrier coatings (TBCs), which are deposited on the components. They insulate, offer oxidation and corrosion resistance and increase adherence. Surface temperatures can be reduced by 200 degrees centigrade or more. G. E. Aircraft Engines, a Lewis contractor, now uses a TBC based on the one developed at Lewis, on production engines. The system, which consists of a bond and a top coat extends component life from 1.3 to 2 times. The company is also testing TBCs on components that operate at higher temperatures.

Source record↗

NASA NTRS2015

Aram Chaos: a Long Lived Subsurface Aqueous Environment with Strong Water Resources Potential for Human Missions on Mars

Aram Chaos, Mars is a crater 280 kilometers in diameter with elevations circa. minus 2 to minus 3 kilometers below datum that provides a compelling landing site for future human explorers as it features multiple scientific regions of interest (ROI) paired with a rich extensible Resource ROI that features poly-hydrated sulfates [1]. The geologic history of Aram Chaos suggests several past episodes of groundwater recharge and infilling by liquid water, ice, and other materials [1-3]. The creation of the fractured region with no known terrestrial equivalent may have been caused by melting of deep ice reservoirs that triggered the collapse of terrain followed by catastrophic water outflows over the region. Aram Chaos is of particular scientific interest because it is hypothesized that the chaotic terrain may be the source of water that contributed to the creation of nearby valleys such as Ares Vallis flowing toward Chryse Planitia. The liquid water was likely sourced as groundwater and therefore represents water derived from a protected subsurface environment making it a compelling astrobiological site [2]. The past history of water is also represented by high concentrations of hematite, Fe-oxyhydroxides, mono-hydrated and poly-hydrated sulfates [1, 2]. Poly-hydrated sulfates are likely to contain abundant water that evolves at temperatures below 500 degrees Centigrade thus conferring Aram Chaos a potentially high value for early in-situ resource utilization (ISRU) [4]. The geologic history also calls for future prospecting of deep ice deposits and possibly liquid water via deep drilling. The most recent stratigraphic units in the central part of Aram Chaos are not fractured, and are part of a dome-shaped formation that features bright, poorly-consolidated material that contains both hydrated sulfates and ferric oxides according to OMEGA (Observatoire pour la Minéralogie, l'Eau, les Glaces et l'Activité) data [5]. These surface material characteristics are preliminary indications of their potential use in civil engineering activities that involve regolith moving and hauling, while further study is needed to assess traverse-ability challenges. The widespread distribution of sulfates is also of interest as a resource for the use of sulfur as a binding compound in regolith-based concrete for constructions. The terrain depressions caused by the rock fracturing events may challenge surface mobility but also suggest the possibility of using such natural features for additional shielding from space radiation and as emplacement of nuclear surface power reactors for the same reason. The high concentration of hematite (up to 16 percent) in some of the smoother recent terrains of the central part of Aram Chaos [2] is a favorable attribute for metal extraction ISRU to create iron-based feedstock for in-situ fabrication of replacement parts or their repairs. Preliminary data on Aram Chaos indicate that it offers a combination of many critical criteria for human missions to the surface of Mars: equatorial region at low Mars Orbiter Laser Altimeter (MOLA), evidence of hydrated minerals over large areas and at high concentrations tied to historic evidence of liquid water over long periods.

Sibille, L.↗

NASA NTRS2016

Infrared Observations of the Orion Capsule During EFT-1 Hypersonic Reentry

High-resolution infrared observations of the Orion capsule during its atmospheric reentry on December 5, 2015 were made from a US Navy NP-3D. This aircraft, equipped with a long-range optical sensor system, tracked the capsule from Mach 10 to 7 from a distance of approximately 60 nmi. Global surface temperatures of the capsule's thermal heatshield were derived from near infrared intensity measurements. The global surface temperature measurements complemented onboard instrumentation and were invaluable to the interpretation of the in-depth thermocouple measurements which rely on inverse heat transfer methods and material response codes to infer the desired surface temperature from the sub-surface measurements. The full paper will address the motivations behind the NASA Engineering Safety Center sponsored observation and highlight premission planning processes with an emphasis on aircraft placement, optimal instrument configuration and sensor calibrations. Critical aspects of mission operations coordinated from the NASA Johnson Spaceflight Center and integration with the JSC Flight Test Management Office will be discussed. A summary of the imagery that was obtained and processed to global surface temperature will be presented. At the capsule's point of closest approach relative to the imaging system, the spatial resolution was estimated to be approximately 15-inches per pixel and was sufficient to identify localized temperature increases associated with compression pad support hardware on the heatshield. The full paper will discuss the synergy of the quantitative imagery derived temperature maps with in-situ thermocouple measurements. Comparison of limited onboard surface thermocouple data to the image derived surface temperature will be presented. The two complimentary measurements serve as an example of the effective leveraging of resources to advance the understanding of high Mach number environments associated with an ablated heatshield and provide unique data for the validation of design tools and numerical flight simulation techniques. Collaborative opportunities and technology investments in support of planned observations of NASA's next Orion flight test in 2018 will be explored in the full manuscript.

Horvath, Thomas J.↗