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At least 1,531 records · Page 85
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

Free-living spirochetes from Cape Cod microbial mats detected by electron microscopy

Spirochetes from microbial mats and anaerobic mud samples collected in salt marshes were studied by light microscopy, whole mount and thin section transmission electron microscopy. Enriched in cellobiose-rifampin medium, selective for Spirochaeta bajacaliforniensis, seven distinguishable spirochete morphotypes were observed. Their diameters ranged from 0.17 micron to > 0.45 micron. Six of these morphotypes came from southwest Cape Cod, Massachusetts: five from Microcoleus-dominated mat samples collected at Sippewissett salt marsh and one from anoxic mud collected at School Street salt marsh (on the east side of Eel Pond). The seventh morphotype was enriched from anoxic mud sampled from the north central Cape Cod, at the Sandy Neck salt marsh. Five of these morphotypes are similar or identical to previously described spirochetes (Leptospira, Spirochaeta halophila, Spirochaeta bajacaliforniensis, Spirosymplokos deltaeiberi and Treponema), whereas the other two have unique features that suggest they have not been previously described. One of the morphotypes resembles Spirosymplokos deltaeiberi (the largest free-living spirochete described), in its large variable diameter (0.4-3.0 microns), cytoplasmic granules, and spherical (round) bodies with composite structure. This resemblance permits its tentative identification as a Sippewissett strain of Spirosymplokos deltaeiberi. Microbial mats samples collected in sterile Petri dishes and stored dry for more than four years yielded many organisms upon rewetting, including small unidentified spirochetes in at least 4 out of 100 enrichments.

NASA Program Exobiology↗
NASA NTRS2007

Microrectenna: A Terahertz Antenna and Rectifier on a Chip

A microrectenna that would operate at a frequency of 2.5 THz has been designed and partially fabricated. The circuit is intended to be a prototype of an extremely compact device that could be used to convert radio-beamed power to DC to drive microdevices (see Figure 1). The microrectenna (see Figure 2) circuit consists of an antenna, a diode rectifier and a DC output port. The antenna consists of a twin slot array in a conducting ground plane (denoted the antenna ground plane) over an enclosed quarter-wavelength-thick resonant cavity (denoted the reflecting ground plane). The circuit also contains a planar high-frequency low-parasitic Schottky-barrier diode, a low-impedance microstrip transmission line, capacitors, and contact beam leads. The entire 3-D circuit is fabricated monolithically from a single GaAs wafer. The resonant cavity renders the slot radiation pattern unidirectional with a half-power beam width of about 65. A unique metal mesh on the rear of the wafer forms the backplate for the cavity but allows the GaAs to be wet etched from the rear surface of the twin slot antennas and ground plane. The beam leads protrude past the edge of the chip and are used both to mount the microrectenna and to make the DC electrical connection with external circuitry. The antenna ground plane and the components on top of it are formed on a 2- m thick GaAs membrane that is grown in the initial wafer MBE (molecular beam epitaxy) process. The side walls of the antenna cavity are not metal coated and, hence, would cause some loss of power; however, the relatively high permittivity (epsilon=13) of the GaAs keeps the cavity modes well confined, without the usual surface-wave losses associated with thick dielectric substrates. The Schottky-barrier diode has the usual submicron dimensions associated with THz operation and is formed in a mesa process above the antenna ground plane. The diode is connected at the midpoint of a microstrip transmission line, which is formed on 1- m-thick SiO (permittivity of 5) laid down on top of the GaAs membrane. The twin slots are fed in phase by this structure. To prevent radio-frequency (RF) leakage past the slot antennas, low-loss capacitors are integrated into the microstrip transmission line at the edges of the slots. The DC current- carrying lines extend from the outer edges of the capacitors, widen approaching the edges of the chip, and continue past the edges of the chip to become the beam leads used in tacking down the devices. The structure provides a self-contained RF to DC converter that works in the THz range.

Siegel, Peter↗
NASA NTRS1991

Microstrip Yagi array antenna for mobile satellite vehicle application

A novel antenna structure formed by combining the Yagi-Uda array concept and the microstrip radiator technique is discussed. This antenna, called the microstrip Yagi array, has been developed for the mobile satellite (MSAT) system as a low-profile, low-cost, and mechanically steered medium-gain land-vehicle antenna. With the antenna's active patches (driven elements) and parasitic patches (reflector and director elements) located on the same horizontal plane, the main beam of the array can be tilted, by the effect of mutual coupling, in the elevation direction providing optimal coverage for users in the continental United States. Because the parasitic patches are not connected to any of the lossy RF power distributing circuit the antenna is an efficient radiating system. With the complete monopulse beamforming and power distributing circuits etched on a single thin stripline board underneath the microstrip Yagi array, the overall L-band antenna system has achieved a very low profile for vehicle's rooftop mounting, as well as a low manufacturing cost. Experimental results demonstrate the performance of this antenna.

Huang, John↗
NASA NTRS1993

Admittance model for the shuttle remote manipulator system in four configurations

A possible scenario for robot task performance in space is to mount two small, dexterous arms to the end of the Shuttle Remote Manipulator System (SRMS). As these small robots perform tasks, the flexibility of the SRMS may cause unsuccessful task executions. In order to simulate the dynamic coupling between the SRMS and the arms, admittance models of the SRMS in four brakes locked configurations were developed. The admittance model permits calculation of the SRMS end-effector response due to end-effector disturbing forces. The model will then be used in conjunction with a Stewart Platform, a vehicle emulation system. An application of the admittance model was shown by simulating the disturbing forces using two SRMS payloads, the Dextrous Orbital Servicing System (DOSS) manipulator and DOSS carrying a 1000 lb. cylinder. Mode by mode comparisons were conducted to determine the minimum number of modes required in the admittance model while retaining dynamic fidelity. It was determined that for all four SRMS configurations studied, between 4 and 6 modes of the SRMS structure (depending on the excitation loads) were sufficient to retain tolerance of 0.01 inches and 0.01 deg. These tolerances correspond to the DOSS manipulator carrying no object. When the DOSS carries the 1000 lb. cylinder, between 15 and 20 modes were sufficient, approximately three or four times as many modes as for the unloaded case.

Papadopoulos, Loukas↗
NASA NTRS1955

Aerodynamic Loads on an External Store Adjacent to a 45 Degree Sweptback Wing at Mach Numbers from 0.70 to 1.96, Including an Evaluation of Techniques Used

Aerodynamic forces and moments have been obtained in the Langley 9- by 12-inch blowdown tunnel on an external store and on a 45 degree swept-back wing-body combination measured separately at Mach numbers from 0.70 to 1.96. The wing was cantilevered and had an aspect ratio of 4.0; the store was independently sting-mounted and had a Douglas Aircraft Co. (DAC) store shape. The angle of attack range was from -3 degrees to 12 degrees and the Reynolds number (based on wing mean aerodynamic chord) varied from 1.2 x10(6) to 1.7 x 10(6). Wing-body transonic forces and moments have been compared with data of a geometrically similar full-scale model tested in the Langley 16-foot and 8-foot transonic tunnels in order to aid in the evaluation of transonic-tunnel interference. The principal effect of the store, for the position tested, was that of delaying the wing-fuselage pitch-up tendency to higher angles of attack at Mach numbers from 0.70 to 0.90 in a manner similar to that of a wing chord extension. The most critical loading condition on the store was that due to side force, not only because the loads were of large magnitude but also because they were in the direction of least structural strength of the supporting pylon. These side loads were greatest at high angles of attack in the supersonic speed range. Removal of the supporting pylon (or increasing the gap between the store and wing) reduced the values of the variation of side-force coefficientwith angle of attack by about 50 percent at all test Mach numbers, indicating that important reductions in store side force may be realized by proper design or location of the necessary supporting pylon. A change of the store skew angle (nose inboard) was found to relieve the excessive store side loads throughout the Mach number range. It was also determined that the relative position of the fuselage nose to the store can appreciably affect the store side forces at supersonic speeds.

Guy, Lawrence D↗
NASA NTRS2001

Optical Diagnosis of Gas Turbine Combustors Being Conducted

Researchers at the NASA Glenn Research Center, in collaboration with industry, are reducing gas turbine engine emissions by studying visually the air-fuel interactions and combustion processes in combustors. This is especially critical for next generation engines that, in order to be more fuel-efficient, operate at higher temperatures and pressures than the current fleet engines. Optically based experiments were conducted in support of the Ultra-Efficient Engine Technology program in Glenn's unique, world-class, advanced subsonic combustion rig (ASCR) facility. The ASCR can supply air and jet fuel at the flow rates, temperatures, and pressures that simulate the conditions expected in the combustors of high-performance, civilian aircraft engines. In addition, this facility is large enough to support true sectors ("pie" slices of a full annular combustor). Sectors enable one to test true shapes rather than rectangular approximations of the actual hardware. Therefore, there is no compromise to actual engine geometry. A schematic drawing of the sector test stand is shown. The test hardware is mounted just upstream of the instrumentation section. The test stand can accommodate hardware up to 0.76-m diameter by 1.2-m long; thus sectors or small full annular combustors can be examined in this facility. Planar (two-dimensional) imaging using laser-induced fluorescence and Mie scattering, chemiluminescence, and video imagery were obtained for a variety of engine cycle conditions. The hardware tested was a double annular sector (two adjacent fuel injectors aligned radially) representing approximately 15 of a full annular combustor. An example of the two-dimensional data obtained for this configuration is also shown. The fluorescence data show the location of fuel and hydroxyl radical (OH) along the centerline of the fuel injectors. The chemiluminescence data show C2 within the total observable volume. The top row of this figure shows images obtained at an engine low-power condition, and the bottom row shows data from a higher power operating point. The data show distinctly the differences in flame structure between low-power and high-power engine conditions, in both location and amount of species produced (OH, C2) or consumed (fuel). The unique capability of the facility coupled with its optical accessibility helps to eliminate the need for high-pressure performance extrapolations. Tests such as described here have been used successfully to assess the performance of fuel-injection concepts and to modify those designs, if needed.

Hicks, Yolanda R.↗
NASA NTRS1975

The triggering and subsequent development of a solar flare

High temporal and spatial resolution solar X-ray pictures of a flare at 1827 UT on 5 September 1973 were taken with the S-056 telescope on the Apollo telescope mount. Photographs taken at 9 sec intervals allow detailed information to be obtained about the site of the energy release, as well as about the evolution of the flare itself. Observations suggest that the flare occurred in an entire arcade of loops rather than in any single loop. Sequential brightening of different X-ray features indicates that some excitation moved perpendicular to the magnetic field of the arcade at velocities of 180 to 280 km/sec. The most intense X-ray features were located in places where the magnetic field composing the arcade had a small radius of curvature with horizontal field gradients higher than the surroundings region and where the axis of the arcade changed direction. It was felt that the arcade geometry strongly influenced the propagation of the triggering disturbance, as well as the storage and site of the subsequent deposition of energy. A magnetosonic wave is suggested as the propagating mechanism triggering instabilities that may have existed in the preflare structure.

Vorpahl, J. A.↗
NASA NTRS2008

Micro-Vibration Measurements on Thermally Loaded Multi-Layer Insulation Samples in Vacuum

Some scientific missions require to an extreme extent the absence of any on-board microvibration. Recent projects dedicated to measuring the Earth's gravity field and modeling the geoid with extremely high accuracy are examples. Their missions demand for extremely low micro-vibration environment on orbit for: (1) Not disturbing the measurement of earth gravity effects with the installed gradiometer or (2) Even not damaging the very high sensitive instruments. Based on evidence from ongoing missions multi-layer insulation (MLI) type thermal control blankets have been identified as a structural element of spacecrafts which might deform under temperature variations being caused by varying solar irradiation in orbit. Any such deformation exerts tiny forces which may cause small reactions resulting in micro-vibrations, in particular by exciting the spacecraft eigenmodes. The principle of the test set-up for the micro-vibration test was as follows. A real side wall panel of the spacecraft (size about 0.25 m2) was low-frequency suspended in a thermal vacuum chamber. On the one side of this panel, the MLI samples were fixed by using the standard methods. In front of the MLI, an IR-rig was installed which provided actively controlled IR-radiation power of about 6 kW/m2 in order to heat the MLI surface. The cooling was passive using the shroud temperature at a chamber pressure <1E-5mbar. The resulting micro-vibrations due to MLI motion in the heating and the cooling phase were measured via seismic accelerometers which were rigidly mounted to the panel. Video recording was used to correlate micro-vibration events to any visual MLI motion. Different MLI sample types were subjected to various thermal cycles in a temperature range between -60 C to +80 C. In this paper, the experience on these micro-vibration measurements will be presented and the conclusions for future applications will be discussed

Deutsch, Georg↗
NASA NTRSDate not supplied

Low-Earth Flight Test of an Inflatable Decelerator (LOFTID) Aeroshell Flight Performance

On November 10, 2022, NASA launched the Low-earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) vehicle as a secondary payload mounted inside the launch vehicle adaptor on an Atlas V 401 out of the Vandenburg Space Force Base (VSFB). The primary payload, Joint Polar Satellite System-2 (JPSS-2), was delivered successfully to a sun synchronous trajectory shortly after launch, at which point the Centaur upper stage performed a burn to de-orbit the system. Once on the desired trajectory to enter the atmosphere the top of the payload adaptor was ejected to expose the LOFTID vehicle, then the LOFTID aeroshell, a Hypersonic Inflatable Aerodynamic Decelerator (HIAD), was deployed and inflated without issue. The Centaur pointed the LOFTID to the desired attitude to enter the atmosphere, spun the assembly to three rpm, separated the reentry vehicle, and finally performed a collision avoidance maneuver to prevent the Centaur from re-contacting the LOFTID after atmospheric entry. The LOFTID vehicle maintained the design attitude and spin rate from separation to atmospheric entry, roughly 30 minutes, demonstrating the aeroshell did not experience any energy damping from inflatable structure flexibility. The LOFTID vehicle entered the atmosphere over Alaska at >8km/sec and decelerated as designed demonstrating stable flight from hypersonic entry through subsonic parachute deployment. On-board visible light cameras captured the reactions of the heatshield through all phases of flight and co-located infrared light cameras captured the temperature distribution of the aft side of the heat shield anchored to a distribution of thermocouples on the inflatable structure (IS) in the field of view. Thermocouples were also embedded in the forward side of the aeroshell both in the Flexible Thermal Protection System (FTPS) as well as the IS. This presentation will discuss aeroshell response to the atmospheric entry. The visible light cameras captured mechanical response of the IS to the loads applied in the different phases of entry. Events seen on the visible light cameras correlate with the response of the load cell pins on webbing elements that attach the aeroshell to the centerbody structure. Thermocouple data captured verifies the aerothermal response of the aeroshell was in-kind with pre-flight analysis predictions although some-what lower in most locations. This data will allow the improvement of the aeroshell modeling tools predictive capability. Post-flight inspection of the aeroshell after splash down and ocean recovery shows that all the aeroshell materials and manufacturing techniques developed over the past 15 years of HIAD technology development performed as de-signed at large scale, a scale which cannot be replicated in ground test facilities. The HIAD supported the LOFTID vehicle high in the water after touching down under parachute and maintained buoyancy and integrity for the hour it took to position the recovery vessel near the LOFTID after splash down. There was no indication the HIAD would have experienced an issue maintaining buoyancy for many more hours after water impact as the component maintained adequate inflation pressure more than 12 hours after water extraction with no additional inflation gas in tanks, as the inflation gas remaining in the tank was vented prior to impact. The LOFTID aeroshell was an unqualified success and has opened up opportunities for commercial application.

LOFTID Aeroshell Flight Performance↗
NASA NTRSDate not supplied

Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Aeroshell Performance

On November 10, 2022, NASA launched the Low-earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) vehicle as a secondary payload mounted inside the launch vehicle adaptor on an Atlas V 401 out of the Vandenburg Space Force Base (VSFB). The primary payload, Joint Polar Satellite System-2 (JPSS-2), was delivered successfully to a sun synchronous trajectory shortly after launch, at which point the Centaur upper stage performed a burn to de-orbit the system. Once on the desired trajectory to enter the atmosphere the top of the payload adaptor was ejected to expose the LOFTID vehicle, then the LOFTID aeroshell, a Hypersonic Inflatable Aerodynamic Decelerator (HIAD), was deployed and inflated without issue. The Centaur pointed the LOFTID to the desired attitude to enter the atmosphere, spun the assembly to three rpm, separated the reentry vehicle, and finally performed a collision avoidance maneuver to prevent the Centaur from re-contacting the LOFTID after atmospheric entry. The LOFTID vehicle maintained the design attitude and spin rate from separation to atmospheric entry, roughly 30 minutes, demonstrating the aeroshell did not experience any energy damping from inflatable structure flexibility. The LOFTID vehicle entered the atmosphere over Alaska at >8km/sec and decelerated as designed demonstrating stable flight from hypersonic entry through subsonic parachute deployment. On-board visible light cameras captured the reactions of the heatshield through all phases of flight, and co-located infrared light cameras captured the temperature distribution of the aft side of the heat shield anchored to a distribution of thermocouples on the inflatable structure (IS) in the field of view. Thermocouples were also embedded in the forward side of the aeroshell both in the Flexible Thermal Protection System (FTPS) as well as the IS. This paper will discuss aeroshell response to the atmospheric entry. The visible light cameras captured mechanical response of the deployable aeroshell to the loads applied in the different phases of entry. Events seen on the visible light cameras correlate with the response of the load cell pins on webbing elements that attach the aeroshell to the centerbody structure. Thermocouple data captured verifies the aerothermal response of the aeroshell was in-kind with pre-flight analysis predictions although somewhat lower in most locations. This data will allow the improvement of the aeroshell modeling tools predictive capability. Post-flight inspection of the aeroshell after splash down and ocean recovery shows that all the aeroshell materials and manufacturing techniques developed over the past 15 years of HIAD technology development performed as designed at large scale, a scale which cannot be replicated in ground test facilities. The HIAD supported the LOFTID vehicle high in the water after touching down under parachute and maintained buoyancy and integrity for the hour it took to position the recovery vessel near the LOFTID after splash down. There was no indication the HIAD would have experienced an issue maintaining buoyancy for many more hours after water impact as the component maintained adequate inflation pressure more than 24 hours after water extraction with no additional inflation gas in tanks, as the inflation gas remaining in the tank was vented prior to impact.

Entry Descent Landing Atmospheric Entry Deployable↗
NASA NTRS2009

UAVSAR - A New Airborne L-Band Radar for Repeat Pass Interferometry

NASA/JPL has developed a new airborne Synthetic Aperture Radar (SAR) which has become available for use by the scientific community in January, 2009. Pod mounted, the UAVSAR was designed to be portable among a variety of aircraft, including unmanned aerial systems (UAS). The instrument operates in the L-Band, has a resolution under 2m from a GPS altitude of 12Km and a swath width of approximately 20Km. UAVSAR currently flies on a modified Gulfstream-III aircraft, operated by NASA s Dryden Flight Research Center at Edwards, California. The G-III platform enables repeat-pass interferometric measurements, by using a modified autopilot and precise kinematic differential GPS to repeatedly fly the aircraft within a specified 10m tube. The antenna is electronically steered along track to assure that the antenna beam can be directed independently, regardless of speed and wind direction. The instrument can be controlled remotely, AS AN OPTION, using the Research Environment for Vehicle Embedded Analysis on Linux (REVEAL). This allows simulation of the telepresence environment necessary for flight on UAS. Potential earth science research and applications include surface deformation, volcano studies, ice sheet dynamics, and vegetation structure.

Mace, Thomas H.↗
NASA NTRS2017

Tack Measurements of Prepreg Tape at Variable Temperature and Humidity

NASA’s Advanced Composites Project has established the goal of achieving a 30 percent reduction in the timeline for certification of primary composite structures for application on commercial aircraft. Prepreg tack is one of several critical parameters affecting composite manufacturing by automated fiber placement (AFP). Tack plays a central role in the prevention of wrinkles and puckers that can occur during AFP, thus knowledge of tack variation arising from a myriad of manufacturing and environmental conditions is imperative for the prediction of defects during AFP. A full design of experiments was performed to experimentally characterize tack on 0.25-inch slit-tape tow IM7/8552-1 prepreg using probe tack testing. Several process parameters (contact force, contact time, retraction speed, and probe diameter) as well as environmental parameters (temperature and humidity) were varied such that the entire parameter space could be efficiently evaluated. Mid-point experimental conditions (i.e., parameters not at either extrema) were included to enable prediction of curvature in relationships and repeat measurements were performed to characterize experimental error. Collectively, these experiments enable determination of primary dependencies as well as multi-parameter relationships. Slit-tape tow samples were mounted to the bottom plate of a rheometer parallel plate fixture using a jig to prevent modification of the active area to be interrogated with the top plate, a polished stainless steel probe, during tack testing. The probe surface was slowly brought into contact with the pre-preg surface until a pre-determined normal force was achieved (2-30 newtons). After a specified dwell time (0.02-10 seconds), during which the probe substrate interaction was maintained under displacement control, the probe was retracted from the surface (0.1-50 millimeters per second). Initial results indicated a clear dependence of tack strength on several parameters, with a particularly strong dependence on temperature and humidity. Although an increase in either of these parameters reduces tack strength, a maximum in tack was predicted to occur under conditions of low temperature and moderate humidity.

Wohl, Christopher↗
NASA NTRS2024

Three-Dimensional Atmospheric Dynamics of Jupiter from Ground-Based Doppler Imaging Spectroscopy in the Visible

We present three-dimensional (3D) maps of Jupiter’s atmospheric circulation at cloud-top level from Doppler-imaging data obtained in the visible domain with JIVE, the second node of the JOVIAL network, which is mounted on the Dunn Solar Telescope at Sunspot, New Mexico. We report on 12 nights of observations between May 4 and May 30, 2018, representing a total of about 80 hours. Firstly, the average zonal wind profile derived from our data is compatible with that derived from cloud-tracking measurements performed on Hubble Space Telescope images obtained in April 2018 from the Outer Planet Atmospheres Legacy (OPAL) program. Secondly, we present the first ever two-dimensional maps of Jupiter’s atmospheric circulation from Doppler measurements. The zonal velocity map highlights well-known atmospheric features, such as the equatorial hot spots and the Great Red Spot (GRS). In addition to zonal winds, we derive meridional and vertical velocity fields from the Doppler data. The motions attributed to vertical flows are mainly located at the boundary between the equatorial belts and tropical zones, which could indicate active motion in these regions. Qualitatively, these results compare well to recent Juno data that have unveiled the three-dimensional structure of Jupiter’s wind field. To the contrary, the motions attributed to meridional circulation are very different from what is obtained by cloud tracking, except at the GRS. Because of limitations with data resolution and processing techniques, we acknowledge that our measurement of vertical or meridional flows of Jupiter are still to be confirmed.

Francois-Xavier Schmider↗
DOE OSTI2024

Eligibility Assessment of Items in the TA-60 Rack Assembly and Alignment Complex Legacy Storage Yard

The U.S. Department of Energy, National Nuclear Security Administration, Los Alamos Field Office (NA-LA), documented and evaluated seven structures in the Technical Area 60 (TA-60) Rack Assembly and Alignment Complex (RAAC) legacy storage yard at Los Alamos National Laboratory (LANL or Laboratory) for listing in the National Register of Historic Places (National Register). This documentation and evaluation was conducted in compliance with Section 106 of the National Historic Preservation Act of 1966, as amended; the Code of Federal Regulations (36 CFR 800); the Programmatic Agreement among the U.S. Department of Energy, National Nuclear Security Administration, Los Alamos Field Office, the New Mexico State Historic Preservation Office and the Advisory Council on Historic Preservation Concerning Management of the Historic Properties at Los Alamos National Laboratory, Los Alamos New Mexico (PA)1; and A Plan for the Management of the Cultural Heritage at Los Alamos National Laboratory, New Mexico (LANL’s Cultural Resources Management Plan (2017). NA-LA makes the following National Register eligibility determinations: la cuna; the rack transporter (jeep, rack trailer, and steering dolly); the Mexia diagnostic rack; the Mexia device canister; the Mexia device mounting stand; and the Mexia target stand are eligible for listing in the National Register, and the second steering dolly is not eligible for listing in the National Register. This National Register evaluation was completed because LANL proposes to develop a consolidated waste facility in TA-60 next to the former RAAC. Across 3.56 acres, LANL proposes to construct an 8,000-square-foot, pre-engineered waste storage building; a 1,500-square-foot office/warehouse building; and 28,500 square feet of covered storage. The development will also include access control features and fencing, parking spaces, and utilities. Additionally, the Laboratory will continue to use the southern part of TA-60-0017 and reuse TA-60-0086 and TA-60-0324 in the development. The consolidated waste facility will operate as a central accumulation area—storing universal waste, mixed low-level (radioactive) waste, hazardous chemicals, and New Mexico special waste—until the waste can be shipped off site.

99 GENERAL AND MISCELLANEOUS↗
NASA NTRS1977

Measurements of H-beta, He D3, and Ca/+/ 8542-A line emission in quiescent prominences

Measurements of H-beta, He D3, and Ca(+) 8542-A line emission in 18 quiescent prominences are presented which were performed with a 25-cm coronagraph/coude spectrograph system and an optical multichannel analyzer utilizing a Si-vidicon detector assembly mounted at the single-pass spectrograph port. The data obtained show that the line profiles deviate in the wings from those calculated on the basis of an isothermal atmosphere and a Gaussian absorption coefficient. Both a non-Gaussian microturbulence component and a temperature gradient from prominence-core to coronal values can successfully account for this phenomenon. The line widths from a given line of sight of prominence material are reduced on the basis of a common core emitting region with a temperature of 7500 to 11,600 K and a microturbulent velocity of 4.5 to 7.1 km/s for the isothermal model (these values are 5% to 10% less for the two-temperature model). It is noted that long-period low-amplitude oscillations in the D3 line width and intensity were observed when a specific line of sight in a quiescent prominence was followed. These oscillations are found to remain coherent for as many as 3 or 4 cycles and to be associated with prominence structural activation.

Landman, D. A.↗
NASA NTRSDate not supplied

Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Aeroshell Performance

On November 10, 2022, NASA launched the Low-earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) reentry vehicle (RV)as a secondary payload mounted inside the launch vehicle (LV) adaptor on an Atlas V 401 out of the Vandenburg Space Force Base (VSFB). The primary payload, Joint Polar Satellite System-2 (JPSS-2), was delivered successfully to a sun-synchronous trajectory shortly after launch, at which point the Centaur upper stage performed a burn to de-orbit the system. Once on the desired trajectory to enter the atmosphere, the top of the payload adaptor was ejected to expose the LOFTID RV. Next, the LOFTID aeroshell, a Hypersonic Inflatable Aerodynamic Decelerator (HIAD), was deployed and inflated without issue. The Centaur pointed the LOFTID RV to the desired attitude to enter the atmosphere, spun the assembly to three rpm, separated the LOFTID RV, and finally performed a divert maneuver to prevent the Centaur from re-contacting the LOFTID RV after atmospheric entry. The LOFTID RV maintained the design attitude and spin rate from separation to atmospheric entry, a duration of roughly 30 minutes, demonstrating the aeroshell did not experience any energy damping from inflatable structure flexibility. The LOFTID RV entered the atmosphere over Alaska at >8km/sec and decelerated as designed, demonstrating aerodynamically stable flight from hypersonic entry through subsonic parachute deployment. On-board visible-spectrum cameras captured the physical response of the heatshield through all phases of flight. Co-located infrared cameras captured the temperature distribution of the aftside of the heat shield anchored to a distribution of thermocouples on the inflatable structure (IS) in the field of view. Thermocouples were also embedded in the forward side of the aeroshell both in the Flexible Thermal Protection System (FTPS) as well as the IS. This paper will document aeroshell’s response to the atmospheric entry. The visible-spectrum cameras captured mechanical response of the deployable aeroshell to the loads encountered in the different phases of entry. Events seen on the visible-spectrum cameras correlate with the measurements of the load cell pins on webbing elements that attach the aeroshell to the centerbody structure. Thermocouple data captured verifies the aerothermal response of the aeroshell was in-kind with pre-flight analysis predictions although somewhat lower in most locations. This data will enable enhancement of HIAD predictive capability. Post-flight inspection of the aeroshell after splashdown and ocean recovery shows that all the aeroshell materials and manufacturing techniques developed over the past two decades of HIAD technology development performed as expected at large scale, a scale which cannot be replicated in ground test facilities. The LOFTID RV remained high in the water after touching down under parachute, and maintained buoyancy and integrity for the hour it took to position the recovery vessel near the vehicle after splashdown. There was no indication the HIAD would have experienced an issue maintaining buoyancy for many more hours after water impact as the component maintained adequate inflation pressure more than 24 hours after water extraction with no additional inflation gas in tanks, as the inflation gas remaining in the tank was purposely vented prior to splashdown.

HIAD↗
NASA NTRS1978

Preliminary design of the cryogenic cooled limb scanning interferometer radiometer (CLIR), phase 2

A cryogenic system to be utilized with a mounted pointing system is designed. The analysis indicates that the resulting design is significantly heavier than previous design due to the increased diameter of the system, resulting in greater tank and vacuum enclosure weights. Additional weight is also required in the area where the payload is attached to the pointing system in order to provide additional stiffness to the payload. The vacuum shell required to enclose the instrument is shorter and therefore an attendant reduction in instrument package weight would be expected. The primary resonance of the cooler instrument package occurs at 21 Hz, a mode in which the flexibility of the vacuum shell allows motion of the cryogen tank and instrument, and which can be increased by additional stiffening in the region of the pointing system vacuum shell connection at the cost of additional weight. The second resonance at 59 Hz is due to vibration of the helium tank on the fiberglass support tubes. The parasitic heat load can be reduced to 0.28 W by the utilization of a sandwich support tube structure in place of the monocoque structure assumed in the design.

Source record↗
DOE OSTI2025

Using feature importance as an exploratory data analysis tool on Earth system models

Abstract. Machine learning (ML) models are commonly used to generate predictions, but these models can also support the discovery of new science. Generating accurate predictions necessitates that a model captures the structure of the underlying data. If the structure is properly extracted, ML could be a useful exploratory and evidential tool. In this paper, we present a case study that demonstrates the use of ML for exploratory data analysis (EDA) in the climate space. We apply the ML explainability method of spatiotemporal zeroed feature importance (stZFI) to understand how climate-variable associations evolve over space and time. Our analyses focus on data from ensembles of Earth system models (ESMs) which provide data on different climate states and conditions. We elect to work with ESM ensembles since they allow us to compare feature importance across alternative scenarios not available with observed data. The ensembles also account for natural variability so that we can distinguish between signal and noise due to natural climate variability when computing feature importance. The use of perturbed initial condition ensembles introduces variability mimicking the natural variability in the atmosphere; thus the signals emerging using feature importance (FI) can be evaluated against the natural variability in the climate system. For our analyses, we consider the 1991 volcanic eruption of Mount Pinatubo, which was a large stratospheric aerosol injection. We explore the climate pathway associated with the eruption from aerosols to radiation to temperature at both the near-surface and stratospheric levels. In addition to applying the method to data generated from two different ESMs, we apply stZFI to reanalysis data to compare the associations identified by stZFI. We show how stZFI tracks the importance of aerosol optical depth over time on forecasting temperatures. This case study illustrates usefulness of an ML tool (stZFI) for EDA on a well-studied climate exemplar.

Ries, Daniel (ORCID:0000000250294647)↗