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NASA NTRS1993

LDEF materials overview

The flight and retrieval of the National Aeronautics and Space Administration's Long Duration Exposure Facility (LDEF) provided an opportunity for the study of the low-Earth orbit (LEO) environment and long-duration space environmental effects (SEE) on materials that is unparalleled in the history of the U.S. Space Program. The 5-year, 9-month flight of LDEF greatly enhanced the potential value of all materials on LDEF to the international SEE community, compared to that of the original 1-year flight plan. The remarkable flight attitude stability of LDEF enables specific analyses of individual and combined effects of LEO environmental parameters on identical materials on the same space vehicle. NASA recognized this potential by forming the LDEF Space Environmental Effects on Materials Special Investigation Group (MSIG) to address the greatly expanded materials and LEO space environment analysis opportunities available in the LDEF structure, experiment trays, and corollary measurements so that the combined value of all LDEF materials data to current and future space missions will be addressed and documented. An overview of the interim LDEF materials findings of the principal investigators and the Materials Special Investigation Group is provided. These revelations are based on observations of LEO environmental effects on materials made in space during LDEF retrieval and during LDEF tray deintegration at the Kennedy Space Center, and on findings of approximately 1.5 years of laboratory analyses of LDEF materials by the LDEF materials scientists. These findings were extensively reviewed and discussed at the MSIG-sponsored LDEF Materials Workshop '91. The results are presented in a format that categorizes the revelations as 'clear findings' or 'obscure preliminary findings' (and progress toward their resolution), plus resultant needs for new space materials developments and ground simulation testing/analytical modeling, in seven categories: materials/environmental parameters and data bases; LDEF contamination; thermal control coatings and protective treatments; polymers and films; polymer-matrix composites; metals, ceramics, and optical materials; and systems-related materials. The utilization of LDEF materials data for future low-Earth orbit missions is also discussed, concentrating on Space Station Freedom. In general, the LDEF data is remarkably consistent; LDEF will provide a 'benchmark' for materials design data bases for satellites in low-Earth orbit. Some materials were identified to be encouragingly resistant to LEO SEE for 5.8-years; other 'space qualified' materials displayed significant environmental degradation. General contamination levels on LDEF were low, but molecular contamination was widespread; LDEF offers an unprecedented opportunity to provide a unified perspective of unmanned LEO spacecraft contamination mechanisms. New material development requirements for long-term LEO missions were identified and current ground simulation testing methods/data for new, durable materials concepts can be validated with LDEF results. LDEF findings are already being integrated into the design of Space Station Freedom.

Stein, Bland A.↗

NASA NTRS1996

Evaluation of an Anthropometric Human Body Model for Simulated EVA Task Assessment

One of the more mission-critical tasks performed in space is extravehicular activity (EVA) which requires the astronaut to be external to the station or spacecraft, and subsequently at risk from the many threats posed by space. These threats include, but are not limited to: no significant atmosphere, harmful electromagnetic radiation, micrometeoroids, and space debris. To protect the astronaut from this environment, a special EVA suit is worn which is designed to maintain a sustainable atmosphere (at 1/3 atmosphere) and provide protection against the hazards of space. While the EVA suit serves these functions well, it does impose limitations on the astronaut as a consequence of the safety it provides. Since the astronaut is in a virtual vacuum, any atmospheric pressure inside the suit serves to pressurize the suit and restricts mobility of flexible joints (such as fabric). Although some of the EVA suit joints are fixed, rotary-style joints, most of the mobility is achieved by the simple flexibility of the fabric. There are multiple layers of fabric, each of which serves a special purpose in the safety of the astronaut. These multiple layers add to the restriction of motion the astronaut experiences in the space environment. Ground-based testing is implemented to evaluate the capability of EVA-suited astronauts to perform the various tasks in space. In addition to the restriction of motion imposed by the EVA suit, most EVA activity is performed in a micro-gravity (weight less) environment. To simulate weightlessness EVA-suited testing is performed in a neutral buoyancy simulator (NBS). The NBS is composed of a large container of water (pool) in which a weightless environment can be simulated. A subject is normally buoyant in the pressurized suit; however he/she can be made neutrally buoyant with the addition of weights. In addition, most objects the astronaut must interface with in the NBS sink in water and flotation must be added to render them "weightless". The implementation of NBS testing has proven to invaluable in the assessment of EVA activities performed with the Orbiter and is considered to be a key step in the construction of the International Space Station (ISS). While the NBS testing is extremely valuable, it does require considerable overhead to maintain and operate. It has been estimated that the cost of utilizing the facility is approximately $10,000 per day. Therefore it is important to maximize the utility of NBS testing for optimal results. One important aspect to consider in any human/worksite interface is the considerable wealth of anthropometric and ergonomic data available. A subset of this information specific to EVA activity is available in NASA standard 3000. The difficulty in implementing this data is that most of the anthropometric information is represented in a two-dimensional format. This poses some limitations in complete evaluation of the astronaut's capabilities in a three-dimensional environment. Advances in computer hardware and software have provided for three-dimensional design and implementation of hardware with the advance of computer aided design (CAD) software. There are a number of CAD products available and most companies and agencies have adopted CAD as a fundamental aspect of the design process. Another factor which supports the use of CAD is the implementation of computer aided manufacturing (CAM) software and hardware which provides for rapid prototyping and decreases the time to product in the design process. It is probable that most hardware to be accessed by astronauts in EVA or IVA (intravehicular activity) has been designed by a CAD system, and is therefore represented in three-dimensional space for evaluation. Because of the implementation of CAD systems and the movement towards early prototyping, a need has arisen in industry and government for tools which facilitate the evaluation of ergonomic consideration in a three-dimensional environment where the hardware has been designed by the CAD tools. One such product is Jack which was developed by the University of Pennsylvania with funding from several government agencies, including NASA. While the primary purpose of Jack is to model human figures in a ground-based (gravity) environment, it can be utilized to evaluate EVA-suited activities as well. The effects of simulated gravity must be turned off by turning off "behaviors". Although Jack provides human figures for manipulation, the primary instrument to be evaluated for EVA mobility is the work envelope provided by the EVA suit. An EVA Jack suit model has been developed by NASA-JSC and was utilized in this study. This suit model provided a more restrictive motion environment as expected for an EVA suited subject. As part of this study, the anthropometric dimensions for a 50th percentile male were compared with basic anthropometric data and were found to be representative for the population group expected in the NASA flight program. The joints for the suit were created in a manner which provided consistent performance with EVA reach envelopes published in NASA standard #3000.

Etter, Brad↗

NASA NTRS2011

Correcting Thermal Deformations in an Active Composite Reflector

Large, high-precision composite reflectors for future space missions are costly to manufacture, and heavy. An active composite reflector capable of adjusting shape in situ to maintain required tolerances can be lighter and cheaper to manufacture. An active composite reflector testbed was developed that uses an array of piezoelectric composite actuators embedded in the back face sheet of a 0.8-m reflector panel. Each individually addressable actuator can be commanded from 500 to +1,500 V, and the flatness of the panel can be controlled to tolerances of 100 nm. Measuring the surface flatness at this resolution required the use of a speckle holography interferometer system in the Precision Environmental Test Enclosure (PETE) at JPL. The existing testbed combines the PETE for test environment stability, the speckle holography system for measuring out-of-plane deformations, the active panel including an array of individually addressable actuators, a FLIR thermal camera to measure thermal profiles across the reflector, and a heat source. Use of an array of flat piezoelectric actuators to correct thermal deformations is a promising new application for these actuators, as is the use of this actuator technology for surface flatness and wavefront control. An isogrid of these actuators is moving one step closer to a fully active face sheet, with the significant advantage of ease in manufacturing. No extensive rib structure or other actuation backing structure is required, as these actuators can be applied directly to an easy-to-manufacture flat surface. Any mission with a surface flatness requirement for a panel or reflector structure could adopt this actuator array concept to create lighter structures and enable improved performance on orbit. The thermal environment on orbit tends to include variations in temperature during shadowing or changes in angle. Because of this, a purely passive system is not an effective way to maintain flatness at the scale of microns over several meters. This technology is specifically referring to correcting thermal deformations of a large, flat structure to a specified tolerance. However, the underlying concept (an array of actuators on the back face of a panel for correcting the flatness of the front face) could be extended to many applications, including energy harvesting, changing the wavefront of an optical system, and correcting the flatness of an array of segmented deployable panels.

Bradford, Samuel C.↗

NASA NTRSDate not supplied

Remote Sensing of Hail from Space: Retrievals, Climatologies, and Challenges Going Forward

In addition to the myriad threats that severe hailstorms pose to society, infrastructure and agriculture, severe hail is difficult to measure in situ, and surface-based hail reporting and detection methods are inconsistent and subject to geographical or societal biases. This motivates the use of spaceborne remote-sensing platforms to retrieve hail and construct climatologies in the most globally consistent way. Passive-microwave algorithms leverage the sensitivity of spaceborne passive-microwave radiometers to scattering by hail, particularly in the channels from 10 to 89 GHz. These retrievals are used to construct global climatologies of severe hail. The Bang and Cecil (2019) retrievals has been applied to several different spaceborne sensors: the Tropical Rainfall Measuring Mission (TRMM) Microwave Imager (TMI), Global Precipitation Measurement Mission (GPM) Microwave Imager, Advanced Microwave Scanning Radiometer for EOS (AMSR-E), and Advanced Microwave Scanning Radiometer 2 (AMSR2) sensors and used to construct [near] global climatologies of severe hail. This retrieval, and others, have been tested using Global Precipitation Measurement (GPM) Ku-band precipitation radar, to assess their effectiveness and regional variability. A successful retrieval and climatology are those that correspond tightly to radar reflectivity and give minimal appearance of regional biases, especially with latitude. Satellite platforms offer consistent observations, even in remote, data-sparse, and oceanic regions that ground-based networks exclude. There are, however, potential disconnects between the processes identified aloft by the satellite and the resultant weather at the ground, leading to uncertainties in the retrievals that may propagate into satellite-based climatologies, particularly in the Tropics, where there are abundant strong - but not necessarily hailing - storms that are strongly represented in the current satellite climatologies. There are ongoing efforts to assess and mitigate the contributing factors to these uncertainties, chiefly among them the effects of non-uniform beam filling in the passive-microwave footprint, and the relationships between the size distributions of hailstones aloft and the dynamic processes and environments with which they interact throughout their trajectories.

Sarah D Bang↗

NASA NTRSDate not supplied

Derivation of Effective Properties Based on Porous Scale Simulations Using Filtering Techniques

This study presents a method for derivation of effective properties at the interface and in-depth of porous materials. The method defines a Representative Elementary Volume (REV) and applies filtering techniques to computer effective properties such as porosity and flow quantities, such as velocity and pressure. The script, developed to process the data was tested on the VTK type files that contain the mesh information and the flow solution. The method allows to choose between two types of filters, such as cellular and top-hat and define the size of the REV and number of samples along the domain. Extraction of the REV from the domain is performed to exact boundaries requested for the user. This is done using a triangulation technique and cutting through the cells to comply to the requested boundaries of the volume. The method can be applied to both structured and unstructured meshes. Filtering the material porosity and flow quantities involves integration of the numerical data. The algorithm provides three integration methods, such as Riemann sum, Monte Carlo and Quadrature rule to perform the integration. The Monte-Carlo technique permits the use of either uniform or linearly spaced distribution of points. The Quadrature rule is currently applicable to tetrahedral element types. The Monte Carlo and Quadrature rule methods require interpolation of the flow quantities at the sample points. For interpolation, two methods were tested and are readily available, Gaussian interpolation and re-sampling. It has been shown that re-sampling method has better consistency and acceptable accuracy in interpolation of the data. The algorithm was written in Python language and uses a number of modules. The major module besides numpy is PyVista. It is used to process the computational domain, clip the REV and interpolate the data. Quadrature rule integration was performed using a quadpy module. ParaView software was used externally to convert the flow solution to the VTK (or more specifically VTU) format. Integration of ParaView in the same environment with PyVista encountered problems and could not be implemented in this work. The developed algorithm is expected to be applicable to unstructured meshes and more complex porous structures as soon as the data can be passed in VTK type format. With the report is provided Python script for filtering the solution and a Matlab script for simple generation and processing of 2-D and 3-D porous channel geometries. The two scripts don't communicate.

Alexsander Zibitsker↗

NASA NTRS1989

Structural materials for space applications

The long-term performance of structural materials in the space environment is a key research activity within NASA. The primary concerns for materials in low Earth orbit (LEO) are atomic oxygen erosion and space debris impact. Atomic oxygen studies have included both laboratory exposures in atomic oxygen facilities and flight exposures using the Shuttle. Characterization of atomic oxygen interaction with materials has included surface recession rates, residual mechanical properties, optical property measurements, and surface analyses to establish chemical changes. The Long Duration Exposure Facility (LDEF) is scheduled to be retrieved in 1989 and is expected to provide a wealth of data on atomic oxygen erosion in space. Hypervelocity impact studies have been conducted to establish damage mechanisms and changes in mechanical properties. Samples from LDEF will be analyzed to determine the severity of space debris impact on coatings, films, and composites. Spacecraft placed in geosynchronous Earth orbit (GEO) will be subjected to high doses of ionizing radiation which for long term exposures will exceed the damage threshold of many polymeric materials. Radiation interaction with polymers can result in chain scission and/or cross-linking. The formation of low molecular weight products in the epoxy plasticize the matrix at elevated temperatures and embrittle the matrix at low temperatures. This affects both the matrix-dominated mechanical properties and the dimensional stability of the composite. Embrittlement of the matrix at low temperatures results in enhanced matrix microcracking during thermal cycling. Matrix microcracking changes the coefficient of thermal expansion (CTE) of composite laminates and produces permanent length changes. Residual stress calculations were performed to estimate the conditions necessary for microcrack development in unirradiated and irradiated composites. The effects of UV and electron exposure on the optical properties of transparent polymer films were also examined to establish the optimum chemical structure for good radiation resistance. Thoughts on approaches to establishing accelerated testing procedures are discussed.

Tenney, Darrel R.↗

NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study as of 2021. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗

NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crew members and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80individual crew landings has been collected through this study as of September 2023. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3%) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗

NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study as of September 2023. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

P Greenhalgh↗

NASA NTRS1999

Reactions and Surface Transformations of a Bone-Bioactive Material in a Simulated Microgravity Environment

A comprehensive program to investigate the expeditious in vitro formation of three-dimensional bone-like tissue is currently underway at the University of Pennsylvania. The study reported here forms a part of that program. Three-dimensional bone-like tissue structures may be grown under the simulated microgravity conditions of NASA designed Rotating Wall Bioreactor Vessels (RWV's). Such tissue growth will have wide clinical applications. In addition, an understanding of the fundamental changes that occur to bone cells under simulated microgravity would yield important information that will help in preventing or minimizing astronaut bone loss, a major health issue with travel or stay in space over long periods of time. The growth of three-dimensional bone-like tissue structures in RWV's is facilitated by the use of microcarriers which provide structural support. If the microcarrier material additionally promotes bone cell growth, then it is particularly advantageous to employ such microcarriers. We have found that reactive, bone-bioactive glass (BBG) is an attractive candidate for use as microcarrier material. Specifically, it has been found that BBG containing Ca- and P- oxides upregulates osteoprogenitor cells to osteoblasts. This effect on cells is preceded by BBG reactions in solution which result in the formation of a Ca-P surface layer. This surface further transforms to a bone-like mineral (i.e., carbonated crystalline hydroxyapatite (c-HA)). At normal gravity, time-dependent, immersion-induced BBG reactions and transformations are greatly affected both by variations in the composition of the milieu in which the glass is immersed and on the immersion conditions. However, the nature of BBG reactions and phase transformations under the simulated microgravity conditions of RWV's are unknown, and must be understood in order to successfully use BBG as microcarrier material in RWV'S. In this paper, we report some of our recent findings in this regard using experimental and numerical methods. BBG composition 45S5, the most reactive among known bone-bioactive glasses, was chosen for the study. BBG 45S5 behavior in physiological solutions was tested in simulated microgravity and compared with that at normal gravity. On the basis of our numerical study, we have chosen the BBG granule size to be in the range 40-70 microns, and a RWV rotational speed of 10 rpm. Our numerical study has shown that these parameters enable the microcarrier to remain suspended in the medium without experiencing collisions with the wall of the vessel. Immersion-induced changes in the solution composition and the material surface were analyzed after immersion.

Radin, S.↗

NASA NTRS2017

Behavioral Assessment of Spaceflight Effects on Neurocognitive Performance: Extent and Longevity

Exposure to the microgravity environment during spaceflight missions impacts crewmembers' sensorimotor function. Bock et al. [1] studied the cognitive demands of human sensorimotor performance and dual tasking during long duration missions and concluded that both stress and scarcity of cognitive resources required for sensorimotor adaptation may be responsible for these deficits during spaceflight. Therefore, in consideration of the health and performance of crewmembers in- and post-flight, we are conducting this study to investigate the effects of spaceflight on the extent, longevity and neural bases of sensorimotor, cognitive, and neural changes. The data presented will focus on the behavioral measures that were collected pre-, in- and post-flight including spatial cognition, processing speed, bimanual coordination, functional mobility, computerized dynamic posturography (CDP), and vibrotactile induced vestibular evoked myogenic potential (VEMP). To date, data were collected over the course of two pre-flight sessions and four post-flight sessions on five crewmembers (n=13) using the protocol described in Koppelmans et al. [2]. Balance control was assessed using CDP, with eyes closed and a sway-referenced base of support (Sensory Organization Test 5), with and without head movements in the pitch plane. Spatial working memory was assessed using Thurston's Card Rotation Test and a Mental Rotation Test. The Rod and Frame Test was performed to test visual dependence. The Digit Symbol Substitution Test was performed to evaluate processing speed, and the Purdue Pegboard Task was performed to test bimanual coordination. Vestibular function was assessed by eliciting ocular VEMP via a hand held striker on the side of the head as subjects lay supine on a gurney. Subjects also performed the Functional Mobility Test of walking through an obstacle course to assess rate of early motor learning. Data were also collected on the same crewmembers during three in-flight sessions on the International Space Station (ISS). In-flight, spatial working memory was assessed using the Mental Rotation Test, adaptation to visuo-motor transformation in manual control was assessed using the Sensorimotor Adaptation Test, and multi-tasking ability was assessed using the Dual Task Test. These three tests were performed in a strapped-in configuration mimicking a seated position - waist bungees pulled the crewmember toward the "floor" with feet secured in foot loops. The Mental Rotation Test was also performed in a free-floating configuration while the crewmember floated while holding on to the gamepad controller used to provide input that was secured to the equipment rack on the ISS. Preliminary findings from data collected to date, will be included in the presentation. Eventual comparison to results from supporting bed rest and longitudinal studies will enable the parsing out of the multiple mechanisms contributing to any observed spaceflight-induced sensorimotor and cognitive behavioral changes.

De Dios, Y. E.↗

DOE OSTI2020

Novel Foaming Solutions for High Level Waste (HLW) Processing - 20195

Foaming occurs during treatment of high level waste (HLW) at Savannah River Site's Defense Waste Processing Facility (DWPF) in the Chemical Process Cell (CPC) due to high gas generation from process steam and chemical offgas products [1]. The presence of amphiphilic particles in the waste slurry stabilizes the foam [2], [3]. Efficient processing of HLW requires foam control, as foam-overs lead to lower productivity and potential radioactive contamination of condensate streams. DWPF currently employs Siovation Antifoam 747, a surfactant produced by Momentive Performance Materials, as an antifoaming agent during waste treatment. Despite its ability to control foam generation, processing issues have arisen from its use [4]. During DWPF chemical processing, a chemical antifoam agent must be effective at temperatures up to 103 deg. C between pH 3-13. Antifoam 747 is effective at pH 7 but degrades as pH deviates [5]. Antifoam 747 is 90% by weight Momentive{sup TM} L77 and 10% by weight Momentive{sup TM} Y-17580. These ingredients are trisiloxane products, which are especially vulnerable to attack in acidic and caustic environments. Since Antifoam 747 readily degrades, periodic addition is required. Several processing concerns related to Antifoam 747 have affected DWPF operation. Its overuse warranted concern of potential flammable melter offgas under upset conditions due to the generation of carbon dioxide and hydrogen. As a result, a Potential Inadequacy in the Safety Analysis (PISA) was declared [6]. Antifoam contribution has been included in the melter offgas flammability strategy and the quantity of antifoam is monitored to ensure limits are not exceeded. Testing at Savannah River National Laboratory (SRNL) determined that propanal, tri-methylsilanol, and hexamethyldisiloxane are generated as Antifoam 747 degrades, leading to a second PISA [7]. The formation of these byproducts poses additional flammability risks. Furthermore, the methyl and ethyl groups of these compounds may be responsible for the formation of the methyl and ethyl mercury discovered in DWPF [8], [9]. The formation of organomercury has specifically been called out by DOE as a need for increased research. The effectiveness of non-chemical methods for foam control and the efficiency of alternative antifoam agents were evaluated as part of an effort to improve HLW treatment operations at DWPF and to reduce, or eliminate, the flammability hazards associated with Antifoam 747 currently in use. Foaming of high-level waste (HLW) slurries is an issue at the Defense Waste Processing Facility (DWPF) Chemical Process Cell (CPC) which is currently mitigated with a chemical antifoam agent. The effectiveness of non-chemical methods for foam control and the efficiency of alternative antifoams were examined to improve HLW treatment at DWPF and to eliminate the flammability hazards associated with Siovation Antifoam 747 currently in use. Non-chemical foam control methods were deemed unviable for chemical processing at DWPF, as the spray/mist technique requires too much water and space limitations make installation and implementation of headspace agitators unfeasible. The use of ultrasonic energy thickened and further stabilized the foam. Two suitable alternative defoaming agents, Momentive{sup TM} Y- 17112 and Evonik Surfynol{sup R} MD-20, were identified. Both defoamers control foam over a pH range of 4- 13 at boiling, with no flammable degradation products, and only minimal quantities (100-200 mg/kg) are required under glycolic acid conditions. In order to validate the effectiveness of these defoaming agents, SRNL recommends irradiation testing and laboratory scale SRAT/SME experiments with actual radioactive waste. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRSDate not supplied

Coherence Analysis of the Space Launch System using Unsteady Pressure Sensitive Paint

Transonic buffet during atmospheric ascent is a major source of unsteady loading on launch vehicles that, in the past, has led to structural failures. Thus, determining accurate buffet forcing functions (BFFs) to properly predict the vehicle response to buffet is of vital importance in launch vehicle design. The state of the art for obtaining the BFFs relies on wind-tunnel tests where the fluctuating pressures are measured by pressure transducers (PTs) at sparse locations on a rigid, geometrically-scaled buffet model. To compute the BFFs, the outer mold line (OML) of the vehicle is mapped onto contiguous panels centered at the location of the PTs and the measured fluctuating pressures are integrated over the panels’ areas. To mitigate conservatism due to the assumption that the measured buffet pressures act in phase across each panel, coherence factors are applied, effectively reducing the integration areas and, therefore, the buffet forces. For coherence factors to provide the proper level of BFF attenuation, accurate knowledge of the spatial and temporal correlation of the buffet pressures is paramount. Unfortunately, even with hundreds of unsteady pressure transducers instrumenting the models, compromises must be made on the spatial resolution of the PTs. Typically, the PT layout aims at resolving the pressure correlation along the longitudinal axis of the vehicle, assuming that coherent structures propagate mostly in the longitudinal direction. As a result, the distribution of azimuthal/cross-stream correlation is not well known and its impact on the estimated BFFs is often neglected. To fill this and other knowledge gaps, extremely high spatial-resolution uPSP data were collected for three different production-design configurations of the Space Launch System in the NASA Ames Research Center Unitary Plan Wind Tunnel 11-Foot Transonic Wind Tunnel. Specifically, two cargo configurations, the Block 1 and Block 1B, and one crew configuration, the Block 1B crew, were surveyed at resolutions ranging from 600,000 to over 1 million uPSP measurement locations. To shed light on the temporal and spectral behavior of are presented. Several OML regions and flow features of interest are investigated, from theexpansion/shock on the Orion Multi-Purpose Crew Vehicle, to the terminal shock environment on the core stage, and the Strouhal shedding behind the boosters forward attach. The sensitivity of these environments to the vehicle attitude is examined. Furthermore, for selected panels,coherence factors that accurately capture the azimuthal coherence distribution of the buffetpressures are derived and their impact on the estimated BFFs is discussed. Finally, distributions of the local convection velocity and cross spectrum phase are presented.

buffet↗

DOE OSTI2023

Sensitivity analysis of numerical modeling input parameters on floating offshore wind turbine loads

Abstract. Floating wind turbines must withstand a unique and challenging set of loads from the wind and ocean environment. To de-risk development, accurate predictions of these loads are necessary. Uncertainty in modeling predictions leads to larger required safety factors, increasing project costs and the levelized cost of energy. Complex aero-hydro-elastic modeling tools use many input parameters to represent the wind, waves, current, aerodynamic loads, hydrodynamic loads, and structural properties. It is helpful to understand which of these parameters ultimately drives a design. In this work, an ultimate and fatigue-proxy load sensitivity analysis was performed with 35 different input parameters, using an elementary effects approach to identify the most influential parameters for a case study involving the National Renewable Energy Laboratory (NREL) 5 MW baseline wind turbine atop the OC4-DeepCwind semisubmersible during normal operation. The importance of each parameter was evaluated using 14 response quantities of interest across three operational wind speed conditions. The study concludes that turbulent wind velocity standard deviation is the parameter with the strongest sensitivity; this value is important not just for turbine loads, but also for the global system response. The system center of mass in the wind direction is found to have the highest impact on the system rotation and tower loads. The current velocity is found to be the most dominating parameter for the system global motion and consequently the mooring loads. All tested wind turbulence parameters in addition to the standard deviation are also found to be influential. Wave characteristics are influential for some fatigue-proxy loading but do not significantly impact the extreme ultimate loads in these operational load cases. The required number of random seeds for stochastic environmental conditions is considered to ensure that the sensitivities are due to the input parameters and not due to the seed. The required number of analysis points in the parameter space is identified so that the conclusions represent a global sensitivity. The results are specific to the platform, turbine, and choice of parameter ranges, but the demonstrated approach can be applied widely to guide focus in parameter uncertainty.

17 WIND ENERGY↗

NASA NTRS2007

Cross Cutting Structural Design for Exploration Systems

The challenge of our new National Space Policy and NASA's Vision for Space Exploration (VSE) is keyed to the development of more effective space access and transportation systems. Optimizing in-space systems through innovative cross cutting structural designs that reduce mass, combine functional requirements and improve performance can significantly advance spacecraft designs to meet the ever growing demands of our new National Space Policy. Dependence on limited structural designs is no longer an option. We must create robust materials, forms, function and evolvable systems. We must advance national policy objectives in the design, development, test and operation of multi-billion dollar new generation crew capsules by enabling them to evolve in meeting the requirements of long duration missions to the moon and mars. This paper discusses several current issues and major design drivers for consideration in structural design of advanced spacecraft systems. Approaches to addressing these multifunctional requirements is presented as well as a discussion on utilizing Functional Analysis System Technique (FAST) in developing cross cutting structural designs for future spacecraft. It will be shown how easy it is to deploy such techniques in any conceptual architecture definition or ongoing preliminary design. As experts in merging mission, safety and life support requirements of the frail human existence into robust vehicle and habitat design, we will conquer the final frontier, harness new resources and develop life giving technologies for mankind through more innovative designs. The rocket equation tells us that a reduction in mass optimizes our propulsive results. Primary and secondary structural elements provide for the containment of gases, fluids and solids; translate and sustain loads/impacts; conduct/radiate thermal energy; shield from the harmful effects of radiation; provide for grounding/bonding of electrical power systems; compartmentalize operational functions; and provide physical interface with multiple systems. How can we redefine, combine, substitute, rearrange and otherwise modify our structural systems to reduce mass? New technologies will be needed to fill knowledge gaps and propagate new design methods. Such an integrated process is paramount in maintaining U.S. leadership and in executing our national policy goals. The cross cutting process can take many forms, but all forms will have a positive affect on the demanding design environment through initial radical thinking. The author will illustrate such cross cutting results achievable through a formal process called FAST. The FAST example will be used to show how a multifunctional structural system concept for long duration spacecraft might be generated.

Semmes, Edmund B.↗

NASA NTRS2011

Reusable Solid Rocket Motor - Accomplishments, Lessons, and a Culture of Success

The Reusable Solid Rocket Motor represents the largest solid rocket motor ever flown and the only human rated solid motor. Each Reusable Solid Rocket Motor (RSRM) provides approximately 3-million lb of thrust to lift the integrated Space Shuttle vehicle from the launch pad. The motors burn out approximately 2 minutes later, separate from the vehicle and are recovered and refurbished. The size of the motor and the need for high reliability were challenges. Thrust shaping, via shaping of the propellant grain, was needed to limit structural loads during ascent. The motor design evolved through several block upgrades to increase performance and to increase safety and reliability. A major redesign occurred after STS-51L with the Redesigned Solid Rocket Motor. Significant improvements in the joint sealing systems were added. Design improvements continued throughout the Program via block changes with a number of innovations including development of low temperature o-ring materials and incorporation of a unique carbon fiber rope thermal barrier material. Recovery of the motors and post flight inspection improved understanding of hardware performance, and led to key design improvements. Because of the multidecade program duration material obsolescence was addressed, and requalification of materials and vendors was sometimes needed. Thermal protection systems and ablatives were used to protect the motor cases and nozzle structures. Significant understanding of design and manufacturing features of the ablatives was developed during the program resulting in optimization of design features and processing parameters. The project advanced technology in eliminating ozone-depleting materials in manufacturing processes and the development of an asbestos-free case insulation. Manufacturing processes for the large motor components were unique and safety in the manufacturing environment was a special concern. Transportation and handling approaches were also needed for the large hardware segments. The reusable solid rocket motor achieved significant reliability via process control, ground test programs, and postflight assessment. Process control is mandatory for a solid rocket motor as an acceptance test of the delivered product is not feasible. Process control included process failure modes and effects analysis, statistical process control, witness panels, and process product integrity audits. Material controls and inspections were maintained throughout the sub tier vendors. Material fingerprinting was employed to assess any drift in delivered material properties. The RSRM maintained both full scale and sub-scale test articles. These enabled continuous improvement of design and evaluation of process control and material behavior. Additionally RSRM reliability was achieved through attention to detail in post flight assessment to observe any shift in performance. The postflight analysis and inspections provided invaluable reliability data as it enables observation of actual flight performance, most of which would not be available if the motors were not recovered. These unique challenges, features of the reusable solid rocket motor, materials and manufacturing issues, and design improvements will be discussed in the paper.

Moore, Dennis R.↗

NASA NTRS1998

Fuzzy Adaptive Control for Intelligent Autonomous Space Exploration Problems

The principal objective of the research reported here is the re-design, analysis and optimization of our newly developed neural network fuzzy adaptive controller model for complex processes capable of learning fuzzy control rules using process data and improving its control through on-line adaption. The learned improvement is according to a performance objective function that provides evaluative feedback; this performance objective is broadly defined to meet long-range goals over time. Although fuzzy control had proven effective for complex, nonlinear, imprecisely-defined processes for which standard models and controls are either inefficient, impractical or cannot be derived, the state of the art prior to our work showed that procedures for deriving fuzzy control, however, were mostly ad hoc heuristics. The learning ability of neural networks was exploited to systematically derive fuzzy control and permit on-line adaption and in the process optimize control. The operation of neural networks integrates very naturally with fuzzy logic. The neural networks which were designed and tested using simulation software and simulated data, followed by realistic industrial data were reconfigured for application on several platforms as well as for the employment of improved algorithms. The statistical procedures of the learning process were investigated and evaluated with standard statistical procedures (such as ANOVA, graphical analysis of residuals, etc.). The computational advantage of dynamic programming-like methods of optimal control was used to permit on-line fuzzy adaptive control. Tests for the consistency, completeness and interaction of the control rules were applied. Comparisons to other methods and controllers were made so as to identify the major advantages of the resulting controller model. Several specific modifications and extensions were made to the original controller. Additional modifications and explorations have been proposed for further study. Some of these are in progress in our laboratory while others await additional support. All of these enhancements will improve the attractiveness of the controller as an effective tool for the on line control of an array of complex process environments.

Esogbue, Augustine O.↗

NASA NTRS1999

Context-Specific Adaptation of Gravity-Dependent Vestibular Reflex Responses

Stabilization of the eyes and head during body movements is important for maintaining balance and keeping the images of objects stationary on our retinas. Impairment of this ability can lead to disorientation and reduced performance in sensorimotor tasks such as piloting of spacecraft. In the absence of a normal earth gravity field, the dynamics of head stabilization, and the interpretation of vestibular signals that sense gravity and linear acceleration, are subject to change. Transitions between different gravitoinertial force environments - as during different phases of space flight - provide an extreme test of the adaptive mechanisms that maintain these reflexive abilities. It is vitally important to determine human adaptive capabilities in such a circumstance, so that we can know to what extent the sensorimotor skills acquired in one gravity environment will transfer to others. Our work lays the foundation for understanding these capabilities, and for determining how we can aid the processes of adaptation and readaptation. An integrated set of experiments addresses this issue. We use the general approach of adapting some type of reflexive eye movement (saccades, the angular vestibulo-ocular reflex (AVOR), the linear vestibulo-ocular reflex (LVOR)), or the vestibulo-collic reflex (VCR), to a particular change in gain or phase in one condition of gravitoiner-tial force, and adapting to a different gain or phase (or asking for no change) in a second gravitoinertial force condition, and then seeing if the gravitoinertial force itself - the context cue - can recall the previously learned adapted responses. The majority of the experiments in the laboratory use the direction of vertical gaze or the direction of gravity (head tilt) as the context cue. This allows us to study context-specificity in a ground-based setting. One set of experiments, to be performed in parabolic flight, specifically uses the magnitude of gravitoinertial force as a context cue. This is a much better analog of the situation encountered in space flight. Various experiments investigate the behavioral properties, neurophysiological basis, and anatomical substrate of context-specific learning mechanisms. We use otolith (gravity) signals as the contextual cue for switching between adapted states of the saccadic system, the angular and linear vestibulo-ocular reflexes, and the VCR. (By LVOR we mean the oculomotor response - horizontal, vertical, and torsional - to linear translation of the head and body.) We are studying the effect of context on adaptation of saccade gain, phase and gain of the AVOR and LVOR, on ocular counterrolling (OCR) in response to static head tilt, and on head/neck reflexes (VCR) in response to rotation in different orientations. Such research is particularly germane to potential problems of postural and oculomotor control upon exposure to different gravitational environments.

Shelhamer, Mark J.↗