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VLa is Tetraauricupride structured and crystallizes in the tetragonal P4/mmm space group. The structure is three-dimensional. La is bonded in a body-centered cubic geometry to eight equivalent V atoms. All La–V bond lengths are 3.24 Å. V is bonded in a body-centered cubic geometry to eight equivalent La atoms.
Metal d-electron oxides having an odd number of electrons per cell should exhibit band degeneracy at the Fermi energy, making them, in band theory, formally metallic. In many cases, however, these are “false metals”, as evidenced by the observation that many ABO 3 oxide perovskites with a magnetic 3d B-atom are observed to be insulators both below and above the Néel temperature. These inconsistencies between experimental observation and expectation have historically been resolved by invoking degeneracy-breaking physics, based largely on -pure electron effects, such as strong interelectronic correlation for d-electron compounds (the Mott mechanism). Such explanations generally consider microscopic lattice or magnetic degrees of freedom (m-DOF) as largely passive spectators, not a cause of the formally metallic being an insulator. Yet, it has long been known that ABO 3 perovskites can manifest an arrangement of m-DOFs in the form of octahedral tilting, bond dimerization, Jahn-Teller distortions, and ordering of local magnetic moments. It appears reasonable that such structural and magnetic local degrees of freedom need to be allowed to compete with purely electronic strong correlation. To answer this question, we explored a range of d-electron oxide perovskites exemplified by the archetypes LaTiO 3 , LaVO 3 , SrMnO 3 , and LaMnO 3 with 1, 2, 3, or 4 d -electrons, respectively. Using a mean-field-like electronic structure method (here, density functional theory), we find that a combination of magnetic symmetry breaking with structural distortions can account for insulating band gaps in this series while at the same time correctly predicting for the control case an intrinsic paramagnetic metal in SrVO 3 as symmetry-breaking is insufficiently strong to remove the degeneracy. Finally, this indicates that calculating quantitatively local magnetic and positional symmetry-breaking motifs in unit cells that avoid averaging at the outset over the low symmetry motifs can provide consistent trends in a Mott transition without Mott U.
Modeling the aerodynamics of the Orion Launch Abort Vehicle (LAV) has presented many technical challenges to the developers of the Orion aerodynamic database. During a launch abort event, the aerodynamic environment around the LAV is very complex as multiple solid rocket plumes interact with each other and the vehicle. It is further complicated by vehicle separation events such as between the LAV and the launch vehicle stack or between the launch abort tower and the crew module. The aerodynamic database for the LAV was developed mainly from wind tunnel tests involving powered jet simulations of the rocket exhaust plumes, supported by computational fluid dynamic simulations. However, limitations in both methods have made it difficult to properly capture the aerodynamics of the LAV in experimental and numerical simulations. These limitations have also influenced decisions regarding the modeling and structure of the aerodynamic database for the LAV and led to compromises and creative solutions. Two database modeling approaches are presented in this paper (incremental aerodynamics and total aerodynamics), with examples showing strengths and weaknesses of each approach. In addition, the unique problems presented to the database developers by the large data space required for modeling a launch abort event illustrate the complexities of working with multi-dimensional data.
Wind tunnel tests were conducted by Nielsen Engineering & Research (NEAR) and Rose Engineering & Research (REAR) in conjunction with the NASA Engineering & Safety Center (NESC) on a 6%-scale model of the Orion launch abort vehicle (LAV) configured with four grid fins mounted near the base of the vehicle. The objectives of these tests were to 1) quantify LAV stability augmentation provided by the grid fins from subsonic through supersonic Mach numbers, 2) assess the benefits of swept grid fins versus unswept grid fins on the LAV, 3) determine the effects of the LAV abort motors on grid fin aerodynamics, and 4) generate an aerodynamic database for use in the future application of grid fins to small length-to-diameter ratio vehicles similar to the LAV. The tests were conducted in NASA Ames Research Center's 11x11-foot transonic wind tunnel from Mach 0.5 through Mach 1.3 and in their 9x7-foot supersonic wind tunnel from Mach 1.6 through Mach 2.5. Force- and moment-coefficient data were collected for the complete vehicle and for each individual grid fin as a function of angle of attack and sideslip angle. Tests were conducted with both swept and unswept grid fins with the simulated abort motors (cold jets) off and on. The swept grid fins were designed with a 22.5deg aft sweep angle for both the frame and the internal lattice so that the frontal projection of the swept fins was the same as for the unswept fins. Data from these tests indicate that both unswept and swept grid fins provide significant improvements in pitch stability as compared to the baseline vehicle over the Mach number range investigated. The swept fins typically provide improved stability as compared to the unswept fins, but the performance gap diminished as Mach number was increased. The aerodynamic performance of the fins was not observed to degrade when the abort motors were turned on. Results from these tests indicate that grid fins can be a robust solution for stabilizing the Orion LAV over a wide range of operating conditions.
Current Orion Launch Abort Vehicle (LAV) configurations use an eight-jet, solid-fueled Attitude Control Motor (ACM) to provide required vehicle control for all proposed abort trajectories. Due to the forward position of the ACM on the LAV, it is necessary to assess the effects of jet-interactions (JI) between the various ACM nozzle plumes and the external flow along the outside surfaces of the vehicle. These JI-induced changes in flight control characteristics must be accounted for in developing ACM operations and LAV flight characteristics. A test program to generate jet interaction aerodynamic increment data for multiple LAV configurations was conducted in the NASA Ames and NASA Langley Unitary Plan Wind Tunnels from August 2007 through December 2009. Using cold air as the simulant gas, powered subscale models were used to generate interaction data at subsonic, transonic, and supersonic test conditions. This paper presents an overview of the complete ACM JI experimental test program for Orion LAV configurations, highlighting ACM system modeling, nozzle scaling assumptions, experimental test techniques, and data reduction methodologies. Lessons learned are discussed, and sample jet interaction data are shown. These data, in conjunction with computational predictions, were used to create the ACM JI increments for all relevant flight databases.
Codon deoptimization (CD) has been recently used as a possible strategy to derive foot-and-mouth disease (FMD) live-attenuated vaccine (LAV) candidates containing DIVA markers. However, reversion to virulence, or loss of DIVA, from possible recombination with wild-type (WT) strains has yet to be analyzed. An in vitro assay was developed to quantitate the levels of recombination between WT and a prospective A24-P2P3 partially deoptimized LAV candidate. By using two genetically engineered non-infectious RNA templates, we demonstrate that recombination can occur within non-deoptimized viral genomic regions (i.e., 3'end of P3 region). The sequencing of single plaque recombinants revealed a variety of genome compositions, including full-length WT sequences at the consensus level and deoptimized sequences at the sub-consensus/consensus level within the 3'end of the P3 region. Notably, after further passage, two recombinants that contained deoptimized sequences evolved to WT. Overall, recombinants featuring large stretches of CD or DIVA markers were less fit than WT viruses. Our results indicate that the developed assay is a powerful tool to evaluate the recombination of FMDV genomes in vitro and should contribute to the improved design of FMDV codon deoptimized LAV candidates.
A 6%-scale unpowered model of the Orion Launch Abort Vehicle (LAV) ALAS-11-rev3c configuration was tested in the NASA Langley National Transonic Facility to obtain static aerodynamic data at flight Reynolds numbers. Subsonic and transonic data were obtained for Mach numbers between 0.3 and 0.95 for angles of attack from -4 to +22 degrees and angles of sideslip from -10 to +10 degrees. Data were also obtained at various intermediate Reynolds numbers between 2.5 million and 45 million depending on Mach number in order to examine the effects of Reynolds number on the vehicle. Force and moment data were obtained using a 6-component strain gauge balance that operated both at warm temperatures (+120 . F) and cryogenic temperatures (-250 . F). Surface pressure data were obtained with electronically scanned pressure units housed in heated enclosures designed to survive cryogenic temperatures. Data obtained during the 3-week test entry were used to support development of the LAV aerodynamic database and to support computational fluid dynamics code validation. Furthermore, one of the outcomes of the test was the reduction of database uncertainty on axial force coefficient for the static unpowered LAV. This was accomplished as a result of good data repeatability throughout the test and because of decreased uncertainty on scaling wind tunnel data to flight.
Characterization of the launch abort system of the Multi-purpose Crew Vehicle (MPCV) for control design and accurate simulation has provided a significant challenge to aerodynamicists and design engineers. The design space of the launch abort vehicle (LAV) includes operational altitudes from ground level to approximately 300,000 feet, Mach numbers from 0-9, and peak dynamic pressure near 1300psf during transonic flight. Further complicating the characterization of the aerodynamics and the resultant vehicle controllability is the interaction of the vehicle flowfield with the plumes of the two solid propellant motors that provide attitude control and the main propulsive impulse for the LAV. These interactions are a function of flight parameters such as Mach number, altitude, dynamic pressure, vehicle attitude, as well as parameters relating to the operation of the motors themselves - either as a function of time for the AM, or as a result of the flight control system requests for control torque from the ACM. This paper discusses the computational aerodynamic modeling of the aerodynamic interaction caused by main abort motor and the attitude control motor of the MPCV LAV, showing the effects of these interactions on vehicle controllability.
Background/Objectives: Control of classical swine fever virus (CSFV) in endemic countries relies on vaccination using live attenuated vaccines (LAVs). Most of these LAVs do not allow for the differentiation of vaccinated animals from infected animals (DIVA) based on their serological response. FlagT4G vaccine is a novel candidate that confers robust protective immunity early after vaccination and shows DIVA capabilities. Methods: This report presents the characterization of FlagT4G virus in terms of the stability of its genomic and attenuated phenotypes assessed by a reversion to virulence protocol, as well as its protective efficacy by determining the minimal protective dose. Results: Results presented here demonstrate that after five consecutive passages in groups of 5-week-old susceptible domestic pigs, FlagT4G virus remains genetically stable, and its attenuated phenotype remains unaltered. In terms of efficacy, FlagT4G virus induced solid protection against the intranasal challenge with 105 tissue culture infectious dose (TCID50) of virulent field isolate Brescia virus, even with a vaccine dose as low as 102 TCID50. Conclusions: Results presented here indicate that the FlagT4G vaccine may be a useful tool for CSFV control.
Background/Objectives: Vaccine development for the prevention of ASF has been very challenging due to the extensive genetic and largely unknown antigenic diversity. Inactivated vaccines, using different inactivation methods and a variety of adjuvants, have been consistently inefficacious. Historically, animals recovering from an infection with an attenuated virus became protected from the development of a clinical disease caused by an antigenically related strain. Therefore, immunization of susceptible animals with attenuathe ted virus strains has become a common method of vaccination with the first two commercially available vaccines based on recombinant live-attenuated viruses (LAVs). An important limitation is that the efficacy of the LAV is restricted to those strains that are antigenically related and, in most cases, only provide protection against homologous strains. Due to the unknown antigenic heterogeneity among all ASFV field isolates, the development of broad-spectrum vaccines is a challenge. Besides the anecdotal data, there is not a large amount of information describing patterns of cross-protection between different ASFV strains. Methods: We evaluated the cross-protection induced by the ASFV live-attenuated vaccine ASFV-G-ΔI177L against different biotypes of ASFV and compared their genomic sequences to determine potential genetic mutations that could cause the lack of cross-protection. Results: Results presented here demonstrate different patterns of protection when ASFV-G-ΔI177L vaccinated pigs were challenged with six different ASFV field isolates belonging to different biotypes. Conclusions: The presence of cross-protection cannot be predicted solely by the classical methodology for genotyping-based B646L ORF only. Biotyping, considering the entire virus proteome, appears to be a more promising prediction tool, although additional gathering of experimental data will be necessary to fully validate it; until then, the presence of cross-protection needs to be confirmed in efficacy trials challenging vaccinated animals.
One of NASAs challenges for the Orion vehicle is the control system design for the Launch Abort Vehicle (LAV), which is required to abort safely at any time during the atmospheric ascent portion of ight. The focus of this paper is the gain design and scheduling process for a controller that covers the wide range of vehicle configurations and flight conditions experienced during the full envelope of potential abort trajectories from the pad to exo-atmospheric flight. Several factors are taken into account in the automation process for tuning the gains including the abort effectors, the environmental changes and the autopilot modes. Gain scheduling is accomplished using a linear quadratic regulator (LQR) approach for the decoupled, simplified linear model throughout the operational envelope in time, altitude and Mach number. The derived gains are then implemented into the full linear model for controller requirement validation. Finally, the gains are tested and evaluated in a non-linear simulation using the vehicles ight software to ensure performance requirements are met. An overview of the LAV controller design and a description of the linear plant models are presented. Examples of the most significant challenges with the automation of the gain tuning process are then discussed. In conclusion, the paper will consider the lessons learned through out the process, especially in regards to automation, and examine the usefulness of the gain scheduling tool and process developed as applicable to non-Orion vehicles.
NASA s next manned launch platform for missions to the moon and Mars are the Orion and Ares systems. Many critical aspects of the launch system performance are being verified using computational fluid dynamics (CFD) predictions. The Orion Launch Abort Vehicle (LAV) consists of a tower mounted tractor rocket tasked with carrying the Crew Module (CM) safely away from the launch vehicle in the event of a catastrophic failure during the vehicle s ascent. Some of the predictions involving the launch abort system flow fields produced conflicting results, which required further investigation through ground test experiments. Ground tests were performed to acquire data from a hot supersonic jet in cross-flow for the purpose of validating CFD turbulence modeling relevant to the Orion Launch Abort Vehicle (LAV). Both 2-component axial plane Particle Image Velocimetry (PIV) and 3-component cross-stream Stereo Particle Image Velocimetry (SPIV) measurements were obtained on a model of an Abort Motor (AM). Actual flight conditions could not be simulated on the ground, so the highest temperature and pressure conditions that could be safely used in the test facility (nozzle pressure ratio 28.5 and a nozzle temperature ratio of 3) were used for the validation tests. These conditions are significantly different from those of the flight vehicle, but were sufficiently high enough to begin addressing turbulence modeling issues that predicated the need for the validation tests.
In the first report in this series we described the relationships and evolution of 152 individual proteins of the EF-hand subfamilies. Here we add 66 additional proteins and define eight (CDC, TPNV, CLNB, LPS, DGK, 1F8, VIS, TCBP) new subfamilies and seven (CAL, SQUD, CDPK, EFH5, TPP, LAV, CRGP) new unique proteins, which we assume represent new subfamilies. The main focus of this study is the classification of individual EF-hand domains. Five subfamilies--calmodulin, troponin C, essential light chain, regulatory light chain, CDC31/caltractin--and three uniques--call, squidulin, and calcium-dependent protein kinase--are congruent in that all evolved from a common four-domain precursor. In contrast calpain and sarcoplasmic calcium-binding protein (SARC) each evolved from its own one-domain precursor. The remaining 19 subfamilies and uniques appear to have evolved by translocation and splicing of genes encoding the EF-hand domains that were precursors to the congruent eight and to calpain and to SARC. The rates of evolution of the EF-hand domains are slower following formation of the subfamilies and establishment of their functions. Subfamilies are not readily classified by patterns of calcium coordination, interdomain linker stability, and glycine and proline distribution. There are many homoplasies indicating that similar variants of the EF-hand evolved by independent pathways.
An evaluation of atmospheric correction of AVIRIS data using radiative transfer codes LOWTRAN7 and MODTRAN is presented. The algorithm employed is based on a simple model of radiance L at each wavelength at the sensor that can be written approximately LAV=Lp+Tp, where subscript AV referes to AVIRIS, Lp is the path radiance and Tp is the diffuse + direct transmitted radiance of the atmosphere at AVIRIS.
The first flight test of the Orion Abort Flight Test project is scheduled to launch in Spring 2010. This flight test is known as Pad Abort 1 (PA-1) and it is intended to accomplish a series of flight test objectives, including demonstrating the capability of the Launch Abort System (LAS) to propel the Crew Module (CM) to a safe distance from a launch vehicle during a pad abort. The PA-1 Flight Test Article (FTA) is actively controlled by a guidance, navigation, and control (GN&C) system for much of its flight. The purpose of this paper is to describe the design, development, and analysis of the PA-1 GN&C system. A description of the technical solutions that were developed to meet the challenge of satisfying many competing requirements is presented. A historical perspective of how the Orion LAV compares to the Apollo Launch Escape Vehicle (LEV) design will also be included.
In order to mitigate catastrophic failures on future generation space vehicles, engineers at the National Aeronautics and Space Administration have begun to integrate a novel crew abort systems that could pull a crew module away in case of an emergency at the launch pad or during ascent. The Max Launch Abort System (MLAS) is a recent test vehicle that was designed as an alternative to the baseline Orion Launch Abort System (LAS) to demonstrate the performance of a "tower-less" LAS configuration under abort conditions. The MLAS II test vehicle will execute a propulsive coast stabilization maneuver during abort to control the vehicles trajectory and thrust. To accomplish this, the spacecraft will integrate an Attitude Control System (ACS) with eight hypergolic monomethyl hydrazine liquid propulsion engines that are capable of operating in a quick pulsing mode. Two main elements of the ACS include a propellant distribution subsystem and a pressurization subsystem to regulate the flow of pressurized gas to the propellant tanks and the engines. The CAD assembly of the Attitude Control System (ACS) was configured and integrated into the Launch Abort Vehicle (LAV) design. A dynamic random vibration analysis was conducted on the Main Propulsion System (MPS) helium pressurization panels to assess the response of the panel and its components under increased gravitational acceleration loads during flight. The results indicated that the panels fundamental and natural frequencies were farther from the maximum Acceleration Spectral Density (ASD) vibrations which were in the range of 150-300 Hz. These values will direct how the components will be packaged in the vehicle to reduce the effects high gravitational loads.
A wind tunnel test program was undertaken to assess the jet interaction effects caused by the various solid rocket motors used on the Orion Launch Abort Vehicle (LAV). These interactions of the external flowfield and the various rocket plumes can cause localized aerodynamic disturbances yielding significant and highly non-linear control amplifications and attenuations. This paper discusses the scaling methodologies used to model the flight plumes in the wind tunnel using cold air as the simulant gas. Comparisons of predicted flight, predicted wind tunnel, and measured wind tunnel forces-and-moments and plume flowfields are made to assess the effectiveness of the selected scaling methodologies.
The purpose of this document is to establish requirements relating to the loads and structural dynamics technical discipline for NASA and commercial spaceflight launch vehicle and spacecraft hardware. Requirements are defined for the development of structural design loads and recommendations regarding methodologies and practices for the conduct of load analyses are provided. As such, this document represents an implementation of NASA STD-5002. Requirements are also defined for structural mathematical model development and verification to ensure sufficient accuracy of predicted responses. Finally, requirements for model/data delivery and exchange are specified to facilitate interactions between Launch Vehicle Providers (LVPs), Spacecraft Providers (SCPs), and the NASA Technical Authority (TA) providing insight/oversight and serving in the Independent Verification and Validation role. In addition to the analysis-related requirements described above, a set of requirements are established concerning coupling phenomena or other interaction between structural dynamics and aerodynamic environments or control or propulsion system elements. Such requirements may reasonably be considered structure or control system design criteria, since good engineering practice dictates consideration of and/or elimination of the identified conditions in the development of those subsystems. The requirements are included here, however, to ensure that such considerations are captured in the design space for launch vehicles (LV), spacecraft (SC) and the Launch Abort Vehicle (LAV). The requirements in this document are focused on analyses to be performed to develop data needed to support structural verification. As described in JSC 65828, Structural Design Requirements and Factors of Safety for Spaceflight Hardware, implementation of the structural verification requirements is expected to be described in a Structural Verification Plan (SVP), which should describe the verification of each structural item for the applicable requirements. The requirement for and expected contents of the SVP are defined in JSC 65828. The SVP may also document unique verifications that meet or exceed these requirements with Technical Authority approval.