Subjective and objective convergence of the eyes at simulated altitude of 18,000 feet preceded by short-term exposure to heat stress.

PubMed

Sinha, Biswajit; Dubey, D K

2014-01-01

Armed forces personnel including military aviators are quite often exposed concurrently to various environmental stressors like high environmental temperature and hypoxia. Literatures have suggested that exposure to one environmental stressor may modify the physiological response on subsequent exposure to same or different stressor. The present study was undertaken to investigate the impact of cross tolerance between two environmental stressors of aviation (heat and hypoxia) in ten healthy adult males in a simulated altitude chamber in a within subject experimental study. They were assessed for their convergence ability of the eyes at ground and at simulated altitude of 18,000 ft with or without pre-exposure to heat stress. Subjective convergence at simulated altitude of 18,000 ft did not show any improvement following pre-exposure to heat stress. Objective convergence was improved following pre-exposure to heat stress and was found to be 10.76 cm and 9.10 cm without and with heat stress respectively at simulated altitude of 18,000 ft. Improved objective convergence at high altitude as a result of pre-exposure to heat stress is indicative of better ocular functions. This might benefit aviators while flying at hypoxic condition.

Preacclimatization in hypoxic chambers for high altitude sojourns.

PubMed

Küpper, Thomas E A H; Schöffl, Volker

2010-09-01

Since hypoxic chambers are more and more available, they are used for preacclimatization to prepare for sojourns at high altitude. Since there are different protocols and the data differ, there is no general consensus about the standard how to perform preacclimatization by simulated altitude. The paper reviews the different types of exposure and focuses on the target groups which may benefit from preacclimatization. Since data about intermittent hypoxia for some hours per day to reduce the incidence of acute mountain sickness differ, it is suggested to perform preacclimatization by sleeping some nights at a simulated altitude which follows the altitude profile of the "gold standard" for high altitude acclimatization.

Critical Care Performance in a Simulated Military Aircraft Cabin Environment

DTIC Science & Technology

2007-01-01

resources are depleted due to other factors such as fatigue or anxiety . The decline in 21 accuracy of serial reaction as time progresses is perhaps the most...exposure to moderate simulated altitude levels could modify heart rate variability ( HRV ) during exercise. HRV is indicative of the autonomic nervous...various altitudes in a hypobaric chamber, and the ascent to the different altitudes was separated by 2 hours. Acute effects of altitude exposure on HRV

Mechanisms of Memory Dysfunction during High Altitude Hypoxia Training in Military Aircrew.

PubMed

Nation, Daniel A; Bondi, Mark W; Gayles, Ellis; Delis, Dean C

2017-01-01

Cognitive dysfunction from high altitude exposure is a major cause of civilian and military air disasters. Pilot training improves recognition of the early symptoms of altitude exposure so that countermeasures may be taken before loss of consciousness. Little is known regarding the nature of cognitive impairments manifesting within this critical window when life-saving measures may still be taken. Prior studies evaluating cognition during high altitude simulation have predominantly focused on measures of reaction time and other basic attention or motor processes. Memory encoding, retention, and retrieval represent critical cognitive functions that may be vulnerable to acute hypoxic/ischemic events and could play a major role in survival of air emergencies, yet these processes have not been studied in the context of high altitude simulation training. In a series of experiments, military aircrew underwent neuropsychological testing before, during, and after brief (15 min) exposure to high altitude simulation (20,000 ft) in a pressure-controlled chamber. Acute exposure to high altitude simulation caused rapid impairment in learning and memory with relative preservation of basic visual and auditory attention. Memory dysfunction was predominantly characterized by deficiencies in memory encoding, as memory for information learned during high altitude exposure did not improve after washout at sea level. Retrieval and retention of memories learned shortly before altitude exposure were also impaired, suggesting further impairment in memory retention. Deficits in memory encoding and retention are rapidly induced upon exposure to high altitude, an effect that could impact life-saving situational awareness and response. (JINS, 2017, 23, 1-10).

Visual Advantage of Enhanced Flight Vision System During NextGen Flight Test Evaluation

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Harrison, Stephanie J.; Bailey, Randall E.; Shelton, Kevin J.; Ellis, Kyle K.

2014-01-01

Synthetic Vision Systems and Enhanced Flight Vision System (SVS/EFVS) technologies have the potential to provide additional margins of safety for aircrew performance and enable operational improvements for low visibility operations in the terminal area environment. Simulation and flight tests were jointly sponsored by NASA's Aviation Safety Program, Vehicle Systems Safety Technology project and the Federal Aviation Administration (FAA) to evaluate potential safety and operational benefits of SVS/EFVS technologies in low visibility Next Generation Air Transportation System (NextGen) operations. The flight tests were conducted by a team of Honeywell, Gulfstream Aerospace Corporation and NASA personnel with the goal of obtaining pilot-in-the-loop test data for flight validation, verification, and demonstration of selected SVS/EFVS operational and system-level performance capabilities. Nine test flights were flown in Gulfstream's G450 flight test aircraft outfitted with the SVS/EFVS technologies under low visibility instrument meteorological conditions. Evaluation pilots flew 108 approaches in low visibility weather conditions (600 feet to 3600 feet reported visibility) under different obscurants (mist, fog, drizzle fog, frozen fog) and sky cover (broken, overcast). Flight test videos were evaluated at three different altitudes (decision altitude, 100 feet radar altitude, and touchdown) to determine the visual advantage afforded to the pilot using the EFVS/Forward-Looking InfraRed (FLIR) imagery compared to natural vision. Results indicate the EFVS provided a visual advantage of two to three times over that of the out-the-window (OTW) view. The EFVS allowed pilots to view the runway environment, specifically runway lights, before they would be able to OTW with natural vision.

Space-borne profiling of atmospheric thermodynamic variables with Raman lidar: performance simulations.

PubMed

Di Girolamo, Paolo; Behrendt, Andreas; Wulfmeyer, Volker

2018-04-02

The performance of a space-borne water vapour and temperature lidar exploiting the vibrational and pure rotational Raman techniques in the ultraviolet is simulated. This paper discusses simulations under a variety of environmental and climate scenarios. Simulations demonstrate the capability of Raman lidars deployed on-board low-Earth-orbit satellites to provide global-scale water vapour mixing ratio and temperature measurements in the lower to middle troposphere, with accuracies exceeding most observational requirements for numerical weather prediction (NWP) and climate research applications. These performances are especially attractive for measurements in the low troposphere in order to close the most critical gaps in the current earth observation system. In all climate zones, considering vertical and horizontal resolutions of 200 m and 50 km, respectively, mean water vapour mixing ratio profiling precision from the surface up to an altitude of 4 km is simulated to be 10%, while temperature profiling precision is simulated to be 0.40-0.75 K in the altitude interval up to 15 km. Performances in the presence of clouds are also simulated. Measurements are found to be possible above and below cirrus clouds with an optical thickness of 0.3. This combination of accuracy and vertical resolution cannot be achieved with any other space borne remote sensing technique and will provide a breakthrough in our knowledge of global and regional water and energy cycles, as well as in the quality of short- to medium-range weather forecasts. Besides providing a comprehensive set of simulations, this paper also provides an insight into specific possible technological solutions that are proposed for the implementation of a space-borne Raman lidar system. These solutions refer to technological breakthroughs gained during the last decade in the design and development of specific lidar devices and sub-systems, primarily in high-power, high-efficiency solid-state laser sources, low-weight large aperture telescopes, and high-gain, high-quantum efficiency detectors.

Developing hybrid near-space technologies for affordable access to suborbital space

NASA Astrophysics Data System (ADS)

Badders, Brian David

High power rockets and high altitude balloons are two near-space technologies that could be combined in order to provide access to the mesosphere and, eventually, suborbital space. This "rockoon" technology has been used by several large budget space programs before being abandoned in favor of even more expensive, albeit more accurate, ground launch systems. With the increased development of nano-satellites and atmospheric sensors, combined with rising interest in global atmospheric data, there is an increase in desire for affordable access to extreme altitudes that does not necessarily require the precision of ground launches. Development of hybrid near-space technologies for access to over 200k ft. on a small budget brings many challenges within engineering, systems integration, cost analysis, market analysis, and business planning. This research includes the design and simulation testing of all the systems needed for a safe and reusable launch system, the cost analysis for initial production, the development of a business plan, and the development of a marketing plan. This project has both engineering and scientific significance in that it can prove the space readiness of new technologies, raise their technology readiness levels (TRLs), expedite the development process, and also provide new data to the scientific community. It also has the ability to stimulate university involvement in the aerospace industry and help to inspire the next generation of workers in the space sector. Previous development of high altitude balloon/high power rocket hybrid systems have been undertaken by government funded military programs or large aerospace corporations with varying degrees of success. However, there has yet to be a successful flight with this type of system which provides access to the upper mesosphere in a university setting. This project will aim to design and analyze a viable system while testing the engineering process under challenging budgetary constraints. The technical, engineering, and systems integration challenges that will be investigated are rocket design, launch platform design, communications, ignition systems, recovery systems, and stabilization methods. This will be done using rocket performance simulation software, computer-aided design software, and computational fluid dynamic analysis software. The business planning is also an important part of this research. Through detailed market analysis, the needs for the proposed product/services being developed will be assessed. Through the combination of detailed cost analysis and the market needs, the economic viability of this launch system will be determined.

Investigation of Doppler Effects on high mobility OFDM-MIMO systems with the support of High Altitude Platforms (HAPs)

NASA Astrophysics Data System (ADS)

Mohammed, H. A.; Sibley, M. J. N.; Mather, P. J.

2012-05-01

The merging of Orthogonal Frequency Division Multiplexing (OFDM) with Multiple-input multiple-output (MIMO) is a promising mobile air interface solution for next generation wireless local area networks (WLANs) and 4G mobile cellular wireless systems. This paper details the design of a highly robust and efficient OFDM-MIMO system to support permanent accessibility and higher data rates to users moving at high speeds, such as users travelling on trains. It has high relevance for next generation wireless local area networks (WLANs) and 4G mobile cellular wireless systems. The paper begins with a comprehensive literature review focused on both technologies. This is followed by the modelling of the OFDM-MIMO physical layer based on Simulink/Matlab that takes into consideration high vehicular mobility. Then the entire system is simulated and analysed under different encoding and channel estimation algorithms. The use of High Altitude Platform system (HAPs) technology is considered and analysed.

77 FR 71735 - Minimum Altitudes for Use of Autopilots

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-04

... Generation Air Transportation System (NextGen) technologies and procedures (Optimized Profile Descents... altitudes for use of autopilots were unduly restrictive and would limit the ability to use new technologies..., including the rise of new technologies.'' [[Page 71736

Results from flight and simulator studies of a Mach 3 cruise longitudinal autopilot

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Smith, J. W.

1978-01-01

At Mach numbers of approximately 3.0 and altitudes greater than 21,300 meters, the original altitude and Mach hold modes of the YF-12 autopilot produced aircraft excursions that were erratic or divergent, or both. Flight data analysis and simulator studies showed that the sensitivity of the static pressure port to angle of attack had a detrimental effect on the performance of the altitude and Mach hold modes. Good altitude hold performance was obtained when a high passed pitch rate feedback was added to compensate for angle of attack sensitivity and the altitude error and integral altitude gains were reduced. Good Mach hold performance was obtained when the angle of attack sensitivity was removed; however, the ride qualities remained poor.

Sildenafil has little influence on cardiovascular hemodynamics or 6-km time trial performance in trained men and women at simulated high altitude.

PubMed

Jacobs, Kevin A; Kressler, Jochen; Stoutenberg, Mark; Roos, Bernard A; Friedlander, Anne L

2011-01-01

Sildenafil improves maximal exercise capacity at high altitudes (∼4350-5800 m) by reducing pulmonary arterial pressure and enhancing oxygen delivery, but the effects on exercise performance at less severe altitudes are less clear. To determine the effects of sildenafil on cardiovascular hemodynamics (heart rate, stroke volume, and cardiac output), arterial oxygen saturation (SaO2), and 6-km time-trial performance of endurance-trained men and women at a simulated altitude of ∼3900 m. Twenty men and 15 women, endurance-trained, completed one experimental exercise trial (30 min at 55% of altitude-specific capacity +6-km time trial) at sea level (SL) and two trials at simulated high altitude (HA) while breathing hypoxic gas (12.8% FIo2) after ingestion of either placebo or 50 mg sildenafil in double-blind, randomized, and counterbalanced fashion. Maximal exercise capacity and SaO2 were significantly reduced at HA compared to SL (18%-23%), but sildenafil did not significantly improve cardiovascular hemodynamics or time-trial performance in either men or women compared to placebo and only improved SaO2 in women (4%). One male subject (5% of male subjects, 2.8% of all subjects) exhibited a meaningful 36-s improvement in time-trial performance with sildenafil compared to placebo. In this group of endurance trained men and women, sildenafil had very little influence on cardiovascular hemodynamics, SaO2, and 6-km time-trial performance at a simulated altitude of ∼3900 m. It appears that a very small percentage of endurance-trained men and women derive meaningful improvements in aerobic performance from sildenafil at a simulated altitude of ∼3900 m.

PISCES: A "Stepping Stone" to International Space Exploration and Development

NASA Technical Reports Server (NTRS)

Howell, Joe T.; Henley, Mark W.; Schowengerdt, Frank

2007-01-01

The Pacific International Space Center for Exploration Systems (PISCES) was initiated by the Japan/US Science, Technology and Space Application Programs (JUSTSAP) to advance research and education in space exploration technology and systems working closely with the State of Hawaii. Hawaii has a heritage with space exploration including the training of Apollo astronauts and testing of lunar rover systems in some of the most realistic terrestrial sites available. The high altitude dry environment with greater solar insolation, and the dry lunar regolith-like volcanic ash and cratered terrain make Hawaiian sites ideal to support, international space exploration technology development, demonstration, education and training. This paper will summarize development and roles of PISCES in lunar surface analogs, simulations, technology demonstrations, research and training for space exploration technology and systems.

Computational Fluid Dynamics Simulation of Dual Bell Nozzle Film Cooling

NASA Technical Reports Server (NTRS)

Braman, Kalen; Garcia, Christian; Ruf, Joseph; Bui, Trong

2015-01-01

Marshall Space Flight Center (MSFC) and Armstrong Flight Research Center (AFRC) are working together to advance the technology readiness level (TRL) of the dual bell nozzle concept. Dual bell nozzles are a form of altitude compensating nozzle that consists of two connecting bell contours. At low altitude the nozzle flows fully in the first, relatively lower area ratio, nozzle. The nozzle flow separates from the wall at the inflection point which joins the two bell contours. This relatively low expansion results in higher nozzle efficiency during the low altitude portion of the launch. As ambient pressure decreases with increasing altitude, the nozzle flow will expand to fill the relatively large area ratio second nozzle. The larger area ratio of the second bell enables higher Isp during the high altitude and vacuum portions of the launch. Despite a long history of theoretical consideration and promise towards improving rocket performance, dual bell nozzles have yet to be developed for practical use and have seen only limited testing. One barrier to use of dual bell nozzles is the lack of control over the nozzle flow transition from the first bell to the second bell during operation. A method that this team is pursuing to enhance the controllability of the nozzle flow transition is manipulation of the film coolant that is injected near the inflection between the two bell contours. Computational fluid dynamics (CFD) analysis is being run to assess the degree of control over nozzle flow transition generated via manipulation of the film injection. A cold flow dual bell nozzle, without film coolant, was tested over a range of simulated altitudes in 2004 in MSFC's nozzle test facility. Both NASA centers have performed a series of simulations of that dual bell to validate their computational models. Those CFD results are compared to the experimental results within this paper. MSFC then proceeded to add film injection to the CFD grid of the dual bell nozzle. A series of nozzle pressure ratios and film coolant flow rates are investigated to determine the effect of the film injection on the nozzle flow transition behavior. The results of this CFD study of a dual bell with film injection are presented in this paper.

Helicopter pilot scan techniques during low-altitude high-speed flight.

PubMed

Kirby, Christopher E; Kennedy, Quinn; Yang, Ji Hyun

2014-07-01

This study examined pilots' visual scan patterns during a simulated high-speed, low-level flight and how their scan rates related to flight performance. As helicopters become faster and more agile, pilots are expected to navigate at low altitudes while traveling at high speeds. A pilot's ability to interpret information from a combination of visual sources determines not only mission success, but also aircraft and crew survival. In a fixed-base helicopter simulator modeled after the U.S. Navy's MH-60S, 17 active-duty Navy helicopter pilots with varying total flight times flew and navigated through a simulated southern Californian desert course. Pilots' scan rate and fixation locations were monitored using an eye-tracking system while they flew through the course. Flight parameters, including altitude, were recorded using the simulator's recording system. Experienced pilots with more than 1000 total flight hours better maintained a constant altitude (mean altitude deviation = 48.52 ft, SD = 31.78) than less experienced pilots (mean altitude deviation = 73.03 ft, SD = 10.61) and differed in some aspects of their visual scans. They spent more time looking at the instrument display and less time looking out the window (OTW) than less experienced pilots. Looking OTW was associated with less consistency in maintaining altitude. Results may aid training effectiveness specific to helicopter aviation, particularly in high-speed low-level flight conditions.

Accuracy of Handheld Blood Glucose Meters at High Altitude

PubMed Central

de Vries, Suzanna T.; Fokkert, Marion J.; Dikkeschei, Bert D.; Rienks, Rienk; Bilo, Karin M.; Bilo, Henk J. G.

2010-01-01

Background Due to increasing numbers of people with diabetes taking part in extreme sports (e.g., high-altitude trekking), reliable handheld blood glucose meters (BGMs) are necessary. Accurate blood glucose measurement under extreme conditions is paramount for safe recreation at altitude. Prior studies reported bias in blood glucose measurements using different BGMs at high altitude. We hypothesized that glucose-oxidase based BGMs are more influenced by the lower atmospheric oxygen pressure at altitude than glucose dehydrogenase based BGMs. Methodology/Principal Findings Glucose measurements at simulated altitude of nine BGMs (six glucose dehydrogenase and three glucose oxidase BGMs) were compared to glucose measurement on a similar BGM at sea level and to a laboratory glucose reference method. Venous blood samples of four different glucose levels were used. Moreover, two glucose oxidase and two glucose dehydrogenase based BGMs were evaluated at different altitudes on Mount Kilimanjaro. Accuracy criteria were set at a bias <15% from reference glucose (when >6.5 mmol/L) and <1 mmol/L from reference glucose (when <6.5 mmol/L). No significant difference was observed between measurements at simulated altitude and sea level for either glucose oxidase based BGMs or glucose dehydrogenase based BGMs as a group phenomenon. Two GDH based BGMs did not meet set performance criteria. Most BGMs are generally overestimating true glucose concentration at high altitude. Conclusion At simulated high altitude all tested BGMs, including glucose oxidase based BGMs, did not show influence of low atmospheric oxygen pressure. All BGMs, except for two GDH based BGMs, performed within predefined criteria. At true high altitude one GDH based BGM had best precision and accuracy. PMID:21103399

Passive Thermal Control for the Low Density Supersonic Decelerator (LDSD) Test Vehicle Spin Motors Sub-System

NASA Technical Reports Server (NTRS)

Redmond, Matthew; Mastropietro, A. J.; Pauken, Michael; Mobley, Brandon

2014-01-01

Future missions to Mars will require improved entry, descent, and landing (EDL) technology over the Viking-heritage systems which recently landed the largest payload to date, the 900 kg Mars Science Laboratory. As a result, NASA's Low Density Supersonic Decelerator (LDSD) project is working to advance the state of the art in Mars EDL systems by developing and testing three key technologies which will enable heavier payloads and higher altitude landing sites on the red planet. These technologies consist of a large 33.5 m diameter Supersonic Disk Sail (SSDS) parachute and two different Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class that inflates to a 6 m diameter torus (SIAD-R), and an exploration class that inflates to an 8 m diameter isotensoid (SIADE). All three technologies will be demonstrated on test vehicles at high earth altitudes in order to simulate the Mars EDL environment. Each vehicle will be carried to altitude by a large helium balloon, released, spun up using spin motors to stabilize the vehicle's trajectory, and accelerated to supersonic speeds using a large solid rocket motor. The vehicle will then be spun down using another set of spin motors, and will deploy either the SIAD-R or SIAD-E, followed by the SSDS parachute until the vehicle lands in the ocean. Component level testing and bounding analysis are used to ensure the survival of system components in extreme thermal environments and predict temperatures throughout the flight. This paper presents a general description of the thermal testing, model correlation, and analysis of the spin motor passive thermal control sub-system to maintain spin motor performance, prescribed vehicle trajectory, and structural integrity of the test vehicle. The spin motor subsystem is predicted to meet its requirements with margin.

Increased hemoglobin mass and VO2max with 10 h nightly simulated altitude at 3000 m.

PubMed

Neya, Mitsuo; Enoki, Taisuke; Ohiwa, Nao; Kawahara, Takashi; Gore, Christopher J

2013-07-01

To quantify the changes of hemoglobin mass (Hbmass) and maximum oxygen consumption (VO2max) after 22 days training at 1300-1800 m combined with nightly exposure to 3000-m simulated altitude. We hypothesized that with simulated 3000-m altitude, an adequate beneficial dose could be as little as 10 h/24 h. Fourteen male collegiate runners were equally divided into 2 groups: altitude (ALT) and control (CON). Both groups spent 22 days at 1300-1800 m. ALT spent 10 h/night for 21 nights in simulated altitude (3000 m), and CON stayed at 1300 m. VO2max and Hbmass were measured twice before and once after the intervention. Blood was collected for assessment of percent reticulocytes (%retics), serum erythropoietin (EPO), ferritin, and soluble transferrin receptor (sTfR) concentrations. Compared with CON there was an almost certain increase in absolute VO2max (8.6%, 90% confidence interval 4.8-12.6%) and a likely increase in absolute Hbmass (3.5%; 0.9-6.2%) at postintervention. The %retics were at least very likely higher in ALT than in CON throughout the 21 nights, and sTfR was also very likely higher in the ALT group until day 17. EPO of ALT was likely higher than that of CON on days 1 and 5 at altitude, whereas serum ferritin was likely lower in ALT than CON for most of the intervention. Together the combination of the natural and simulated altitude was a sufficient total dose of hypoxia to increase both Hbmass and VO2max.

Comparison of Rocket Performance using Exhaust Diffuser and Conventional Techniques for Altitude Simulation

NASA Technical Reports Server (NTRS)

Sivo, Joseph N.; Peters, Daniel J.

1959-01-01

A rocket engine with an exhaust-nozzle area ratio of 25 was operated at a constant chamber pressure of 600 pounds per square inch absolute over a range of oxidant-fuel ratios at an altitude pressure corresponding to approximately 47,000 feet. At this condition, the nozzle flow is slightly underexpanded as it leaves the nozzle. The altitude simulation was obtained first through the use of an exhaust diffuser coupled with the rocket engine and secondly, in an altitude test chamber where separate exhauster equipment provided the altitude pressure. A comparison of performance data from these two tests has established that a diffuser used with a rocket engine operating at near-design nozzle pressure ratio can be a valid means of obtaining altitude performance data for rocket engines.

Performance and Operational Characteristics of a Python Turbine-propeller Engine at Simulated Altitude Conditions / Carl L. Meyer and Lavern A. Johnson

NASA Technical Reports Server (NTRS)

Meyer, Carl L; Johnson, Lavern A

1952-01-01

The performance and operational characteristics of a Python turbine-propeller engine were investigated at simulated altitude conditions in the NACA Lewis altitude wind tunnel. In the performance phase, data were obtained over a range of engine speeds and exhaust nozzle areas at altitudes from 10,000 to 40,000 feet at a single cowl-inlet ram pressure ratio; independent control of engine speed and fuel flow was used to obtain a range of powers at each engine speed. Engine performance data obtained at a given altitude could not be used to predict performance accurately at other altitudes by use of the standard air pressure and temperature generalizing factors. At a given engine speed and turbine-inlet total temperature, a greater portion of the total available energy was converted to propulsive power as the altitude increased.

Low-pressure electrical discharge experiment to simulate high-altitude lightning above thunderclouds

NASA Technical Reports Server (NTRS)

Jarzembski, M. A.; Srivastava, V.

1995-01-01

Recently, extremely interesting high-altitude cloud-ionosphere electrical discharges, like lightning above thunderstorms, have been observed from NASA's space shuttle missions and during airborne and ground-based experiments. To understand these discharges, a new experiment was conceived to simulate a thundercloud in a vacuum chamber using a dielectric in particulate form into which electrodes were inserted to create charge centers analogous to those in an electrified cloud. To represent the ionosphere, a conducting medium (metallic plate) was introduced at the top of the chamber. It was found that for different pressures between approximately 1 and 300 mb, corresponding to various upper atmospheric altitudes, different discharges occurred above the simulated thundercloud, and these bore a remarkable similarity to the observed atmospheric phenomena. At pressures greater than 300 mb, these discharges were rare and only discharges within the simulated thundercloud were observed. Use of a particulate dielectric was critical for the successful simulation of the high-altitude lightning.

Development and application of dynamic simulations of a subsonic wind tunnel

NASA Technical Reports Server (NTRS)

Szuch, J. R.; Cole, G. L.; Seidel, R. C.; Arpasi, D. J.

1986-01-01

Efforts are currently underway at NASA Lewis to improve and expand ground test facilities and to develop supporting technologies to meet anticipated aeropropulsion research needs. Many of these efforts have been focused on a proposed rehabilitation of the Altitude Wind Tunnel (AWT). In order to insure a technically sound design, an AWT modeling program (both analytical and physical) was initiated to provide input to the AWT final design process. This paper describes the approach taken to develop analytical, dynamic computer simulations of the AWT, and the use of these simulations as test-beds for: (1) predicting the dynamic response characteristics of the AWT, and (2) evaluating proposed AWT control concepts. Plans for developing a portable, real-time simulator for the AWT facility are also described.

Simulation of the Impact of New Aircraft and Satellite-Based Ocean Surface Wind Measurements on H*Wind Analyses

NASA Technical Reports Server (NTRS)

Miller, TImothy L.; Atlas, R. M.; Black, P. G.; Case, J. L.; Chen, S. S.; Hood, R. E.; Johnson, J. W.; Jones, L.; Ruf, C. S.; Uhlborn, E. W.

2008-01-01

Accurate observations of surface ocean vector winds (OVW) with high spatial and temporal resolution are required for understanding and predicting tropical cyclones. As NASA's QuikSCAT and Navy's WindSat operate beyond their design life, many members of the weather and climate science communities recognize the importance of developing new observational technologies and strategies to meet the essential need for OVW information to improve hurricane intensity and location forecasts. The Hurricane Imaging Radiometer (HIRAD) is an innovative technology development which offers new and unique remotely sensed satellite observations of both extreme oceanic wind events and strong precipitation. It is based on the airborne Stepped Frequency Microwave Radiometer (SFMR), which is the only proven remote sensing technique for observing tropical cyclone (TC) ocean surface wind speeds and rain rates. The proposed HIRAD instrument advances beyond the current nadir viewing SFMR to an equivalent wide-swath SFMR imager using passive microwave synthetic thinned aperture radiometer (STAR) technology. This sensor will operate over 4-7 GHz (C-band frequencies) where the required TC remote sensing physics has been validated by both SFMR and WindSat radiometers. The instrument is described in more detail in a paper by Jones et al. presented to the Tropical Meteorology Special Symposium at this AMS Annual Meeting. Simulated HIRAD passes through a simulation of hurricane Frances are being developed to demonstrate HIRAD estimation of surface wind speed over a wide swath in the presence of heavy rain. These are currently being used in "quick" OSSEs (Observing System Simulation Experiments) with H'Wind analyses as the discriminating tool. The H'Wind analysis, a product of the Hurricane Research Division of NOAA's Atlantic , Oceanographic and Meteorological Laboratory, brings together wind measurements from a variety of observation platforms into an objective analysis of the distribution of wind speeds in a tropical cyclone. This product is designed to improve understanding of the extent and strength of the wind field, and to improve the assessment of hurricane intensity. See http://www.aoml.noaa._ov/hrd/data sub/wind.html. Observations have been simulated from both aircraft altitudes and space. The simulated flight patterns for the aircraft platform cases have been designed to duplicate the timing and flight patterns used in routine NOAA and USAF hurricane surveillance flights, and the spaceborne case simulates a TRMM orbit and altitude.

Aerodynamic Models for the Low Density Supersonic Decelerator (LDSD) Test Vehicles

NASA Technical Reports Server (NTRS)

Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

2016-01-01

An overview of aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign test vehicle is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a helium balloon, then accelerating the TV to Mach 4 and 53 km altitude with a solid rocket motor. Test flights conducted in June of 2014 (SFDT-1) and 2015 (SFDT-2) each successfully delivered a 6 meter diameter decelerator (SIAD-R) to test conditions and several seconds of flight, and were successful in demonstrating the SFDT flight system concept and SIAD-R technology. Aerodynamic models and uncertainties developed for the SFDT campaign are presented, including the methods used to generate them and their implementation within an aerodynamic database (ADB) routine for flight simulations. Pre- and post-flight aerodynamic models are compared against reconstructed flight data and model changes based upon knowledge gained from the flights are discussed. The pre-flight powered phase model is shown to have a significant contribution to off-nominal SFDT trajectory lofting, while coast and SIAD phase models behaved much as predicted.

The NASA Altitude Wind Tunnel (AWT): Its role in advanced icing research and development

NASA Technical Reports Server (NTRS)

Blaha, B. J.; Shaw, R. J.

1985-01-01

Currently experimental aircraft icing research is severely hampered by limitations of ground icing simulation facilities. Existing icing facilities do not have the size, speed, altitude, and icing environment simulation capabilities to allow accurate studies to be made of icing problems occurring for high speed fixed wing aircraft and rotorcraft. Use of the currently dormant NASA Lewis Altitude Wind Tunnel (AWT), as a proposed high speed propulsion and adverse weather facility, would allow many such problems to be studied. The characteristics of the AWT related to adverse weather simulation and in particular to icing simulation are discussed, and potential icing research programs using the AWT are also included.

Effect of yield curves and porous crush on hydrocode simulations of asteroid airburst

NASA Astrophysics Data System (ADS)

Robertson, D. K.; Mathias, D. L.

2017-03-01

Simulations of asteroid airburst are being conducted to obtain best estimates of damage areas and assess sensitivity to variables for asteroid characterization and mitigation efforts. The simulations presented here employed the ALE3D hydrocode to examine the breakup and energy deposition of asteroids entering the Earth's atmosphere, using the Chelyabinsk meteor as a test case. This paper examines the effect of increasingly complex material models on the energy deposition profile. Modeling the meteor as a rock having a single strength can reproduce airburst altitude and energy deposition reasonably well but is not representative of real rock masses (large bodies of material). Accounting for a yield curve that includes different tensile, shear, and compressive strengths shows that shear strength determines the burst altitude. Including yield curves and compaction of porous spaces in the material changes the detailed mechanics of the breakup but only has a limited effect on the burst altitude and energy deposition. Strong asteroids fail and create peak energy deposition close to the altitude at which ram dynamic pressure equals the material strength. Weak asteroids, even though they structurally fail at high altitude, require the increased pressure at lower altitude to disrupt and disperse the rubble. As a result, a wide range of weaker asteroid strengths produce peak energy deposition at a similar altitude.

Comparison of low-altitude wind-shear statistics derived from measured and proposed standard wind profiles

NASA Technical Reports Server (NTRS)

Usry, J. W.

1983-01-01

Wind shear statistics were calculated for a simulated set of wind profiles based on a proposed standard wind field data base. Wind shears were grouped in altitude in altitude bands of 100 ft between 100 and 1400 ft and in wind shear increments of 0.025 knot/ft. Frequency distributions, means, and standard deviations for each altitude band were derived for the total sample were derived for both sets. It was found that frequency distributions in each altitude band for the simulated data set were more dispersed below 800 ft and less dispersed above 900 ft than those for the measured data set. Total sample frequency of occurrence for the two data sets was about equal for wind shear values between +0.075 knot/ft, but the simulated data set had significantly larger values for all wind shears outside these boundaries. It is shown that normal distribution in both data sets neither data set was normally distributed; similar results are observed from the cumulative frequency distributions.

X-45A in flight with F-18 #846 chase aircraft, during first GPS-guided weapon demonstration flight

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Analysis of the variation of the 0°C isothermal altitude during rainfall events

NASA Astrophysics Data System (ADS)

Zeimetz, Fränz; Garcìa, Javier; Schaefli, Bettina; Schleiss, Anton J.

2016-04-01

In numerous countries of the world (USA, Canada, Sweden, Switzerland,…), the dam safety verifications for extreme floods are realized by referring to the so called Probable Maximum Flood (PMF). According to the World Meteorological Organization (WMO), this PMF is determined based on the PMP (Probable Maximum Precipitation). The PMF estimation is performed with a hydrological simulation model by routing the PMP. The PMP-PMF simulation is normally event based; therefore, if no further information is known, the simulation needs assumptions concerning the initial soil conditions such as saturation or snow cover. In addition, temperature series are also of interest for the PMP-PMF simulations. Temperature values can not only be deduced from temperature measurement but also using the temperature gradient method, the 0°C isothermal altitude can lead to temperature estimations on the ground. For practitioners, the usage of the isothermal altitude for referring to temperature is convenient and simpler because one value can give information over a large region under the assumption of a certain temperature gradient. The analysis of the evolution of the 0°C isothermal altitude during rainfall events is aimed here and based on meteorological soundings from the two sounding stations Payerne (CH) and Milan (I). Furthermore, hourly rainfall and temperature data are available from 110 pluviometers spread over the Swiss territory. The analysis of the evolution of the 0°C isothermal altitude is undertaken for different precipitation durations based on the meteorological measurements mentioned above. The results show that on average, the isothermal altitude tends to decrease during the rainfall events and that a correlation between the duration of the altitude loss and the duration of the rainfall exists. A significant difference in altitude loss is appearing when the soundings from Payerne and Milan are compared.

Earth-to-Orbit Laser Launch Simulation for a Lightcraft Technology Demonstrator

NASA Astrophysics Data System (ADS)

Richard, J. C.; Morales, C.; Smith, W. L.; Myrabo, L. N.

2006-05-01

Optimized laser launch trajectories have been developed for a 1.4 m diameter, 120 kg (empty mass) Lightcraft Technology Demonstrator (LTD). The lightcraft's combined-cycle airbreathing/rocket engine is designed for single-stage-to-orbit flights with a mass ratio of 2 propelled by a 100 MW class ground-based laser built on a 3 km mountain peak. Once in orbit, the vehicle becomes an autonomous micro-satellite. Two types of trajectories were simulated with the SORT (Simulation and Optimization of Rocket Trajectories) software package: a) direct GBL boost to orbit, and b) GBL boost aided by laser relay satellite. Several new subroutines were constructed for SORT to input engine performance (as a function of Mach number and altitude), vehicle aerodynamics, guidance algorithms, and mass history. A new guidance/steering option required the lightcraft to always point at the GBL or laser relay satellite. SORT iterates on trajectory parameters to optimize vehicle performance, achieve a desired criteria, or constrain the solution to avoid some specific limit. The predicted laser-boost performance for the LTD is undoubtedly revolutionary, and SORT simulations have helped to define this new frontier.

Exploring the Limits of High Altitude GPS for Future Lunar Missions

NASA Technical Reports Server (NTRS)

Ashman, Benjamin W.; Parker, Joel J.; Bauer, Frank H.; Esswein, Michael

2018-01-01

An increasing number of spacecraft are relying on the Global Positioning System (GPS) for navigation at altitudes near or above the GPS constellation itself - the region known as the Space Service Volume (SSV). While the formal definition of the SSV ends at geostationary altitude, the practical limit of high-altitude space usage is not known, and recent missions have demonstrated that signal availability is sufficient for operational navigation at altitudes halfway to the moon. This paper presents simulation results based on a high-fidelity model of the GPS constellation, calibrated and validated through comparisons of simulated GPS signal availability and strength with flight data from recent high-altitude missions including the Geostationary Operational Environmental Satellite 16 (GOES-16) and the Magnetospheric Multiscale (MMS) mission. This improved model is applied to the transfer to a lunar near-rectilinear halo orbit (NRHO) of the class being con- sidered for the international Deep Space Gateway concept. The number of GPS signals visible and their received signal strengths are presented as a function of receiver altitude in order to explore the practical upper limit of high-altitude space usage of GPS.

Exploring the Limits of High Altitude GPS for Future Lunar Missions

NASA Technical Reports Server (NTRS)

Ashman, Benjamin W.; Parker, Joel J. K.; Bauer, Frank H.; Esswein, Michael

2018-01-01

An increasing number of spacecraft are relying on the Global Positioning System (GPS) for navigation at altitudes near or above the GPS constellation itself - the region known as the Space Service Volume (SSV). While the formal definition of the SSV ends at geostationary altitude, the practical limit of high-altitude space usage is not known, and recent missions have demonstrated that signal availability is sufficient for operational navigation at altitudes halfway to the moon. This paper presents simulation results based on a high-fidelity model of the GPS constellation, calibrated and validated through comparisons of simulated GPS signal availability and strength with flight data from recent high-altitude missions including the Geostationary Operational Environmental Satellite 16 (GOES-16) and the Magnetospheric Multiscale (MMS) mission. This improved model is applied to the transfer to a lunar near-rectilinear halo orbit (NRHO) of the class being considered for the international Deep Space Gateway concept. The number of GPS signals visible and their received signal strengths are presented as a function of receiver altitude in order to explore the practical upper limit of high-altitude space usage of GPS.

Exhaust emission calibration of two J-58 afterburning turbojet engines at simulated high-altitude, supersonic flight conditions

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1976-01-01

Emissions of total oxides of nitrogen, nitric oxide, unburned hydrocarbons, carbon monoxide, and carbon dioxide from two J-58 afterburning turbojet engines at simulated high-altitude flight conditions are reported. Test conditions included flight speeds from Mach 2 to 3 at altitudes from 16.0 to 23.5 km. For each flight condition exhaust measurements were made for four or five power levels, from maximum power without afterburning through maximum afterburning. The data show that exhaust emissions vary with flight speed, altitude, power level, and radial position across the exhaust. Oxides of nitrogen emissions decreased with increasing altitude and increased with increasing flight speed. Oxides of nitrogen emission indices with afterburning were less than half the value without afterburning. Carbon monoxide and hydrocarbon emissions increased with increasing altitude and decreased with increasing flight speed. Emissions of these species were substantially higher with afterburning than without.

Simulated Altitude Performance of Combustor of Westinghouse 19XB-1 Jet-Propulsion Engine

NASA Technical Reports Server (NTRS)

Childs, J. Howard; McCafferty, Richard J.

1948-01-01

A 19XB-1 combustor was operated under conditions simulating zero-ram operation of the 19XB-1 turbojet engine at various altitudes and engine speeds. The combustion efficiencies and the altitude operational limits were determined; data were also obtained on the character of the combustion, the pressure drop through the combustor, and the combustor-outlet temperature and velocity profiles. At altitudes about 10,000 feet below the operational limits, the flames were yellow and steady and the temperature rise through the combustor increased with fuel-air ratio throughout the range of fuel-air ratios investigated. At altitudes near the operational limits, the flames were blue and flickering and the combustor was sluggish in its response to changes in fuel flow. At these high altitudes, the temperature rise through the combustor increased very slowly as the fuel flow was increased and attained a maximum at a fuel-air ratio much leaner than the over-all stoichiometric; further increases in fuel flow resulted in decreased values of combustor temperature rise and increased resonance until a rich-limit blow-out occurred. The approximate operational ceiling of the engine as determined by the combustor, using AN-F-28, Amendment-3, fuel, was 30,400 feet at a simulated engine speed of 7500 rpm and increased as the engine speed was increased. At an engine speed of 16,000 rpm, the operational ceiling was approximately 48,000 feet. Throughout the range of simulated altitudes and engine speeds investigated, the combustion efficiency increased with increasing engine speed and with decreasing altitude. The combustion efficiency varied from over 99 percent at operating conditions simulating high engine speed and low altitude operation to less than 50 percent at conditions simulating operation at altitudes near the operational limits. The isothermal total pressure drop through the combustor was 1.82 times as great as the inlet dynamic pressure. As expected from theoretical considerations, a straight-line correlation was obtained when the ratio of the combustor total pressure drop to the combustor-inlet dynamic pressure was plotted as a function of the ratio of the combustor-inlet air density to the combustor-outlet gas density. The combustor-outlet temperature profiles were, in general, more uniform for runs in which the temperature rise was low and the combustion efficiency was high. Inspection of the combustor basket after 36 hours of operation showed very little deterioration and no appreciable carbon deposits.

Stratospheric turbulence measurements and models for aerospace plane design

NASA Technical Reports Server (NTRS)

Ehernberger, L. J.

1992-01-01

Progress in computational atmospheric dynamics is exhibiting the ability of numerical simulation to describe instability processes associated with turbulence observed at altitudes between 15 and 25 km in the lower stratosphere. As these numerical simulation tools mature, they can be used to extend estimates of atmospheric perturbations from the present gust database for airplane design at altitudes below 15 km to altitudes between 25 and 50 km where aerospace plane operation would be at hypersonic speeds. The amount of available gust data and number of temperature perturbation observations are limited at altitudes between 15 and 25 km. On the other hand, in-situ gust data at higher altitudes are virtually nonexistent. The uncertain potential for future airbreathing hypersonic flight research vehicles to encounter strong turbulence at higher altitudes could penalize the design of these vehicles by undue cost or limitations on performance. Because the atmospheric structure changes markedly with altitude, direct extrapolation of gust magnitudes and encounter probabilities to the higher flight altitudes is not advisable. This paper presents a brief review of turbulence characteristics observed in the lower stratosphere and highlights the progress of computational atmospheric dynamics that may be used to estimate the severity of atmospheric transients at higher altitudes.

Simulation of ground-water flow in the Potomac-Raritan-Magothy aquifer system near the Defense Supply Center Philadelphia, and the Point Breeze Refinery, southern Philadelphia County, Pennsylvania

USGS Publications Warehouse

Schreffler, Curtis L.

2001-01-01

Ground-water flow in the Potomac-Raritan- Magothy aquifer system (PRM) in south Philadelphia and adjacent southwestern New Jersey was simulated by use of a three-dimensional, seven-layer finite-difference numerical flow model. The simulation was run from 1900, which was prior to groundwater development, through 1995 with 21 stress periods. The focus of the modeling was on a smaller area of concern in south Philadelphia in the vicinity of the Defense Supply Center Philadelphia (DSCP) and the Point Breeze Refinery (PBR). In order to adequately simulate the ground-water flow system in the area of concern, a much larger area was modeled that included parts of New Jersey where significant ground-water withdrawals, which affect water levels in southern Philadelphia, had occurred in the past. At issue in the area of concern is a hydrocarbon plume of unknown origin and time of release.The ground-water-flow system was simulated to estimate past water-level altitudes in and near the area of concern and to determine the effect of the Packer Avenue sewer, which lies south of the DSCP, on the ground-water-flow system. Simulated water-level altitudes for the lower sand unit of the PRM on the DSCP prior to 1945 ranged from pre-development, unstressed altitudes to 3 feet below sea level. Simulated water-level altitudes for the lower sand unit ranged from 3 to 7 feet below sea level from 1946 to 1954, from 6 to 10 feet below sea level from 1955 to 1968, and from 9 to 11 feet below sea level from 1969 to 1978. The lowest simulated water-level altitude on the DSCP was 10.69 feet below sea level near the end of 1974. Model simulations indicate ground water was infiltrating the Packer Avenue sewer prior to approximately 1947 or 1948. Subsequent to that time, simulated ground-water-level altitudes were lower than the bottom of the sewer.

Overview of Radiation Environments and Human Exposures

NASA Technical Reports Server (NTRS)

Wilson, John W.

2004-01-01

Human exposures to ionizing radiation have been vastly altered by developing technology in the last century. This has been most obvious in the development of radiation generating devices and the utilization of nuclear energy. But even air travel has had its impact on human exposure. Human exposure increases with advancing aircraft technology as a result of the higher operating altitudes reducing the protective cover provided by the Earth s atmosphere from extraterrestrial radiations. This increase in operating altitudes is taken to a limit by human operations in space. Less obvious is the changing character of the radiations at higher altitudes. The associated health risks are less understood with increasing altitude due to the increasing complexity and new field components found in high altitude and space operations.

Sea-Level Flight Demonstration and Altitude Characterization of a LO2/LCH4 Based Accent Propulsion Lander

NASA Technical Reports Server (NTRS)

Collins, Jacob; Hurlbert, Eric; Romig, Kris; Melcher, John; Hobson, Aaron; Eaton, Phil

2009-01-01

A 1,500 lbf thrust-class liquid oxygen (LO2)/Liquid Methane (LCH4) rocket engine was developed and tested at both sea-level and simulated altitude conditions. The engine was fabricated by Armadillo Aerospace (AA) in collaboration with NASA Johnson Space Center. Sea level testing was conducted at Armadillo Aerospace facilities at Caddo Mills, TX. Sea-level tests were conducted using both a static horizontal test bed and a vertical take-off and landing (VTOL) test bed capable of lift-off and hover-flight in low atmosphere conditions. The vertical test bed configuration is capable of throttling the engine valves to enable liftoff and hover-flight. Simulated altitude vacuum testing was conducted at NASA Johnson Space Center White Sands Test Facility (WSTF), which is capable of providing altitude simulation greater than 120,000 ft equivalent. The engine tests demonstrated ignition using two different methods, a gas-torch and a pyrotechnic igniter. Both gas torch and pyrotechnic ignition were demonstrated at both sea-level and vacuum conditions. The rocket engine was designed to be configured with three different nozzle configurations, including a dual-bell nozzle geometry. Dual-bell nozzle tests were conducted at WSTF and engine performance data was achieved at both ambient pressure and simulated altitude conditions. Dual-bell nozzle performance data was achieved over a range of altitude conditions from 90,000 ft to 50,000 ft altitude. Thrust and propellant mass flow rates were measured in the tests for specific impulse (Isp) and C* calculations.

Simulation and analysis of atmospheric transmission performance in airborne Terahertz communication

NASA Astrophysics Data System (ADS)

Pan, Chengsheng; Shi, Xin; Liu, Chengyang; Wang, Xue; Ding, Yuanming

2018-02-01

For the special meteorological condition of high altitude transmission; first the influence of atmospheric turbulence on the Terahertz wireless communication is analyzed, and the atmospheric constants model with increase in height is given. On this basis, the relationship between the flicker index and the high altitude horizon transmission distance of the Terahertz wave is analyzed by simulation. Then, through the analysis of high altitude path loss and noise, the high altitude wireless link model is built. Finally, the link loss budget is given according to the current Terahertz device parameters, and bit error rate (BER) performance of on-off keyed modulation (OOK) and pulse position modulation (PPM) in four Terahertz frequency bands is compared and analyzed. All these above provided theoretical reference for high-altitude Terahertz wireless communication transmission.

Simulating Wake Vortex Detection with the Sensivu Doppler Wind Lidar Simulator

NASA Technical Reports Server (NTRS)

Ramsey, Dan; Nguyen, Chi

2014-01-01

In support of NASA's Atmospheric Environment Safety Technologies NRA research topic on Wake Vortex Hazard Investigation, Aerospace Innovations (AI) investigated a set of techniques for detecting wake vortex hazards from arbitrary viewing angles, including axial perspectives. This technical report describes an approach to this problem and presents results from its implementation in a virtual lidar simulator developed at AI. Threedimensional data volumes from NASA's Terminal Area Simulation System (TASS) containing strong turbulent vortices were used as the atmospheric domain for these studies, in addition to an analytical vortex model in 3-D space. By incorporating a third-party radiative transfer code (BACKSCAT 4), user-defined aerosol layers can be incorporated into atmospheric models, simulating attenuation and backscatter in different environmental conditions and altitudes. A hazard detection algorithm is described that uses a twocomponent spectral model to identify vortex signatures observable from arbitrary angles.

Alternative surveillance technology for the Gulf of Mexico

DOT National Transportation Integrated Search

2004-04-26

In the Gulf of Mexico, there are two major operating aviation users: low altitude offshore and high altitude. The low altitude offshore operators are primarily helicopter fleets supporting the oil and gas exploration efforts; their traffic typically ...

Flight Testing of the TWiLiTE Airborne Molecular Doppler Lidar

NASA Technical Reports Server (NTRS)

Gentry, Bruce; McGill, Matthew; Machan, Roman; Reed, Daniel; Cargo, Ryan; Wilkens, David J.; Hart, William; Yorks, John; Scott, Stan; Wake, Shane;

Some effects of alcohol and simulated altitude on complex performance scores and Breathalyzer readings.

DOT National Transportation Integrated Search

1985-07-01

This study assessed possible interactive effects of alcohol and a simulated altitude of 12,500 ft. Each of 17 men was trained on the various tasks that comprise the Multiple Task Performance Battery and then performed over a 2-week period in four exp...

Exhaust emission survey of an F100 afterburning turbofan engine at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E.; Cullom, R. R.

1981-01-01

Emissions of carbon monoxide, total oxides of nitrogen, unburned hydrocarbons, and carbon dioxide from an F100, afterburning, two spool turbofan engine at simulated flight conditions are reported. For each flight condition emission measurements were made for two or three power levels from intermediate power (nonafterburning) through maximum afterburning. The data showed that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate power (nonafterburning) and partial afterburning, but regions of high carbon monoxide were present downstream of the flame holder at maximum afterburning. Unburned hydrocarbon emissions were low for most of the simulated flight conditions. The local NOX concentrations and their variability with power level increased with increasing flight Mach number at constant altitude, and decreased with increasing altitude at constant Mach number. Carbon dioxide emissions were proportional to local fuel air ratio for all conditions.

Measurement of gaseous emissions from an afterburning turbojet engine at simulated altitude conditions

NASA Technical Reports Server (NTRS)

Diehl, L. A.

1973-01-01

Gaseous emissions from a J85-GE-13 turbojet engine were measured over a range of fuel-air ratios from idle to full afterburning and simulated altitudes from near sea-level to 12,800 meters (42,000 ft). Without afterburning, carbon monoxide and unburned hydrocarbon emissions were highest at idle and lowest at takeoff; oxides of nitrogen exhibited the reverse trend. With afterburning, carbon monoxide and unburned hydrocarbon emissions were greater than for military power. Carbon monoxide emissions were altitude dependent. Oxides of nitrogen emissions were less at minimum afterburning than at military power. For power levels above minimum afterburning, the oxides of nitrogen emissions were both power level and altitude dependent.

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots

NASA Image and Video Library

2002-12-19

The first X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its sixth flight on Dec. 19, 2002, raising its landing gear in flight for the first time. The X-45A flew for 40 minutes and reached an airspeed of 195 knots and an altitude of 7,500 feet. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Piloted Evaluation of Modernized Limited Authority Control Laws in the NASA-Ames Vertical Motion Simulator (VMS)

NASA Technical Reports Server (NTRS)

Sahasrabudhe, Vineet; Melkers, Edgar; Faynberg, Alexander; Blanken, Chris L.

2003-01-01

The UH-60 BLACK HAWK was designed in the 1970s, when the US Army primarily operated during the day in good visual conditions. Subsequently, the introduction of night-vision goggles increased the BLACK HAWK'S mission effectiveness, but the accident rate also increased. The increased accident rate is strongly tied to increased pilot workload as a result of a degradation in visual cues. Over twenty years of research in helicopter flight control and handling qualities has shown that these degraded handling qualities can be recovered by modifying the response type of the helicopter in low speed flight. Sikorsky Aircraft Corporation initiated a project under the National Rotorcraft Technology Center (NRTC) to develop modern flight control laws while utilizing the existing partial authority Stability Augmentation System (SAS) of the BLACK HAWK. This effort resulted in a set of Modernized Control Laws (MCLAWS) that incorporate rate command and attitude command response types. Sikorsky and the US Army Aeroflightdynamics Directorate (AFDD) conducted a piloted simulation on the NASA-Ames Vertical h4otion Simulator, to assess potential handling qualities and to reduce the risk of subsequent implementation and flight test of these modern control laws on AFDD's EH-60L helicopter. The simulation showed that Attitude Command Attitude Hold control laws in pitch and roll improve handling qualities in the low speed flight regime. These improvements are consistent across a range of mission task elements and for both good and degraded visual environments. The MCLAWS perform better than the baseline UH-60A control laws in the presence of wind and turbulence. Finally, while the improved handling qualities in the pitch and roll axis allow the pilot to pay more attention to the vertical axis and hence altitude performance also improves, it is clear from pilot comments and altitude excursions that the addition of an Altitude Hold function would further reduce workload and improve overall handling qualities of the aircraft.

Novel prescribed performance neural control of a flexible air-breathing hypersonic vehicle with unknown initial errors.

PubMed

Bu, Xiangwei; Wu, Xiaoyan; Zhu, Fujing; Huang, Jiaqi; Ma, Zhen; Zhang, Rui

2015-11-01

A novel prescribed performance neural controller with unknown initial errors is addressed for the longitudinal dynamic model of a flexible air-breathing hypersonic vehicle (FAHV) subject to parametric uncertainties. Different from traditional prescribed performance control (PPC) requiring that the initial errors have to be known accurately, this paper investigates the tracking control without accurate initial errors via exploiting a new performance function. A combined neural back-stepping and minimal learning parameter (MLP) technology is employed for exploring a prescribed performance controller that provides robust tracking of velocity and altitude reference trajectories. The highlight is that the transient performance of velocity and altitude tracking errors is satisfactory and the computational load of neural approximation is low. Finally, numerical simulation results from a nonlinear FAHV model demonstrate the efficacy of the proposed strategy. Copyright © 2015 ISA. Published by Elsevier Ltd. All rights reserved.

Relating Venous Gas Emboli (VGE) Scores to Altitude Decompression Sickness (DCS) Symptoms

NASA Technical Reports Server (NTRS)

Pilmanis, A. A.; Kannan, N.; Krause, K. M.; Webb, J. T.

1999-01-01

Purpose. It is generally accepted that DCS symptoms are caused by gas bubbles in tissues. However, current technology of bubble detection only permits monitoring of circulating bubbles, primarily intracardiac. Since the majority of DCS symptoms appear to be caused by extravascular bubbles, it has been suggested that current bubble detection techniques target bubbles that are of importance in only a minority of DCS cases. The purpose of this study is to determine the relationships between measured VGE and DCS symptoms in human subjects exposed to altitude. Methods. The AFRL DCS Research Database contains records on 2044 subject-exposures to simulated altitudes in a hypobaric chamber. VGE monitoring was accomplished using Doppler/Echo Imaging techniques. The Spencer Scale was used to score the VGE. Reporting of DCS symptoms by the subject was the primary end-point of the exposures. Results: The Mantel- Haenzel test indicated a strong correlation between DCS and bubble grade (p-value =0.001). Conclusions. A positive correlation between increasing VGE scores and DCS symptoms, does not imply causatinn. If all non-zero VGE grades are considered, 45.9% of the cases had VGE, but no DCS symptoms. Conversely, almost 1 in 5 subject-exposures resulted in DCS with NO VGE detected. VGE scores are not . good predictors of altitude DCS symptoms and field use of bubble detection for DCS prevention is not supported by this study.

Aerodynamic Models for the Low Density Supersonic Declerator (LDSD) Supersonic Flight Dynamics Test (SFDT)

NASA Technical Reports Server (NTRS)

Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

2015-01-01

An overview of pre-flight aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a large helium balloon, then accelerating the TV to Mach 4 and and 53 km altitude with a solid rocket motor. The first flight test (SFDT-1) delivered a 6 meter diameter robotic mission class decelerator (SIAD-R) to several seconds of flight on June 28, 2014, and was successful in demonstrating the SFDT flight system concept and SIAD-R. The trajectory was off-nominal, however, lofting to over 8 km higher than predicted in flight simulations. Comparisons between reconstructed flight data and aerodynamic models show that SIAD-R aerodynamic performance was in good agreement with pre-flight predictions. Similar comparisons of powered ascent phase aerodynamics show that the pre-flight model overpredicted TV pitch stability, leading to underprediction of trajectory peak altitude. Comparisons between pre-flight aerodynamic models and reconstructed flight data are shown, and changes to aerodynamic models using improved fidelity and knowledge gained from SFDT-1 are discussed.

Low altitude wind shear statistics derived from measured and FAA proposed standard wind profiles

NASA Technical Reports Server (NTRS)

Dunham, R. E., Jr.; Usry, J. W.

1984-01-01

Wind shear statistics were calculated for a simulated data set using wind profiles proposed as a standard and compared to statistics derived from measured wind profile data. Wind shear values were grouped in altitude bands of 100 ft between 100 and 1400 ft, and in wind shear increments of 0.025 kt/ft between + or - 0.600 kt/ft for the simulated data set and between + or - 0.200 kt/ft for the measured set. No values existed outside the + or - 0.200 kt/ft boundaries for the measured data. Frequency distributions, means, and standard deviations were derived for each altitude band for both data sets, and compared. Also, frequency distributions were derived for the total sample for both data sets and compared. Frequency of occurrence of a given wind shear was about the same for both data sets for wind shears, but less than + or 0.10 kt/ft, but the simulated data set had larger values outside these boundaries. Neglecting the vertical wind component did not significantly affect the statistics for these data sets. The frequency of occurrence of wind shears for the flight measured data was essentially the same for each altitude band and the total sample, but the simulated data distributions were different for each altitude band. The larger wind shears for the flight measured data were found to have short durations.

Langley Mach 4 scramjet test facility

NASA Technical Reports Server (NTRS)

Andrews, E. H., Jr.; Torrence, M. G.; Anderson, G. Y.; Northam, G. B.; Mackley, E. A.

1985-01-01

An engine test facility was constructed at the NASA Langley Research Center in support of a supersonic combustion ramjet (scramjet) technology development program. Hydrogen combustion in air with oxygen replenishment provides simulated air at Mach 4 flight velocity, pressure, and true total temperature for an altitude range from 57,000 to 86,000 feet. A facility nozzle with a 13 in square exit produces a Mach 3.5 free jet flow for engine propulsion tests. The facility is described and calibration results are presented which demonstrate the suitability of the test flow for conducting scramjet engine research.

Users guide to high altitude imagery of Michigan

NASA Technical Reports Server (NTRS)

1973-01-01

A guide to the high altitude imagery of Michigan outlines the areas of the state covered by selected recent high altitude aircraft and Earth Resources Technology Satellite flights. The types of remote sensing used are described. Maps of the flight coverage areas are included along with price lists of available imagery.

Base pressure and heat transfer tests of the 0.0225-scale space shuttle plume simulation model (19-OTS) in yawed flight conditions in the NASA-Lewis 10x10-foot supersonic wind tunnel (test IH83)

NASA Technical Reports Server (NTRS)

Foust, J. W.

1979-01-01

Wind tunnel tests were performed to determine pressures, heat transfer rates, and gas recovery temperatures in the base region of a rocket firing model of the space shuttle integrated vehicle during simulated yawed flight conditions. First and second stage flight of the space shuttle were simulated by firing the main engines in conjunction with the SRB rocket motors or only the SSME's into the continuous tunnel airstream. For the correct rocket plume environment, the simulated altitude pressures were halved to maintain the rocket chamber/altitude pressure ratio. Tunnel freestream Mach numbers from 2.2 to 3.5 were simulated over an altitude range of 60 to 130 thousand feet with varying angle of attack, yaw angle, nozzle gimbal angle and SRB chamber pressure. Gas recovery temperature data derived from nine gas temperature probe runs are presented. The model configuration, instrumentation, test procedures, and data reduction are described.

Facilities. [for Skylab environment simulation

NASA Technical Reports Server (NTRS)

Battaglia, H. F.; Burgett, F. A.; Casey, L. O.; Correale, J. V.; Dunaway, J. Q.; Glover, W. G.; Hinners, A. H., Jr.; Leblanc, J. C.; Leech, T. B.; Mays, J. D.

1973-01-01

Detailed descriptions are provided for mechanical devices, life support systems, and data handling and communications instrumentation that are connected with the altitude chamber in which the Skylab medical experiments altitude tests were performed.

Using High-Altitude Pseudo Satellites as an innovative technology platform for climate measurements

NASA Astrophysics Data System (ADS)

Coulon, A.; Johnson, S.

2017-12-01

Climate scientists have been using for decades either remotely observed data, mainly from (un)manned aircraft and satellites, or ground-based measurements. High-Altitude Pseudo Satellites (HAPS) are emerging as a disruptive technology that will be used for various "Near Space" applications at altitudes between 15 and 23 km (i.e. above commercial airlines). This new generation of electric solar-powered unmanned aerial vehicles flying in the stratosphere aim to persistently monitor regional areas (with high temporal, spatial and spectral resolution) as well as perform in-situ Near Space observations. The two case studies presented will highlight the advantages of using such an innovative platform. First, calculations were performed to compare the use of a constellation of Low Earth Orbit satellites and a fleet of HAPS for surface monitoring. Using stratospheric drones has a clear advantage for revisiting a large zone (10'000km2 per day) with higher predictability and accuracy. User is free to set time over a location, avoid cloud coverage and obtain Ground Sampling Distance of 30cm using commercially of the shelf sensors. The other impact study focuses on in-situ measurements. Using HAPS will indeed help to closely observe stratospheric compounds, such as aerosols or volcano plumes. Simulations were performed to show how such a drone could collect samples and provide high-accuracy evaluations of compounds that, so far, are only remotely observed. The performed impact studies emphasize the substantial advantages of using HAPS for future stratospheric campaigns. Deploying month-long unmanned missions for monitoring stratospheric aerosols will be beneficial for future research projects such as climate engineering.

Protective Clothing

DTIC Science & Technology

1975-01-01

WASHINGTON 0 C AEROSPACE TECHNOLOGY DIV HIGH -ALTITUDE PRESSURESUITS AND HERMETICALLY SEALED CABINS FOR STRATOSPHERIC FLIGHTS* (U) DESCRIPTIVE NOTE...TRANS. FROM VESTNIK VOZDUSNNOGO FLOTA, NO. So PP. 48൹, |938. DESCRIPTORS: (*PRESSURE SUITS. USSR)o PRESSURIZED CABINS. HERMETIC SEALS, HIGH ALTITUDE...STRATOSPHERE, BREATHING APPARATUS, OXYGEN EQUIPMENT, REVIEWS, DESIG(U) HIGH -ALTITUDE PRESSURE SUITS AND HERMETICALLY SEALED CABINS FOR STRATOSPHERIC

Helicopter flight simulation motion platform requirements

NASA Astrophysics Data System (ADS)

Schroeder, Jeffery Allyn

Flight simulators attempt to reproduce in-flight pilot-vehicle behavior on the ground. This reproduction is challenging for helicopter simulators, as the pilot is often inextricably dependent on external cues for pilot-vehicle stabilization. One important simulator cue is platform motion; however, its required fidelity is unknown. To determine the required motion fidelity, several unique experiments were performed. A large displacement motion platform was used that allowed pilots to fly tasks with matched motion and visual cues. Then, the platform motion was modified to give cues varying from full motion to no motion. Several key results were found. First, lateral and vertical translational platform cues had significant effects on fidelity. Their presence improved performance and reduced pilot workload. Second, yaw and roll rotational platform cues were not as important as the translational platform cues. In particular, the yaw rotational motion platform cue did not appear at all useful in improving performance or reducing workload. Third, when the lateral translational platform cue was combined with visual yaw rotational cues, pilots believed the platform was rotating when it was not. Thus, simulator systems can be made more efficient by proper combination of platform and visual cues. Fourth, motion fidelity specifications were revised that now provide simulator users with a better prediction of motion fidelity based upon the frequency responses of their motion control laws. Fifth, vertical platform motion affected pilot estimates of steady-state altitude during altitude repositionings. This refutes the view that pilots estimate altitude and altitude rate in simulation solely from visual cues. Finally, the combined results led to a general method for configuring helicopter motion systems and for developing simulator tasks that more likely represent actual flight. The overall results can serve as a guide to future simulator designers and to today's operators.

A Computational Study to Investigate the Effect of Altitude on Deteriorated Engine Performance

NASA Astrophysics Data System (ADS)

Koh, W. C.; Mazlan, N. M.; Rajendran, P.; Ismail, M. A.

2018-05-01

This study presents an investigation on the effect of operational altitudes on the performance of the deteriorated engine. A two-spool high bypass ratio turbofan engine is used as the test subject for this study. The engine is modelled in Gas Turbine Simulation Program (GSP) based on an existing engine model from literature. Real flight data were used for the validation. Deterioration rate of 0.1% per day is applied for all turbofan components engine. The simulation is performed by varying the altitude from sea level until 9000m. Results obtained show reduction in air mass flow rate and engine thrust as altitude increases. The reduction in air mass flow rate is due to the lower air density at higher altitude hence reduces amount of engine thrust. At 1000m to 4000m, thrust specific fuel consumption (TSFC) of the engine is improved compared to sea level. However depleted in TSFC is shown when the aircraft flies at altitude higher than 4000m. At this altitude, the effect of air density is dominant. As a result, the engine is required to burn more fuel to provide a higher thrust to sustain the aircraft speed. More fuel is consumed hence depletion in TSFC is obtained.

High Altitude Long Endurance Remotely Operated Aircraft - National Airspace System Integration - Simulation IPT: Detailed Airspace Operations Simulation Plan. Version 1.0

NASA Technical Reports Server (NTRS)

2004-01-01

The primary goal of Access 5 is to allow safe, reliable and routine operations of High Altitude-Long Endurance Remotely Operated Aircraft (HALE ROAs) within the National Airspace System (NAS). Step 1 of Access 5 addresses the policies, procedures, technologies and implementation issues of introducing such operations into the NAS above pressure altitude 40,000 ft (Flight Level 400 or FL400). Routine HALE ROA activity within the NAS represents a potentially significant change to the tasks and concerns of NAS users, service providers and other stakeholders. Due to the complexity of the NAS, and the importance of maintaining current high levels of safety in the NAS, any significant changes must be thoroughly evaluated prior to implementation. The Access 5 community has been tasked with performing this detailed evaluation of routine HALE-ROA activities in the NAS, and providing to key NAS stakeholders a set of recommended policies and procedures to achieve this goal. Extensive simulation, in concert with a directed flight demonstration program are intended to provide the required supporting evidence that these recommendations are based on sound methods and offer a clear roadmap to achieving safe, reliable and routine HALE ROA operations in the NAS. Through coordination with NAS service providers and policy makers, and with significant input from HALE-ROA manufacturers, operators and pilots, this document presents the detailed simulation plan for Step 1 of Access 5. A brief background of the Access 5 project will be presented with focus on Steps 1 and 2, concerning HALE-ROA operations above FL400 and FL180 respectively. An overview of project management structure follows with particular emphasis on the role of the Simulation IPT and its relationships to other project entities. This discussion will include a description of work packages assigned to the Simulation IPT, and present the specific goals to be achieved for each simulation work package, along with the associated deliverables necessary to achieve these goals and the needs of other Access 5 IPTs. The simulation environment chosen for this task is then outlined. This section includes a description of the system architecture, a list of the necessary assumptions made by the Simulation IPT, and the roles, responsibilities and interactions of simulation participants. The method of simulation conduct is presented in the next section with particular emphasis on scenario development and applicability to evaluation of Step 1 HALE-ROA operations. Following, data collection and analysis methods are discussed for air traffic specialists and air vehicle control station operators. Lastly, a schedule of Step 1 simulation activities is presented for reference.

APOLLO 16 COMMANDER JOHN YOUNG ENTERS ALTITUDE CHAMBER FOR TESTS

NASA Technical Reports Server (NTRS)

1971-01-01

Apollo 16 commander John W. Young prepares to enter the lunar module in an altitude chamber in the Manned Spacecraft Operations Building at the spaceport prior to an altitude run. During the altitude run, in which Apollo 16 lunar module pilot Charles M. Duke also participated, the chamber was pumped down to simulate pressure at an altitude in excess of 200,000 feet. Young, Duke and command module pilot Thomas K. Mattingly II, are training at the Kennedy Space Center for the Apollo 16 mission. Launch is scheduled from Pad 39A, March 17, 1972.

Performance of the Spacecraft Propulsion Research Facility During Altitude Firing Tests of the Delta 3 Upper Stage

NASA Technical Reports Server (NTRS)

Meyer, Michael L.; Dickens, Kevin W.; Skaff, Tony F.; Cmar, Mark D.; VanMeter, Matthew J.; Haberbusch, Mark S.

1998-01-01

The Spacecraft Propulsion Research Facility at the NASA Lewis Research Center's Plum Brook Station was reactivated in order to conduct flight simulation ground tests of the Delta 3 cryogenic upper stage. The tests were a cooperative effort between The Boeing Company, Pratt and Whitney, and NASA. They included demonstration of tanking and detanking of liquid hydrogen, liquid oxygen and helium pressurant gas as well as 12 engine firings simulating first, second, and third burns at altitude conditions. A key to the success of these tests was the performance of the primary facility systems and their interfaces with the vehicle. These systems included the structural support of the vehicle, propellant supplies, data acquisition, facility control systems, and the altitude exhaust system. While the facility connections to the vehicle umbilical panel simulated the performance of the launch pad systems, additional purge and electrical connections were also required which were unique to ground testing of the vehicle. The altitude exhaust system permitted an approximate simulation of the boost-phase pressure profile by rapidly pumping the test chamber from 13 psia to 0.5 psia as well as maintaining altitude conditions during extended steady-state firings. The performance of the steam driven ejector exhaust system has been correlated with variations in cooling water temperature during these tests. This correlation and comparisons to limited data available from Centaur tests conducted in the facility from 1969-1971 provided insight into optimizing the operation of the exhaust system for future tests. Overall, the facility proved to be robust and flexible for vehicle space simulation engine firings and enabled all test objectives to be successfully completed within the planned schedule.

Asymptotic Parachute Performance Sensitivity

NASA Technical Reports Server (NTRS)

Way, David W.; Powell, Richard W.; Chen, Allen; Steltzner, Adam D.

2006-01-01

In 2010, the Mars Science Laboratory mission will pioneer the next generation of robotic Entry, Descent, and Landing systems by delivering the largest and most capable rover to date to the surface of Mars. In addition to landing more mass than any other mission to Mars, Mars Science Laboratory will also provide scientists with unprecedented access to regions of Mars that have been previously unreachable. By providing an Entry, Descent, and Landing system capable of landing at altitudes as high as 2 km above the reference gravitational equipotential surface, or areoid, as defined by the Mars Orbiting Laser Altimeter program, Mars Science Laboratory will demonstrate sufficient performance to land on 83% of the planet s surface. By contrast, the highest altitude landing to date on Mars has been the Mars Exploration Rover at 1.3 km below the areoid. The coupling of this improved altitude performance with latitude limits as large as 60 degrees off of the equator and a precise delivery to within 10 km of a surface target, will allow the science community to select the Mars Science Laboratory landing site from thousands of scientifically interesting possibilities. In meeting these requirements, Mars Science Laboratory is extending the limits of the Entry, Descent, and Landing technologies qualified by the Mars Viking, Mars Pathfinder, and Mars Exploration Rover missions. Specifically, the drag deceleration provided by a Viking-heritage 16.15 m supersonic Disk-Gap-Band parachute in the thin atmosphere of Mars is insufficient, at the altitudes and ballistic coefficients under consideration by the Mars Science Laboratory project, to maintain necessary altitude performance and timeline margin. This paper defines and discusses the asymptotic parachute performance observed in Monte Carlo simulation and performance analysis and its effect on the Mars Science Laboratory Entry, Descent, and Landing architecture.

Ophthalmodynamometry for ICP prediction and pilot test on Mt. Everest.

PubMed

Querfurth, Henry W; Lieberman, Philip; Arms, Steve; Mundell, Steve; Bennett, Michael; van Horne, Craig

2010-11-01

A recent development in non-invasive techniques to predict intracranial pressure (ICP) termed venous ophthalmodynamometry (vODM) has made measurements in absolute units possible. However, there has been little progress to show utility in the clinic or field. One important application would be to predict changes in actual ICP during adaptive responses to physiologic stress such as hypoxia. A causal relationship between raised intracranial pressure and acute mountain sickness (AMS) is suspected. Several MRI studies report that modest physiologic increases in cerebral volume, from swelling, normally accompany subacute ascent to simulated high altitudes. 1) Validate and calibrate an advanced, portable vODM instrument on intensive patients with raised intracranial pressure and 2) make pilot, non-invasive ICP estimations of normal subjects at increasing altitudes. The vODM was calibrated against actual ICP in 12 neurosurgical patients, most affected with acute hydrocephalus and monitored using ventriculostomy/pressure transducers. The operator was blinded to the transducer read-out. A clinical field test was then conducted on a variable data set of 42 volunteer trekkers and climbers scaling Mt. Everest, Nepal. Mean ICPs were estimated at several altitudes on the ascent both across and within subjects. Portable vODM measurements increased directly and linearly with ICP resulting in good predictability (r = 0.85). We also found that estimated ICP increases normally with altitude (10 ± 3 mm Hg; sea level to 20 ± 2 mm Hg; 6553 m) and that AMS symptoms did not correlate with raised ICP. vODM technology has potential to reliably estimate absolute ICP and is portable. Physiologic increases in ICP and mild-mod AMS are separate responses to high altitude, possibly reflecting swelling and vasoactive instability, respectively.

Flight Performance During Exposure to Acute Hypobaric Hypoxia.

PubMed

Steinman, Yuval; van den Oord, Marieke H A H; Frings-Dresen, Monique H W; Sluiter, Judith K

2017-08-01

The purpose of the present study was to examine the influence of hypobaric hypoxia (HH) on a pilot's flight performance during exposure to simulated altitudes of 91, 3048, and 4572 m (300, 10,000, and 15,000 ft) and to monitor the pilot's physiological reactions. In a single-blinded counter-balanced design, 12 male pilots were exposed to HH while flying in a flight simulator that had been placed in a hypobaric chamber. Flight performance of the pilots, pilot's alertness level, Spo2, heart rate (HR), minute ventilation (VE), and breathing frequency (BF) were measured. A significant difference was found in Flight Profile Accuracy (FPA) between the three altitudes. Post hoc analysis showed no significant difference in performance between 91 m and 3048 m. A trend was observed at 4572 m, suggesting a decrease in flight performance at that altitude. Significantly lower alertness levels were observed at the start of the flight at 4572 m compared to 91 m, and at the end of the flight at 4572 m compared to the start at that altitude. Spo2 and BF decreased, and HR increased significantly with altitude. The present study did not provide decisive evidence for a decrease in flight performance during exposure to simulated altitudes of 3048 and 4572 m. However, large interindividual variation in pilots' flight performance combined with a gradual decrease in alertness levels observed in the present study puts into question the ability of pilots to safely fly an aircraft while exposed to these altitudes without supplemental oxygen.Steinman Y, van den Oord MHAH, Frings-Dresen MHW, Sluiter JK. Flight performance during exposure to acute hypobaric hypoxia. Aerosp Med Hum Perform. 2017; 88(8):760-767.

Dressing for Altitude: U.S. Aviation Pressure Suits--Wiley Post to Space Shuttle

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2012-01-01

Since its earliest days, flight has been about pushing the limits of technology and, in many cases, pushing the limits of human endurance. The human body can be the limiting factor in the design of aircraft and spacecraft. Humans cannot survive unaided at high altitudes. There have been a number of books written on the subject of spacesuits, but the literature on the high-altitude pressure suits is lacking. This volume provides a high-level summary of the technological development and operational use of partial- and full-pressure suits, from the earliest models to the current high altitude, full-pressure suits used for modern aviation, as well as those that were used for launch and entry on the Space Shuttle. The goal of this work is to provide a resource on the technology for suits designed to keep humans alive at the edge of space. Hopefully, future generations will learn from the hard-fought lessons of the past. NASA is committed to the future of aerospace, and a key component of that future is the workforce. Without these men and women, technological advancements would not be possible. Dressing for Altitude is designed to provide the history of the technology and to explore the lessons learned through years of research in creating, testing, and utilizing today s high-altitude suits. It is our hope that this information will prove helpful in the development of future suits. Even with the closeout of the Space Shuttle and the planned ending of the U-2 program, pressure suits will be needed for protection as long as humans seek to explore high frontiers. The NASA Aeronautics Research Mission Directorate is committed to the training of the current and future aerospace workforce. This book and the other books published by the NASA Aeronautics Research Mission Directorate are in support of this commitment. Hopefully, you will find this book a valuable resource for many years to come.

Cosmic Rays with Portable Geiger Counters: From Sea Level to Airplane Cruise Altitudes

ERIC Educational Resources Information Center

Blanco, Francesco; La Rocca, Paola; Riggi, Francesco

2009-01-01

Cosmic ray count rates with a set of portable Geiger counters were measured at different altitudes on the way to a mountain top and aboard an aircraft, between sea level and cruise altitude. Basic measurements may constitute an educational activity even with high school teams. For the understanding of the results obtained, simulations of extensive…

An inventory of aeronautical ground research facilities. Volume 2: Air breathing engine test facilities

NASA Technical Reports Server (NTRS)

Pirrello, C. J.; Hardin, R. D.; Heckart, M. V.; Brown, K. R.

1971-01-01

The inventory covers free jet and direct connect altitude cells, sea level static thrust stands, sea level test cells with ram air, and propulsion wind tunnels. Free jet altitude cells and propulsion wind tunnels are used for evaluation of complete inlet-engine-exhaust nozzle propulsion systems under simulated flight conditions. These facilities are similar in principal of operation and differ primarily in test section concept. The propulsion wind tunnel provides a closed test section and restrains the flow around the test specimen while the free jet is allowed to expand freely. A chamber of large diameter about the free jet is provided in which desired operating pressure levels may be maintained. Sea level test cells with ram air provide controlled, conditioned air directly to the engine face for performance evaluation at low altitude flight conditions. Direct connect altitude cells provide a means of performance evaluation at simulated conditions of Mach number and altitude with air supplied to the flight altitude conditions. Sea level static thrust stands simply provide an instrumented engine mounting for measuring thrust at zero airspeed. While all of these facilities are used for integrated engine testing, a few provide engine component test capability.

Corrigendum to "Monte Carlo simulations of the secondary neutron ambient and effective dose equivalent rates from surface to suborbital altitudes and low Earth orbit".

PubMed

El-Jaby, Samy

2016-06-01

A recent paper published in Life Sciences in Space Research (El-Jaby and Richardson, 2015) presented estimates of the secondary neutron ambient and effective dose equivalent rates, in air, from surface altitudes up to suborbital altitudes and low Earth orbit. These estimates were based on MCNPX (LANL, 2011) (Monte Carlo N-Particle eXtended) radiation transport simulations of galactic cosmic radiation passing through Earth's atmosphere. During a recent review of the input decks used for these simulations, a systematic error was discovered that is addressed here. After reassessment, the neutron ambient and effective dose equivalent rates estimated are found to be 10 to 15% different, though, the essence of the conclusions drawn remains unchanged. Crown Copyright © 2016. Published by Elsevier Ltd. All rights reserved.

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator aircraft during its maiden flight. The flight marks another milestone for the UCAV program, and verified the aircraft's flight control software

NASA Image and Video Library

2002-11-21

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its first flight on November 21, 2002, after taking off from a dry lakebed at NASA's Dryden Flight Research Center, Edwards Air Force Base, California. X-45A vehicle two flew for approximately 30 minutes and reached an airspeed of 195 knots and an altitude of 7500 feet. This flight validated the functionality of the UCAV flight software on the second air vehicle. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

A new parameterization of the UV irradiance altitude dependence for clear-sky conditions and its application in the on-line UV tool over Northern Eurasia

NASA Astrophysics Data System (ADS)

Chubarova, Nataly; Zhdanova, Yekaterina; Nezval, Yelena

2016-09-01

A new method for calculating the altitude UV dependence is proposed for different types of biologically active UV radiation (erythemally weighted, vitamin-D-weighted and cataract-weighted types). We show that for the specified groups of parameters the altitude UV amplification (AUV) can be presented as a composite of independent contributions of UV amplification from different factors within a wide range of their changes with mean uncertainty of 1 % and standard deviation of 3 % compared with the exact model simulations with the same input parameters. The parameterization takes into account for the altitude dependence of molecular number density, ozone content, aerosol and spatial surface albedo. We also provide generalized altitude dependencies of the parameters for evaluating the AUV. The resulting comparison of the altitude UV effects using the proposed method shows a good agreement with the accurate 8-stream DISORT model simulations with correlation coefficient r > 0.996. A satisfactory agreement was also obtained with the experimental UV data in mountain regions. Using this parameterization we analyzed the role of different geophysical parameters in UV variations with altitude. The decrease in molecular number density, especially at high altitudes, and the increase in surface albedo play the most significant role in the UV growth. Typical aerosol and ozone altitude UV effects do not exceed 10-20 %. Using the proposed parameterization implemented in the on-line UV tool (http://momsu.ru/uv/) for Northern Eurasia over the PEEX domain we analyzed the altitude UV increase and its possible effects on human health considering different skin types and various open body fraction for January and April conditions in the Alpine region.

Fast calculation of low altitude disturbing gravity for ballistics

NASA Astrophysics Data System (ADS)

Wang, Jianqiang; Wang, Fanghao; Tian, Shasha

2018-03-01

Fast calculation of disturbing gravity is a key technology in ballistics while spherical cap harmonic(SCH) theory can be used to solve this problem. By using adjusted spherical cap harmonic(ASCH) methods, the spherical cap coordinates are projected into a global coordinates, then the non-integer associated Legendre functions(ALF) of SCH are replaced by integer ALF of spherical harmonics(SH). This new method is called virtual spherical harmonics(VSH) and some numerical experiment were done to test the effect of VSH. The results of earth's gravity model were set as the theoretical observation, and the model of regional gravity field was constructed by the new method. Simulation results show that the approximated errors are less than 5mGal in the low altitude range of the central region. In addition, numerical experiments were conducted to compare the calculation speed of SH model, SCH model and VSH model, and the results show that the calculation speed of the VSH model is raised one order magnitude in a small scope.

Effects of Dietary Nitrate Supplementation on Physiological Responses, Cognitive Function, and Exercise Performance at Moderate and Very-High Simulated Altitude

PubMed Central

Shannon, Oliver M.; Duckworth, Lauren; Barlow, Matthew J.; Deighton, Kevin; Matu, Jamie; Williams, Emily L.; Woods, David; Xie, Long; Stephan, Blossom C. M.; Siervo, Mario; O'Hara, John P.

2017-01-01

Purpose: Nitric oxide (NO) bioavailability is reduced during acute altitude exposure, contributing toward the decline in physiological and cognitive function in this environment. This study evaluated the effects of nitrate (NO3−) supplementation on NO bioavailability, physiological and cognitive function, and exercise performance at moderate and very-high simulated altitude. Methods:Ten males (mean (SD): V˙O2max: 60.9 (10.1) ml·kg−1·min−1) rested and performed exercise twice at moderate (~14.0% O2; ~3,000 m) and twice at very-high (~11.7% O2; ~4,300 m) simulated altitude. Participants ingested either 140 ml concentrated NO3−-rich (BRJ; ~12.5 mmol NO3−) or NO3−-deplete (PLA; 0.01 mmol NO3−) beetroot juice 2 h before each trial. Participants rested for 45 min in normobaric hypoxia prior to completing an exercise task. Exercise comprised a 45 min walk at 30% V˙O2max and a 3 km time-trial (TT), both conducted on a treadmill at a 10% gradient whilst carrying a 10 kg backpack to simulate altitude hiking. Plasma nitrite concentration ([NO2−]), peripheral oxygen saturation (SpO2), pulmonary oxygen uptake (V˙O2), muscle and cerebral oxygenation, and cognitive function were measured throughout. Results: Pre-exercise plasma [NO2−] was significantly elevated in BRJ compared with PLA (p = 0.001). Pulmonary V˙O2 was reduced (p = 0.020), and SpO2 was elevated (p = 0.005) during steady-state exercise in BRJ compared with PLA, with similar effects at both altitudes. BRJ supplementation enhanced 3 km TT performance relative to PLA by 3.8% [1,653.9 (261.3) vs. 1718.7 (213.0) s] and 4.2% [1,809.8 (262.0) vs. 1,889.1 (203.9) s] at 3,000 and 4,300 m, respectively (p = 0.019). Oxygenation of the gastrocnemius was elevated during the TT consequent to BRJ (p = 0.011). The number of false alarms during the Rapid Visual Information Processing Task tended to be lower with BRJ compared with PLA prior to altitude exposure (p = 0.056). Performance in all other cognitive tasks did not differ significantly between BRJ and PLA at any measurement point (p ≥ 0.141). Conclusion: This study suggests that BRJ improves physiological function and exercise performance, but not cognitive function, at simulated moderate and very-high altitude. PMID:28649204

Application of Background Oriented Schlieren for Altitude Testing of Rocket Engines

NASA Technical Reports Server (NTRS)

Wernet, Mark P.; Stiegemeier, Benjamin R.

2017-01-01

A series of experiments was performed to determine the feasibility of using the Background Oriented Schlieren, BOS, flow visualization technique to image a simulated, small, rocket engine, plume under altitude test conditions. Testing was performed at the NASA Glenn Research Centers Altitude Combustion Stand, ACS, using nitrogen as the exhaust gas simulant. Due to limited optical access to the facility test capsule, all of the hardware required to conduct the BOS were located inside the vacuum chamber. During the test series 26 runs were performed using two different nozzle configurations with pressures in the test capsule around 0.3 psia. No problems were encountered during the test series resulting from the optical hardware being located in the test capsule and acceptable resolution images were captured. The test campaign demonstrated the ability of using the BOS technique for small, rocket engine, plume flow visualization during altitude testing.

Application of fuzzy logic-neural network based reinforcement learning to proximity and docking operations: Attitude control results

NASA Technical Reports Server (NTRS)

Jani, Yashvant

1992-01-01

As part of the RICIS activity, the reinforcement learning techniques developed at Ames Research Center are being applied to proximity and docking operations using the Shuttle and Solar Max satellite simulation. This activity is carried out in the software technology laboratory utilizing the Orbital Operations Simulator (OOS). This report is deliverable D2 Altitude Control Results and provides the status of the project after four months of activities and outlines the future plans. In section 2 we describe the Fuzzy-Learner system for the attitude control functions. In section 3, we provide the description of test cases and results in a chronological order. In section 4, we have summarized our results and conclusions. Our future plans and recommendations are provided in section 5.

Results of the 1995 JPL balloon flight solar cell calibration program

NASA Technical Reports Server (NTRS)

Anspaugh, B. E.; Weiss, R. S.

1995-01-01

The Jet Propulsion Laboratory (JPL) solar cell calibration program was conceived to produce reference standards for the purpose of accurately setting solar simulator intensities. The concept was to fly solar cells on a high-altitude balloon, to measure their output at altitudes near 120,000 ft (36.6 km), to recover the cells, and to use them as reference standards. The procedure is simple. The reference cell is placed in the simulator beam, and the beam intensity is adjusted until the reference cell reads the same as it read on the balloon. As long as the reference cell has the same spectral response as the cells or panels to be measured, this is a very accurate method of setting the intensity. But as solar cell technology changes, the spectral response of the solar cells changes also, and reference standards using the new technology must be built and calibrated. Until the summer of 1985, there had always been a question as to how much the atmosphere above the balloon modified the solar spectrum. If the modification was significant, the reference cells might not have the required accuracy. Solar cells made in recent years have increasingly higher blue responses, and if the atmosphere has any effect at all, it would be expected to modify the calibration of these newer blue cells much more so than for cells made in the past. JPL has been flying calibration standards on high-altitude balloons since 1963 and continues to organize a calibration balloon flight at least once a year. The 1995 flight was the 48th flight in this series. The 1995 flight incorporated 46 solar cell modules from 7 different participants. The payload included Si, amorphous Si, GaAs, GaAs/Ge, dual junction cells, top and bottom sections of dual junction cells, and a triple junction cell. A new data acquisition system was built for the balloon flights and flown for the first time on the 1995 flight. This system allows the measurement of current-voltage (I-V) curves for 20 modules in addition to measurement of modules with fixed loads as had been done in the past.

Preliminary Results of British Nene II Engine Altitude-Chamber Performance Investigation. I - Altitude Performance Using Standard 18.75-Inch-Diameter Jet Nozzle. 1; Altitude Performance Using Standard 18.75-Inch-Diameter Jet Nozzle

NASA Technical Reports Server (NTRS)

Barson, Zelmar; Wilsted, H. D.

1948-01-01

An investigation is being conducted to determine the altitude performance characteristics of the British Nene II engine and its components. The present paper presents the preliminary results obtained using a standard jet nozzle. The test results presented are for conditions simulating altitudes from sea level to 60,000 feet and ram pressure ratios from 1.0 to 2.3. These ram pressure ratios correspond to flight Mach numbers between zero and 1.16 assuming a 100 percent ram recovery.

The Altitude Wind Tunnel (AWT): A unique facility for propulsion system and adverse weather testing

NASA Technical Reports Server (NTRS)

Chamberlin, R.

1985-01-01

A need has arisen for a new wind tunnel facility with unique capabilities for testing propulsion systems and for conducting research in adverse weather conditions. New propulsion system concepts, new aircraft configurations with an unprecedented degree of propulsion system/aircraft integration, and requirements for aircraft operation in adverse weather dictate the need for a new test facility. Required capabilities include simulation of both altitude pressure and temperature, large size, full subsonic speed range, propulsion system operation, and weather simulation (i.e., icing, heavy rain). A cost effective rehabilitation of the NASA Lewis Research Center's Altitude Wind Tunnel (AWT) will provide a facility with all these capabilities.

Persistence of baroreceptor control of cerebral blood flow velocity at a simulated altitude of 5000 m.

PubMed

Passino, Claudio; Cencetti, Simone; Spadacini, Giammario; Quintana, Robert; Parker, Daryl; Robergs, Robert; Appenzeller, Otto; Bernardi, Luciano

2007-09-01

To assess the effects of acute exposure to simulated high altitude on baroreflex control of mean cerebral blood flow velocity (MCFV). We compared beat-to-beat changes in RR interval, arterial blood pressure, mean MCFV (by transcranial Doppler velocimetry in the middle cerebral artery), end-tidal CO2, oxygen saturation and respiration in 19 healthy subjects at baseline (Albuquerque, 1779 m), after acute exposure to simulated high altitude in a hypobaric chamber (barometric pressure as at 5000 m) and during oxygen administration (to achieve 100% oxygen saturation) at the same barometric pressure (HOX). Baroreflex control on each signal was assessed by univariate and bivariate power spectral analysis performed on time series obtained during controlled (15 breaths/min) breathing, before and during baroreflex modulation induced by 0.1-Hz sinusoidal neck suction. At baseline, neck suction was able to induce a clear increase in low-frequency power in MCFV (P<0.001) as well as in RR and blood pressure. At high altitude, MCFV, as well as RR and blood pressure, was still able to respond to neck suction (all P<0.001), compared to controlled breathing alone, despite marked decreases in end-tidal CO2 and oxygen saturation at high altitude. A similar response was obtained at HOX. Phase delay analysis excluded a passive transmission of low-frequency oscillations from arterial pressure to cerebral circulation. During acute exposure to high altitude, cerebral blood flow is still modulated by the autonomic nervous system through the baroreflex, whose sensitivity is not affected by changes in CO2 and oxygen saturation levels.

PH2O and simulated hypobaric hypoxia.

PubMed

Conkin, Johnny

2011-12-01

Some manufacturers of reduced oxygen (O2) breathing devices claim a comparable hypobaric hypoxia (HH) training experience by providing F1O2 < 0.209 at or near sea level pressure to match the ambient oxygen partial pressure (iso-PO2) of the target altitude. I conclude after a review of literature from investigators and manufacturers that these devices may not properly account for the 47 mmHg of water vapor partial pressure that reduces the inspired partial pressure of oxygen (P1O2), which is substantial at higher altitude relative to sea level. Consequently, some devices claiming an equivalent HH experience under normobaric conditions would significantly overestimate the HH condition, especially when simulating altitudes above 10,000 ft (3048 m). At best, the claim should be that the devices provide an approximate HH experience since they only duplicate the ambient PO2 at sea level as at altitude. An approach to reduce the overestimation and standardize the operation is to at least provide machines that create the same P1O2 conditions at sea level as at the target altitude, a simple software upgrade.

Calculation of dose distribution above contaminated soil

NASA Astrophysics Data System (ADS)

Kuroda, Junya; Tenzou, Hideki; Manabe, Seiya; Iwakura, Yukiko

2017-07-01

The purpose of this study was to assess the relationship between altitude and the distribution of the ambient dose rate in the air over soil decontamination area by using PHITS simulation code. The geometry configuration was 1000 m ×1000 m area and 1m in soil depth and 100m in altitude from the ground to simulate the area of residences or a school grounds. The contaminated region is supposed to be uniformly contaminated by Cs-137 γ radiation sources. The air dose distribution and space resolution was evaluated for flux of the gamma rays at each altitude, 1, 5, 10, and 20m. The effect of decontamination was calculated by defining sharpness S. S was the ratio of an average flux and a flux at the center of denomination area in each altitude. The suitable flight altitude of the drone is found to be less than 15m above a residence and 31m above a school grounds to confirm the decontamination effect. The calculation results can be a help to determine a flight planning of a drone to minimize the clash risk.

Modeled and Observed Altitude Distributions of the Micrometeoroid Influx in Radar Detection

NASA Astrophysics Data System (ADS)

Swarnalingam, N.; Janches, D.; Plane, J. M. C.; Carrillo-Sánchez, J. D.; Sternovsky, Z.; Pokorny, P.; Nesvorny, D.

2017-12-01

The altitude distributions of the micrometeoroids are a representation of the radar response function of the incoming flux and thus can be utilized to calibrate radar measurements. These in turn, can be used to determine the rate of ablation and ionization of the meteoroids and ultimately the input flux. During the ablation process, electrons are created and subsequently these electrons produce backscatter signals when they encounter the transmitted signals from radar. In this work, we investigate the altitude distribution by exploring different sizes as well as the aspect sensitivity of the meteor head echoes. We apply an updated version of the Chemical Ablation Model (CABMOD), which includes results from laboratory simulation of meteor ablation for different metallic constituents. In particular, the updated version simulates the ablation of Na. It is observed in the updated version that electrons are produced to a wider altitude range with the peak production occurs at lower altitudes compared to the previous version. The results are compared to head echo meteor observations utilizing the Arecibo 430 MHz radar.

Density Variations in the Earth's Magnetospheric Cusps

NASA Technical Reports Server (NTRS)

Walsh, B. M.; Niehof, J.; Collier, M. R.; Welling, D. T.; Sibeck, D. G.; Mozer, F. S.; Fritz, T. A.; Kuntz, K. D.

2016-01-01

Seven years of measurements from the Polar spacecraft are surveyed to monitor the variations of plasma density within the magnetospheric cusps. The spacecraft's orbital precession from 1998 through 2005 allows for coverage of both the northern and southern cusps from low altitude out to the magnetopause. In the mid- and high- altitude cusps, plasma density scales well with the solar wind density (n(sub cusp)/n(sub sw) approximately 0.8). This trend is fairly steady for radial distances greater then 4 R(sub E). At low altitudes (r less than 4R(sub E)) the density increases with decreasing altitude and even exceeds the solar wind density due to contributions from the ionosphere. The density of high charge state oxygen (O(greater +2) also displays a positive trend with solar wind density within the cusp. A multifluid simulation with the Block-Adaptive-Tree Solar Wind Roe-Type Upwind Scheme MHD model was run to monitor the relative contributions of the ionosphere and solar wind plasma within the cusp. The simulation provides similar results to the statistical measurements from Polar and confirms the presence of ionospheric plasma at low altitudes.

Developments in Test Facility and Data Networking for the Altitude Test Stand at the John C. Stennis Space Center, MS - A General Overview

NASA Technical Reports Server (NTRS)

Hebert, Phillip W., Sr.

2008-01-01

May 2007, NASA's Constellation Program selected John C Stennis Space Center (SSC) near Waveland Mississippi as the site to construct an altitude test facility for the developmental and qualification testing of the Ares1 upper stage (US) engine. Test requirements born out of the Ares1 US propulsion system design necessitate exceptional Data Acquisition System (DAS) design solutions that support facility and propellant systems conditioning, test operations control and test data analysis. This paper reviews the new A3 Altitude Test Facility's DAS design requirements for real-time deterministic digital data, DAS technology enhancements, system trades, technology validation activities, and the current status of this system's new architecture. Also to be discussed will be current network technologies to improve data transfer.

Hypoxia awareness training for aircrew: a comparison of two techniques.

PubMed

Singh, Bhupinder; Cable, Gordon G; Hampson, Greg V; Pascoe, Glenn D; Corbett, Mark; Smith, Adrian

2010-09-01

Major hazards associated with hypoxia awareness training are the risks of decompression sickness, barotrauma, and loss of consciousness. An alternate method has been developed which combines exposure to a simulated altitude of 10,000 ft (3048 m) with breathing of a gas mixture containing 10% oxygen and 90% nitrogen. The paradigm, called Combined Altitude and Depleted Oxygen (CADO), places the subjects at a physiological altitude of 25,000 ft (7620 m) and provides demonstration of symptoms of hypoxia and the effects of pressure change. CADO is theoretically safer than traditional training at a simulated altitude of 25,000 ft (7620 m) due to a much lower risk of decompression sickness (DCS) and has greater fidelity of training for fast jet aircrew (mask-on hypoxia). This study was conducted to validate CADO by comparing it with hypobaric hypoxia. There were 43 subjects who were exposed to two regimens of hypoxia training: hypobaric hypoxia (HH) at a simulated altitude of 25,000 ft (7620 m) and CADO. Subjective, physiological, and performance data of the subjects were collected, analyzed, and compared. There were no significant differences in the frequency and severity of the 24 commonly reported symptoms, or in the physiological response, between the two types of hypoxia exposure. CADO is similar to HH in terms of the type and severity of symptoms experienced by subjects, and appears to be an effective, useful, and safe tool for hypoxia training.

Bench Evaluation of Four Portable Oxygen Concentrators Under Different Conditions Representing Altitudes of 2438, 4200, and 8000 m.

PubMed

Bunel, Vincent; Shoukri, Amr; Choin, Frederic; Roblin, Serge; Smith, Cindy; Similowski, Thomas; Morélot-Panzini, Capucine; Gonzalez, Jesus

2016-12-01

Bunel, Vincent, Amr Shoukri, Frederic Choin, Serge Roblin, Cindy Smith, Thomas Similowski, Capucine Morélot-Panzini, and Jésus Gonzalez. Bench evaluation of four portable oxygen concentrators under different conditions representing altitudes of 2438, 4200, and 8000 m. High Alt Med Biol. 17:370-374, 2016.-Air travel is responsible for a reduction of the partial pressure of oxygen (O 2 ) as a result of the decreased barometric pressure. This hypobaric hypoxia can be dangerous for passengers with respiratory diseases, requiring initiation or intensification of oxygen therapy during the flight. In-flight oxygen therapy can be provided by portable oxygen concentrators, which are less expensive and more practical than oxygen cylinders, but no study has evaluated their capacity to concentrate oxygen under simulated flight conditions. We tested four portable oxygen concentrators during a bench test study. The O 2 concentrations (FO 2 ) produced were measured under three different conditions: in room air at sea level, under hypoxia due to a reduction of the partial pressure of O 2 (normobaric hypoxia, which can be performed routinely), and under hypoxia due to a reduction of atmospheric pressure (hypobaric hypoxia, using a chamber manufactured by Airbus Defence and Space). The FO 2 obtained under conditions of hypobaric hypoxia (chamber) was lower than that measured in room air (0.92 [0.89-0.92] vs. 0.93 [0.92-0.94], p = 0.029), but only one portable oxygen concentrator was unable to maintain an FO 2 ≥ 0.90 (0.89 [0.89-0.89]). In contrast, under conditions of normobaric hypoxia (tent) simulating an altitude of 2438 m, none of the apparatuses tested was able to achieve an FO 2 greater than 0.76. (0.75 [0.75-0.76] vs. 0.93 [0.92-0.94], p = 0.029). Almost all portable oxygen concentrators were able to generate a sufficient quantity of O 2 at simulated altitudes of 2438 m and can therefore be used in the aircraft cabin. Unfortunately, verification of the reliability and efficacy of these devices in a patient would require a nonroutinely available technology, and no preflight test can currently be performed by using simple techniques such as hypobaric hypoxia.

Preliminary Numerical Simulation of IR Structure Development in a Hypothetical Uranium Release.

DTIC Science & Technology

1981-11-16

art Identify by block nAsb.’) IR Structure Power spectrum Uranium release Parallax effects Numerical simulation PHARO code Isophots LWIR 20. _PSTRACT...release at 200 km altitude. Of interest is the LWIR emission from uranium oxide ions, induced by sunlight and earthshine. Assuming a one-level fluid...defense systems of long wave infrared ( LWIR ) emissions from metallic oxides in the debris from a high altitude nuclear explosion (HANE) is an

Echo power analysis and simulation of low altitude radio fuze

NASA Astrophysics Data System (ADS)

Chen, Xiaolu; Chen, Biao; Xu, Tao; Xu, Suqin

2013-01-01

The echo power from the earth gound which was received by fuze plays an important role in aerial defense missile, especially when the fuze is working in the look down mode. It is necessary to analyze and even simulate the echo power signals to enhance the missile's anti-jamming ability. In this paper, the quantity of echo power from the earth ground of low altitude radio fuze was analyzed in detail. Three boundary equations of area irradiated by electromagnetic beams were presented, which include two equidistant curve equations and one equal-Doppler curve equation. The relationship between the working mode and the critical height was analyzed. The calculating formula of echo power waveform was derived. And based on the derived formula, the correlation between the maximal echo power and the incident height was given and simulated, which would be helpful for the further researches of low altitude radio fuze.

Experimental Characterization of Gas Turbine Emissions at Simulated Flight Altitude Conditions

NASA Technical Reports Server (NTRS)

Howard, R. P.; Wormhoudt, J. C.; Whitefield, P. D.

1996-01-01

NASA's Atmospheric Effects of Aviation Project (AEAP) is developing a scientific basis for assessment of the atmospheric impact of subsonic and supersonic aviation. A primary goal is to assist assessments of United Nations scientific organizations and hence, consideration of emissions standards by the International Civil Aviation Organization (ICAO). Engine tests have been conducted at AEDC to fulfill the need of AEAP. The purpose of these tests is to obtain a comprehensive database to be used for supplying critical information to the atmospheric research community. It includes: (1) simulated sea-level-static test data as well as simulated altitude data; and (2) intrusive (extractive probe) data as well as non-intrusive (optical techniques) data. A commercial-type bypass engine with aviation fuel was used in this test series. The test matrix was set by parametrically selecting the temperature, pressure, and flow rate at sea-level-static and different altitudes to obtain a parametric set of data.

Technology advancement for the ASCENDS mission using the ASCENDS CarbonHawk Experiment Simulator (ACES)

NASA Astrophysics Data System (ADS)

Obland, M. D.; Antill, C.; Browell, E. V.; Campbell, J. F.; CHEN, S.; Cleckner, C.; Dijoseph, M. S.; Harrison, F. W.; Ismail, S.; Lin, B.; Meadows, B. L.; Mills, C.; Nehrir, A. R.; Notari, A.; Prasad, N. S.; Kooi, S. A.; Vitullo, N.; Dobler, J. T.; Bender, J.; Blume, N.; Braun, M.; Horney, S.; McGregor, D.; Neal, M.; Shure, M.; Zaccheo, T.; Moore, B.; Crowell, S.; Rayner, P. J.; Welch, W.

2013-12-01

The ASCENDS CarbonHawk Experiment Simulator (ACES) is a NASA Langley Research Center project funded by NASA's Earth Science Technology Office that seeks to advance technologies critical to measuring atmospheric column carbon dioxide (CO2) mixing ratios in support of the NASA Active Sensing of CO2 Emissions over Nights, Days, and Seasons (ASCENDS) mission. The technologies being advanced are: (1) multiple transmitter and telescope-aperture operations, (2) high-efficiency CO2 laser transmitters, (3) a high bandwidth detector and transimpedance amplifier (TIA), and (4) advanced algorithms for cloud and aerosol discrimination. The instrument architecture is being developed for ACES to operate on a high-altitude aircraft, and it will be directly scalable to meet the ASCENDS mission requirements. The above technologies are critical for developing an airborne simulator and spaceborne instrument with lower platform consumption of size, mass, and power, and with improved performance. This design employs several laser transmitters and telescope-apertures to demonstrate column CO2 retrievals with alignment of multiple laser beams in the far-field. ACES will transmit five laser beams: three from commercial lasers operating near 1.57-microns, and two from the Exelis atmospheric oxygen (O2) fiber laser amplifier system operating near 1.26-microns. The Master Oscillator Power Amplifier at 1.57-microns measures CO2 column concentrations using an Integrated-Path Differential Absorption (IPDA) lidar approach. O2 column amounts needed for calculating the CO2 mixing ratio will be retrieved using the Exelis laser system with a similar IPDA approach. The three aperture telescope design was built to meet the constraints of the Global Hawk high-altitude unmanned aerial vehicle (UAV). This assembly integrates fiber-coupled transmit collimators for all of the laser transmitters and fiber-coupled optical signals from the three telescopes to the aft optics and detector package. The detector/TIA effort has improved the existing detector subsystem by: increasing its bandwidth to 5.4 MHz, exceeding the original goal of 5 MHz; reducing the overall mass from 18 lbs to <10 lbs; and increasing the duration of autonomous, service-free operation periods from 4 hrs to >24 hrs. The new detector subsystem will permit higher laser modulation rates, which provides greater flexibility for implementing thin-cloud discrimination algorithms as well as improving range resolution and error reduction, and will enable long-range flights on the Global Hawk. The cloud/aerosol discrimination work features development of new algorithms by Langley and Exelis for the avoidance of bias errors in the retrieval of column CO2 induced by the presence of thin clouds.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the Solar-powered, remotely piloted Centurion ultra-high-altitude flying wing demonstrates its abilities during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing Landing during First

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the future Centurion solar-powered high-altitude research aircraft settles in for landing after a March 1997 test flight at El Mirage Dry Lake, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the solar-powered, remotely piloted Centurion ultra-high-altitude flying wing soars over California's Mojave Desert on a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Python Turboprop Prepared for a Test in the Altitude Wind Tunnel

NASA Image and Video Library

1949-08-21

A 3670-horsepower Armstrong-Siddeley Python turboprop being prepared for tests in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. In 1947 Lewis researcher Walter Olsen led a group of representatives from the military, industry, and the NACA on a fact finding mission to investigate the technological progress of British turbojet manufacturers. Afterwards several British engines, including the Python, were brought to Cleveland for testing in Lewis’s altitude facilities. The Python was a 14-stage axial-flow compressor turboprop with a fixed-area nozzle and contra-rotating propellers. Early turboprops combined the turbojet and piston engine technologies. They could move large quantities of air so required less engine speed and thus less fuel. This was very appealing to the military for some applications. The military asked the NACA to compare the Python’s performance at sea to that at high altitudes. The NACA researchers studied the Python in the Altitude Wind Tunnel from July 1949 through January 1950. It was the first time the tunnel was used to study an engine with the sole purpose of learning about, not improving it. They analyzed the engine’s dynamic response using a frequency response method at altitudes between 10,000 to 30,000 feet. Lewis researchers found that they could predict the dynamic response characteristics at any altitude from the data obtained from any other specific altitude. This portion of the testing was completed during a single test run.

Method for the visualization of landform by mapping using low altitude UAV application

NASA Astrophysics Data System (ADS)

Sharan Kumar, N.; Ashraf Mohamad Ismail, Mohd; Sukor, Nur Sabahiah Abdul; Cheang, William

2018-05-01

Unmanned Aerial Vehicle (UAV) and Digital Photogrammetry are evolving drastically in mapping technology. The significance and necessity for digital landform mapping are developing with years. In this study, a mapping workflow is applied to obtain two different input data sets which are the orthophoto and DSM. A fine flying technology is used to capture Low Altitude Aerial Photography (LAAP). Low altitude UAV (Drone) with the fixed advanced camera was utilized for imagery while computerized photogrammetry handling using Photo Scan was applied for cartographic information accumulation. The data processing through photogrammetry and orthomosaic processes is the main applications. High imagery quality is essential for the effectiveness and nature of normal mapping output such as 3D model, Digital Elevation Model (DEM), Digital Surface Model (DSM) and Ortho Images. The exactitude of Ground Control Points (GCP), flight altitude and the resolution of the camera are essential for good quality DEM and Orthophoto.

Addressing Future Technology Challenges Through Innovation and Investment

DTIC Science & Technology

2012-03-01

27   Figure  5:   High   Altitude  LIDAR  Operations  Equipment...deployment of the High Altitude LIDAR Operations Experiment (HALOE) system to Operation Enduring Freedom (OEF). DARPA took a prototype sensor and put...High_Energy_Liquid_Laser_Area_Defense_System_(HELLADS).as px.   7 DARPA, “ High Altitude LIDAR Operations Experiment (HALOE) Information Briefing”, September 2011.   8 Taylor, John

Asteroid airburst altitude vs. strength

NASA Astrophysics Data System (ADS)

Robertson, Darrel; Wheeler, Lorien; Mathias, Donovan

2016-10-01

Small NEO asteroids (<Ø140m) may not be a threat on a national or global level but can still cause a significant amount of local damage as demonstrated by the Chelyabinsk event where there was over $33 million worth of damage (1 billion roubles) and 1500 were injured, mostly due to broken glass. The ground damage from a small asteroid depends strongly on the altitude at which they "burst" where most of the energy is deposited in the atmosphere. The ability to accurately predict ground damage is useful in determining appropriate evacuation or shelter plans and emergency management.Strong asteroids, such as a monolithic boulder, fail and create peak energy deposition close to the altitude at which ram dynamic pressure exceeds the material cohesive strength. Weaker asteroids, such as a rubble pile, structurally fail at higher altitude, but it requires the increased aerodynamic pressure at lower altitude to disrupt and disperse the rubble. Consequently the resulting airbursts have a peak energy deposition at similar altitudes.In this study hydrocode simulations of the entry and break-up of small asteroids were performed to examine the effect of strength, size, composition, entry angle, and speed on the resulting airburst. This presentation will show movies of the simulations, the results of peak burst height, and the comparison to semi-analytical models.

Time series inversion of spectra from ground-based radiometers

NASA Astrophysics Data System (ADS)

Christensen, O. M.; Eriksson, P.

2013-02-01

Retrieving time series of atmospheric constituents from ground-based spectrometers often requires different temporal averaging depending on the altitude region in focus. This can lead to several datasets existing for one instrument which complicates validation and comparisons between instruments. This paper puts forth a possible solution by incorporating the temporal domain into the maximum a posteriori (MAP) retrieval algorithm. The state vector is increased to include measurements spanning a time period, and the temporal correlations between the true atmospheric states are explicitly specified in the a priori uncertainty matrix. This allows the MAP method to effectively select the best temporal smoothing for each altitude, removing the need for several datasets to cover different altitudes. The method is compared to traditional averaging of spectra using a simulated retrieval of water vapour in the mesosphere. The simulations show that the method offers a significant advantage compared to the traditional method, extending the sensitivity an additional 10 km upwards without reducing the temporal resolution at lower altitudes. The method is also tested on the OSO water vapour microwave radiometer confirming the advantages found in the simulation. Additionally, it is shown how the method can interpolate data in time and provide diagnostic values to evaluate the interpolated data.

Generalized math model for simulation of high-altitude balloon systems

NASA Technical Reports Server (NTRS)

Nigro, N. J.; Elkouh, A. F.; Hinton, D. E.; Yang, J. K.

1985-01-01

Balloon systems have proved to be a cost-effective means for conducting research experiments (e.g., infrared astronomy) in the earth's atmosphere. The purpose of this paper is to present a generalized mathematical model that can be used to simulate the motion of these systems once they have attained float altitude. The resulting form of the model is such that the pendulation and spin motions of the system are uncoupled and can be analyzed independently. The model is evaluated by comparing the simulation results with data obtained from an actual balloon system flown by NASA.

New distributed radar technology based on UAV or UGV application

NASA Astrophysics Data System (ADS)

Molchanov, Pavlo A.; Contarino, Vincent M.

2013-05-01

Regular micro and nano radars cannot provide reliable tracking of low altitude low profile aerial targets in urban and mountain areas because of reflection and re-reflections from buildings and terrain. They become visible and vulnerable to guided missiles if positioned on a tower or blimp. Doppler radar cannot distinguish moving cars and small low altitude aerial targets in an urban area. A new concept of pocket size distributed radar technology based on the application of UAV (Unmanned Air Vehicles), UGV (Unmanned Ground Vehicles) is proposed for tracking of low altitude low profile aerial targets at short and medium distances for protection of stadium, camp, military facility in urban or mountain areas.

Simulation and prediction of equilibrium line altitude of glaciers in the eastern Tibetan plateau

NASA Astrophysics Data System (ADS)

Duan, Keqin

2017-04-01

As the third polar on the Earth, the Tibetan plateau holds more than 40,000 glaciers which have experienced a rapid retreat in recent decades. Glacier loss has increased concern for water resources around the Tibetan plateau. The variability of equilibrium line altitude (ELA) indicates expansion and wastage of glacier directly. Here we simulated the ELA variability in the eastern Tibetan Plateau based on a full surface energy and mass balance model. The simulation results are agreement with the observations. The ELAs have risen at a rate of 2-8m/a since 1970 throughout the eastern Plateau, especially in the Qilian Mountain and the southeastern Plateau where the ELAs have risen to or over the top altitude of glacier, indicating the glaciers are accelerating to melting over there. Two typical glacier, Xiaodongkemadi glacier in the center of the Plateau and Qiyi glacier in the Qilian Mountain, are chosen to simulate its future ELA variability in the scenarios of RCP2.6, RCP4.5 and RCP 8.5 given by IPCC. The results show the ELAs will arrive to its maximum in around 2040 in the scenario of RCP2.6, while the ELAs will be over the top altitude of glaciers in 2035-2045 in the scenarios of RCP4.5 and RCP8.5, suggesting the glaciers in the eastern plateau will be melting until the disappear of the glaciers.

Analysis of Experimental Sea-level Transient Data and Analog Method of Obtaining Altitude Response for Turbine-propeller Engine with Relay-type Speed Control

NASA Technical Reports Server (NTRS)

Vasu, George; Pack, George J

1951-01-01

Correlation has been established between transient engine and control data obtained experimentally and data obtained by simulating the engine and control with an analog computer. This correlation was established at sea-level conditions for a turbine-propeller engine with a relay-type speed control. The behavior of the controlled engine at altitudes of 20,000 and 35,000 feet was determined with an analog computer using the altitude pressure and temperature generalization factors to calculate the new engine constants for these altitudes. Because the engine response varies considerably at altitude some type of compensation appears desirable and four methods of compensation are discussed.

Turbojet Performance and Operation at High Altitudes with Hydrogen and Jp-4 Fuels

NASA Technical Reports Server (NTRS)

Fleming, W A; Kaufman, H R; Harp, J L , Jr; Chelko, L J

1956-01-01

Two current turbojet engines were operated with gaseous-hydrogen and JP-4 fuels at very high altitudes and a simulated Mach number of 0.8. With gaseous hydrogen as the fuel stable operation was obtained at altitudes up to the facility limit of about 90,000 feet and the specific fuel consumption was only 40 percent of that with JP-4 fuel. With JP-4 as the fuel combustion was unstable at altitudes above 60,000 to 65,000 feet and blowout limits were reached at 75,000 to 80,000 feet. Over-all performance, component efficiencies, and operating range were reduced considerable at very high altitudes with both fuels.

Introduction

NASA Astrophysics Data System (ADS)

Gaskin, J. A.; Smith, I. S.; Jones, W. V.

In 1783, the Montgolfier brothers ushered in a new era of transportation and exploration when they used hot air to drive an un-tethered balloon to an altitude of 2 km. Made of sackcloth and held together with cords, this balloon challenged the way we thought about human travel, and it has since evolved into a robust platform for performing novel science and testing new technologies. Today, high-altitude balloons regularly reach altitudes of 40 km, and they can support payloads that weigh more than 3000 kg. Long-duration balloons can currently support mission durations lasting 55 days, and developing balloon technologies (i.e. Super-Pressure Balloons) are expected to extend that duration to 100 days or longer; competing with satellite payloads. This relatively inexpensive platform supports a broad range of science payloads, spanning multiple disciplines (astrophysics, heliophysics, planetary and earth science). Applications extending beyond traditional science include testing new technologies for eventual space-based application and stratospheric airships for planetary applications.

Altitude test of several afterburner configurations on a turbofan engine with a hydrogen heater to simulate an elevated turbine discharge temperature

NASA Technical Reports Server (NTRS)

Johnsen, R. L.; Cullom, R. R.

1977-01-01

A performance test of several experimental afterburner configurations was conducted with a mixed-flow turbofan engine in an altitude facility. The simulated flight conditions were for Mach 1.4 at two altitudes, 12,190 and 14,630 meters. Turbine discharge temperatures of 889 and 1056 K were used. A production afterburner was tested for comparison. The research afterburners included partial forced mixers with V-gutter flameholders, a carburetted V-gutter flameholder, and a triple ring V-gutter flameholder with four swirl-can fuel mixers. Fuel injection variations were included. Performance data shown include augmented thrust ratio, thrust specific fuel consumption, combustion efficiency, and total pressure drop across the afterburner.

Design assurance test of the Thiokol Te-M-521-5 apogee kick motor tested in the spin mode at simulated altitude conditions

NASA Technical Reports Server (NTRS)

Cimino, A. A.

1973-01-01

One Thiokol Chemical Corporation TE-M-521-5 solid-propellant apogee rocket motor was successfully fired at an average simulated altitude of about 108,000 ft while spinning at 46 rpm. The general program objectives were to verify compliance of motor performance with the manufacturer's specifications. Specific primary objectives were to determine vacuum ballistic performance of the motor after prefire vibration conditioning and temperature conditioning at 40F, altitude ignition characteristics, motor structural integrity, and motor temperature-time history during and after motor operation. Additional objectives were to measure the lateral (nonaxial) thrust component during motor operation and to measure radiation heat flux in the vicinity of the nozzle exit plane.

Simulated Altitude via Re-Breathing Creates Arterial Hypoxemia but Fails to Improve Elements of Running Performance.

PubMed

Garver, Matthew J; Scheadler, Cory M; Smith, Logan M; Taylor, Sarah J; Harbach, Chase M

2018-01-01

Acclimatization to altitude has been shown to improve elements of performance. Use of simulated altitude is popular among athletes across the sports spectrum. This work was on a handheld, re-breathing device touted to enhance performance. Seven recreationally-trained athletes used the device for 18 hours over the course of the 37-day intervention trial. The elevations simulated were progressively increased from 1,524m to 6,096m. To ascertain potential efficacy, four performance trials were included (familiarization, baseline, and 2 follow-ups). Hematological (hematocrit, hemoglobin, and lactate), physiological (respiratory exchange ratio, heart rate, and oxygen consumption), and perceptual (Borg's RPE) variables were monitored at rest, during two steady state running economy stages, and at maximal effort during each visit. The device is clearly capable of creating arterial hypoxemic conditions equating to high altitude. This fact is exemplified by average pulse oximetry values of approximately 78.5% in the final 6-day block of simulation. At the same time, there were no changes observed in any hematological ( p >0.05), physiological ( p >0.05), or perceptual ( p >0.05) variable at either follow-up performance trial. Relative VO 2 data was analyzed with a 15-breath moving average sampling frequency in accordance with our recent findings (Scheadler et al.) reported in Medicine and Science in Sports and Exercise. Effect sizes are reported within, but most were trivial (d=0.0-0.19). Overall, findings align with speculation that a more robust altitude stimulus than can be offered by short-term arterial hypoxemia is required for changes to be evidenced. The device has shown some promise in other work, but our data is not supportive.

Simulated Altitude via Re-Breathing Creates Arterial Hypoxemia but Fails to Improve Elements of Running Performance

PubMed Central

GARVER, MATTHEW J.; SCHEADLER, CORY M.; SMITH, LOGAN M.; TAYLOR, SARAH J.; HARBACH, CHASE M.

2018-01-01

Acclimatization to altitude has been shown to improve elements of performance. Use of simulated altitude is popular among athletes across the sports spectrum. This work was on a handheld, re-breathing device touted to enhance performance. Seven recreationally-trained athletes used the device for 18 hours over the course of the 37-day intervention trial. The elevations simulated were progressively increased from 1,524m to 6,096m. To ascertain potential efficacy, four performance trials were included (familiarization, baseline, and 2 follow-ups). Hematological (hematocrit, hemoglobin, and lactate), physiological (respiratory exchange ratio, heart rate, and oxygen consumption), and perceptual (Borg’s RPE) variables were monitored at rest, during two steady state running economy stages, and at maximal effort during each visit. The device is clearly capable of creating arterial hypoxemic conditions equating to high altitude. This fact is exemplified by average pulse oximetry values of approximately 78.5% in the final 6-day block of simulation. At the same time, there were no changes observed in any hematological (p>0.05), physiological (p>0.05), or perceptual (p>0.05) variable at either follow-up performance trial. Relative VO2 data was analyzed with a 15-breath moving average sampling frequency in accordance with our recent findings (Scheadler et al.) reported in Medicine and Science in Sports and Exercise. Effect sizes are reported within, but most were trivial (d=0.0–0.19). Overall, findings align with speculation that a more robust altitude stimulus than can be offered by short-term arterial hypoxemia is required for changes to be evidenced. The device has shown some promise in other work, but our data is not supportive.

Liquid Oxygen/Liquid Methane Test Summary of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

NASA Technical Reports Server (NTRS)

Melcher, John C., IV; Allred, Jennifer K.

2009-01-01

Tests were conducted with the RS18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA s Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propellant systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to approx.120,000 ft (approx.37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. Propellant flow rate was measured using a coriolis-style mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup. LO2 flow ranged from 5.9-9.5 lbm/sec (2.7-4.3 kg/sec), and LCH4 flow varied from 3.0-4.4 lbm/sec (1.4-2.0 kg/sec) during the RS-18 hot-fire test series. Thrust was measured using three load cells in parallel. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Data was obtained at multiple chamber pressures, and calculations were performed for specific impulse, C* combustion efficiency, and thrust vector alignment. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes.

Stability of simulated flight path control at +3 Gz in a human centrifuge.

PubMed

Guardiera, Simon; Dalecki, Marc; Bock, Otmar

2010-04-01

Earlier studies have shown that naïve subjects and experienced jet pilots produce exaggerated manual forces when exposed to increased acceleration (+Gz). This study was designed to evaluate whether this exaggeration affects the stability of simulated flight path control. We evaluated naïve subjects' performance in a flight simulator which either remained stationary (+1 Gz), or rotated to induce an acceleration in accordance to the simulated flight path with a mean acceleration of about +3 Gz. In either case, subjects were requested to produce a series of altitude changes in pursuit of a visual target airplane. Resulting flight paths were analyzed to determine the largest oscillation after an altitude change (Oscillation) and the mean deviation between subject and target flight path (Tracking Error). Flight stability after an altitude change was degraded in +3 Gz compared to +1 Gz, as evidenced by larger Oscillations (+11%) and increased Tracking Errors (+80%). These deficits correlated significantly with subjects' +3 Gz deficits in a manual-force production task. We conclude that force exaggeration in +3 Gz may impair flight stability during simulated jet maneuvers in naïve subjects, most likely as a consequence of vestibular stimulation.

Acclimatization and tolerance to extreme altitude

NASA Technical Reports Server (NTRS)

West, J. B.

1993-01-01

During the last ten years, two major experiments have elucidated the factors determining acclimatization and tolerance to extreme altitude (over 7000 m). These were the American Medical Research Expedition to Everest, and the low pressure chamber simulation, Operation Everest II. Extreme hyperventilation is one of the most important responses to extreme altitude. Its chief value is that it allows the climber to maintain an alveolar PO2 which keeps the arterial PO2 above dangerously low levels. Even so, there is evidence of residual impairment of central nervous system function after ascents to extreme altitude, and maximal oxygen consumption falls precipitously above 7000 m. The term 'acclimatization' is probably not appropriate for altitudes above 8000 m, because the body steadily deteriorates at these altitudes. Tolerance to extreme altitude is critically dependent on barometric pressure, and even seasonal changes in pressure probably affect climbing performance near the summit of Mt Everest. Supplementary oxygen always improves exercise tolerance at extreme altitudes, and rescue oxygen should be available on climbing expeditions to 8000 m peaks.

Lidar Penetration Depth Observations for Constraining Cloud Longwave Feedbacks

NASA Astrophysics Data System (ADS)

Vaillant de Guelis, T.; Chepfer, H.; Noel, V.; Guzman, R.; Winker, D. M.; Kay, J. E.; Bonazzola, M.

2017-12-01

Satellite-borne active remote sensing Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observations [CALIPSO; Winker et al., 2010] and CloudSat [Stephens et al., 2002] provide direct measurements of the cloud vertical distribution, with a very high vertical resolution. The penetration depth of the laser of the lidar Z_Opaque is directly linked to the LongWave (LW) Cloud Radiative Effect (CRE) at Top Of Atmosphere (TOA) [Vaillant de Guélis et al., in review]. In addition, this measurement is extremely stable in time making it an excellent observational candidate to verify and constrain the cloud LW feedback mechanism [Chepfer et al., 2014]. In this work, we present a method to decompose the variations of the LW CRE at TOA using cloud properties observed by lidar [GOCCP v3.0; Guzman et al., 2017]. We decompose these variations into contributions due to changes in five cloud properties: opaque cloud cover, opaque cloud altitude, thin cloud cover, thin cloud altitude, and thin cloud emissivity [Vaillant de Guélis et al., in review]. We apply this method, in the real world, to the CRE variations of CALIPSO 2008-2015 record, and, in climate model, to LMDZ6 and CESM simulations of the CRE variations of 2008-2015 period and of the CRE difference between a warm climate and the current climate. In climate model simulations, the same cloud properties as those observed by CALIOP are extracted from the CFMIP Observation Simulator Package (COSP) [Bodas-Salcedo et al., 2011] lidar simulator [Chepfer et al., 2008], which mimics the observations that would be performed by the lidar on board CALIPSO satellite. This method, when applied on multi-model simulations of current and future climate, could reveal the altitude of cloud opacity level observed by lidar as a strong constrain for cloud LW feedback, since the altitude feedback mechanism is physically explainable and the altitude of cloud opacity accurately observed by lidar.

Simulations of Variability and Waves at Cloud Altitudes Using a Venus Middle Atmosphere General Circulation Model

NASA Astrophysics Data System (ADS)

Parish, H. F.; Mitchell, J.

2017-12-01

We have developed a Venus general circulation model, the Venus Middle atmosphere Model (VMM), to simulate the atmosphere from just below the cloud deck 40 km altitude to around 100 km altitude. Our primary goal is to assess the influence of waves on the variability of winds and temperatures observed around Venus' cloud deck. Venus' deep atmosphere is not simulated directly in the VMM model, so the effects of waves propagating upwards from the lower atmosphere is represented by forcing at the lower boundary of the model. Sensitivity tests allow appropriate amplitudes for the wave forcing to be determined by comparison with Venus Express and probe measurements and allow the influence of waves on the cloud-level atmosphere to be investigated. Observations at cloud altitudes are characterized by waves with a wide variety of periods and wavelengths, including gravity waves, thermal tides, Rossby waves, and Kelvin waves. These waves may be generated within the cloud deck by instabilities, or may propagate up from the deep atmosphere. Our development of the VMM is motivated by the fact that the circulation and dynamics between the surface and the cloud levels are not well measured and wind velocities below 40 km altitude cannot be observed remotely, so we focus on the dynamics at cloud levels and above. Initial results from the VMM with a simplified radiation scheme have been validated by comparison with Pioneer Venus and Venus Express observations and show reasonable agreement with the measurements.

Critical Care Performance in a Simulated Military Aircraft Cabin Environment.

PubMed

McNeill, Margaret M

2018-04-01

Critical Care Air Transport Teams care for 5% to 10% of injured patients who are transported on military aircraft to definitive treatment facilities. Little is known about how the aeromedical evacuation environment affects care. To determine the effects of 2 stressors of flight, altitude-induced hypoxia and aircraft noise, and to examine the contributions of fatigue and clinical experience on cognitive and physiological performance of the Critical Care Air Transport Team. This repeated measures 2 × 2 × 4 factorial study included 60 military nurses. The participants completed a simulated patient care scenario under aircraft cabin noise and altitude conditions. Differences in cognitive and physiological performance were analyzed using repeated measures analysis of variance. A multiple regression model was developed to determine the independent contributions of fatigue and clinical experience. Critical care scores ( P = .02) and errors and omissions ( P = .047) were negatively affected by noise. Noise was associated with increased respiratory rate ( P = .02). Critical care scores ( P < .001) and errors and omissions ( P = .002) worsened with altitude-induced hypoxemia. Heart rate and respiratory rate increased with altitude-induced hypoxemia; oxygen saturation decreased ( P < .001 for all 3 variables). In a simulated military aircraft environment, the care of critically ill patients was significantly affected by noise and altitude-induced hypoxemia. The participants did not report much fatigue and experience did not play a role, contrary to most findings in the literature. ©2018 American Association of Critical-Care Nurses.

Alcohol-induced physiological displacements and their effects on flight-related functions.

DOT National Transportation Integrated Search

1982-03-01

Tolerances of human subjects for orthostasis and physical work were determined at a simulated altitude of 3,048 m. Orthostasis was induced with a lower body negative pressure (LBNP) device and physical work was done on a pedal ergometer. Altitude was...

Performance simulation in high altitude platforms (HAPs) communications systems

NASA Astrophysics Data System (ADS)

Ulloa-Vásquez, Fernando; Delgado-Penin, J. A.

2002-07-01

This paper considers the analysis by simulation of a digital narrowband communication system for an scenario which consists of a High-Altitude aeronautical Platform (HAP) and fixed/mobile terrestrial transceivers. The aeronautical channel is modelled considering geometrical (angle of elevation vs. horizontal distance of the terrestrial reflectors) and statistical arguments and under these circumstances a serial concatenated coded digital transmission is analysed for several hypothesis related to radio-electric coverage areas. The results indicate a good feasibility for the communication system proposed and analysed.

Application of Laminar Flow Control Technology to Long-Range Transport Design

NASA Technical Reports Server (NTRS)

Gratzer, L. B.; George-Falvy, D.

1978-01-01

The impact of laminar flow control (LFC) technology on aircraft structural design concepts and systems was discussed and the corresponding benefits were shown in terms of performance and fuel economy. Specific topics discussed include: (1) recent advances in laminar boundary layer development and stability analysis techniques in terms of suction requirements and wing suction surface design; (2) validation of theory and realistic simulation of disturbances and off-design conditions by wind tunnel testing; (3) compatibility of aerodynamic design of airfoils and wings with LFC requirements; (4) structural alternatives involving advanced alloys or composites in combinations made possible by advanced materials processing and manufacturing techniques; (5) addition of suction compressor and drive units and their location on the aircraft; and (6) problems associated with operation of LFC aircraft, including accumulation of insects at low altitudes and environmental considerations.

High Altitude Platform Aircraft at NASA Past, Present and Future

NASA Technical Reports Server (NTRS)

DelFrate, John H.

2006-01-01

This viewgraph presentation reviews NASA Dryden Flight Research Center's significant accomplishments from the Environment Research and Sensor Technology (ERAST) project, the present High Altitude Platform (HAP) needs and opportunities, NASA's Aeronautical focus shift, HAP Non-aeronautics challenges, and current HAP Capabilities.

The effect of moderate versus severe simulated altitude on appetite, gut hormones, energy intake and substrate oxidation in men.

PubMed

Matu, Jamie; Deighton, Kevin; Ispoglou, Theocharis; Duckworth, Lauren

2017-06-01

Acute exposure to high altitude (>3500 m) is associated with marked changes in appetite regulation and substrate oxidation but the effects of lower altitudes are unclear. This study examined appetite, gut hormone, energy intake and substrate oxidation responses to breakfast ingestion and exercise at simulated moderate and severe altitudes compared with sea-level. Twelve healthy males (mean ± SD; age 30 ± 9years, body mass index 24.4 ± 2.7 kg·m -2 ) completed in a randomised crossover order three, 305 min experimental trials at a simulated altitude of 0 m, 2150 m (∼15.8% O 2 ) and 4300 m (∼11.7% O 2 ) in a normobaric chamber. Participants entered the chamber at 8am following a 12 h fast. A standardised breakfast was consumed inside the chamber at 1 h. One hour after breakfast, participants performed a 60 min treadmill walk at 50% of relative V˙O 2max . An ad-libitum buffet meal was consumed 1.5 h after exercise. Blood samples were collected prior to altitude exposure and at 60, 135, 195, 240 and 285 min. No trial based differences were observed in any appetite related measure before exercise. Post-exercise area under the curve values for acylated ghrelin, pancreatic polypeptide and composite appetite score were lower (all P < 0.05) at 4300 m compared with sea-level and 2150 m. There were no differences in glucagon-like peptide-1 between conditions (P = 0.895). Mean energy intake was lower at 4300 m (3728 ± 3179 kJ) compared with sea-level (7358 ± 1789 kJ; P = 0.007) and 2150 m (7390 ± 1226 kJ; P = 0.004). Proportional reliance on carbohydrate as a fuel was higher (P = 0.01) before breakfast but lower during (P = 0.02) and after exercise (P = 0.01) at 4300 m compared with sea-level. This study suggests that altitude-induced anorexia and a subsequent reduction in energy intake occurs after exercise during exposure to severe but not moderate simulated altitude. Acylated ghrelin concentrations may contribute to this effect. Copyright © 2017 Elsevier Ltd. All rights reserved.

The moving confluence route technology with WAD scheme for 3D hydrodynamic simulation in high altitude inland waters

NASA Astrophysics Data System (ADS)

Wang, Yonggui; Yang, Yinqun; Chen, Xiaolong; Engel, Bernard A.; Zhang, Wanshun

2018-04-01

For three-dimensional hydrodynamic simulations in inland waters, the rapid changes with moving boundary and various input conditions should be considered. Some models are developed with moving boundary but the dynamic change of discharges is unresolved or ignored. For better hydrodynamic simulation in inland waters, the widely used 3D model, ECOMSED, has been improved by moving confluence route (MCR) method with a wetting and drying scheme (WAD). The fixed locations of water and pollutants inputs from tributaries, point sources and non-point sources have been changed to dynamic confluence routes as the boundary moving. The improved model was applied in an inland water area, Qingshuihai reservoir, Kunming City, China, for a one-year hydrodynamic simulation. The results were verified by water level, flow velocity and water mass conservation. Detailed water level variation analysis and velocity field comparison at different times showed that the improved model has better performance for simulating the boundary moving phenomenon and moving discharges along with water level changing than the original one. The improved three-dimensional model is available for hydrodynamics simulation in water bodies where water boundary shifts along with change of water level and have various inlets.

Airframe Icing Research Gaps: NASA Perspective

NASA Technical Reports Server (NTRS)

Potapczuk, Mark

2009-01-01

qCurrent Airframe Icing Technology Gaps: Development of a full 3D ice accretion simulation model. Development of an improved simulation model for SLD conditions. CFD modeling of stall behavior for ice-contaminated wings/tails. Computational methods for simulation of stability and control parameters. Analysis of thermal ice protection system performance. Quantification of 3D ice shape geometric characteristics Development of accurate ground-based simulation of SLD conditions. Development of scaling methods for SLD conditions. Development of advanced diagnostic techniques for assessment of tunnel cloud conditions. Identification of critical ice shapes for aerodynamic performance degradation. Aerodynamic scaling issues associated with testing scale model ice shape geometries. Development of altitude scaling methods for thermal ice protections systems. Development of accurate parameter identification methods. Measurement of stability and control parameters for an ice-contaminated swept wing aircraft. Creation of control law modifications to prevent loss of control during icing encounters. 3D ice shape geometries. Collection efficiency data for ice shape geometries. SLD ice shape data, in-flight and ground-based, for simulation verification. Aerodynamic performance data for 3D geometries and various icing conditions. Stability and control parameter data for iced aircraft configurations. Thermal ice protection system data for simulation validation.

Modeling Europa's dust plumes

NASA Astrophysics Data System (ADS)

Southworth, B. S.; Kempf, S.; Schmidt, J.

2015-12-01

The discovery of Jupiter's moon Europa maintaining a probably sporadic water vapor plume constitutes a huge scientific opportunity for NASA's upcoming mission to this Galilean moon. Measuring properties of material emerging from interior sources offers a unique chance to understand conditions at Europa's subsurface ocean. Exploiting results obtained for the Enceladus plume, we simulate possible Europa plume configurations, analyze particle number density and surface deposition results, and estimate the expected flux of ice grains on a spacecraft. Due to Europa's high escape speed, observing an active plume will require low-altitude flybys, preferably at altitudes of 5-100 km. At higher altitudes a plume may escape detection. Our simulations provide an extensive library documenting the possible structure of Europa dust plumes, which can be quickly refined as more data on Europa dust plumes are collected.

Time series inversion of spectra from ground-based radiometers

NASA Astrophysics Data System (ADS)

Christensen, O. M.; Eriksson, P.

2013-07-01

Retrieving time series of atmospheric constituents from ground-based spectrometers often requires different temporal averaging depending on the altitude region in focus. This can lead to several datasets existing for one instrument, which complicates validation and comparisons between instruments. This paper puts forth a possible solution by incorporating the temporal domain into the maximum a posteriori (MAP) retrieval algorithm. The state vector is increased to include measurements spanning a time period, and the temporal correlations between the true atmospheric states are explicitly specified in the a priori uncertainty matrix. This allows the MAP method to effectively select the best temporal smoothing for each altitude, removing the need for several datasets to cover different altitudes. The method is compared to traditional averaging of spectra using a simulated retrieval of water vapour in the mesosphere. The simulations show that the method offers a significant advantage compared to the traditional method, extending the sensitivity an additional 10 km upwards without reducing the temporal resolution at lower altitudes. The method is also tested on the Onsala Space Observatory (OSO) water vapour microwave radiometer confirming the advantages found in the simulation. Additionally, it is shown how the method can interpolate data in time and provide diagnostic values to evaluate the interpolated data.

Comparison of continuum and particle simulations of expanding rarefied flows

NASA Technical Reports Server (NTRS)

Lumpkin, Forrest E., III; Boyd, Iain D.; Venkatapathy, Ethiraj

1993-01-01

Comparisons of Navier-Stokes solutions and particle simulations for a simple two-dimensional model problem at a succession of altitudes are performed in order to assess the importance of rarefaction effects on the base flow region. In addition, an attempt is made to include 'Burnett-type' extensions to the Navier-Stokes constitutive relations. The model geometry consists of a simple blunted wedge with a 0.425 meter nose radius, a 70 deg cone half angle, a 1.7 meter base length, and a rounded shoulder. The working gas is monatomic with a molecular weight and viscosity similar to air and was chosen to focus the study on the continuum and particle methodologies rather than the implementation of thermo-chemical modeling. Three cases are investigated, all at Mach 29, with densities corresponding to altitudes of 92 km, 99 km, and 105 km. At the lowest altitude, Navier-Stokes solutions agree well with particle simulations. At the higher altitudes, the Navier-Stokes equations become less accurate. In particular, the Navier-Stokes equations and particle method predict substantially different flow turning angle in the wake near the after body. Attempts to achieve steady continuum solutions including 'Burnett-type' terms failed. Further research is required to determine whether the boundary conditions, the equations themselves, or other unknown causes led to this failure.

Autonomous Navigation Above the GNSS Constellations and Beyond: GPS Navigation for the Magnetospheric Multiscale Mission and SEXTANT Pulsar Navigation Demonstration

NASA Technical Reports Server (NTRS)

Winternitz, Luke

2017-01-01

This talk will describe two first-of-their-kind technology demonstrations attached to ongoing NASA science missions, both of which aim to extend the range of autonomous spacecraft navigation far from the Earth. First, we will describe the onboard GPS navigation system for the Magnetospheric Multiscale (MMS) mission which is currently operating in elliptic orbits reaching nearly halfway to the Moon. The MMS navigation system is a key outgrowth of a larger effort at NASA Goddard Space Flight Center to advance high-altitude Global Navigation Satellite System (GNSS) navigation on multiple fronts, including developing Global Positioning System receivers and onboard navigation software, running simulation studies, and leading efforts to characterize and protect signals at high-altitude in the so-called GNSS Space-Service Volume (SSV). In the second part of the talk, we will describe the Station Explorer for X-ray Timing and Navigation Technology (SEXTANT) mission that aims to make the first in-space demonstration of X-ray pulsar navigation (XNAV). SEXTANT is attached to the NASA astrophysics mission Neutron-star Interior Composition ExploreR (NICER) whose International Space Station mounted X-ray telescope is investigating the fundamental physics of extremes in gravity, material density, and electromagnetic fields found in neutron stars, and whose instrument provides a nearly ideal navigation sensor for XNAV.

The link between outgoing longwave radiation and the altitude at which a spaceborne lidar beam is fully attenuated

NASA Astrophysics Data System (ADS)

Vaillant de Guélis, Thibault; Chepfer, Hélène; Noel, Vincent; Guzman, Rodrigo; Dubuisson, Philippe; Winker, David M.; Kato, Seiji

2017-12-01

According to climate model simulations, the changing altitude of middle and high clouds is the dominant contributor to the positive global mean longwave cloud feedback. Nevertheless, the mechanisms of this longwave cloud altitude feedback and its magnitude have not yet been verified by observations. Accurate, stable, and long-term observations of a metric-characterizing cloud vertical distribution that are related to the longwave cloud radiative effect are needed to achieve a better understanding of the mechanism of longwave cloud altitude feedback. This study shows that the direct measurement of the altitude of atmospheric lidar opacity is a good candidate for the necessary observational metric. The opacity altitude is the level at which a spaceborne lidar beam is fully attenuated when probing an opaque cloud. By combining this altitude with the direct lidar measurement of the cloud-top altitude, we derive the effective radiative temperature of opaque clouds which linearly drives (as we will show) the outgoing longwave radiation. We find that, for an opaque cloud, a cloud temperature change of 1 K modifies its cloud radiative effect by 2 W m-2. Similarly, the longwave cloud radiative effect of optically thin clouds can be derived from their top and base altitudes and an estimate of their emissivity. We show with radiative transfer simulations that these relationships hold true at single atmospheric column scale, on the scale of the Clouds and the Earth's Radiant Energy System (CERES) instantaneous footprint, and at monthly mean 2° × 2° scale. Opaque clouds cover 35 % of the ice-free ocean and contribute to 73 % of the global mean cloud radiative effect. Thin-cloud coverage is 36 % and contributes 27 % of the global mean cloud radiative effect. The link between outgoing longwave radiation and the altitude at which a spaceborne lidar beam is fully attenuated provides a simple formulation of the cloud radiative effect in the longwave domain and so helps us to understand the longwave cloud altitude feedback mechanism.

Liquid Oxygen/Liquid Methane Test Results of the RS-18 Lunar Ascent Engine at Simulated Altitude Conditions at NASA White Sands Test Facility

NASA Technical Reports Server (NTRS)

Melcher, John C., IV; Allred, Jennifer K.

2009-01-01

Tests were conducted with the RS-18 rocket engine using liquid oxygen (LO2) and liquid methane (LCH4) propellants under simulated altitude conditions at NASA Johnson Space Center White Sands Test Facility (WSTF). This project is part of NASA's Propulsion and Cryogenics Advanced Development (PCAD) project. "Green" propellants, such as LO2/LCH4, offer savings in both performance and safety over equivalently sized hypergolic propulsion systems in spacecraft applications such as ascent engines or service module engines. Altitude simulation was achieved using the WSTF Large Altitude Simulation System, which provided altitude conditions equivalent up to 122,000 ft (37 km). For specific impulse calculations, engine thrust and propellant mass flow rates were measured. LO2 flow ranged from 5.9 - 9.5 lbm/sec (2.7 - 4.3 kg/sec), and LCH4 flow varied from 3.0 - 4.4 lbm/sec (1.4 - 2.0 kg/sec) during the RS-18 hot-fire test series. Propellant flow rate was measured using a coriolis mass-flow meter and compared with a serial turbine-style flow meter. Results showed a significant performance measurement difference during ignition startup due to two-phase flow effects. Subsequent cold-flow testing demonstrated that the propellant manifolds must be adequately flushed in order for the coriolis flow meters to give accurate data. The coriolis flow meters were later shown to provide accurate steady-state data, but the turbine flow meter data should be used in transient phases of operation. Thrust was measured using three load cells in parallel, which also provides the capability to calculate thrust vector alignment. Ignition was demonstrated using a gaseous oxygen/methane spark torch igniter. Test objectives for the RS-18 project are 1) conduct a shakedown of the test stand for LO2/methane lunar ascent engines, 2) obtain vacuum ignition data for the torch and pyrotechnic igniters, and 3) obtain nozzle kinetics data to anchor two-dimensional kinetics codes. All of these objectives were met with the RS-18 data and additional testing data from subsequent LO2/methane test programs in 2009 which included the first simulated-altitude pyrotechnic ignition demonstration of LO2/methane.

Technology for design of transport aircraft. Lecture notes for MIT courses: Seminar 1.61 freshman seminar in air transportation and graduate course 1.201, transportation systems analysis

NASA Technical Reports Server (NTRS)

Simpson, R. W.

1972-01-01

The design parameters which determine cruise performance for a conventional subsonic jet transport are discussed. It is assumed that the aircraft burns climb fuel to reach cruising altitude and that aeronautical technology determines the ability to carry a given payload at cruising altitude. It is shown that different sizes of transport aircraft are needed to provide the cost optimal vehicle for different given payload-range objectives.

Results of the 1980 NASA/JPL balloon flight solar cell calibration program

NASA Technical Reports Server (NTRS)

Seaman, C. H.; Weiss, R. S.

1981-01-01

Thirty-eight modules were carried to an altitude of about 36 kilometers. In addition to the cell calibration program, an experiment to evaluate the calibration error versus altitude was performed. The calibrated cells can be used as reference standards in simulator testing of cells and arrays.

Plume-Free Stream Interaction Heating Effects During Orion Crew Module Reentry

NASA Technical Reports Server (NTRS)

Marichalar, J.; Lumpkin, F.; Boyles, K.

2012-01-01

During reentry of the Orion Crew Module (CM), vehicle attitude control will be performed by firing reaction control system (RCS) thrusters. Simulation of RCS plumes and their interaction with the oncoming flow has been difficult for the analysis community due to the large scarf angles of the RCS thrusters and the unsteady nature of the Orion capsule backshell environments. The model for the aerothermal database has thus relied on wind tunnel test data to capture the heating effects of thruster plume interactions with the freestream. These data are only valid for the continuum flow regime of the reentry trajectory. A Direct Simulation Monte Carlo (DSMC) analysis was performed to study the vehicle heating effects that result from the RCS thruster plume interaction with the oncoming freestream flow at high altitudes during Orion CM reentry. The study was performed with the DSMC Analysis Code (DAC). The inflow boundary conditions for the jets were obtained from Data Parallel Line Relaxation (DPLR) computational fluid dynamics (CFD) solutions. Simulations were performed for the roll, yaw, pitch-up and pitch-down jets at altitudes of 105 km, 125 km and 160 km as well as vacuum conditions. For comparison purposes (see Figure 1), the freestream conditions were based on previous DAC simulations performed without active RCS to populate the aerodynamic database for the Orion CM. Other inputs to the analysis included a constant Orbital reentry velocity of 7.5 km/s and angle of attack of 160 degrees. The results of the study showed that the interaction effects decrease quickly with increasing altitude. Also, jets with highly scarfed nozzles cause more severe heating compared to the nozzles with lower scarf angles. The difficulty of performing these simulations was based on the maximum number density and the ratio of number densities between the freestream and the plume for each simulation. The lowest altitude solutions required a substantial amount of computational resources (up to 1800 processors) to simulate approximately 2 billion molecules for the refined (adapted) solutions.

Preliminary Results of Altitude-Wind-Tunnel Investigation of X24C-4B Turbojet Engine. I - Pressure and Temperature Distributions

NASA Technical Reports Server (NTRS)

Prince, William R.; Hawkins, W. Kent

1947-01-01

Pressures and temperatures throughout the X24C-4B turbojet engine are presented in both tabular and graphical forms to show the effect of altitude, flight Mach number, and engine speed on the internal operation of the engine. These data were obtained in the NACA Cleveland altitude wind tunnel at simulated altitudes from 5000 to 45,000 feet, simulated flight Mach numbers from 0.25 to 1.08, and engine speeds from 4000 to 12,500 rpm. Location and detail drawings of the instrumentation installed at seven survey stations in the engine are shown. Application of generalization factors to pressures and temperatures at each measuring station for the range of altitudes investigated showed that the data did not generalize above an altitude of 25,000 feet. Total-pressure distribution at the compressor outlet varied only with change in engine speed. At altitudes above 35,000 feet and engine speeds above 11,000 rpm, the peak temperature at the turbine-outlet annulus moved inward toward the root of the blade, which is undesirable from blade-stress considerations. The temperature levels at the turbine outlet and the exhaust-nozzle outlet were lowered as the Mach number was increased. The static-pressure measurements obtained at each stator stage of the compressor showed a pressure drop through the inlet guide vanes and the first-stage rotor at high engine speeds. The average values measured by the manufacturer's instrumentation werein close agreement with the average values obtained with NACA instrumentation.

Elliptical orbit performance computer program

NASA Technical Reports Server (NTRS)

Myler, T. R.

1981-01-01

A FORTRAN coded computer program which generates and plots elliptical orbit performance capability of space boosters for presentation purposes is described. Orbital performance capability of space boosters is typically presented as payload weight as a function of perigee and apogee altitudes. The parameters are derived from a parametric computer simulation of the booster flight which yields the payload weight as a function of velocity and altitude at insertion. The process of converting from velocity and altitude to apogee and perigee altitude and plotting the results as a function of payload weight is mechanized with the ELOPE program. The program theory, user instruction, input/output definitions, subroutine descriptions and detailed FORTRAN coding information are included.

Altus I aircraft on lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft climbs away after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altus I aircraft landing on Edwards lakebed runway 23

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft lands on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Fluid-electrolyte shifts and maximal oxygen uptake in man at simulated altitude /2,287 m/

NASA Technical Reports Server (NTRS)

Greenleaf, J. E.; Bernauer, E. M.; Adams, W. C.; Juhos, L.

1978-01-01

Experiments were conducted on six trained distance runners (21-23 yr) subjected to an eight-day dietary control at sea level, followed by an eight-day stay in an altitude chamber (2287-m altitude) and a four-day recovery at sea level. Fluid and electrolyte shifts during exercise at altitude were evaluated to gain insight into the mechanism of reduction in working capacity. The results are discussed in terms of resting fluid volumes and blood constituents, maximal exercise variables, and maximal exercise fluid-electrolyte shifts. Since there are no significant changes in fluid balance or resting plasma volume (PV) at altitude, it is concluded that neither these nor the excessive PV shifts with exercise contribute to the reduction in maximal oxygen uptake at altitude. During altitude exposure the percent loss in PV is found to follow the percent reduction in maximal oxygen uptake; however, on the first day of recovery the percent change in PV remains depressed while maximal oxygen uptake returns to control levels.

Prevention of Acute Mountain Sickness by Dexamethasone,

DTIC Science & Technology

1983-07-27

Circ Res 1966; 19:274-82. 15. Lassen NA, Harper AM. High- altitude cerebral oedema . Lancet 1975; 2:1154. 16. Houston CS, Dickinson 3. Cerebral form of...individuals rapidly ascend to hign altitude . It is postulated that cerebral edema causes the symptoms of AMS. Since dexamethasone is useful in treating some...to a simulated altitude of 4570 m (15,000 ft) on two occasions. On S one occasion, they received dexamethasone (4 mg every 6 h) for 36 h before and

ARC-2012-ACD12-0020-002

NASA Image and Video Library

2012-02-02

Shen_Nargis: Snapshot of a very large simulation showing the altitude and velocity of wind speeds within the 2008 Cyclone Nargis. Top wind speeds for the storm were measured at 135 mph. The lowest altitude winds are shown in blue, while the highest altitude winds are shown in pink. Wind speed is shown by color density: higher density denotes stronger winds, slightly transparent color indicates slower wind speeds. Credit: Bryan Green, NASA Ames Research Center; Bo-wen Shen, NASA Goddard Space Flight Center.

Using the NPSS Environment to Model an Altitude Test Facility

NASA Technical Reports Server (NTRS)

Lavelle, Thomas M.; Owen, Albert K.; Huffman, Brian C.

2013-01-01

An altitude test facility was modeled using Numerical Propulsion System Simulation (NPSS). This altitude test facility model represents the most detailed facility model developed in the NPSS architecture. The current paper demonstrates the use of the NPSS system to define the required operating range of a component for the facility. A significant number of additional component models were easily developed to complete the model. Discussed in this paper are the additional components developed and what was done in the development of these components.

Aero-thermo-dynamic analysis of the Spaceliner-7.1 vehicle in high altitude flight

NASA Astrophysics Data System (ADS)

Zuppardi, Gennaro; Morsa, Luigi; Sippel, Martin; Schwanekamp, Tobias

2014-12-01

SpaceLiner, designed by DLR, is a visionary, extremely fast passenger transportation concept. It consists of two stages: a winged booster, a vehicle. After separation of the two stages, the booster makes a controlled re-entry and returns to the launch site. According to the current project, version 7-1 of SpaceLiner (SpaceLiner-7.1), the vehicle should be brought at an altitude of 75 km and then released, undertaking the descent path. In the perspective that the vehicle of SpaceLiner-7.1 could be brought to altitudes higher than 75 km, e.g. 100 km or above and also for a speculative purpose, in this paper the aerodynamic parameters of the SpaceLiner-7.1 vehicle are calculated in the whole transition regime, from continuum low density to free molecular flows. Computer simulations have been carried out by three codes: two DSMC codes, DS3V in the altitude interval 100-250 km for the evaluation of the global aerodynamic coefficients and DS2V at the altitude of 60 km for the evaluation of the heat flux and pressure distributions along the vehicle nose, and the DLR HOTSOSE code for the evaluation of the global aerodynamic coefficients in continuum, hypersonic flow at the altitude of 44.6 km. The effectiveness of the flaps with deflection angle of -35 deg. was evaluated in the above mentioned altitude interval. The vehicle showed longitudinal stability in the whole altitude interval even with no flap. The global bridging formulae verified to be proper for the evaluation of the aerodynamic coefficients in the altitude interval 80-100 km where the computations cannot be fulfilled either by CFD, because of the failure of the classical equations computing the transport coefficients, or by DSMC because of the requirement of very high computer resources both in terms of the core storage (a high number of simulated molecules is needed) and to the very long processing time.

Hypoxia-induced changes in standing balance.

PubMed

Wagner, Linsey S; Oakley, Sarah R; Vang, Pao; Noble, Brie N; Cevette, Michael J; Stepanek, Jan P

2011-05-01

A few studies in the literature have reported postural changes with hypoxia, but none have quantified the magnitude of change. Further understanding of this condition could have implications for patients at risk for falls, individuals undergoing acute altitude exposure, and pilots and commercial passengers. The objective of this study was to evaluate the effect of different levels of hypoxia (oxygen nitrogen mixtures) on postural standing balance using the computerized dynamic posturography (CDP) system. This improves upon previous protocols by manipulating vision and standing balance with a sway-referenced visual field and/or platform. Additionally, normative data were available for comparison with the cumulative test scores and scores for each condition. Altitude hypoxia was simulated by use of admixing nitrogen to the breathing gas to achieve equivalent altitudes of 1524 m, 2438 m, and 3048 m. Subjects were evaluated using the CDP system. Subjects showed an overall trend toward decreased performance at higher simulated altitudes consistent with the initial hypothesis. Composite standing balance sway scores for the sensory organization subtest of CDP were decreased compared to baseline for simulated altitudes as low as 2438 m (mean sway scores: 81.92 at baseline; 81.85 at 1524 m; 79.15 at 2438 m; 79.15 at 3048 m). Reaction times to unexpected movements in the support surface for the motor control subtest (MCT) increased compared to baseline (mean composite scores: 133.3 at baseline; 135.9 ms at 1524 m; 138.0 ms at 2438 m; 140.9 ms at 3048 m). The CDP testing provided a reliable objective measurement of degradation of balance under hypoxic conditions.

Initial Results from the Radiation Dosimetry Experiment (RaD-X) Balloon Flight Mission

NASA Technical Reports Server (NTRS)

Mertens, Christopher J.

2015-01-01

The NASA Radiation Dosimetry Experiment (RaD-X) high-altitude balloon mission was successfully launched from Fort Sumner, New Mexico USA on 25 September, 2015. Over 15 hours of science data were obtained from four dosimeters at altitudes above about 25 km. The four dosimeters flown on the RaD-X science payload are a Hawk version 3.0 Tissue Equivalent Proportional Counter (TEPC) manufactured by Far West Technologies, a Liulin dosimeter-spectrometer produced by the Solar Research and Technology Institute, Bulgarian Academy of Sciences, a total ionizing dose detector manufactured by Teledyne Microelectronic Technologies, and the RaySure detector provided by the University of Surrey.

Introduction (Special Issue on Scientific Balloon Capabilities and Instrumentation)

NASA Technical Reports Server (NTRS)

Gaskin, Jessica A.; Smith, I. S.; Jones, W. V.

2014-01-01

In 1783, the Montgolfier brothers ushered in a new era of transportation and exploration when they used hot air to drive an un-tethered balloon to an altitude of 2 km. Made of sackcloth and held together with cords, this balloon challenged the way we thought about human travel, and it has since evolved into a robust platform for performing novel science and testing new technologies. Today, high-altitude balloons regularly reach altitudes of 40 km, and they can support payloads that weigh more than 3,000 kg. Long-duration balloons can currently support mission durations lasting 55 days, and developing balloon technologies (i.e. Super-Pressure Balloons) are expected to extend that duration to 100 days or longer; competing with satellite payloads. This relatively inexpensive platform supports a broad range of science payloads, spanning multiple disciplines (astrophysics, heliophysics, planetary and earth science.) Applications extending beyond traditional science include testing new technologies for eventual space-based application and stratospheric airships for planetary applications.

High Altitude Balloon Flight Path Prediction and Site Selection Based On Computer Simulations

NASA Astrophysics Data System (ADS)

Linford, Joel

2010-10-01

Interested in the upper atmosphere, Weber State University Physics department has developed a High Altitude Reconnaissance Balloon for Outreach and Research team, also known as HARBOR. HARBOR enables Weber State University to take a variety of measurements from ground level to altitudes as high as 100,000 feet. The flight paths of these balloons can extend as long as 100 miles from the launch zone, making the choice of where and when to fly critical. To ensure the ability to recover the packages in a reasonable amount of time, days and times are carefully selected using computer simulations limiting flight tracks to approximately 40 miles from the launch zone. The computer simulations take atmospheric data collected by National Oceanic and Atmospheric Administration (NOAA) to plot what flights might have looked like in the past, and to predict future flights. Using these simulations a launch zone has been selected in Duchesne Utah, which has hosted eight successful flights over the course of the last three years, all of which have been recovered. Several secondary launch zones in western Wyoming, Southern Idaho, and Northern Utah are also being considered.

Results of the 1981 NASA/JPL balloon flight solar cell calibration program

NASA Technical Reports Server (NTRS)

Seaman, C. H.; Weiss, R. S.

1982-01-01

The calibration of the direct conversion of solar energy through use of solar cells at high altitudes by balloon flight is reported. Twenty seven modules were carried to an altitude of 35.4 kilometers. Silicon cells are stable for long periods of time and can be used as standards. It is demonstrated that the cell mounting cavity may be either black or white with equal validity in setting solar simulators. The calibrated cells can be used as reference standards in simulator testing of cells and arrays.

Testing of a Liquid Oxygen/Liquid Methane Reaction Control Thruster in a New Altitude Rocket Engine Test Facility

NASA Technical Reports Server (NTRS)

Meyer, Michael L.; Arrington, Lynn A.; Kleinhenz, Julie E.; Marshall, William M.

2012-01-01

A relocated rocket engine test facility, the Altitude Combustion Stand (ACS), was activated in 2009 at the NASA Glenn Research Center. This facility has the capability to test with a variety of propellants and up to a thrust level of 2000 lbf (8.9 kN) with precise measurement of propellant conditions, propellant flow rates, thrust and altitude conditions. These measurements enable accurate determination of a thruster and/or nozzle s altitude performance for both technology development and flight qualification purposes. In addition the facility was designed to enable efficient test operations to control costs for technology and advanced development projects. A liquid oxygen-liquid methane technology development test program was conducted in the ACS from the fall of 2009 to the fall of 2010. Three test phases were conducted investigating different operational modes and in addition, the project required the complexity of controlling propellant inlet temperatures over an extremely wide range. Despite the challenges of a unique propellant (liquid methane) and wide operating conditions, the facility performed well and delivered up to 24 hot fire tests in a single test day. The resulting data validated the feasibility of utilizing this propellant combination for future deep space applications.

Centurion in Flight with Internal Wing Structure Visible

NASA Technical Reports Server (NTRS)

1998-01-01

The lightweight wing structure and covering of the Centurion remotely piloted flying wing can be clearly seen in this photo of the plane during one of its initial low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its long, narrow wing as it flies over the broad expanse of El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

With the snow-covered San Gabriel Mountains as a backdrop and a motorcycle-mounted chase crew alongside, a quarter-scale model of the Centurion solar-powered flying wing soars over El Mirage Dry Lake on an early test flight in March 1997. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Framed by wispy contrails left by passing jets high above, a quarter-scale model of the Centurion solar-electric flying wing shows off its graceful lines during a March 1997 test flight at El Mirage Dry Lake in California's Mojave Desert. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Trailed by a van carrying the remote pilot and observers, a radio-controlled quarter-scale model of the Centurion solar-electric flying wing makes a low pass over El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing on Lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the Centurion solar-powered flying wing rests on the clay of El Mirage Dry Lake in Southern California's high desert after completion of of a March 1997 flight test. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its internal rib structure as it floats over the El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing on Lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the Centurion solar-powered flying wing rests on the clay of El Mirage Dry Lake in Southern California's high desert after completion of a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion in Flight over Lakebed

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing during an early morning test flight over the Rogers Dry Lake adjacent to at NASA's Dryden Flight Research Center, Edwards, California. The flight was one of an initial series of low-altitude, battery-powered test flights conducted in late 1998. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Full-Envelope Launch Abort System Performance Analysis Methodology

NASA Technical Reports Server (NTRS)

Aubuchon, Vanessa V.

2014-01-01

The implementation of a new dispersion methodology is described, which dis-perses abort initiation altitude or time along with all other Launch Abort System (LAS) parameters during Monte Carlo simulations. In contrast, the standard methodology assumes that an abort initiation condition is held constant (e.g., aborts initiated at altitude for Mach 1, altitude for maximum dynamic pressure, etc.) while dispersing other LAS parameters. The standard method results in large gaps in performance information due to the discrete nature of initiation conditions, while the full-envelope dispersion method provides a significantly more comprehensive assessment of LAS abort performance for the full launch vehicle ascent flight envelope and identifies performance "pinch-points" that may occur at flight conditions outside of those contained in the discrete set. The new method has significantly increased the fidelity of LAS abort simulations and confidence in the results.

Ignition Delay Experiments with Small-scale Rocket Engine at Simulated Altitude Conditions Using Various Fuels with Nitric Acid Oxidants / Dezso J. Ladanyi

NASA Technical Reports Server (NTRS)

Ladanyi, Dezso J

1952-01-01

Ignition delay determinations of several fuels with nitric oxidants were made at simulated altitude conditions utilizing a small-scale rocket engine of approximately 50 pounds thrust. Included in the fuels were aniline, hydrazine hydrate, furfuryl alcohol, furfuryl mercaptan, turpentine, and mixtures of triethylamine with mixed xylidines and diallyaniline. Red fuming, white fuming, and anhydrous nitric acids were used with and without additives. A diallylaniline - triethylamine mixture and a red fuming nitric acid analyzing 3.5 percent water and 16 percent NO2 by weight was found to have a wide temperature-pressure ignition range, yielding average delays from 13 milliseconds at 110 degrees F to 55 milliseconds at -95 degrees F regardless of the initial ambient pressure that ranged from sea-level pressure altitude of 94,000 feet.

The Effect of Altitude Conditions on the Particle Emissions of a J85-GE-5L Turbojet Engine

NASA Technical Reports Server (NTRS)

Rickey, June Elizabeth

1995-01-01

Particles from a J85-GE-5L turbojet engine were measured over a range of engine speeds at simulated altitude conditions ranging from near sea level to 45,000 ft and at flight Mach numbers of 0.5 and 0.8. Samples were collected from the engine by using a specially designed probe positioned several inches behind the exhaust nozzle. A differential mobility particle sizing system was used to determine particle size. Particle data measured at near sea-level conditions were compared with Navy Aircraft Environmental Support Office (AESO) particle data taken from a GE-J85-4A engine at a sea-level static condition. Particle data from the J85 engine were also compared with particle data from a J85 combustor at three different simulated altitudes.

The influence of NO and ClO variations at twilight on the interpretation of solar occultation measurements

NASA Technical Reports Server (NTRS)

Boughner, R.; Larsen, J. C.; Natarajan, M.

1980-01-01

The influence of short lived photochemically produced species on solar occultation measurements of ClO and NO was examined. Time varying altitude profiles of ClO and NO were calculated with a time dependent photochemical model to simulate the distribution of these species during a solar occultation measurement. These distributions were subsequently used to calculate simulated radiances for various tangent paths from which mixing ratios were inferred with a conventional technique that assumes spherical symmetry. These results show that neglecting the variation of ClO in the retrieval process produces less than a 10 percent error between the true and inverted profile for both sunrise and sunset above 18 km. For NO, errors are less than 10 percent for tangent altitudes above about 35 km for sunrise and sunset; at lower altitudes, the error increases, approaching 100 percent at altitudes near 25 km. the results also show that average inhomogeneity factors, which measure the concentration variation along the tangent path and which can be calculated from a photochemical model, can indicate which species require more careful data analysis.

Protective effect of total flavonoids of seabuckthorn (Hippophae rhamnoides) in simulated high-altitude polycythemia in rats.

PubMed

Zhou, Ji-Yin; Zhou, Shi-Wen; Du, Xiao-Huang; Zeng, Sheng-Ya

2012-09-28

Seabuckthorn (Hippophae rhamnoides L.) has been used to treat high altitude diseases. The effects of five-week treatment with total flavonoids of seabuckthorn (35, 70, 140 mg/kg, ig) on cobalt chloride (5.5 mg/kg, ip)- and hypobaric chamber (simulating 5,000 m)-induced high-altitude polycythemia in rats were measured. Total flavonoids decreased red blood cell number, hemoglobin, hematocrit, mean corpuscular hemoglobin levels, span of red blood cell electrophoretic mobility, aggregation index of red blood cell, plasma viscosity, whole blood viscosity, and increased deformation index of red blood cell, erythropoietin level in serum. Total flavonoids increased pH, pO₂, Sp(O₂), pCO₂ levels in arterial blood, and increased Na⁺, HCO₃⁻, Cl⁻, but decreased K⁺ concentrations. Total flavonoids increased mean arterial pressure, left ventricular systolic pressure, end-diastolic pressure, maximal rate of rise and decrease, decreased heart rate and protected right ventricle morphology. Changes in hemodynamic, hematologic parameters, and erythropoietin content suggest that administration of total flavonoids from seabuckthorn may be useful in the prevention of high altitude polycythaemia in rats.

Simulation model of the F/A-18 high angle-of-attack research vehicle utilized for the design of advanced control laws

NASA Technical Reports Server (NTRS)

Strickland, Mark E.; Bundick, W. Thomas; Messina, Michael D.; Hoffler, Keith D.; Carzoo, Susan W.; Yeager, Jessie C.; Beissner, Fred L., Jr.

1996-01-01

The 'f18harv' six degree-of-freedom nonlinear batch simulation used to support research in advanced control laws and flight dynamics issues as part of NASA's High Alpha Technology Program is described in this report. This simulation models an F/A-18 airplane modified to incorporate a multi-axis thrust-vectoring system for augmented pitch and yaw control power and actuated forebody strakes for enhanced aerodynamic yaw control power. The modified configuration is known as the High Alpha Research Vehicle (HARV). The 'f18harv' simulation was an outgrowth of the 'f18bas' simulation which modeled the basic F/A-18 with a preliminary version of a thrust-vectoring system designed for the HARV. The preliminary version consisted of two thrust-vectoring vanes per engine nozzle compared with the three vanes per engine actually employed on the F/A-18 HARV. The modeled flight envelope is extensive in that the aerodynamic database covers an angle-of-attack range of -10 degrees to +90 degrees, sideslip range of -20 degrees to +20 degrees, a Mach Number range between 0.0 and 2.0, and an altitude range between 0 and 60,000 feet.

Using Satellite Observations to Evaluate the AeroCOM Volcanic Emissions Inventory and the Dispersal of Volcanic SO2 Clouds in MERRA

NASA Technical Reports Server (NTRS)

Hughes, Eric J.; Krotkov, Nickolay; da Silva, Arlindo; Colarco, Peter

2015-01-01

Simulation of volcanic emissions in climate models requires information that describes the eruption of the emissions into the atmosphere. While the total amount of gases and aerosols released from a volcanic eruption can be readily estimated from satellite observations, information about the source parameters, like injection altitude, eruption time and duration, is often not directly known. The AeroCOM volcanic emissions inventory provides estimates of eruption source parameters and has been used to initialize volcanic emissions in reanalysis projects, like MERRA. The AeroCOM volcanic emission inventory provides an eruptions daily SO2 flux and plume top altitude, yet an eruption can be very short lived, lasting only a few hours, and emit clouds at multiple altitudes. Case studies comparing the satellite observed dispersal of volcanic SO2 clouds to simulations in MERRA have shown mixed results. Some cases show good agreement with observations Okmok (2008), while for other eruptions the observed initial SO2 mass is half of that in the simulations, Sierra Negra (2005). In other cases, the initial SO2 amount agrees with the observations but shows very different dispersal rates, Soufriere Hills (2006). In the aviation hazards community, deriving accurate source terms is crucial for monitoring and short-term forecasting (24-h) of volcanic clouds. Back trajectory methods have been developed which use satellite observations and transport models to estimate the injection altitude, eruption time, and eruption duration of observed volcanic clouds. These methods can provide eruption timing estimates on a 2-hour temporal resolution and estimate the altitude and depth of a volcanic cloud. To better understand the differences between MERRA simulations and volcanic SO2 observations, back trajectory methods are used to estimate the source term parameters for a few volcanic eruptions and compared to their corresponding entry in the AeroCOM volcanic emission inventory. The nature of these mixed results is discussed with respect to the source term estimates.

Modeling the near-Earth interaction between ring current ions and exospheric neutrals: escape through energetic neutral atoms (ENAs)

NASA Astrophysics Data System (ADS)

LLera, K.; Goldstein, J.; McComas, D. J.; Valek, P. W.

2016-12-01

The two major loss processes for ring current decay are precipitation and energetic neutral atoms (ENAs). Since the exospheric neutral density increases with decreasing altitudes, precipitating ring current ions (reaching down to 200 - 800 km in altitude) also produce low-altitude ENA signatures that can be stronger than the ring current emission at equatorial distances ( 2 - 9 Re). The higher density results in multiple collisions between the ring current ions and exospheric oxygen. The affect on hydrogen ions is the focus of this study. Since the H particle sustains energy loss ( 36 eV) at each neutralizing or re-ionizing interaction, the escaped ENAs do not directly reflect the ring current properties. We model the energy loss due to multiple charge exchange and electron stripping interactions of 1 - 100 keV precipitating ring current ions undergo before emerging as low-altitude ENAs. The H particle is either an ion or an ENA throughout the simulation. Their lifetime is analytically determined by the length of one mean free path. We track the ion state with Lorentz motion while the ENA travels ballistically across the geomagnetic field. Our simulations show the energy loss is greater than 20% for hydrogen ring current ions below 30 keV (60 keV for the simulations that wander equatorward). This is the first quantification of the energy loss associated with the creation of low-altitude ENAs. Our model (currently constrained in the meridional plane) has revealed characteristics on how precipitation is affected by the near-Earth neutral exosphere. This ion-neutral interaction removes particles from the loss cone but promotes loss through ENA generation. These findings should be implemented in models predicting the ring current decay and used as an analysis tool to reconstruct the ring current population from observed low-altitude ENAs.

Atmospheric studies related to aerospace activities and remote sensing technology

NASA Technical Reports Server (NTRS)

Sze, N. D.; Isaacs, R. G.; Ko, M.; Mcelroy, M. B.

1981-01-01

Parallel investigations were conducted relating to: the sensitivity of 1-D photochemical model simulated column ozone perturbations due to a projected fleet of 1000 aircraft cruising 7 hours per day at altitudes of 15-16 and 18-19 km to uncertainties in kinetic rate constant data determining modeled OH concentrations and eddy diffusivity profile parameterization and a comparison of the inherent strengths and weaknesses of Eulerian and Langrangian averaging processes in the development of multidimensional models and investigation of approaches to applying the Generalized Lagrangian Mean (GLM) formalism to zonal-mean models. The role of multiple scattering and Earth curvature in the evaluation of diurnally dependent photodissociation rates and trace species variations was examined.

High altitude cognitive performance and COPD interaction

PubMed Central

Kourtidou-Papadeli, C; Papadelis, C; Koutsonikolas, D; Boutzioukas, S; Styliadis, C; Guiba-Tziampiri, O

2008-01-01

Introduction: Thousands of people work and perform everyday in high altitude environment, either as pilots, or shift workers, or mountaineers. The problem is that most of the accidents in this environment have been attributed to human error. The objective of this study was to assess complex cognitive performance as it interacts with respiratory insufficiency at altitudes of 8000 feet and identify the potential effect of hypoxia on safe performance. Methods: Twenty subjects participated in the study, divided in two groups: Group I with mild asymptomatic chronic obstructive pulmonary disease (COPD), and Group II with normal respiratory function. Altitude was simulated at 8000 ft. using gas mixtures. Results: Individuals with mild COPD experienced notable hypoxemia with significant performance decrements and increased number of errors at cabin altitude, compared to normal subjects, whereas their blood pressure significantly increased. PMID:19048098

Eye position affects flight altitude in visual approach to landing independent of level of expertise of pilot

PubMed Central

Camachon, Cyril; Montagne, Gilles

2018-01-01

The present study addresses the effect of the eye position in the cockpit on the flight altitude during the final approach to landing. Three groups of participants with different levels of expertise (novices, trainees, and certified pilots) were given a laptop with a flight simulator and they were asked to maintain a 3.71° glide slope while landing. Each participant performed 40 approaches to the runway. During 8 of the approaches, the point of view that the flight simulator used to compute the visual scene was slowly raised or lowered with 4 cm with respect to the cockpit, hence moving the projection of the visible part of the cockpit down or up in the visible scene in a hardly noticeable manner. The increases and decreases in the simulated eye height led to increases and decreases in the altitude of the approach trajectories, for all three groups of participants. On the basis of these results, it is argued that the eye position of pilots during visual approaches is a factor that contributes to the risk of black hole accidents. PMID:29795618

Combustion-chamber Performance Characteristics of a Python Turbine-propeller Engine Investigated in Altitude Wind Tunnel

NASA Technical Reports Server (NTRS)

Campbell, Carl E

1951-01-01

Combustion-chamber performance characteristics of a Python turbine-propeller engine were determined from investigation of a complete engine over a range of engine speeds and shaft horsepowers at simulated altitudes. Results indicated the effect of engine operating conditions and altitude on combustion efficiency and combustion-chamber total pressure losses. Performance of this vaporizing type combustion chamber was also compared with several atomizing type combustion chambers. Over the range of test conditions investigated, combustion efficiency varied from approximately 0.95 to 0.99.

Why morphology matters in birds and UAV's: How scale affects attitude wind sensitivity

NASA Astrophysics Data System (ADS)

Gamble, L. L.; Inman, D. J.

2017-11-01

Although natural fliers have been shown to morph their geometry to adapt to unfavorable wind loading, there exists heavy skepticism within the aviation community regarding the benefits and necessity of morphing aircraft technology. Here, we develop a vector derivation that characterizes how high winds affect the overall flight velocity and sideslip for both natural and manmade fliers. This derivation is formulated in such a way that only a single non-dimensional velocity parameter is needed to quantify the response. We show mathematically that in high winds, low-altitude fliers are more prone to substantial changes in the sideslip angle, struggle to maintain gliding velocity, and experience five times the peak sideslip sensitivity when compared to high-altitude fliers. In order to counteract these adverse changes, low-altitude fliers require a high degree of controllability which can be achieved through extreme morphological changes. The results presented here highlight the importance of integrating morphing concepts into future low-altitude aircraft designs and provide a formulation to help designers decide whether or not to pursue adaptive morphing technology based on a single readily determinable parameter.

Index of Nuclear Weapon Effects Simulators. Sanitized

DTIC Science & Technology

1983-06-01

124 TRESTLE Facility ..................................................... 125 Vertical EMP Simulator ( VEMPS ...82171 SIMULATOR: Vertical EMP Simulator ( VEMPS ) TYPE: EMP AGENCY: US Army LOCATION: HOL1.0’od ridge, V, Research Facility POINT OF CONTACT...DESCRIPTION: The VEMPS facility is I radiating elect, asettc pulse (EMP) stilateor used to expose test obJects to the simulated effects of high altitude EIP

Altitude Wind Tunnel at the NACA’s Aircraft Engine Research Laboratory

NASA Image and Video Library

1945-06-21

Two men on top of the Altitude Wind Tunnel (AWT) at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory. The tunnel was a massive rectangular structure, which for years provided one of the highest vantage points on the laboratory. The tunnel was 263 feet long on the north and south legs and 121 feet long on the east and west sides. The larger west end of the tunnel, seen here, was 51 feet in diameter. The east side of the tunnel was 31 feet in diameter at the southeast corner and 27 feet in diameter at the northeast. The throat section, which connected the northwest corner to the test section, narrowed sharply from 51 to 20 feet in diameter. The AWT’s altitude simulation required temperature and pressure fluctuations that made the design of the shell more difficult than other tunnels. The simultaneous decrease in both pressure and temperature inside the facility produced uneven stress loads, particularly on the support rings. The steel used in the primary tunnel structure was one inch thick to ensure that the shell did not collapse as the internal air pressure was dropped to simulate high altitudes. It was a massive amount of steel considering the World War II shortages. The shell was covered with several inches of fiberglass insulation to retain the refrigerated air and a thinner outer steel layer to protect the insulation against the weather. A unique system of rollers was used between the shell and its support piers. These rollers allowed for movement as the shell expanded or contracted during the altitude simulations. Certain sections would move as much as five inches during operation.

Monte Carlo simulations of the secondary neutron ambient and effective dose equivalent rates from surface to suborbital altitudes and low Earth orbit

NASA Astrophysics Data System (ADS)

El-Jaby, Samy; Richardson, Richard B.

2015-07-01

Occupational exposures from ionizing radiation are currently regulated for airline travel (<20 km) and for missions to low-Earth orbit (∼300-400 km). Aircrew typically receive between 1 and 6 mSv of occupational dose annually, while aboard the International Space Station, the area radiation dose equivalent measured over just 168 days was 106 mSv at solar minimum conditions. It is anticipated that space tourism vehicles will reach suborbital altitudes of approximately 100 km and, therefore, the annual occupational dose to flight crew during repeated transits is expected to fall somewhere between those observed for aircrew and astronauts. Unfortunately, measurements of the radiation environment at the high altitudes reached by suborbital vehicles are sparse, and modelling efforts have been similarly limited. In this paper, preliminary MCNPX radiation transport code simulations are developed of the secondary neutron flux profile in air from surface altitudes up to low Earth orbit at solar minimum conditions and excluding the effects of spacecraft shielding. These secondary neutrons are produced by galactic cosmic radiation interacting with Earth's atmosphere and are among the sources of radiation that can pose a health risk. Associated estimates of the operational neutron ambient dose equivalent, used for radiation protection purposes, and the neutron effective dose equivalent that is typically used for estimates of stochastic health risks, are provided in air. Simulations show that the neutron radiation dose rates received at suborbital altitudes are comparable to those experienced by aircrew flying at 7 to 14 km. We also show that the total neutron dose rate tails off beyond the Pfotzer maximum on ascension from surface up to low Earth orbit.

Monte Carlo simulations of the secondary neutron ambient and effective dose equivalent rates from surface to suborbital altitudes and low Earth orbit.

PubMed

El-Jaby, Samy; Richardson, Richard B

2015-07-01

Occupational exposures from ionizing radiation are currently regulated for airline travel (<20 km) and for missions to low-Earth orbit (∼300-400 km). Aircrew typically receive between 1 and 6 mSv of occupational dose annually, while aboard the International Space Station, the area radiation dose equivalent measured over just 168 days was 106 mSv at solar minimum conditions. It is anticipated that space tourism vehicles will reach suborbital altitudes of approximately 100 km and, therefore, the annual occupational dose to flight crew during repeated transits is expected to fall somewhere between those observed for aircrew and astronauts. Unfortunately, measurements of the radiation environment at the high altitudes reached by suborbital vehicles are sparse, and modelling efforts have been similarly limited. In this paper, preliminary MCNPX radiation transport code simulations are developed of the secondary neutron flux profile in air from surface altitudes up to low Earth orbit at solar minimum conditions and excluding the effects of spacecraft shielding. These secondary neutrons are produced by galactic cosmic radiation interacting with Earth's atmosphere and are among the sources of radiation that can pose a health risk. Associated estimates of the operational neutron ambient dose equivalent, used for radiation protection purposes, and the neutron effective dose equivalent that is typically used for estimates of stochastic health risks, are provided in air. Simulations show that the neutron radiation dose rates received at suborbital altitudes are comparable to those experienced by aircrew flying at 7 to 14 km. We also show that the total neutron dose rate tails off beyond the Pfotzer maximum on ascension from surface up to low Earth orbit. Crown Copyright © 2015. Published by Elsevier Ltd. All rights reserved.

Tracking performance with two breathing oxygen concentrations after high altitude rapid decompression

NASA Technical Reports Server (NTRS)

Nesthus, Thomas E.; Schiflett, Samuel G.; Oakley, Carolyn J.

1992-01-01

Current military aircraft Liquid Oxygen (LOX) systems supply 99.5 pct. gaseous Aviator's Breathing Oxygen (ABO) to aircrew. Newer Molecular Sieve Oxygen Generation Systems (MSOGS) supply breathing gas concentration of 93 to 95 pct. O2. The margin is compared of hypoxia protection afforded by ABO and MSOGS breathing gas after a 5 psi differential rapid decompression (RD) in a hypobaric research chamber. The barometric pressures equivalent to the altitudes of 46000, 52000, 56000, and 60000 ft were achieved from respective base altitudes in 1 to 1.5 s decompressions. During each exposure, subjects remained at the simulated peak altitude breathing either 100 or 94 pct. O2 with positive pressure for 60 s, followed by a rapid descent to 40000 ft. Subjects used the Tactical Life Support System (TLSS) for high altitude protection. Subcritical tracking task performance on the Performance Evaluation Device (PED) provided psychomotor test measures. Overall tracking task performance results showed no differences between the MSOGS breathing O2 concentration of 94 pct. and ABO. Significance RMS error differences were found between the ground level and base altitude trials compared to peak altitude trials. The high positive breathing pressures occurring at the peak altitudes explained the differences.

The fusion of satellite and UAV data: simulation of high spatial resolution band

NASA Astrophysics Data System (ADS)

Jenerowicz, Agnieszka; Siok, Katarzyna; Woroszkiewicz, Malgorzata; Orych, Agata

2017-10-01

Remote sensing techniques used in the precision agriculture and farming that apply imagery data obtained with sensors mounted on UAV platforms became more popular in the last few years due to the availability of low- cost UAV platforms and low- cost sensors. Data obtained from low altitudes with low- cost sensors can be characterised by high spatial and radiometric resolution but quite low spectral resolution, therefore the application of imagery data obtained with such technology is quite limited and can be used only for the basic land cover classification. To enrich the spectral resolution of imagery data acquired with low- cost sensors from low altitudes, the authors proposed the fusion of RGB data obtained with UAV platform with multispectral satellite imagery. The fusion is based on the pansharpening process, that aims to integrate the spatial details of the high-resolution panchromatic image with the spectral information of lower resolution multispectral or hyperspectral imagery to obtain multispectral or hyperspectral images with high spatial resolution. The key of pansharpening is to properly estimate the missing spatial details of multispectral images while preserving their spectral properties. In the research, the authors presented the fusion of RGB images (with high spatial resolution) obtained with sensors mounted on low- cost UAV platforms and multispectral satellite imagery with satellite sensors, i.e. Landsat 8 OLI. To perform the fusion of UAV data with satellite imagery, the simulation of the panchromatic bands from RGB data based on the spectral channels linear combination, was conducted. Next, for simulated bands and multispectral satellite images, the Gram-Schmidt pansharpening method was applied. As a result of the fusion, the authors obtained several multispectral images with very high spatial resolution and then analysed the spatial and spectral accuracies of processed images.

The Effect of Simulated Altitude on the Visual Fields of Glaucoma Patients and the Elderly

DTIC Science & Technology

1991-01-01

certification policy does not appear to put pilots or passengers with glaucoma at risk for disease progression. Under short-term exposure to mild hypoxia, we...9. Kobrick JL, Crohn E, Shukitt B, Houston CS, Sutton JR, Cymerman A. Operation Everest II: lack of an effect of extreme altitude on visual contrast

The Effect of Oxygen Enrichment on Cardiorespiratory and Neuropsychological Responses in Workers With Chronic Intermittent Exposure to High Altitude (ALMA, 5,050 m)

PubMed Central

Moraga, Fernando A.; López, Iván; Morales, Alicia; Soza, Daniel; Noack, Jessica

2018-01-01

It is estimated that labor activity at high altitudes in Chile will increase from 60,000 to 120,000 workers by the year 2020. Oxygenation of spaces improves the quality of life for workers at high geographic altitudes (<5,000 m). The aim of this study was to determine the effect of a mobile oxygen module system on cardiorespiratory and neuropsychological performance in a population of workers from Atacama Large Millimeter/submillimeter Array (ALMA, 5,050 m) radiotelescope in the Chajnantor Valley, Chile. We evaluated pulse oximetry, systolic and diastolic arterial pressure (SAP/DAP), and performed neuropsychological tests (Mini-Mental State examination, Rey-Osterrieth Complex Figure test) at environmental oxygen conditions (5,050 m), and subsequently in a mobile oxygenation module that increases the fraction of oxygen in order to mimic the higher oxygen partial pressure of lower altitudes (2,900 m). The use of module oxygenation at an altitude of 5,050 m, simulating an altitude of 2,900 m, increased oxygen saturation from 84 ± 0.8 to 91 ± 0.8% (p < 0.00001), decreased heart rate from 90 ± 8 to 77 ± 12 bpm (p < 0.01) and DAP from 96 ± 3 to 87 ± 5 mmHg (p < 0.01). In addition, mental cognitive state of workers (Mini-Mental State Examination) shown an increased from 19 to 31 points (p < 0.02). Furthermore, the Rey-Osterrieth Complex Figure test (memory) shown a significant increase from 35 to 70 (p < 0.0001). The results demonstrate that the use of an oxygen module system at 5,050 m, simulating an altitude equivalent to 2,900 m, by increasing FiO2 at 28%, significantly improves cardiorespiratory response and enhances neuropsychological performance in workers exposed to an altitude of 5,050 m. PMID:29628892

Preliminary Results of Altitude-Wind-Tunnel Investigation of X24C-4B Turbojet Engine. IV - Performance of Modified Compressor. Part 4; Performance of Modified Compressor

NASA Technical Reports Server (NTRS)

Thorman, H. Carl; Dupree, David T.

1947-01-01

The performance of the 11-stage axial-flow compressor, modified to improve the compressor-outlet velocity, in a revised X24C-4B turbojet engine is presented and compared with the performance of the compressor in the original engine. Performance data were obtained from an investigation of the revised engine in the MACA Cleveland altitude wind tunnel. Compressor performance data were obtained for engine operation with four exhaust nozzles of different outlet area at simulated altitudes from 15,OOO to 45,000 feet, simulated flight Mach numbers from 0.24 to 1.07, and engine speeds from 4000 to 12,500 rpm. The data cover a range of corrected engine speeds from 4100 to 13,500 rpm, which correspond to compressor Mach numbers from 0.30 to 1.00.

The effects of hypobaric hypoxia (50.6 kPa) on blood components in guinea-pigs.

PubMed

Osada, H

1991-06-01

One hundred and five male (Hartley) guinea-pigs weighing 350-380 g and 30 splenectomized guinea-pigs were exposed to simulated hypobaric hypoxia of 50.6 kPa (equal to an altitude of 5486 m) for 14 days. The partial pressure of oxygen was set at half that at sea level. The white blood cell count increased significantly on day 3 of the simulated high altitude experiment but returned to normal on day 7, whereas the red blood cell count increased continuously. To study the effect of high altitude exposure on platelets, the platelet count in the splenectomized group was compared to that in a non-splenectomized group. Investigation of the resistance of red blood cell membranes to osmotic pressure under hypobaric conditions revealed a shift of the onset of haemolysis in the hyperosmotic direction. These findings may help to increase our understanding of the biochemical mechanisms of adaptation to hypobaric hypoxia.

Lunar dust simulant charging and transport under UV irradiation in vacuum: Experiments and numerical modeling

NASA Astrophysics Data System (ADS)

Champlain, A.; Matéo-Vélez, J.-C.; Roussel, J.-F.; Hess, S.; Sarrailh, P.; Murat, G.; Chardon, J.-P.; Gajan, A.

2016-01-01

Recent high-altitude observations, made by the Lunar Dust Experiment (LDEX) experiment on board LADEE orbiting the Moon, indicate that high-altitude (>10 km) dust particle densities are well correlated with interplanetary dust impacts. They show no evidence of high dust density suggested by Apollo 15 and 17 observations and possibly explained by electrostatic forces imposed by the plasma environment and photon irradiation. This paper deals with near-surface conditions below the domain of observation of LDEX where electrostatic forces could clearly be at play. The upper and lower limits of the cohesive force between dusts are obtained by comparing experiments and numerical simulations of dust charging under ultraviolet irradiation in the presence of an electric field and mechanical vibrations. It is suggested that dust ejection by electrostatic forces is made possible by microscopic-scale amplifications due to soil irregularities. At low altitude, this process may be complementary to interplanetary dust impacts.

Results in orbital evolution of objects in the geosynchronous region

NASA Technical Reports Server (NTRS)

Friesen, Larry Jay; Jackson, Albert A., IV; Zook, Herbert A.; Kessler, Donald J.

1990-01-01

The orbital evolution of objects at or near geosynchronous orbit (GEO) has been simulated to investigate possible hazards to working geosynchronous satellites. Orbits of both large satellites and small particles have been simulated, subject to perturbations by nonspherical geopotential terms, lunar and solar gravity, and solar radiation pressure. Large satellites in initially circular orbits show an expected cycle of inclination change driven by lunar and solar gravity, but very little altitude change. They thus have little chance of colliding with objects at other altitudes. However, if such a satellite is disrupted, debris can reach thousands of kilometers above or below the initial satellite altitude. Small particles in GEO experience two cycles driven by solar radiation: an expected eccentricity cycle and an inclination cycle not expected. Particles generated by GEO insertion stage solid rocket motors typically hit the earth or escape promptly; a small fraction appear to remain in persistent orbits.

Physiological Changes to the Cardiovascular System at High Altitude and Its Effects on Cardiovascular Disease.

PubMed

Riley, Callum James; Gavin, Matthew

2017-06-01

Riley, Callum James, and Matthew Gavin. Physiological changes to the cardiovascular system at high altitude and its effects on cardiovascular disease. High Alt Med Biol. 18:102-113, 2017.-The physiological changes to the cardiovascular system in response to the high altitude environment are well understood. More recently, we have begun to understand how these changes may affect and cause detriment to cardiovascular disease. In addition to this, the increasing availability of altitude simulation has dramatically improved our understanding of the physiology of high altitude. This has allowed further study on the effect of altitude in those with cardiovascular disease in a safe and controlled environment as well as in healthy individuals. Using a thorough PubMed search, this review aims to integrate recent advances in cardiovascular physiology at altitude with previous understanding, as well as its potential implications on cardiovascular disease. Altogether, it was found that the changes at altitude to cardiovascular physiology are profound enough to have a noteworthy effect on many forms of cardiovascular disease. While often asymptomatic, there is some risk in high altitude exposure for individuals with certain cardiovascular diseases. Although controlled research in patients with cardiovascular disease was largely lacking, meaning firm conclusions cannot be drawn, these risks should be a consideration to both the individual and their physician.

Low-Altitude Exploration of the Venus Atmosphere by Balloon

NASA Technical Reports Server (NTRS)

Landis, Geoffrey A.

2010-01-01

The planet Venus represents an exciting target for future exploration by spacecraft. One target of scientific interest is the lower atmosphere, which represents an environment of high temperature and moderate to high atmospheric pressure. This represents a considerable challenge to the technical art of ballooning, but one which may be amenable to solution. Several possible designs for low-altitude balloons are discussed. Conceptual design for three mission examples are analyzed: a conventional balloon operating below the cloud level at an altitude of 25 kilometers, a large rigid-envelope balloon operating near the surface at an altitude of 5 kilometers, and a small, technology demonstrator rigid-envelope balloon operating at 5 kilometers.

A channel simulator design study

NASA Technical Reports Server (NTRS)

Devito, D. M.; Goutmann, M. M.; Harper, R. C.

1971-01-01

A propagation path simulator was designed for the channel between a Tracking and Data Relay Satellite in geostationary orbit and a user spacecraft orbiting the earth at an altitude between 200 and 4000 kilometers. The simulator is required to duplicate the time varying parameters of the propagation channel.

Characterization of thunderstorm induced Maxwell current densities in the middle atmosphere

NASA Technical Reports Server (NTRS)

Baginski, Michael Edward

1989-01-01

Middle atmospheric transient Maxwell current densities generated by lightning induced charge perturbations are investigated via a simulation of Maxwell's equations. A time domain finite element analysis is employed for the simulations. The atmosphere is modeled as a region contained within a right circular cylinder with a height of 110 km and radius of 80 km. A composite conductivity profile based on measured data is used when charge perturbations are centered about the vertical axis at altitudes of 6 and 10 km. The simulations indicate that the temporal structure of the Maxwell current density is relatively insensitive to altitude variation within the region considered. It is also shown that the electric field and Maxwell current density are not generally aligned.

Astronaut Robert Crippen simulates preparation of Skylab meal

NASA Image and Video Library

1972-06-15

S72-41855 (15 June 1972) --- Astronaut Robert L. Crippen, Skylab Medical Experiment Altitude Test (SMEAT) commander, simulates the preparation of a Skylab meal. Crippen is a member of a three-man crew who will spend up to 56 days in the Crew Systems Division's 20-foot altitude chamber at the NASA Manned Spacecraft Center (MSC) beginning in mid-July to obtain medical data and evaluate medical experiment equipment for Skylab. The two crew members not shown in this view are astronauts Karol J. Bobko, SMEAT pilot, and Dr. William E. Thornton, SMEAT science pilot. Photo credit: NASA

Synthetic Vision Systems - Operational Considerations Simulation Experiment

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Williams, Steven P.; Bailey, Randall E.; Glaab, Louis J.

2007-01-01

Synthetic vision is a computer-generated image of the external scene topography that is generated from aircraft attitude, high-precision navigation information, and data of the terrain, obstacles, cultural features, and other required flight information. A synthetic vision system (SVS) enhances this basic functionality with real-time integrity to ensure the validity of the databases, perform obstacle detection and independent navigation accuracy verification, and provide traffic surveillance. Over the last five years, NASA and its industry partners have developed and deployed SVS technologies for commercial, business, and general aviation aircraft which have been shown to provide significant improvements in terrain awareness and reductions in the potential for Controlled-Flight-Into-Terrain incidents/accidents compared to current generation cockpit technologies. It has been hypothesized that SVS displays can greatly improve the safety and operational flexibility of flight in Instrument Meteorological Conditions (IMC) to a level comparable to clear-day Visual Meteorological Conditions (VMC), regardless of actual weather conditions or time of day. An experiment was conducted to evaluate SVS and SVS-related technologies as well as the influence of where the information is provided to the pilot (e.g., on a Head-Up or Head-Down Display) for consideration in defining landing minima based upon aircraft and airport equipage. The "operational considerations" evaluated under this effort included reduced visibility, decision altitudes, and airport equipage requirements, such as approach lighting systems, for SVS-equipped aircraft. Subjective results from the present study suggest that synthetic vision imagery on both head-up and head-down displays may offer benefits in situation awareness; workload; and approach and landing performance in the visibility levels, approach lighting systems, and decision altitudes tested.

Synthetic vision systems: operational considerations simulation experiment

NASA Astrophysics Data System (ADS)

Kramer, Lynda J.; Williams, Steven P.; Bailey, Randall E.; Glaab, Louis J.

2007-04-01

Synthetic vision is a computer-generated image of the external scene topography that is generated from aircraft attitude, high-precision navigation information, and data of the terrain, obstacles, cultural features, and other required flight information. A synthetic vision system (SVS) enhances this basic functionality with real-time integrity to ensure the validity of the databases, perform obstacle detection and independent navigation accuracy verification, and provide traffic surveillance. Over the last five years, NASA and its industry partners have developed and deployed SVS technologies for commercial, business, and general aviation aircraft which have been shown to provide significant improvements in terrain awareness and reductions in the potential for Controlled-Flight-Into-Terrain incidents / accidents compared to current generation cockpit technologies. It has been hypothesized that SVS displays can greatly improve the safety and operational flexibility of flight in Instrument Meteorological Conditions (IMC) to a level comparable to clear-day Visual Meteorological Conditions (VMC), regardless of actual weather conditions or time of day. An experiment was conducted to evaluate SVS and SVS-related technologies as well as the influence of where the information is provided to the pilot (e.g., on a Head-Up or Head-Down Display) for consideration in defining landing minima based upon aircraft and airport equipage. The "operational considerations" evaluated under this effort included reduced visibility, decision altitudes, and airport equipage requirements, such as approach lighting systems, for SVS-equipped aircraft. Subjective results from the present study suggest that synthetic vision imagery on both head-up and head-down displays may offer benefits in situation awareness; workload; and approach and landing performance in the visibility levels, approach lighting systems, and decision altitudes tested.

Modeling and Numerical Simulation of Microwave Pulse Propagation in Air Breakdown Environment

NASA Technical Reports Server (NTRS)

Kuo, S. P.; Kim, J.

1991-01-01

Numerical simulation is used to investigate the extent of the electron density at a distant altitude location which can be generated by a high-power ground-transmitted microwave pulse. This is done by varying the power, width, shape, and carrier frequency of the pulse. The results show that once the breakdown threshold field is exceeded in the region below the desired altitude location, electron density starts to build up in that region through cascading breakdown. The generated plasma attenuates the pulse energy (tail erosion) and thus deteriorates the energy transmission to the destined altitude. The electron density saturates at a level limited by the pulse width and the tail erosion process. As the pulse continues to travel upward, though the breakdown threshold field of the background air decreases, the pulse energy (width) is reduced more severely by the tail erosion process. Thus, the electron density grows more quickly at the higher altitude, but saturates at a lower level. Consequently, the maximum electron density produced by a single pulse at 50 km altitude, for instance, is limited to a value below 10(exp 6) cm(exp -3). Three different approaches are examined to determine if the ionization at the destined location can be improved: a repetitive pulse approach, a focused pulse approach, and two intersecting beams. Only the intersecting beam approach is found to be practical for generating the desired density level.

DLR HABLEG- High Altitude Balloon Launched Experimental Glider

NASA Astrophysics Data System (ADS)

Wlach, S.; Schwarzbauch, M.; Laiacker, M.

2015-09-01

The group Flying Robots at the DLR Institute of Robotics and Mechatronics in Oberpfaffenhofen conducts research on solar powered high altitude aircrafts. Due to the high altitude and the almost infinite mission duration, these platforms are also denoted as High Altitude Pseudo-Satellites (HAPS). This paper highlights some aspects of the design, building, integration and testing of a flying experimental platform for high altitudes. This unmanned aircraft, with a wingspan of 3 m and a mass of less than 10 kg, is meant to be launched as a glider from a high altitude balloon in 20 km altitude and shall investigate technologies for future large HAPS platforms. The aerodynamic requirements for high altitude flight included the development of a launch method allowing for a safe transition to horizontal flight from free-fall with low control authority. Due to the harsh environmental conditions in the stratosphere, the integration of electronic components in the airframe is a major effort. For regulatory reasons a reliable and situation dependent flight termination system had to be implemented. In May 2015 a flight campaign was conducted. The mission was a full success demonstrating that stratospheric research flights are feasible with rather small aircrafts.

Putting Safety First in the Sky

NASA Technical Reports Server (NTRS)

2003-01-01

As a result of technology developed at NASA s Kennedy Space Center, pilots now have a hand-held personal safety device to warn them of potentially dangerous or deteriorating cabin pressure altitude conditions before hypoxia becomes a threat. The Personal Cabin Pressure Altitude Monitor and Warning System monitors cabin pressure to determine when supplemental oxygen should be used according to Federal Aviation Regulations. The device benefits both pressurized and nonpressurized aircraft operations - warning pressurized aircraft when the required safe cabin pressure altitude is compromised, and reminding nonpressurized aircraft when supplemental oxygen is needed.

Pulmonary decompression sickness at altitude: early symptoms and circulating gas emboli

NASA Technical Reports Server (NTRS)

Balldin, Ulf I.; Pilmanis, Andrew A.; Webb, James T.

2002-01-01

INTRODUCTION: Pulmonary altitude decompression sickness (DCS) is a rare condition. 'Chokes' which are characterized by the triad of substernal pain, cough, and dyspnea, are considered to be associated with severe accumulation of gas bubbles in the pulmonary capillaries and may rapidly develop into a life-threatening medical emergency. This study was aimed at characterizing early symptomatology and the appearance of venous gas emboli (VGE). METHODS: Symptoms of simulated-altitude DCS and VGE (with echo-imaging ultrasound) were analyzed in 468 subjects who participated in 22 high altitude hypobaric chamber research protocols from 1983 to 2001 at Brooks Air Force Base, TX. RESULTS: Of 2525 subject-exposures to simulated altitude, 1030 (41%) had symptoms of DCS. Only 29 of those included DCS-related pulmonary symptoms. Of these, only 3 subjects had all three pulmonary symptoms of chokes; 9 subjects had two of the pulmonary symptoms; and 17 subjects had only one. Of the 29 subject-exposures with pulmonary symptoms, 27 had VGE and 21 had severe VGE. The mean onset times of VGE and symptoms in the 29 subject-exposures were 42 +/- 30 min and 109 +/- 61 min, respectively. In 15 subjects, the symptoms disappeared during recompression to ground level followed by 2 h of oxygen breathing. In the remaining 14 cases, the symptoms disappeared with immediate hyperbaric oxygen treatment. CONCLUSIONS: Pulmonary altitude DCS or chokes is confirmed to be a rare condition. Our data showed that when diagnosed early, recompression to ground level pressure and/or hyperbaric oxygen treatment was 100% successful in resolving the symptoms.

Lung volumes, pulmonary ventilation, and hypoxia following rapid decompression to 60,000 ft (18,288 m).

PubMed

Connolly, Desmond M; D'Oyly, Timothy J; McGown, Amanda S; Lee, Vivienne M

2013-06-01

Rapid decompressions (RD) to 60,000 ft (18,288 m) were undertaken by six subjects to provide evidence of satisfactory performance of a contemporary, partial pressure assembly life support system for the purposes of flight clearance. A total of 12 3-s RDs were conducted with subjects breathing 56% oxygen (balance nitrogen) at the base (simulated cabin) altitude of 22,500 ft (6858 m), switching to 100% oxygen under 72 mmHg (9.6 kPa) of positive pressure at the final (simulated aircraft) altitude. Respiratory pressures, flows, and gas compositions were monitored continuously throughout. All RDs were completed safely, but one subject experienced significant hypoxia during the minute at final altitude, associated with severe hemoglobin desaturation to a low of 53%. Accurate data on subjects' lung volumes were obtained and individual responses post-RD were reviewed in relation to patterns of pulmonary ventilation. The occurrence of severe hypoxia is explained by hypoventilation in conjunction with unusually large lung volumes (total lung capacity 10.18 L). Subjects' lung volumes and patterns of pulmonary ventilation are critical, but idiosyncratic, determinants of alveolar oxygenation and severity of hypoxia following RD to 60,000 ft (18,288 m). At such extreme altitudes even vaporization of water condensate in the oxygen mask may compromise oxygen delivery. An altitude ceiling of 60,000 ft (18,288 m) is the likely threshold for reliable protection using partial pressure assemblies and aircrew should be instructed to take two deep 'clearing' breaths immediately following RD at such extreme pressure breathing altitudes.

From Low Altitude to High Altitude: Assimilating SAMPEX Data in Global Radiation Belt Models by Quantifying Precipitation and Loss

NASA Astrophysics Data System (ADS)

Tu, W.; Reeves, G. D.; Cunningham, G.; Selesnick, R. S.; Li, X.; Looper, M. D.

2012-12-01

Since its launch in 1992, SAMPEX has been continuously providing measurements of radiation belt electrons at low altitude, which are not only ideal for the direct quantification of the electron precipitation loss in the radiation belt, but also provide data coverage in a critical region for global radiation belt data assimilation models. However, quantitatively combining high-altitude and low-earth-orbit (LEO) measurements on the same L-shell is challenging because LEO measurements typically contain a dynamic mixture of trapped and precipitating populations. Specifically, the electrons measured by SAMPEX can be distinguished as trapped, quasi-trapped (in the drift loss cone), and precipitating (in the bounce loss cone). To simulate the low-altitude electron distribution observed by SAMPEX/PET, a drift-diffusion model has been developed that includes the effects of azimuthal drift and pitch angle diffusion. The simulation provides direct quantification of the rates and variations of electron loss to the atmosphere, a direct input to our Dynamic Radiation Environment Assimilation Model (DREAM) as the electron loss lifetimes. The current DREAM uses data assimilation to combine a 1D radial diffusion model with observational data of radiation belt electrons. In order to implement the mixed electron measurements from SAMPEX into DREAM, we need to map the SAMPEX data from low altitude to high altitudes. To perform the mapping, we will first examine the well-known 'global coherence' of radiation belt electrons by comparing SAMPEX electron fluxes with the energetic electron data from LANL GEO and GPS spacecraft. If the correlation is good, we can directly map the SAMPEX fluxes to high altitudes based on the global coherence; if not, we will use the derived pitch angle distribution from the drift-diffusion model to map up the field and test the mapping by comparing to the high-altitude flux measurements. Then the globally mapped electron fluxes can be assimilated into DREAM. This new implementation of SAMPEX data will greatly augment the data coverage of DREAM and contribute to the global specification of the radiation belt environment.

Aerial Measuring System Sensor Modeling

DOE Office of Scientific and Technical Information (OSTI.GOV)

R. S. Detwiler

2002-04-01

This project deals with the modeling the Aerial Measuring System (AMS) fixed-wing and rotary-wing sensor systems, which are critical U.S. Department of Energy's National Nuclear Security Administration (NNSA) Consequence Management assets. The fixed-wing system is critical in detecting lost or stolen radiography or medical sources, or mixed fission products as from a commercial power plant release at high flying altitudes. The helicopter is typically used at lower altitudes to determine ground contamination, such as in measuring americium from a plutonium ground dispersal during a cleanup. Since the sensitivity of these instruments as a function of altitude is crucial in estimatingmore » detection limits of various ground contaminations and necessary count times, a characterization of their sensitivity as a function of altitude and energy is needed. Experimental data at altitude as well as laboratory benchmarks is important to insure that the strong effects of air attenuation are modeled correctly. The modeling presented here is the first attempt at such a characterization of the equipment for flying altitudes. The sodium iodide (NaI) sensors utilized with these systems were characterized using the Monte Carlo N-Particle code (MCNP) developed at Los Alamos National Laboratory. For the fixed wing system, calculations modeled the spectral response for the 3-element NaI detector pod and High-Purity Germanium (HPGe) detector, in the relevant energy range of 50 keV to 3 MeV. NaI detector responses were simulated for both point and distributed surface sources as a function of gamma energy and flying altitude. For point sources, photopeak efficiencies were calculated for a zero radial distance and an offset equal to the altitude. For distributed sources approximating an infinite plane, gross count efficiencies were calculated and normalized to a uniform surface deposition of 1 {micro}Ci/m{sup 2}. The helicopter calculations modeled the transport of americium-241 ({sup 241}Am) as this is the ''marker'' isotope utilized by the system for Pu detection. The helicopter sensor array consists of 2 six-element NaI detector pods, and the NaI pod detector response was simulated for a distributed surface source of {sup 241}Am as a function of altitude.« less

Altitude Performance Characteristics of Tail-pipe Burner with Convergingconical Burner Section on J47 Turbojet Engine

NASA Technical Reports Server (NTRS)

Prince, William R; Mcaulay, John E

1950-01-01

An investigation of turbojet-engine thrust augmentation by means of tail-pipe burning was conducted in the NACA Lewis altitude wind tunnel. Performance data were obtained with a tail-pipe burner having a converging conical burner section installed on an axial-flow-compressor type turbojet engine over a range of simulated flight conditions and tail-pipe fuel-air ratios with a fixed-area exhaust nozzle. A maximum tail-pipe combustion efficiency of 0.86 was obtained at an altitude of 15,000 feet and a flight Mach number of 0.23. Tail-pipe burner operation was possible up to an altitude of 45,000 feet at a flight Mach number of 0.23.

Verification of a ground-based method for simulating high-altitude, supersonic flight conditions

NASA Astrophysics Data System (ADS)

Zhou, Xuewen; Xu, Jian; Lv, Shuiyan

Ground-based methods for accurately representing high-altitude, high-speed flight conditions have been an important research topic in the aerospace field. Based on an analysis of the requirements for high-altitude supersonic flight tests, a ground-based test bed was designed combining Laval nozzle, which is often found in wind tunnels, with a rocket sled system. Sled tests were used to verify the performance of the test bed. The test results indicated that the test bed produced a uniform-flow field with a static pressure and density equivalent to atmospheric conditions at an altitude of 13-15km and at a flow velocity of approximately M 2.4. This test method has the advantages of accuracy, fewer experimental limitations, and reusability.

Observation of a 27-day solar signature in noctilucent cloud altitude

NASA Astrophysics Data System (ADS)

Köhnke, Merlin C.; von Savigny, Christian; Robert, Charles E.

2018-05-01

Previous studies have identified solar 27-day signatures in several parameters in the Mesosphere/Lower thermosphere region, including temperature and Noctilucent cloud (NLC) occurrence frequency. In this study we report on a solar 27-day signature in NLC altitude with peak-to-peak variations of about 400 m. We use SCIAMACHY limb-scatter observations from 2002 to 2012 to detect NLCs. The superposed epoch analysis method is applied to extract solar 27-day signatures. A 27-day signature in NLC altitude can be identified in both hemispheres in the SCIAMACHY dataset, but the signature is more pronounced in the northern hemisphere. The solar signature in NLC altitude is found to be in phase with solar activity and temperature for latitudes ≳ 70 ° N. We provide a qualitative explanation for the positive correlation between solar activity and NLC altitude based on published model simulations.

Researching on the process of remote sensing video imagery

NASA Astrophysics Data System (ADS)

Wang, He-rao; Zheng, Xin-qi; Sun, Yi-bo; Jia, Zong-ren; Wang, He-zhan

Unmanned air vehicle remotely-sensed imagery on the low-altitude has the advantages of higher revolution, easy-shooting, real-time accessing, etc. It's been widely used in mapping , target identification, and other fields in recent years. However, because of conditional limitation, the video images are unstable, the targets move fast, and the shooting background is complex, etc., thus it is difficult to process the video images in this situation. In other fields, especially in the field of computer vision, the researches on video images are more extensive., which is very helpful for processing the remotely-sensed imagery on the low-altitude. Based on this, this paper analyzes and summarizes amounts of video image processing achievement in different fields, including research purposes, data sources, and the pros and cons of technology. Meantime, this paper explores the technology methods more suitable for low-altitude video image processing of remote sensing.

Intracanal molar barometric pressure differentials at simulated altitude conditions - proof of concept study.

PubMed

Roberts, H W; Kirkpatrick, T C

2016-08-01

To evaluate whether objective data could be obtained regarding internal pressure conditions of a molar tooth with canals prepared but not filled exposed to reduced barometric pressures that could be experienced by aircrew. The root canals of five mandibular molars were prepared but not filled. Root apices were sealed with a resin-modified glass-ionomer liner and root surfaces sealed with a dental adhesive. The sealed root surfaces were then coated with a polyvinylsiloxane (PVS) adhesive and the teeth inserted into cylinders of PVS impression material to the level of the cervical enamel junction. Barometric pressure transducers were placed in the pulp chambers with the endodontic access sealed with cotton and a provisional restoration. The specimens were then subjected to a manually controlled, atmospheric altitude challenge consisting of a slow ascent and descent to a simulated 25 000 feet above sea level followed by a rapid altitude climb and descent. The real-time difference between intracanal and simulated atmospheric pressures were recorded and correlated (Pearson's, P = 0.05). No tooth material fractured, and there was no failure of the provisional restorations. Barometric pressures inside the closed prepared molar canals and the ambient atmospheric pressure were found to correlate (r(2)  = 0.97-0.99; P < 0.0001), but pressure equalization lags were observed. However, no differences greater than six pounds per square inch (310 torr) were noted. This pilot study established a protocol that demonstrated that objective data regarding barometric pressures within the prepared canals of molars can be obtained at simulated altitude conditions. Published 2015. This article is a U.S. Government work and is in the public domain in the USA.

Physics-based simulations of aerial attacks by peregrine falcons reveal that stooping at high speed maximizes catch success against agile prey.

PubMed

Mills, Robin; Hildenbrandt, Hanno; Taylor, Graham K; Hemelrijk, Charlotte K

2018-04-01

The peregrine falcon Falco peregrinus is renowned for attacking its prey from high altitude in a fast controlled dive called a stoop. Many other raptors employ a similar mode of attack, but the functional benefits of stooping remain obscure. Here we investigate whether, when, and why stooping promotes catch success, using a three-dimensional, agent-based modeling approach to simulate attacks of falcons on aerial prey. We simulate avian flapping and gliding flight using an analytical quasi-steady model of the aerodynamic forces and moments, parametrized by empirical measurements of flight morphology. The model-birds' flight control inputs are commanded by their guidance system, comprising a phenomenological model of its vision, guidance, and control. To intercept its prey, model-falcons use the same guidance law as missiles (pure proportional navigation); this assumption is corroborated by empirical data on peregrine falcons hunting lures. We parametrically vary the falcon's starting position relative to its prey, together with the feedback gain of its guidance loop, under differing assumptions regarding its errors and delay in vision and control, and for three different patterns of prey motion. We find that, when the prey maneuvers erratically, high-altitude stoops increase catch success compared to low-altitude attacks, but only if the falcon's guidance law is appropriately tuned, and only given a high degree of precision in vision and control. Remarkably, the optimal tuning of the guidance law in our simulations coincides closely with what has been observed empirically in peregrines. High-altitude stoops are shown to be beneficial because their high airspeed enables production of higher aerodynamic forces for maneuvering, and facilitates higher roll agility as the wings are tucked, each of which is essential to catching maneuvering prey at realistic response delays.

Techniques utilized in the simulated altitude testing of a 2D-CD vectoring and reversing nozzle

NASA Technical Reports Server (NTRS)

Block, H. Bruce; Bryant, Lively; Dicus, John H.; Moore, Allan S.; Burns, Maureen E.; Solomon, Robert F.; Sheer, Irving

1988-01-01

Simulated altitude testing of a two-dimensional, convergent-divergent, thrust vectoring and reversing exhaust nozzle was accomplished. An important objective of this test was to develop test hardware and techniques to properly operate a vectoring and reversing nozzle within the confines of an altitude test facility. This report presents detailed information on the major test support systems utilized, the operational performance of the systems and the problems encountered, and test equipment improvements recommended for future tests. The most challenging support systems included the multi-axis thrust measurement system, vectored and reverse exhaust gas collection systems, and infrared temperature measurement systems used to evaluate and monitor the nozzle. The feasibility of testing a vectoring and reversing nozzle of this type in an altitude chamber was successfully demonstrated. Supporting systems performed as required. During reverser operation, engine exhaust gases were successfully captured and turned downstream. However, a small amount of exhaust gas spilled out the collector ducts' inlet openings when the reverser was opened more than 60 percent. The spillage did not affect engine or nozzle performance. The three infrared systems which viewed the nozzle through the exhaust collection system worked remarkably well considering the harsh environment.

Enhanced 630nm equatorial airglow emission observed by Limb Viewing Hyper Spectral Imager (LiVHySI) onboard YOUTHSAT-1

NASA Astrophysics Data System (ADS)

Bisht, R. S.; Thapa, N.; Babu, P. N.

2016-04-01

The Earth's airglow layer, when observed in the limb view mode, appears to be a double layer. LiVHySI onboard YOUTHSAT (inclination 98.730, apogee 817 km, launched by Indian Space Research Organization in April, 2011) is an Earth's limb viewing camera measuring airglow emissions in the spectral window of 550-900 nm. Total altitude coverage is about 500 km with command selectable lowest altitude. During few of the orbits we have observed the double layer structure and obtained absolute spectral intensity and altitude profile for 630 nm airglow emission. Our night time observations of upper atmosphere above dip equator carried out on 3rd May, 2011 show a prominent 630 nm double layer structure. The upper airglow layer consists of the 630 nm atomic oxygen O(1D) emission line and lower layer consists of OH(9-3) meinel band emission at 630 nm. The volume emission rate as a function of altitude is simulated for our observational epoch and the modeled limb intensity distribution is compared with the observations. The observations are in good agreement with the simulated intensity distribution.

LPV H-infinity Control for the Longitudinal Dynamics of a Flexible Air-Breathing Hypersonic Vehicle

NASA Astrophysics Data System (ADS)

Hughes, Hunter Douglas

This dissertation establishes the method needed to synthesize and simulate an Hinfinity Linear Parameter-Varying (LPV) controller for a flexible air-breathing hypersonic vehicle model. A study was conducted to gain the understanding of the elastic effects on the open loop system. It was determined that three modes of vibration would be suitable for the hypersonic vehicle model. It was also discovered from the open loop study that there is strong coupling in the hypersonic vehicle states, especially between the angle of attack, pitch rate, pitch attitude, and the exible modes of the vehicle. This dissertation outlines the procedure for synthesizing a full state feedback Hinfinity LPV controller for the hypersonic vehicle. The full state feedback study looked at both velocity and altitude tracking for the exible vehicle. A parametric study was conducted on each of these controllers to see the effects of changing the number of gridding points in the parameter space and changing the parameter variation rate limits in the system on the robust performance of the controller. As a result of the parametric study, a 7 x 7 grid ranging from Mach 7 to Mach 9 in velocity and from 70,000 feet to 90,000 feet in altitude, and a parameter variation rate limit of [.5 200]T was used for both the velocity tracking and altitude tracking cases. The resulting Hinfinity robust performances were gamma = 2.2224 for the velocity tracking case and = 1:7582 for the altitude tracking case. A linear analysis was then conducted on five different selected trim points from the Hinfinity LPV controller. This was conducted for the velocity tracking and altitude tracking cases. The results of linear analysis show that there is a slight difference in the response of the Hinfinity LPV controller and the fixed point H infinity controller. For the tracking task, the Hinfinity controller responds more quickly, and has a lower Hinfinity performance value. Next, the H infinity LPV controller was simulated using the nonlinear flexible hypersonic model for both the velocity tracking and altitude tracking cases. Both of these cases were subject to a ramp input and a multi-step input both with and without perturbation in the model. The results of the simulation show that the tracking state follows the command signal successfully though the perturbed system does show some higher frequency characteristics in the non-tracking states. It was discovered that there is an issue with integral windup when switching takes place in the controller, so an algorithm was implemented to reset the integration of the error on the tracking state when the switch takes place. It was also seen that there was a decline in altitude when tracking velocity, and a large change in velocity that occurred during altitude tracking. These results lead to the decision to include a unity gain regulation state on velocity for the altitude tracking and the altitude for the velocity tracking during the output feedback control synthesis. The procedure for synthesizing an output feedback H infinity LPV controller for the hypersonic vehicle is also discussed in this dissertation. The output feedback design looked at velocity tracking and altitude tracking with rigid body motion variables for both the exible and rigid body hypersonic vehicle models. As with the full state feedback controller, a parametric study was conducted on each of these controllers to determine the number of gridding points in the parameter space and the parameter variation rate limits in the system. The parametric study reveals a 7x7 grid ranging from Mach 7 to Mach 9 in velocity and from 70,000 feet to 90,000 feet in altitude, and a parameter variation rate limit of [.1 200]T is preferable for both the velocity tracking and altitude tracking cases with both the exible and rigid body assumptions. The resulting Hinfinity robust performances were gamma = 113:2146 for the exible body velocity tracking case, gamma = 83.6931 for the rigid body velocity tracking case, gamma = 107:2043 for the exible body altitude tracking case, and gamma = 97:7403 for the rigid body altitude tracking case. A linear analysis was then conducted on five different selected trim points from the Hinfinity LPV controller. The results of this analysis show that there is a larger difference in the response of the Hinfinity LPV controller and the Hinfinity controller. For the tracking task, the Hinfinity controller responds more quickly, and has a lower Hinfinity performance value. Next, the Hinfinity LPV controller was applied to the exible nonlinear plant model. The rigid body controllers were applied to the exible plant model to see if the exible nature of the vehicle could be treated as a perturbation to the system. Additionally, there were simulations run both with and without sensor noise and parametric uncertainty. The results of simulation show that the rigid body controller is able to successfully apply to the exible body model for the velocity tracking case, but is unable to stabilize the altitude tracking case. It was also seen that the system is able to track the command signal while minimizing the variations seen in the altitude for the velocity tracking case and in the velocity during the altitude tracking case. Additionally, there was no obvious effect of perturbations in the system on the tracking state or secondary regulation state. There were high frequency responses associated with the other perturbed states.

A simulation of GPS and differential GPS sensors

NASA Technical Reports Server (NTRS)

Rankin, James M.

1993-01-01

The Global Positioning System (GPS) is a revolutionary advance in navigation. Users can determine latitude, longitude, and altitude by receiving range information from at least four satellites. The statistical accuracy of the user's position is directly proportional to the statistical accuracy of the range measurement. Range errors are caused by clock errors, ephemeris errors, atmospheric delays, multipath errors, and receiver noise. Selective Availability, which the military uses to intentionally degrade accuracy for non-authorized users, is a major error source. The proportionality constant relating position errors to range errors is the Dilution of Precision (DOP) which is a function of the satellite geometry. Receivers separated by relatively short distances have the same satellite and atmospheric errors. Differential GPS (DGPS) removes these errors by transmitting pseudorange corrections from a fixed receiver to a mobile receiver. The corrected pseudorange at the moving receiver is now corrupted only by errors from the receiver clock, multipath, and measurement noise. This paper describes a software package that models position errors for various GPS and DGPS systems. The error model is used in the Real-Time Simulator and Cockpit Technology workstation simulations at NASA-LaRC. The GPS/DGPS sensor can simulate enroute navigation, instrument approaches, or on-airport navigation.

Refrigeration Compressors for the Altitude Wind Tunnel

NASA Image and Video Library

1944-09-21

These compressors inside the Refrigeration Building at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory were used to generate cold temperatures in the Altitude Wind Tunnel (AWT) and Icing Research Tunnel. The AWT was a large facility that simulated actual flight conditions at high altitudes. The two primary aspects of altitude simulation are the reduction of the air pressure and the decrease of temperature. The Icing Research Tunnel was a smaller facility in which water droplets were added to the refrigerated air stream to simulate weather conditions that produced ice buildup on aircraft. The military pressured the NACA to complete the tunnels quickly so they could be of use during World War II. The NACA engineers struggled with the design of this refrigeration system, so Willis Carrier, whose Carrier Corporation had pioneered modern refrigeration, took on the project. The Carrier engineers devised the largest cooling system of its kind in the world. The system could lower the tunnels’ air temperature to –47⁰ F. The cooling system was powered by 14 Carrier and York compressors, seen in this photograph, which were housed in the Refrigeration Building between the two wind tunnels. The compressors converted the Freon 12 refrigerant into a liquid. The refrigerant was then pumped into zig-zag banks of cooling coils inside the tunnels’ return leg. The Freon absorbed heat from the airflow as it passed through the coils. The heat was transferred to the cooling water and sent to the cooling tower where it was dissipated into the atmosphere.

Laser Altimeter for Flight Simulator

NASA Technical Reports Server (NTRS)

Webster, L. D.

1986-01-01

Height of flight-simulator probe above model of terrain measured by automatic laser triangulation system. Airplane simulated by probe that moves over model of terrain. Altitude of airplane scaled from height of probe above model. Height measured by triangulation of laser beam aimed at intersection of model surface with plumb line of probe.

Balloon Ascent: 3-D Simulation Tool for the Ascent and Float of High-Altitude Balloons

NASA Technical Reports Server (NTRS)

Farley, Rodger E.

2005-01-01

The BalloonAscent balloon flight simulation code represents a from-scratch development using Visual Basic 5 as the software platform. The simulation code is a transient analysis of balloon flight, predicting the skin and gas temperatures along with the 3-D position and velocity in a time and spatially varying environment. There are manual and automated controls for gas valving and the dropping of ballast. Also, there are many handy calculators, such as appropriate free lift, and steady-state thermal solutions with temperature gradients. The strength of this simulation model over others in the past is that the infrared environment is deterministic rather than guessed at. The ground temperature is specified along with the emissivity, which creates a ground level IR environment that is then partially absorbed as it travels upward through the atmosphere to the altitude of the balloon.

Standalone GPS L1 C/A Receiver for Lunar Missions.

PubMed

Capuano, Vincenzo; Blunt, Paul; Botteron, Cyril; Tian, Jia; Leclère, Jérôme; Wang, Yanguang; Basile, Francesco; Farine, Pierre-André

2016-03-09

Global Navigation Satellite Systems (GNSSs) were originally introduced to provide positioning and timing services for terrestrial Earth users. However, space users increasingly rely on GNSS for spacecraft navigation and other science applications at several different altitudes from the Earth surface, in Low Earth Orbit (LEO), Medium Earth Orbit (MEO), Geostationary Earth Orbit (GEO), and feasibility studies have proved that GNSS signals can even be tracked at Moon altitude. Despite this, space remains a challenging operational environment, particularly on the way from the Earth to the Moon, characterized by weaker signals with wider gain variability, larger dynamic ranges resulting in higher Doppler and Doppler rates and critically low satellite signal availability. Following our previous studies, this paper describes the proof of concept "WeakHEO" receiver; a GPS L1 C/A receiver we developed in our laboratory specifically for lunar missions. The paper also assesses the performance of the receiver in two representative portions of an Earth Moon Transfer Orbit (MTO). The receiver was connected to our GNSS Spirent simulator in order to collect real-time hardware-in-the-loop observations, and then processed by the navigation module. This demonstrates the feasibility, using current technology, of effectively exploiting GNSS signals for navigation in a MTO.

Centurion in Flight over Lakebed with STS Mate-DeMate Device in Background

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing in flight during an initial series of low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. The special Mate-DeMate structure used by NASA to attach Space Shuttle orbiters to the back of modified Boeing 747s for transport to other locations can be seen in the background of this photo. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

NASA Glenn Propulsion Systems Lab (PSL) Icing Facility Update

NASA Technical Reports Server (NTRS)

Thomas, Queito P.

2015-01-01

The NASA Glenn Research Center Propulsion Systems Lab (PSL) was recently upgraded to perform engine inlet ice crystal testing in an altitude environment. The system installed 10 spray bars in the inlet plenum for ice crystal generation using 222 spray nozzles. As an altitude test chamber, PSL is capable of simulation of in-flight icing events in a ground test facility. The system was designed to operate at altitudes from 4,000 ft. to 40,000 ft. at Mach numbers up to 0.8M and inlet total temperatures from -60F to +15F.

A simple, analytical, axisymmetric microburst model for downdraft estimation

NASA Technical Reports Server (NTRS)

Vicroy, Dan D.

1991-01-01

A simple analytical microburst model was developed for use in estimating vertical winds from horizontal wind measurements. It is an axisymmetric, steady state model that uses shaping functions to satisfy the mass continuity equation and simulate boundary layer effects. The model is defined through four model variables: the radius and altitude of the maximum horizontal wind, a shaping function variable, and a scale factor. The model closely agrees with a high fidelity analytical model and measured data, particularily in the radial direction and at lower altitudes. At higher altitudes, the model tends to overestimate the wind magnitude relative to the measured data.

The yak genome and adaptation to life at high altitude.

PubMed

Qiu, Qiang; Zhang, Guojie; Ma, Tao; Qian, Wubin; Wang, Junyi; Ye, Zhiqiang; Cao, Changchang; Hu, Quanjun; Kim, Jaebum; Larkin, Denis M; Auvil, Loretta; Capitanu, Boris; Ma, Jian; Lewin, Harris A; Qian, Xiaoju; Lang, Yongshan; Zhou, Ran; Wang, Lizhong; Wang, Kun; Xia, Jinquan; Liao, Shengguang; Pan, Shengkai; Lu, Xu; Hou, Haolong; Wang, Yan; Zang, Xuetao; Yin, Ye; Ma, Hui; Zhang, Jian; Wang, Zhaofeng; Zhang, Yingmei; Zhang, Dawei; Yonezawa, Takahiro; Hasegawa, Masami; Zhong, Yang; Liu, Wenbin; Zhang, Yan; Huang, Zhiyong; Zhang, Shengxiang; Long, Ruijun; Yang, Huanming; Wang, Jian; Lenstra, Johannes A; Cooper, David N; Wu, Yi; Wang, Jun; Shi, Peng; Wang, Jian; Liu, Jianquan

2012-07-01

Domestic yaks (Bos grunniens) provide meat and other necessities for Tibetans living at high altitude on the Qinghai-Tibetan Plateau and in adjacent regions. Comparison between yak and the closely related low-altitude cattle (Bos taurus) is informative in studying animal adaptation to high altitude. Here, we present the draft genome sequence of a female domestic yak generated using Illumina-based technology at 65-fold coverage. Genomic comparisons between yak and cattle identify an expansion in yak of gene families related to sensory perception and energy metabolism, as well as an enrichment of protein domains involved in sensing the extracellular environment and hypoxic stress. Positively selected and rapidly evolving genes in the yak lineage are also found to be significantly enriched in functional categories and pathways related to hypoxia and nutrition metabolism. These findings may have important implications for understanding adaptation to high altitude in other animal species and for hypoxia-related diseases in humans.

Flight-Simulated Launch-Pad-Abort-to-Landing Maneuvers for a Lifting Body

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Rivers, Robert A.

1998-01-01

The results of an in-flight investigation of the feasibility of conducting a successful landing following a launch-pad abort of a vertically-launched lifting body are presented. The study attempted to duplicate the abort-to-land-ing trajectory from the point of apogee through final flare and included the steep glide and a required high-speed, low-altitude turn to the runway heading. The steep glide was flown by reference to ground-provided guidance. The low-altitude turn was flown visually with a reduced field- of-view duplicating that of the simulated lifting body. Results from the in-flight experiment are shown to agree with ground-based simulation results; however, these tests should not be regarded as a definitive due to performance and control law dissimilarities between the two vehicles.

Can patients with pulmonary hypertension travel to high altitude?

PubMed

Luks, Andrew M

2009-01-01

With the increasing popularity of adventure travel and mountain activities, it is likely that many high altitude travelers will have underlying medical problems and approach clinicians for advice about ensuring a safe sojourn. Patients with underlying pulmonary hypertension are one group who warrants significant concern during high altitude travel, because ambient hypoxia at high altitude will trigger hypoxic pulmonary vasoconstriction and cause further increases in pulmonary artery (PA) pressure, which may worsen hemodynamics and also predispose to acute altitude illness. After addressing basic information about pulmonary hypertension and pulmonary vascular responses to acute hypoxia, this review discusses the evidence supporting an increased risk for high altitude pulmonary edema in these patients, concerns regarding worsening oxygenation and right-heart function, the degree of underlying pulmonary hypertension necessary to increase risk, and the altitude at which such problems may occur. These patients may be able to travel to high altitude, but they require careful pre-trip assessment, including echocardiography and, when feasible, high altitude simulation testing with echocardiography to assess changes in PA pressure and oxygenation under hypoxic conditions. Those with mean PA pressure > or =35 mm Hg or systolic PA pressure > or =50 mm Hg at baseline should avoid travel to >2000 m; but if such travel is necessary or strongly desired, they should use supplemental oxygen during the sojourn. Patients with milder degrees of pulmonary hypertension may travel to altitudes <3000 m, but should consider prophylactic measures, including pulmonary vasodilators or supplemental oxygen.

Effects of Ascent to High Altitude on Human Antimycobacterial Immunity

PubMed Central

Aldridge, Robert W.; Siedner, Mark J.; Necochea, Alejandro; Leybell, Inna; Valencia, Teresa; Herrera, Beatriz; Wiles, Siouxsie; Friedland, Jon S.; Gilman, Robert H.; Evans, Carlton A.

2013-01-01

Background Tuberculosis infection, disease and mortality are all less common at high than low altitude and ascent to high altitude was historically recommended for treatment. The immunological and mycobacterial mechanisms underlying the association between altitude and tuberculosis are unclear. We studied the effects of altitude on mycobacteria and antimycobacterial immunity. Methods Antimycobacterial immunity was assayed in 15 healthy adults residing at low altitude before and after they ascended to 3400 meters; and in 47 long-term high-altitude residents. Antimycobacterial immunity was assessed as the extent to which participants’ whole blood supported or restricted growth of genetically modified luminescent Bacille Calmette-Guérin (BCG) mycobacteria during 96 hours incubation. We developed a simplified whole blood assay that could be used by a technician in a low-technology setting. We used this to compare mycobacterial growth in participants’ whole blood versus positive-control culture broth and versus negative-control plasma. Results Measurements of mycobacterial luminescence predicted the number of mycobacterial colonies cultured six weeks later. At low altitude, mycobacteria grew in blood at similar rates to positive-control culture broth whereas ascent to high altitude was associated with restriction (p≤0.002) of mycobacterial growth to be 4-times less than in culture broth. At low altitude, mycobacteria grew in blood 25-times more than negative-control plasma whereas ascent to high altitude was associated with restriction (p≤0.01) of mycobacterial growth to be only 6-times more than in plasma. There was no evidence of differences in antimycobacterial immunity at high altitude between people who had recently ascended to high altitude versus long-term high-altitude residents. Conclusions An assay of luminescent mycobacterial growth in whole blood was adapted and found to be feasible in low-resource settings. This demonstrated that ascent to or residence at high altitude was associated with decreased mycobacterial growth in whole blood relative to controls, consistent with altitude-related augmentation of antimycobacterial cellular immunity. PMID:24058530

Investigation of a nozzle instability on an F100 engine equipped with a digital electronic engine control

NASA Technical Reports Server (NTRS)

Burcham, F. W., Jr.; Zeller, J. R.

1984-01-01

An instability in the nozzle of the F100 engine, equipped with a digital electronic engine control (DEEC), was observed during a flight evaluation on an F-15 aircraft. The instability occurred in the upper left hand corner (ULMC) of the flight envelope during augmentation. The instability was not predicted by stability analysis, closed-loop simulations of the the engine, or altitude testing of the engine. The instability caused stalls and augmentor blowouts. The nozzle instability and the altitude testing are described. Linear analysis and nonlinear digital simulation test results are presented. Software modifications on further flight test are discussed.

Expanded operational capabilities of the Langley Mach 7 Scramjet test facility

NASA Technical Reports Server (NTRS)

Thomas, S. R.; Guy, R. W.

1983-01-01

An experimental research program conducted to expand the operational capabilities of the NASA Langley Mach 7 Scramjet Test Facility is described. Previous scramjet testing in this facility was limited to a single simulated flight condition of Mach 6.9 at an altitude of 115,300 ft. The arc heater research demonstrates the potential of the facility for scramjet testing at simulated flight conditions from Mach 4 (at altitudes from 77,000 to 114,000 ft) to Mach 7 (at latitudes from 108,000 to 149,000 ft). Arc heater electrical characteristics, operational problems, measurements of nitrogen oxide contaminants, and total-temperature profiles are discussed.

Effect of Fuel on Performance of a Single Combustor of an I-16 Turbojet Engine at Simulated Altitude Conditions

NASA Technical Reports Server (NTRS)

Zettle, Eugene V; Bolz, Ray E; Dittrich, R T

1947-01-01

As part of a study of the effects of fuel composition on the combustor performance of a turbojet engine, an investigation was made in a single I-16 combustor with the standard I-16 injection nozzle, supplied by the engine manufacturer, at simulated altitude conditions. The 10 fuels investigated included hydrocarbons of the paraffin olefin, naphthene, and aromatic classes having a boiling range from 113 degrees to 655 degrees F. They were hot-acid octane, diisobutylene, methylcyclohexane, benzene, xylene, 62-octane gasoline, kerosene, solvent 2, and Diesel fuel oil. The fuels were tested at combustor conditions simulating I-16 turbojet operation at an altitude of 45,000 feet and at a rotor speed of 12,200 rpm. At these conditions the combustor-inlet air temperature, static pressure, and velocity were 60 degrees F., 12.3 inches of mercury absolute, and 112 feet per second respectively, and were held approximately constant for the investigation. The reproducibility of the data is shown by check runs taken each day during the investigation. The combustion in the exhaust elbow was visually observed for each fuel investigated.

Exhaust emissions survey of a turbofan engine for flame holder swirl type augmentors at simulated altitude flight conditions

NASA Technical Reports Server (NTRS)

Moss, J. E., Jr.

1981-01-01

Emissions of carbon dioxide, total oxides of nitrogen, unburned hydrocarbons, and carbon monoxide from an F100 afterburning two spool turbofan engine at simulated flight conditions are reported. Tests were run at Mach 0.8 at altitudes of 10.97 and 13.71 km (36,000 and 45,000 ft), and at Mach 1.2 at 13.71 km (45,000 ft). Emission measurements were made from intermediate power (nonafterburning) through maximum afterburning, using a single point gas sample probe traversed across the horizontal diameter of the exhaust nozzle. The data show that emissions vary with flight speed, altitude, power level, and radial position across the nozzle. Carbon monoxide emissions were low for intermediate and partial afterburning power. Unburned hydrocarbons were near zero for most of the simulated flight conditions. At maximum afterburning, there were regions of NOx deficiency in regions of high CO. The results suggest that the low NOx levels observed in the tests are a result of interaction with high CO in the thermal converter. CO2 emissions were proportional to local fuel air ratio for all test conditions.

Contribution of cosmic ray particles to radiation environment at high mountain altitude: Comparison of Monte Carlo simulations with experimental data.

PubMed

Mishev, A L

2016-03-01

A numerical model for assessment of the effective dose due to secondary cosmic ray particles of galactic origin at high mountain altitude of about 3000 m above the sea level is presented. The model is based on a newly numerically computed effective dose yield function considering realistic propagation of cosmic rays in the Earth magnetosphere and atmosphere. The yield function is computed using a full Monte Carlo simulation of the atmospheric cascade induced by primary protons and α- particles and subsequent conversion of secondary particle fluence (neutrons, protons, gammas, electrons, positrons, muons and charged pions) to effective dose. A lookup table of the newly computed effective dose yield function is provided. The model is compared with several measurements. The comparison of model simulations with measured spectral energy distributions of secondary cosmic ray neutrons at high mountain altitude shows good consistency. Results from measurements of radiation environment at high mountain station--Basic Environmental Observatory Moussala (42.11 N, 23.35 E, 2925 m a.s.l.) are also shown, specifically the contribution of secondary cosmic ray neutrons. A good agreement with the model is demonstrated. Copyright © 2015 Elsevier Ltd. All rights reserved.

E-18900

NASA Image and Video Library

1968-06-04

As shown in this photo of the HL-10 flight simulator, the lifting-body pilots and engineers made use of early simulators for both training and the determination of a given vehicle's handling at various speeds, attitudes, and altitudes. This provided warning of possible problems.

Propulsion system assessment for very high UAV under ERAST

NASA Technical Reports Server (NTRS)

Bettner, James L.; Blandford, Craig S.; Rezy, Bernie J.

1995-01-01

A series of propulsion systems were configured to power a sensor platform to very high altitudes under the Experimental Research Advanced Sensor Technology (ERAST) program. The unmanned aircraft was required to carry a 100 kg instrument package to 90,000 ft altitude, collect samples and make scientific measurements for 4 hr, and then return to base. A performance screening evaluation of 11 propulsion systems for this high altitude mission was conducted. Engine configurations ranged from turboprop, spark ignition, two- and four-stroke diesel, rotary, and fuel cell concepts. Turbo and non-turbo-compounded, recuperated and nonrecuperated arrangements, along with regular JP and hydrogen fuels were interrogated. Each configuration was carried through a preliminary design where all turbomachinery, heat exchangers, and engine core concepts were sized and weighed for near-optimum design point performance. Mission analysis, which sized the aircraft for each of the propulsion systems investigated, was conducted. From the array of configurations investigated, the propulsion system for each of three different technology levels (i.e., state of the art, near term, and far term) that was best suited for this very high altitude mission was identified and recommended for further study.

Harnessing the Power of the Sun

NASA Technical Reports Server (NTRS)

2005-01-01

The Environmental Research Aircraft and Sensor Technology (ERAST) Alliance was created in 1994 and operated for 9 years as a NASA-sponsored coalition of 28 members from small companies, government, universities, and nonprofit organizations. ERAST s goal was to foster development of remotely piloted aircraft technology for scientific, humanitarian, and commercial purposes. Some of the aircraft in the ERAST Alliance were intended to fly unmanned at high altitudes for days at a time, and flying for such durations required alternative sources of power that did not add weight. The most successful solution for this type of sustained flight is the lightest solar energy. Photovoltaic cells convert sunlight directly into electricity. They are made of semi-conducting materials similar to those used in computer chips. When sunlight is absorbed, electrons are knocked loose from their atoms, allowing electricity to flow. Under the ERAST Alliance, two solar-powered technology demonstration aircraft, Pathfinder and Helios, were developed. Pathfinder is a lightweight, remotely piloted flying wing aircraft that demonstrated the technology of applying solar cells for long-duration, high-altitude flight. Solar arrays covering most of the upper wing surface provide power for the aircraft s electric motors, avionics, communications, and other electronic systems. Pathfinder also has a backup battery system that can provide power for between 2 and 5 hours to allow limited-duration flight after dark. It was designed, built, and operated by AeroVironment, Inc., of Monrovia, California. On September 11, 1995, Pathfinder reached an altitude of 50,500 feet, setting a new altitude record for solar-powered aircraft. The National Aeronautic Association presented the NASA-industry team with an award for 1 of the 10 Most Memorable Record Flights of 1995.

Preliminary Results of an Altitude-Wind-Tunnel Investigation of an Axial-Flow Gas Turbine-Propeller Engine. 3; Pressure and Temperature Distributions

NASA Technical Reports Server (NTRS)

Geisenheyner, Robert M.; Berdysz, Joseph J.

1948-01-01

Performance properties and operational characteristics of an axial-flow gas turbine-propeller engine were determined. Data are presented for a range of simulated altitudes from 5,000 to 35,0000 feet, compressor inlet- ram pressure ratios from 1.00 to 1.17, and engine speeds from 8000 to 13,000 rpm.

The photoelectron-driven polar wind: Coupled fluid- semikinetic simulations and measurements by the thermal ion dynamics experiment on the POLAR spacecraft

NASA Astrophysics Data System (ADS)

Su, Yi-Jiun

1998-11-01

The polar wind is an ambipolar outflow of thermal plasma from the terrestrial high latitude ionosphere to the magnetosphere along geomagnetic field lines. This dissertation comprises a simulation and data analysis investigation of the polar wind from the ionosphere to the magnetosphere. In order to study the transport of ionospheric plasma from the collisional lower ionosphere to the collisionless magnetosphere, a self-consistent steady state coupled fluid-semikinetic model has been developed, which incorporates photoelectron and magnetospheric plasma effects. In applying this treatment to the simulation of the photoelectron-driven polar wind, an electric potential layer of the order of 40 Volts which develops above 3 RE altitude is obtained, when the downward magnetospheric electron fluxes are insufficient to balance the ionospheric photoelectron flux. This potential layer accelerates the ionospheric ions to supersonic speeds at high altitudes, but not at low altitudes (as some previous theories have suggested). In order to experimentally investigate the polar wind, low-energy ion data obtained by the Thermal Ion Dynamics Experiment (TIDE) on the POLAR satellite has been analyzed. A survey of the polar wind characteristics as observed by TIDE at 5000 km and 8 RE altitudes is presented in this dissertation. At 5000 km altitude, the H+ polar wind exhibited a supersonic outflow, while O+ displayed subsonic downflow. Dramatic decreases of the 5000 km H+ and O+ ion densities and fluxes correlated with increasing solar zenith angle for the ionospheric base, which is consistent with solar illumination ionization control of the 5000 km ion densities. However, the polar cap downward O+ flow and the density declined from dayside to nightside, which is also consistent with a cleft ion fountain origin for the polar cap O+. At 8 RE altitude, both H+ and O+ outflows were supersonic, and H+ was the dominant ion species. The typical velocity ratios, VO+:VHe+:VH+~2:3:5, may suggest transport processes which result in comparable energy gains, such as electric potential layer produced by photoelectron effects.

Ventilation during simulated altitude, normobaric hypoxia and normoxic hypobaria

NASA Technical Reports Server (NTRS)

Loeppky, J. A.; Icenogle, M.; Scotto, P.; Robergs, R.; Hinghofer-Szalkay, H.; Roach, R. C.; Leoppky, J. A. (Principal Investigator)

1997-01-01

To investigate the possible effect of hypobaria on ventilation (VE) at high altitude, we exposed nine men to three conditions for 10 h in a chamber on separate occasions at least 1 week apart. These three conditions were: altitude (PB = 432, FIO2 = 0.207), normobaric hypoxia (PB = 614, FIO2 = 0.142) and normoxic hypobaria (PB = 434, FIO2 = 0.296). In addition, post-test measurements were made 2 h after returning to ambient conditions at normobaric normoxia (PB = 636, FIO2 = 0.204). In the first hour of exposure VE was increased similarly by altitude and normobaric hypoxia. The was 38% above post-test values and end-tidal CO2 (PET(CO2) was lower by 4 mmHg. After 3, 6 and 9 h, the average VE in normobaric hypoxia was 26% higher than at altitude (p < 0.01), resulting primarily from a decline in VE at altitude. The difference between altitude and normobaric hypoxia was greatest at 3 h (+ 39%). In spite of the higher VE during normobaric hypoxia, the PET(CO2) was higher than at altitude. Changes in VE and PET(CO2) in normoxic hypobaria were minimal relative to normobaric normoxia post-test measurements. One possible explanation for the lower VE at altitude is that CO2 elimination is relatively less at altitude because of a reduction in inspired gas density compared to normobaric hypoxia; this may reduce the work of breathing or alveolar deadspace. The greater VE during the first hour at altitude, relative to subsequent measurements, may be related to the appearance of microbubbles in the pulmonary circulation acting to transiently worsen matching. Results indicate that hypobaria per se effects ventilation under altitude conditions.

Reliability of CHAMP Anomaly Continuations

NASA Technical Reports Server (NTRS)

vonFrese, Ralph R. B.; Kim, Hyung Rae; Taylor, Patrick T.; Asgharzadeh, Mohammad F.

2003-01-01

CHAMP is recording state-of-the-art magnetic and gravity field observations at altitudes ranging over roughly 300 - 550 km. However, anomaly continuation is severely limited by the non-uniqueness of the process and satellite anomaly errors. Indeed, our numerical anomaly simulations from satellite to airborne altitudes show that effective downward continuations of the CHAMP data are restricted to within approximately 50 km of the observation altitudes while upward continuations can be effective over a somewhat larger altitude range. The great unreliability of downward continuation requires that the satellite geopotential observations must be analyzed at satellite altitudes if the anomaly details are to be exploited most fully. Given current anomaly error levels, joint inversion of satellite and near- surface anomalies is the best approach for implementing satellite geopotential observations for subsurface studies. We demonstrate the power of this approach using a crustal model constrained by joint inversions of near-surface and satellite magnetic and gravity observations for Maude Rise, Antarctica, in the southwestern Indian Ocean. Our modeling suggests that the dominant satellite altitude magnetic anomalies are produced by crustal thickness variations and remanent magnetization of the normal polarity Cretaceous Quiet Zone.

High-intensity intermittent exercise increases pulmonary interstitial edema at altitude but not at simulated altitude.

PubMed

Edsell, Mark E; Wimalasena, Yashvi H; Malein, William L; Ashdown, Kimberly M; Gallagher, Carla A; Imray, Chris H; Wright, Alex D; Myers, Stephen D

2014-12-01

Ascent to high altitude leads to a reduction in ambient pressure and a subsequent fall in available oxygen. The resulting hypoxia can lead to elevated pulmonary artery (PA) pressure, capillary stress, and an increase in interstitial fluid. This fluid can be assessed on lung ultrasound (LUS) by the presence of B-lines. We undertook a chamber and field study to assess the impact of high-intensity exercise in hypoxia on the development of pulmonary interstitial edema in healthy lowlanders. Thirteen volunteers completed a high-intensity intermittent exercise (HIIE) test at sea level, in acute normobaric hypoxia (12% O2, approximately 4090 m equivalent altitude), and in hypobaric hypoxia during a field study at 4090 m after 6 days of acclimatization. Pulmonary interstitial edema was assessed by the evaluation of LUS B-lines. After HIIE, no increase in B-lines was seen in normoxia, and a small increase was seen in acute normobaric hypoxia (2 ± 2; P < .05). During the field study at 4090 m, 12 participants (92%) demonstrated 7 ± 4 B-lines at rest, which increased to 17 ± 5 immediately after the exercise test (P < .001). An increase was evident in all participants. There was a reciprocal fall in peripheral arterial oxygen saturations (Spo2) after exercise from 88% ± 4% to 80% ± 8% (P < .01). B-lines and Spo2 in all participants returned to baseline levels within 4 hours. HIIE led to an increase in B-lines at altitude after subacute exposure but not during acute exposure at equivalent simulated altitude. This may indicate pulmonary interstitial edema. Copyright © 2014 Wilderness Medical Society. Published by Elsevier Inc. All rights reserved.

Influence of combined iron supplementation and simulated hypoxia on the haematological module of the athlete biological passport.

PubMed

Garvican-Lewis, Laura A; Vuong, Victor L; Govus, Andrew D; Schumacher, Yorck Olaf; Hughes, David; Lovell, Greg; Eichner, Daniel; Gore, Christopher J

2018-04-01

The integrity of the athlete biological passport (ABP) is underpinned by understanding normal fluctuations of its biomarkers to environmental or medical conditions, for example, altitude training or iron deficiency. The combined impact of altitude and iron supplementation on the ABP was evaluated in endurance-trained athletes (n = 34) undertaking 3 weeks of simulated live-high: train-low (14 h.d -1 , 3000 m). Athletes received either oral, intravenous (IV) or placebo iron supplementation, commencing 2 weeks prior and continuing throughout hypoxic exposure. Venous blood was sampled twice prior, weekly during, and up to 6 weeks after altitude. Individual ABP thresholds for haemoglobin concentration ([Hb]), reticulocyte percentage (%retic), and OFF score were calculated using the adaptive model and assessed at 99% and 99.9% specificity. Eleven athletes returned values outside of the calculated reference ranges at 99%, with 8 at 99.9%. The percentage of athletes exceeding the thresholds in each group was similar, but IV returned the most individual occurrences. A similar frequency of abnormalities occurred across the 3 biomarkers, with abnormal [Hb] and OFF score values arising mainly during-, and %retic values mainly post- altitude. Removing samples collected during altitude from the model resulted in 10 athletes returning abnormal values at 99% specificity, 2 of whom had not triggered the model previously. In summary, the abnormalities observed in response to iron supplementation and hypoxia were not systematic and mostly in line with expected physiological adaptations. They do not represent a uniform weakness in the ABP. Nevertheless, altitude training and iron supplementation should be carefully considered by experts evaluating abnormal ABP profiles. Copyright © 2017 John Wiley & Sons, Ltd.

Altitude Test Cell in the Four Burner Area

NASA Image and Video Library

1947-10-21

One of the two altitude simulating-test chambers in Engine Research Building at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The two chambers were collectively referred to as the Four Burner Area. NACA Lewis’ Altitude Wind Tunnel was the nation’s first major facility used for testing full-scale engines in conditions that realistically simulated actual flight. The wind tunnel was such a success in the mid-1940s that there was a backlog of engines waiting to be tested. The Four Burner chambers were quickly built in 1946 and 1947 to ease the Altitude Wind Tunnel’s congested schedule. The Four Burner Area was located in the southwest wing of the massive Engine Research Building, across the road from the Altitude Wind Tunnel. The two chambers were 10 feet in diameter and 60 feet long. The refrigeration equipment produced the temperatures and the exhauster equipment created the low pressures present at altitudes up to 60,000 feet. In 1947 the Rolls Royce Nene was the first engine tested in the new facility. The mechanic in this photograph is installing a General Electric J-35 engine. Over the next ten years, a variety of studies were conducted using the General Electric J-47 and Wright Aeronautical J-65 turbojets. The two test cells were occasionally used for rocket engines between 1957 and 1959, but other facilities were better suited to the rocket engine testing. The Four Burner Area was shutdown in 1959. After years of inactivity, the facility was removed from the Engine Research Building in late 1973 in order to create the High Temperature and Pressure Combustor Test Facility.

Sildenafil does not improve steady state cardiovascular hemodynamics, peak power, or 15-km time trial cycling performance at simulated moderate or high altitudes in men and women.

PubMed

Kressler, Jochen; Stoutenberg, Mark; Roos, Bernard A; Friedlander, Anne L; Perry, Arlette C; Signorile, Joseph F; Jacobs, Kevin A

2011-12-01

Sildenafil improves oxygen delivery and maximal exercise capacity at very high altitudes (≥ 4,350 m), but it is unknown whether sildenafil improves these variables and longer-duration exercise performance at moderate and high altitudes where competitions are more common. The purpose of this study was to determine the effects of sildenafil on cardiovascular hemodynamics, arterial oxygen saturation (SaO(2)), peak exercise capacity (W (peak)), and 15-km time trial performance in endurance-trained subjects at simulated moderate (MA; ~2,100 m, 16.2% F(I)O(2)) and high (HA; ~3,900 m, 12.8% F(I)O(2)) altitudes. Eleven men and ten women completed two HA W (peak) trials after ingesting placebo or 50 mg sildenafil. Subjects then completed four exercise trials (30 min at 55% of altitude-specific W (peak) + 15-km time trial) at MA and HA after ingesting placebo or 50 mg sildenafil. All trials were performed in randomized, counterbalanced, and double-blind fashion. Sildenafil had little influence on cardiovascular hemodynamics at MA or HA, but did result in higher SaO(2) values (+3%, p < 0.05) compared to placebo during steady state and time trial exercise at HA. W (peak) at HA was 19% lower than SL (p < 0.001) and was not significantly affected by sildenafil. Similarly, the significantly slower time trial performance at MA (28.1 ± 0.5 min, p = 0.016) and HA (30.3 ± 0.6 min, p < 0.001) compared to SL (27.5 ± 0.6 min) was unaffected by sildenafil. We conclude that sildenafil is unlikely to exert beneficial effects at altitudes <4,000 m for a majority of the population.

Reduction of I(Ca,L) and I(to1) density in hypertrophied right ventricular cells by simulated high altitude in adult rats.

PubMed

Chouabe, C; Espinosa, L; Megas, P; Chakir, A; Rougier, O; Freminet, A; Bonvallet, R

1997-01-01

The present paper describes the effect of a simulated hypobaric condition (at the altitude of 4500 m) on morphological characteristics and on some ionic currents in ventricular cells of adult rats. According to current data, chronic high-altitude exposure led to mild right ventricular hypertrophy. Increase in right ventricular weight appeared to be due wholly or partly to an enlargement of myocytes. The whole-cell patch-clamp technique was used and this confirmed, by cell capacitance measurement, that chronic high-altitude exposure induced an increase in the size of the right ventricular cells. Hypertrophied cells showed prolongation of action potential (AP). Four ionic currents, playing a role along with many others in the precise balance of inward and outward currents that control the duration of cardiac AP, were investigated. We report a significant decrease in the transient outward (I(to1)) and in the L-type calcium current (I(Ca,L)) densities while there was no significant difference in the delayed rectifier current (I(K)) or in the inward rectifier current (I(K1)) densities in hypertrophied right ventricular cells compared to control cells. At a given potential the decrease in I(to 1) density was relatively more important than the decrease in I(Ca,L) density. In both cell types, all the currents displayed the same voltage dependence. The inactivation kinetics of I(to 1) and I(Ca,L) or the steady-state activation and inactivation relationships were not significantly modified by chronic high-altitude exposure. We conclude that chronic high-altitude exposure induced true right ventricular myocyte hypertrophy and that the decrease in I(to 1) density might account for the lengthened action potential, or have a partial effect.

Comparing the contributions of ionospheric outflow and high-altitude production to O+ loss at Mars

NASA Astrophysics Data System (ADS)

Liemohn, Michael; Curry, Shannon; Fang, Xiaohua; Johnson, Blake; Fraenz, Markus; Ma, Yingjuan

2013-04-01

The Mars total O+ escape rate is highly dependent on both the ionospheric and high-altitude source terms. Because of their different source locations, they appear in velocity space distributions as distinct populations. The Mars Test Particle model is used (with background parameters from the BATS-R-US magnetohydrodynamic code) to simulate the transport of ions in the near-Mars space environment. Because it is a collisionless model, the MTP's inner boundary is placed at 300 km altitude for this study. The MHD values at this altitude are used to define an ionospheric outflow source of ions for the MTP. The resulting loss distributions (in both real and velocity space) from this ionospheric source term are compared against those from high-altitude ionization mechanisms, in particular photoionization, charge exchange, and electron impact ionization, each of which have their own (albeit overlapping) source regions. In subsequent simulations, the MHD values defining the ionospheric outflow are systematically varied to parametrically explore possible ionospheric outflow scenarios. For the nominal MHD ionospheric outflow settings, this source contributes only 10% to the total O+ loss rate, nearly all via the central tail region. There is very little dependence of this percentage on the initial temperature, but a change in the initial density or bulk velocity directly alters this loss through the central tail. However, a density or bulk velocity increase of a factor of 10 makes the ionospheric outflow loss comparable in magnitude to the loss from the combined high-altitude sources. The spatial and velocity space distributions of escaping O+ are examined and compared for the various source terms, identifying features specific to each ion source mechanism. These results are applied to a specific Mars Express orbit and used to interpret high-altitude observations from the ion mass analyzer onboard MEX.

Effects of acute hypoxia on heart rate variability, sample entropy and cardiorespiratory phase synchronization.

PubMed

Zhang, Da; She, Jin; Zhang, Zhengbo; Yu, Mengsun

2014-06-11

Investigating the responses of autonomic nervous system (ANS) in hypoxia may provide some knowledge about the mechanism of neural control and rhythmic adjustment. The integrated cardiac and respiratory system display complicated dynamics that are affected by intrinsic feedback mechanisms controlling their interaction. To probe how the cardiac and respiratory system adjust their rhythms in different simulated altitudes, we studied heart rate variability (HRV) in frequency domain, the complexity of heartbeat series and cardiorespiratory phase synchronization (CRPS) between heartbeat intervals and respiratory cycles. In this study, twelve male subjects were exposed to simulated altitude of sea level, 3000 m and 4000 m in a hypobaric chamber. HRV was assessed by power spectral analysis. The complexity of heartbeat series was quantified by sample entropy (SampEn). CRPS was determined by cardiorespiratory synchrogram. The power spectral HRV indices at all frequency bands depressed according to the increase of altitude. The SampEn of heartbeat series increased significantly with the altitude (P < 0.01). The duration of CRPS epochs at 3000 m was not significantly different from that at sea level. However, it was significantly longer at 4000 m (P < 0.01). Our results suggest the phenomenon of CRPS exists in normal subjects when they expose to acute hypoxia. Further, the autonomic regulation has a significantly stronger influence on CRPS in acute hypoxia. The changes of CRPS and HRV parameters revealed the different regulatory mechanisms of the cardiac and respiratory system at high altitude.

Altitude Wind Tunnel Operating at Night

NASA Image and Video Library

1945-04-21

The Altitude Wind Tunnel (AWT) during one of its overnight runs at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The AWT was run during night hours so that its massive power loads were handled when regional electric demands were lowest. At the time the AWT was among the most complex wind tunnels ever designed. In order to simulate conditions at high altitudes, NACA engineers designed innovative new systems that required tremendous amounts of electricity. The NACA had an agreement with the local electric company that it would run its larger facilities overnight when local demand was at its lowest. In return the utility discounted its rates for the NACA during those hours. The AWT could produce wind speeds up to 500 miles per hour through its 20-foot-diameter test section at the standard operating altitude of 30,000 feet. The airflow was created by a large fan that was driven by an 18,000-horsepower General Electric induction motor. The altitude simulation was accomplished by large exhauster and refrigeration systems. The cold temperatures were created by 14 Carrier compressors and the thin atmosphere by four 1750-horsepower exhausters. The first and second shifts usually set up and broke down the test articles, while the third shift ran the actual tests. Engineers would often have to work all day, then operate the tunnel overnight, and analyze the data the next day. The night crew usually briefed the dayshift on the tests during morning staff meetings.

Altitude Wind Tunnel Control Room at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-07-21

Operators in the control room for the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory remotely operate a Wright R–3350 engine in the tunnel’s test section. Four of the engines were used to power the B–29 Superfortress, a critical weapon in the Pacific theater during World War II. The wind tunnel, which had been in operation for approximately six months, was the nation’s only wind tunnel capable of testing full-scale engines in simulated altitude conditions. The soundproof control room was used to operate the wind tunnel and control the engine being run in the test section. The operators worked with assistants in the adjacent Exhauster Building and Refrigeration Building to manage the large altitude simulation systems. The operator at the center console controlled the tunnel’s drive fan and operated the engine in the test section. Two sets of pneumatic levers near his right forearm controlled engine fuel flow, speed, and cooling. Panels on the opposite wall, out of view to the left, were used to manage the combustion air, refrigeration, and exhauster systems. The control panel also displayed the master air speed, altitude, and temperature gauges, as well as a plethora of pressure, temperature, and airflow readings from different locations on the engine. The operator to the right monitored the manometer tubes to determine the pressure levels. Despite just being a few feet away from the roaring engine, the control room remained quiet during the tests.

Shape memory alloy resistance behaviour at high altitude for feedback control

NASA Astrophysics Data System (ADS)

Ng, W. T.; Sedan, M. F.; Abdullah, E. J.; Azrad, S.; Harithuddin, A. S. M.

2017-12-01

Many recent aerospace technologies are using smart actuators to reduce the system's complexity and increase its reliability. One such actuator is shape memory alloy (SMA) actuator, which is lightweight, produces high force and large deflection. However, some disadvantages in using SMA actuators have been identified and they include nonlinear response of the strain to input current, hysteresis characteristic that results in inaccurate control and less than optimum system performance, high operating temperatures, slow response and also high requirement of electrical power to obtain the desired actuation forces. It is still unknown if the SMA actuators can perform effectively at high altitude with low surrounding temperature. The work presented here covers the preliminary process of verifying the feasibility of using resistance as feedback control at high altitude for aerospace applications. Temperature and resistance of SMA actuator at high altitude is investigated by conducting an experiment onboard a high altitude balloon. The results from the high altitude experiment indicate that the resistance or voltage drop of the SMA wire is not significantly affected by the low surrounding temperature at high altitude as compared to the temperature of SMA. Resistance feedback control for SMA actuators may be suitable for aerospace applications.

Long-Duration Low-to Medium-Altitude Solar Electric Airship Concept

NASA Technical Reports Server (NTRS)

Bents, David J.

2011-01-01

This report presents the conceptual design for a solar electric lighter-than-air, unmanned aerial vehicle, based on existing technology already reduced to practice, that could carry a 600-kg (1322-lbm) payload to altitudes up to 30 kft (9000 m), continuously maintain an airspeed up to 40 kt (21 m/sec), and remain in flight for up to 100 days. The design is based on modern nonrigid airship technology, high-strength polymer fabrics and barrier films, and previously demonstrated aerospace electrical power technology, including lightweight photovoltaics and hydrogen-air polymer electrolyte membrane (PEM) fuel cells. The vehicle concept exploits the inherent synergy between the use of hydrogen as a lifting gas and the use of hydrogen-air PEM fuel-cell technology for onboard solar energy storage. In this report, the air vehicle concept is physically characterized and its estimated performance envelope is defined

The dayside ionospheres of Mars and Venus: Comparing a one-dimensional photochemical model with MaRS (Mars Express) and VeRa (Venus Express) observations

NASA Astrophysics Data System (ADS)

Peter, Kerstin; Pätzold, Martin; Molina-Cuberos, Gregorio; Witasse, Olivier; González-Galindo, F.; Withers, Paul; Bird, Michael K.; Häusler, Bernd; Hinson, David P.; Tellmann, Silvia; Tyler, G. Leonard

2014-05-01

The electron density distributions of the lower ionospheres of Mars and Venus are mainly dependent on the solar X-ray and EUV flux and the solar zenith angle. The influence of an increasing solar flux is clearly seen in the increase of the observed peak electron density and total electron content (TEC) of the main ionospheric layers. The model “Ionization in Atmospheres” (IonA) was developed to compare ionospheric radio sounding observations, which were performed with the radio science experiments MaRS on Mars Express and VeRa on Venus Express, with simulated electron density profiles of the Mars and Venus ionospheres. This was done for actual observation conditions (solar flux, solar zenith angle, planetary coordinates) from the bases of the ionospheres to ∼160 km altitude. IonA uses models of the neutral atmospheres at ionospheric altitudes (Mars Climate Database (MCD) v4.3 for Mars; VenusGRAM/VIRA for Venus) and solar flux information in the 0.5-95 nm wavelength range (X-ray to EUV) from the SOLAR2000 data base. The comparison between the observed electron density profiles and the IonA profiles for Mars, simulated for a selected MCD scenario (background atmosphere), shows that the general behavior of the Mars ionosphere is reproduced by all scenarios. The MCD “low solar flux/clear atmosphere” and “low solar flux/MY24” scenarios agree best (on average) with the MaRS set of observations, although the actual Mars atmosphere seemed to be still slightly colder at ionospheric altitudes. For Venus, the VenusGRAM model, based on VIRA, is too limited to be used for the IonA simulation of electron density profiles. The behavior of the V2 peak electron density and TEC as a function of solar zenith angle are in general reproduced, but the peak densities and the TEC are either over- or underestimated for low or high solar EUV fluxes, respectively. The simulated V2 peak altitudes are systematically underestimated by 5 km on average for solar zenith angles less than 45° and the peak altitudes rise for zenith angles larger than 60°. The latter is the opposite of the observed behavior. The explanation is that VIRA and VenusGRAM are valid only for high solar activity, although there is also very poor agreement with VeRa observations from the recent solar cycle, in which the solar activity increases to high values. The disagreement between the observation and simulation of the Venus electron density profiles proves, that the true encountered Venus atmosphere at ionospheric altitudes was denser but locally cooler than predicted by VIRA.

Simulations of the Cleft Ion Fountain outflows resulting from the passage of Storm Enhanced Density (SED) plasma flux tubes through the dayside cleft auroral processes region

NASA Astrophysics Data System (ADS)

Horwitz, James; Zeng, Wen

2007-10-01

Foster et al. [2002] reported elevated ionospheric density regions convected from subauroral plasmaspheric regions toward noon, in association with convection of plasmaspheric tails. These Storm Enhanced Density (SED) regions could supply cleft ion fountain outflows. Here, we will utilize our Dynamic Fluid Kinetic (DyFK) model to simulate the entry of a high-density ``plasmasphere-like'' flux tube entering the cleft region and subjected to an episode of wave-driven transverse ion heating. It is found that the O^+ ion density at higher altitudes increases and the density at lower altitudes decreases, following this heating episode, indicating increased fluxes of O^+ ions from the ionospheric source gain sufficient energy to reach higher altitudes after the effects of transverse wave heating. Foster, J. C., P. J. Erickson, A. J. Coster, J. Goldstein, and F. J. Rich, Ionospheric signatures of plasmaspheric tails, Geophys. Res. Lett., 29(13), 1623, doi:10.1029/2002GL015067, 2002.

Math modeling for helicopter simulation of low speed, low altitude and steeply descending flight

NASA Technical Reports Server (NTRS)

Sheridan, P. F.; Robinson, C.; Shaw, J.; White, F.

1982-01-01

A math model was formulated to represent some of the aerodynamic effects of low speed, low altitude, and steeply descending flight. The formulation is intended to be consistent with the single rotor real time simulation model at NASA Ames Research Center. The effect of low speed, low altitude flight on main rotor downwash was obtained by assuming a uniform plus first harmonic inflow model and then by using wind tunnel data in the form of hub loads to solve for the inflow coefficients. The result was a set of tables for steady and first harmonic inflow coefficients as functions of ground proximity, angle of attack, and airspeed. The aerodynamics associated with steep descending flight in the vortex ring state were modeled by replacing the steady induced downwash derived from momentum theory with an experimentally derived value and by including a thrust fluctuations effect due to vortex shedding. Tables of the induced downwash and the magnitude of the thrust fluctuations were created as functions of angle of attack and airspeed.

High altitude simulation, substance P and airway rapidly adapting receptor activity in rabbits.

PubMed

Bhagat, R; Yasir, A; Vashisht, A; Kulshreshtha, R; Singh, S B; Ravi, K

2011-09-15

To investigate whether there is a change in airway rapidly adapting receptor (RAR) activity during high altitude exposure, rabbits were placed in a high altitude simulation chamber (barometric pressure, 429 mm Hg). With 12 h exposure, when there was pulmonary congestion, an increase in basal RAR activity was observed. With 36 h exposure, when there was alveolar edema, there was a further increase in basal RAR activity. In these backgrounds, there was an increase in the sensitivity of the RARs to substance P (SP). To assess whether there was an increase in lung SP level, neutral endopeptidase activity was determined which showed a decrease in low barometric pressure exposed groups. It is concluded that along with the SP released, pulmonary congestion and edema produced, respectively by different durations of low barometric pressure exposure cause a progressive increase in RAR activity which may account for the respiratory symptoms reported in climbers who are unacclimatized. Copyright © 2011 Elsevier B.V. All rights reserved.

High altitude airship configuration and power technology and method for operation of same

NASA Technical Reports Server (NTRS)

Choi, Sang H. (Inventor); Elliott, Jr., James R. (Inventor); King, Glen C. (Inventor); Park, Yeonjoon (Inventor); Kim, Jae-Woo (Inventor); Chu, Sang-Hyon (Inventor)

2011-01-01

A new High Altitude Airship (HAA) capable of various extended applications and mission scenarios utilizing inventive onboard energy harvesting and power distribution systems. The power technology comprises an advanced thermoelectric (ATE) thermal energy conversion system. The high efficiency of multiple stages of ATE materials in a tandem mode, each suited for best performance within a particular temperature range, permits the ATE system to generate a high quantity of harvested energy for the extended mission scenarios. When the figure of merit 5 is considered, the cascaded efficiency of the three-stage ATE system approaches an efficiency greater than 60 percent.

Geomorphology Classification of Shandong Province Based on Digital Elevation Model in the 1 Arc-second Format of Shuttle Radar Topography Mission Data

NASA Astrophysics Data System (ADS)

Fu, Jundong; Zhang, Guangcheng; Wang, Lei; Xia, Nuan

2018-01-01

Based on gigital elevation model in the 1 arc-second format of shuttle radar topography mission data, using the window analysis and mean change point analysis of geographic information system (GIS) technology, programmed with python modules this, automatically extracted and calculated geomorphic elements of Shandong province. The best access to quantitatively study area relief amplitude of statistical area. According to Chinese landscape classification standard, the landscape type in Shandong province was divided into 8 types: low altitude plain, medium altitude plain, low altitude platform, medium altitude platform, low altitude hills, medium altitude hills, low relief mountain, medium relief mountain and the percentages of Shandong province’s total area are as follows: 12.72%, 0.01%, 36.38%, 0.24%, 17.26%, 15.64%, 11.1%, 6.65%. The results of landforms are basically the same as the overall terrain of Shandong Province, Shandong province’s total area, and the study can quantitatively and scientifically provide reference for the classification of landforms in Shandong province.

Simulation of a hydrocarbon fueled scramjet exhaust

NASA Technical Reports Server (NTRS)

Leng, J.

1982-01-01

Exhaust nozzle flow fields for a fully integrated, hydrocarbon burning scramjet were calculated for flight conditions of M (undisturbed free stream) = 4 at 6.1 km altitude and M (undisturbed free stream) = 6 at 30.5 km altitude. Equilibrium flow, frozen flow, and finite rate chemistry effects are considered. All flow fields were calculated by method of characteristics. Finite rate chemistry results were evaluated by a one dimensional code (Bittker) using streamtube area distributions extracted from the equilibrium flow field, and compared to very slow artificial rate cases for the same streamtube area distribution. Several candidate substitute gas mixtures, designed to simulate the gas dynamics of the real engine exhaust flow, were examined. Two mixtures are found to give excellent simulations of the specified exhaust flow fields when evaluated by the same method of characteristics computer code.

Analysis of water-level fluctuations of the US Highway 90 retention pond, Madison, Florida

USGS Publications Warehouse

Bridges, W.C.

1985-01-01

A closed basin stormwater retention pond, located 1 mile west of Madison, Florida, has a maximum storage capacity of 134.1 acre-feet at the overtopping altitude of 100.2 feet. The maximum observed altitude (July 1982 to March 1984) was 99.52 feet (126.7 acre-feet) on March 28, 1984. This report provides a technique for simulating net monthly change-in-altitude in response to rainfall and evaporation. A regression equation was developed which relates net monthly change in altitude (dependent variable) to rainfall and evaporation (independent variables). Rainfall frequency curves were developed using a log-Pearson Type III distribution of the annual, January through April, June through August, and July monthly rainfall totals for the years 1908-72, 1974, 1976-82. The altitude of the retention pond increased almost 7 feet during the 4-month period January through April 1983. The rainfall total was 35.1 inches, and the recurrence interval exceeded the 100-year January-April rainfall. (USGS)

Neutrons from thunderstorms at low atmospheric altitudes and related doses at aircraft

NASA Astrophysics Data System (ADS)

Drozdov, A.; Grigoriev, A.

2013-02-01

We conduct a simulation of thunderstorm neutron flashes at the lowest atmospheric altitudes below 10 km. The neutron generation mechanism is based on the nowadays conventional idea of possibility for photonuclear reactions to proceed on the atmospheric components owing to TGF photons. Our modeling includes generation of neutrons from TGF and their further propagation with account of interaction with background nuclei. Using the calculation results we investigate the neutron flux properties with respect to problem of their registration, and predict the radiation environment caused by thunderstorm neutrons on altitudes of civil airflights. It is shown, that good conditions for the neutron flashes observation are provided from the 3 km altitude, and, possibly, the neutrons can be registered at ground level. We also found that thunderstorm-neutron-related effective dose can reach the value of 0.5 mSv in the region close to the TGF source if it is located at an altitude of 10 km.

Phase Change Materials as a solution to improve energy efficiency in Portuguese residential buildings

NASA Astrophysics Data System (ADS)

Araújo, C.; Pinheiro, A.; Castro, M. F.; Bragança, L.

2017-10-01

The buildings sector contributes to 30% of annual greenhouse gas emissions and consumes about 40% of energy. However, this consumption can be reduced by between 30% and 80% through commercially available technologies. The consumption of energy in the dwellings is mostly associated with the heating and cooling of the interior environment. One solution to reduce these consumptions is the implementation of technologies and Phase Change Materials (PCMs) for Thermal Energy Storage (TES). So, the aim of this work is to analyse the advantages, in terms of decreasing energy consumption, associated with the application of PCMs in Portuguese residential buildings. For this, eight PCMs with different melting ranges were analysed. These materials were analysed through a dynamic simulation performed with EnergyPlus software. The results achieved, showed that the materials studied allow to reduce up to 13% of the heating needs and up to 92% of the cooling needs of a building located in the North of Portugal, at an altitude higher than 100m.

Real-time soft error rate measurements on bulk 40 nm SRAM memories: a five-year dual-site experiment

NASA Astrophysics Data System (ADS)

Autran, J. L.; Munteanu, D.; Moindjie, S.; Saad Saoud, T.; Gasiot, G.; Roche, P.

2016-11-01

This paper reports five years of real-time soft error rate experimentation conducted with the same setup at mountain altitude for three years and then at sea level for two years. More than 7 Gbit of SRAM memories manufactured in CMOS bulk 40 nm technology have been subjected to the natural radiation background. The intensity of the atmospheric neutron flux has been continuously measured on site during these experiments using dedicated neutron monitors. As the result, the neutron and alpha component of the soft error rate (SER) have been very accurately extracted from these measurements, refining the first SER estimations performed in 2012 for this SRAM technology. Data obtained at sea level evidence, for the first time, a possible correlation between the neutron flux changes induced by the daily atmospheric pressure variations and the measured SER. Finally, all of the experimental data are compared with results obtained from accelerated tests and numerical simulation.

Reducing pulmonary injury by hyperbaric oxygen preconditioning during simulated high altitude exposure in rats.

PubMed

Li, Zhuo; Gao, Chunjin; Wang, Yanxue; Liu, Fujia; Ma, Linlin; Deng, Changlei; Niu, Ko-Chi; Lin, Mao-Tsun; Wang, Chen

2011-09-01

Hyperbaric oxygen preconditioning (HBO₂P + HAE) has been found to be beneficial in preventing the occurrence of ischemic damage to brain, spinal cord, heart, and liver in several disease models. In addition, pulmonary inflammation and edema are associated with a marked reduction in the expression levels of both aquaporin (AQP) 1 and AQP5 in the lung. Here, the aims of this study are first to ascertain whether acute lung injury can be induced by simulated high altitude in rats and second to assess whether HBO2P + HAE is able to prevent the occurrence of the proposed high altitude-induced ALI. Rats were randomly divided into the following three groups: the normobaric air (NBA; 21% O₂ at 1 ATA) group, the HBO₂P + high altitude exposure (HAE) group, and the NBA + HAE group. In HBO₂P + HAE group, animals received 100% O₂ at 2.0 ATA for 1 hour per day, for five consecutive days. In HAE groups, animals were exposed to a simulated HAE of 6,000 m in a hypobaric chamber for 24 hours. Right after being taken out to the ambient, animals were anesthetized generally and killed and thoroughly exsanguinated before their lungs were excised en bloc. The lungs were used for both histologic and molecular evaluation and analysis. In NBA + HAE group, the animals displayed higher scores of alveolar edema, neutrophil infiltration, and hemorrhage compared with those of NBA controls. In contrast, the levels of both AQP1 and AQP5 proteins and mRNA expression in the lung in the NBA + HAE group were significantly lower than those of NBA controls. However, the increased lung injury scores and the decreased levels of both AQP1 and AQP5 proteins and mRNA expression in the lung caused by HAE was significantly reduced by HBO₂P + HAE. Our results suggest that high altitude pulmonary injury may be prevented by HBO2P + HAE in rats.

Cleared for takeoff: The effects of hypobaric conditions on traumatic pneumothoraces.

PubMed

Majercik, Sarah; White, Thomas W; Van Boerum, Don H; Granger, Steven; Bledsoe, Joseph; Conner, Karen; Wilson, Emily; Weaver, Lindell K

2014-11-01

Current guidelines suggest that traumatic pneumothorax (tPTX) is a contraindication to commercial airline travel, and patients should wait at least 2 weeks after radiographic resolution of tPTX to fly. This recommendation is not based on prospective, physiologic study. We hypothesized that despite having a radiographic increase in pneumothorax size while at simulated altitude, patients with a recently treated tPTX would not exhibit any adverse physiologic changes and would not report any symptoms of cardiorespiratory compromise. This is a prospective, observational study of 20 patients (10 in Phase 1, 10 in Phase 2) with tPTX that has been treated by chest tube (CT) or high flow oxygen therapy. CT must have been removed within 48 hours of entering the study. Subjects were exposed to 2 hours of hypobaria (554 mm Hg in Phase 1, 471 mm Hg in Phase 2) in a chamber in Salt Lake City, Utah. Vital signs and subjective symptoms were recorded during the "flight." After 2 hours, while still at simulated altitude, a portable chest radiograph (CXR) was obtained. tPTX sizes on preflight, inflight, and postflight CXR were compared. Sixteen subjects (80%) were male. Mean (SD) age and ISS were 49 (5) years and 10.5 (4.6), respectively. Fourteen (70%) had a CT to treat tPTX, which had been removed 19 hours (range, 4-43 hours) before the study. No subject complained of any cardiorespiratory symptoms while at altitude. Radiographic increase in tPTX size at altitude was 5.6 (0.61) mm from preflight CXR. No subject developed a tension tPTX. No subject required procedural intervention during the flight. Four hours after the study, all tPTX had returned to baseline size. Patients with recently treated tPTX have a small increase in the size of tPTX when subjected to simulated altitude. This is clinically well tolerated. Current prohibitions regarding air travel following traumatic tPTX should be reconsidered and further studied. Therapeutic study, level IV.

Self-consistent electrostatic simulations of reforming double layers in the downward current region of the aurora

NASA Astrophysics Data System (ADS)

Gunell, H.; Andersson, L.; De Keyser, J.; Mann, I.

2015-10-01

The plasma on a magnetic field line in the downward current region of the aurora is simulated using a Vlasov model. It is found that an electric field parallel to the magnetic fields is supported by a double layer moving toward higher altitude. The double layer accelerates electrons upward, and these electrons give rise to plasma waves and electron phase-space holes through beam-plasma interaction. The double layer is disrupted when reaching altitudes of 1-2 Earth radii where the Langmuir condition no longer can be satisfied due to the diminishing density of electrons coming up from the ionosphere. During the disruption the potential drop is in part carried by the electron holes. The disruption creates favourable conditions for double layer formation near the ionosphere and double layers form anew in that region. The process repeats itself with a period of approximately 1 min. This period is determined by how far the double layer can reach before being disrupted: a higher disruption altitude corresponds to a longer repetition period. The disruption altitude is, in turn, found to increase with ionospheric density and to decrease with total voltage. The current displays oscillations around a mean value. The period of the oscillations is the same as the recurrence period of the double layer formations. The oscillation amplitude increases with increasing voltage, whereas the mean value of the current is independent of voltage in the 100 to 800 V range covered by our simulations. Instead, the mean value of the current is determined by the electron density at the ionospheric boundary.

The different mechanisms of hypoxic acclimatization and adaptation in Lizard Phrynocephalus vlangalii living on Qinghai-Tibet Plateau.

PubMed

He, Jianzheng; Xiu, Minghui; Tang, Xiaolong; Yue, Feng; Wang, Ningbo; Yang, Shaobin; Chen, Qiang

2013-03-01

Phrynocephalus vlangalii is a species of lizard endemic in China, which lives on Qinghai-Tibet Plateau ranging from 2000 to 4600 m above sea level. In this study, P. vlangalii were collected from low altitude (2750 m) and high altitude (4564 m). The lizards from low altitude were acclimatized in simulated hypoxic chamber (equivalent to 4600 m) for 7, 15, and 30 days. The hematological parameters, heart weight, myocardial capillary density, and myocardial enzyme activities were examined. The results showed that acclimatization to hypoxia significantly increased hemoglobin concentration ([Hb]), hematocrit (Hct), heart weight (HW), heart weight to body mass (HW/BM), lactate dehydrogenase (LDH) activity, but markedly decreased mean corpuscular hemoglobin concentration (MCHC) and succinate dehydrogenase (SDH) activity. Red blood cell (RBC) count, body mass (BM), myocardial capillary density did not change markedly during hypoxic acclimatization. On the other hand, [Hb], Hct, MCHC, HW/BM, myocardium capillary density, and SDH activity of P. vlangalii from high altitude were remarkably higher than those from low-altitude; however, LDH activity of high-altitude P. vlangalii was lower than that of low-altitude lizards. There was no significant difference in HW or BM between populations of high-altitude and low-altitude. Based on the present data, we suggest that P. vlangalii has special anatomical, physiological, and biochemical accommodate mechanisms to live in hypoxic environment, and the regulative mechanisms are different between hypoxic acclimatization and adaptation. Copyright © 2013 Wiley Periodicals, Inc.

Centurion on Lakebed during Functional Checkout

NASA Technical Reports Server (NTRS)

1998-01-01

A close-up view of the 14 wide-bladed propellers and electric motors on the Centurion solar-powered, remotely piloted flying wing. This photo was taken during a functional checkout of the aircraft prior to its first test flights at NASA's Dryden Flight Research Center, Edwards, California, in late 1998. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion Quarter-scale Prototype Pre-flight Taxi Test

NASA Technical Reports Server (NTRS)

1997-01-01

As crewmen jog and cycle alongside, a battery-powered, quarter-scale prototype of the remotely-piloted Centurion flying wing rolls across the El Mirage Dry Lake during pre-flight taxi tests. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion Quarter-scale Prototype Pre-flight Checkout

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians perform pre-test checks of a battery-powered quarter-scale prototype of the remotely-piloted Centurion flying wing during taxi tests In March 1997 at California's El Mirage Dry Lake. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

A Simulation Tool for the Duties of Computer Specialist Non-Commissioned Officers on a Turkish Air Force Base

DTIC Science & Technology

2009-09-01

Interface IFR Instrument Flight Rules LANTIRN Low-Altitude Navigation and Targeting Infrared for Night MANTIRN Medium Altitude Navigation and...MANTIRN categories, and IFR weather categories. Aside from the category of personnel (computer specialist NCOs rather than pilots), the main...of the node, (2) Adding a description, (3) Implementing event arguments , local variables, and state transitions, (4) Implementing a code that is

Results of the 1978 NASA/JPL balloon flight solar cell calibration program

NASA Technical Reports Server (NTRS)

Seaman, C. H.; Sidwell, L. B.

1979-01-01

The 1978 scheduled solar cell calibration balloon flight was successfully completed. Thirty six modules were carried to an altitude of above 36 kilometers. Recovery of telemetry and flight packages was without incident. These calibrated standard cells are used as reference standards in simulator testing of cells and arrays with similar spectral response characteristics. The factors affecting the spectral transmission of the atmosphere at various altitudes are summarized.

3D Visualizations of Abstract DataSets

DTIC Science & Technology

2010-08-01

contrasts no shadows, drop shadows and drop lines. 15. SUBJECT TERMS 3D displays, 2.5D displays, abstract network visualizations, depth perception , human...altitude perception in airspace management and airspace route planning—simulated reality visualizations that employ altitude and heading as well as...cues employed by display designers for depicting real-world scenes on a flat surface can be applied to create a perception of depth for abstract

Medical and Performance Problems of Acute High Altitude-Exposure,

DTIC Science & Technology

1981-07-11

counter the respiratory alkalosis of altitude with a metabolic acidosis, thereby maintaining normal pH. The occurrence and severity of symptoms have...In chamber studies at our Institute, the role of hypocapnic alkalosis in the development of AMS was assessed by exposing subjects to simulated high...beneficial effect on symptomatology, if not by preventing the development of alkalosis ? Further- more, Why does the development of hypocapnia appear to be

Compression-ignition Engine Performance at Altitudes and at Various Air Pressures and Temperatures

NASA Technical Reports Server (NTRS)

Moore, Charles S; Collins, John H

1937-01-01

Engine test results are presented for simulated altitude conditions. A displaced-piston combustion chamber on a 5- by 7-inch single cylinder compression-ignition engine operating at 2,000 r.p.m. was used. Inlet air temperature equivalent to standard altitudes up to 14,000 feet were obtained. Comparison between performance at altitude of the unsupercharged compression-ignition engine compared favorably with the carburetor engine. Analysis of the results for which the inlet air temperature, inlet air pressure, and inlet and exhaust pressure were varied indicates that engine performance cannot be reliably corrected on the basis of inlet air density or weight of air charge. Engine power increases with inlet air pressure and decreases with inlet air temperatures very nearly as straight line relations over a wide range of air-fuel ratios. Correction factors are given.

Oblique-wing research airplane motion simulation with decoupling control laws

NASA Technical Reports Server (NTRS)

Kempel, Robert W.; Mc Neill, Walter E.; Maine, Trindel A.

1988-01-01

A large piloted vertical motion simulator was used to assess the performance of a preliminary decoupling control law for an early version of the F-8 oblique wing research demonstrator airplane. Evaluations were performed for five discrete flight conditions, ranging from low-altitude subsonic Mach numbers to moderate-altitude supersonic Mach numbers. Asymmetric sideforce as a function of angle of attack was found to be the primary cause of both the lateral acceleration noted in pitch and the tendency to roll into left turns and out of right turns. The flight control system was shown to be effective in generally decoupling the airplane and reducing the lateral acceleration in pitch maneuvers.

High powered rocketry: design, construction, and launching experience and analysis

NASA Astrophysics Data System (ADS)

Paulson, Pryce; Curtis, Jarret; Bartel, Evan; Owens Cyr, Waycen; Lamsal, Chiranjivi

2018-01-01

In this study, the nuts and bolts of designing and building a high powered rocket have been presented. A computer simulation program called RockSim was used to design the rocket. Simulation results are consistent with time variations of altitude, velocity, and acceleration obtained in the actual flight. The actual drag coefficient was determined by using altitude back-tracking method and found to be 0.825. Speed of the exhaust determined to be 2.5 km s-1 by analyzing the thrust curve of the rocket. Acceleration in the coasting phase of the flight, represented by the second-degree polynomial of a small leading coefficient, have been found to approach ‘-g’ asymptotically.

Determinants of erythropoietin release in response to short-term hypobaric hypoxia

NASA Technical Reports Server (NTRS)

Ge, Ri-Li; Witkowski, S.; Zhang, Y.; Alfrey, C.; Sivieri, M.; Karlsen, T.; Resaland, G. K.; Harber, M.; Stray-Gundersen, J.; Levine, B. D.

2002-01-01

We measured blood erythropoietin (EPO) concentration, arterial O(2) saturation (Sa(O(2))), and urine PO(2) in 48 subjects (32 men and 16 women) at sea level and after 6 and 24 h at simulated altitudes of 1,780, 2,085, 2,454, and 2,800 m. Renal blood flow (Doppler) and Hb were determined at sea level and after 6 h at each altitude (n = 24) to calculate renal O(2) delivery. EPO increased significantly after 6 h at all altitudes and continued to increase after 24 h at 2,454 and 2,800 m, although not at 1,780 or 2,085 m. The increase in EPO varied markedly among individuals, ranging from -41 to 400% after 24 h at 2,800 m. Similar to EPO, urine PO(2) decreased after 6 h at all altitudes and returned to baseline by 24 h at the two lowest altitudes but remained decreased at the two highest altitudes. Urine PO(2) was closely related to EPO via a curvilinear relationship (r(2) = 0.99), although also with prominent individual variability. Renal blood flow remained unchanged at all altitudes. Sa(O(2)) decreased slightly after 6 h at the lowest altitudes but decreased more prominently at the highest altitudes. There were only modest, albeit statistically significant, relationships between EPO and Sa(O(2)) (r = 0.41, P < 0.05) and no significant relationship with renal O(2) delivery. These data suggest that 1) the altitude-induced increase in EPO is "dose" dependent: altitudes > or =2,100-2,500 m appear to be a threshold for stimulating sustained EPO release in most subjects; 2) short-term acclimatization may restore renal tissue oxygenation and restrain the rise in EPO at the lowest altitudes; and 3) there is marked individual variability in the erythropoietic response to altitude that is only partially explained by "upstream" physiological factors such as those reflecting O(2) delivery to EPO-producing tissues.

ARMAS and NAIRAS Comparisons of Radiation at Aviation Altitudes

NASA Astrophysics Data System (ADS)

Bell, L. D.

2015-12-01

Space Environment Technologies and the Space Weather Center (SWC) at Utah State University are deploying and obtaining effective dose rate radiation data from dosimeters flown on research aircraft. This project is called Automated Radiation Measurements for Aerospace Safety (ARMAS). Through several dozen flights since 2013 the ARMAS project has successfully demonstrated the operation of a micro-dosimeter on commercial aviation altitude aircraft that captures the real-time radiation environment resulting from galactic cosmic rays (GCR's) and solar energetic particles (SEP's). Space weather effects upon the near Earth environment are to dynamic changes in the energy transfer process from the Sun's photons, particles, and fields. The coupling between the solar and galactic high-energy particles, and atmospheric regions can significantly affect human tissue and the aircrafts technology as a result of radiation exposure. We describe and compare the types of radiation we have been measuring with the NAIRAS global climatological model as it relates to human tissue susceptibility and as a source at different altitude regions.

Introduction to the Special Issue on Sounding Rockets and Instrumentation

NASA Astrophysics Data System (ADS)

Christe, Steven; Zeiger, Ben; Pfaff, Rob; Garcia, Michael

2016-03-01

Rocket technology, originally developed for military applications, has provided a low-cost observing platform to carry critical and rapid-response scientific investigations for over 70 years. Even with the development of launch vehicles that could put satellites into orbit, high altitude sounding rockets have remained relevant. In addition to science observations, sounding rockets provide a unique technology test platform and a valuable training ground for scientists and engineers. Most importantly, sounding rockets remain the only way to explore the tenuous regions of the Earth’s atmosphere (the upper stratosphere, mesosphere, and lower ionosphere/thermosphere) above balloon altitudes (˜40km) and below satellite orbits (˜160km). They can lift remote sensing telescope payloads with masses up to 400kg to altitudes of 350km providing observing times of up to 6min above the blocking influence of Earth’s atmosphere. Though a number of sounding rocket research programs exist around the world, this article focuses on the NASA Sounding Rocket Program, and particularly on the astrophysical and solar sounding rocket payloads.

Early history of high-altitude physiology.

PubMed

West, John B

2016-02-01

High-altitude physiology can be said to have begun in 1644 when Torricelli described the first mercury barometer and wrote the immortal words "We live submerged at the bottom of an ocean of the element air." Interestingly, the notion of atmospheric pressure had eluded his teacher, the great Galileo. Blaise Pascal was responsible for describing the fall in pressure with increasing altitude, and Otto von Guericke gave a dramatic demonstration of the enormous force that could be developed by atmospheric pressure. Robert Boyle learned of Guericke's experiment and, with Robert Hooke, constructed the first air pump that allowed small animals to be exposed to a low pressure. Hooke also constructed a small low-pressure chamber and exposed himself to a simulated altitude of about 2400 meters. With the advent of ballooning, humans were rapidly exposed to very low pressures, sometimes with tragic results. For example, the French balloon, Zénith, rose to over 8000 m, and two of the three aeronauts succumbed to the hypoxia. Paul Bert was the first person to clearly state that the deleterious effects of high altitude were caused by the low partial pressure of oxygen (PO2), and later research was accelerated by high-altitude stations and expeditions to high altitude. © 2015 New York Academy of Sciences.

Photoionization of High-altitude Gas in a Supernova-driven Turbulent Interstellar Medium

NASA Astrophysics Data System (ADS)

Wood, Kenneth; Hill, Alex S.; Joung, M. Ryan; Mac Low, Mordecai-Mark; Benjamin, Robert A.; Haffner, L. Matthew; Reynolds, R. J.; Madsen, G. J.

2010-10-01

We investigate models for the photoionization of the widespread diffuse ionized gas (DIG) in galaxies. In particular, we address the long standing question of the penetration of Lyman continuum photons from sources close to the galactic midplane to large heights in the galactic halo. We find that recent hydrodynamical simulations of a supernova-driven interstellar medium (ISM) have low-density paths and voids that allow for ionizing photons from midplane OB stars to reach and ionize gas many kiloparsecs above the midplane. We find that ionizing fluxes throughout our simulation grids are larger than predicted by one-dimensional slab models, thus allowing for photoionization by O stars of low altitude neutral clouds in the Galaxy that are also detected in Hα. In previous studies of such clouds, the photoionization scenario had been rejected and the Hα had been attributed to enhanced cosmic ray ionization or scattered light from midplane H II regions. We do find that the emission measure distributions in our simulations are wider than those derived from Hα observations in the Milky Way. In addition, the horizontally averaged height dependence of the gas density in the hydrodynamical models is lower than inferred in the Galaxy. These discrepancies are likely due to the absence of magnetic fields in the hydrodynamic simulations and we discuss how magnetohydrodynamic effects may reconcile models and observations. Nevertheless, we anticipate that the inclusion of magnetic fields in the dynamical simulations will not alter our primary finding that midplane OB stars are capable of producing high-altitude DIG in a realistic three-dimensional ISM.

The Genetic Basis of Chronic Mountain Sickness

PubMed Central

Ronen, Roy; Zhou, Dan; Bafna, Vineet; Haddad, Gabriel G.

2014-01-01

Chronic mountain sickness (CMS) is a disease that affects many high-altitude dwellers, particularly in the Andean Mountains in South America. The hallmark symptom of CMS is polycythemia, which causes increased risk of pulmonary hypertension and stroke (among other symptoms). A prevailing hypothesis in high-altitude medicine is that CMS results from a population-specific “maladaptation” to the hypoxic conditions at high altitude. In contrast, the prevalence of CMS is very low in other high-altitude populations (e.g., Tibetans and Ethiopians), which are seemingly well adapted to hypoxia. In recent years, concurrent with the advent of genomic technologies, several studies have investigated the genetic basis of adaptation to altitude. These studies have identified several candidate genes that may underlie the adaptation, or maladaptation. Interestingly, some of these genes are targeted by known drugs, raising the possibility of new treatments for CMS and other ischemic diseases. We review recent discoveries, alongside the methodologies used to obtain them, and outline some of the challenges remaining in the field. PMID:25362634

KSC00padig049

NASA Image and Video Library

2000-10-01

Jan Zysko (left) and Rich Mizell (right) test a Personal Cabin Pressure Altitude Monitor in an altitude chamber at Tyndall Air Force Base in Florida. Zysko invented the pager-sized monitor that alerts wearers of a potentially dangerous or deteriorating cabin pressure altitude condition, which can lead to life-threatening hypoxia. Zysko is chief of the KSC Spaceport Engineering and Technology directorate's data and electronic systems branch. Mizell is a Shuttle processing engineer. The monitor, which has drawn the interest of such organizations as the Federal Aviation Administration for use in commercial airliners and private aircraft, was originally designed to offer Space Shuttle and Space Station crew members added independent notification about any depressurization

KSC-00padig049

NASA Image and Video Library

2000-10-01

Jan Zysko (left) and Rich Mizell (right) test a Personal Cabin Pressure Altitude Monitor in an altitude chamber at Tyndall Air Force Base in Florida. Zysko invented the pager-sized monitor that alerts wearers of a potentially dangerous or deteriorating cabin pressure altitude condition, which can lead to life-threatening hypoxia. Zysko is chief of the KSC Spaceport Engineering and Technology directorate's data and electronic systems branch. Mizell is a Shuttle processing engineer. The monitor, which has drawn the interest of such organizations as the Federal Aviation Administration for use in commercial airliners and private aircraft, was originally designed to offer Space Shuttle and Space Station crew members added independent notification about any depressurization

Lewis Research Center R and D Facilities

NASA Technical Reports Server (NTRS)

1991-01-01

The NASA Lewis Research Center (LeRC) defines and develops advanced technology for high priority national needs. The work of the Center is directed toward new propulsion, power, and communications technologies for application to aeronautics and space, so that U.S. leadership in these areas is ensured. The end product is knowledge, usually in a report, that is made fully available to potential users--the aircraft engine industry, the energy industry, the automotive industry, the space industry, and other NASA centers. In addition to offices and laboratories for almost every kind of physical research in such fields as fluid mechanics, physics, materials, fuels, combustion, thermodynamics, lubrication, heat transfer, and electronics, LeRC has a variety of engineering test cells for experiments with components such as compressors, pumps, conductors, turbines, nozzles, and controls. A number of large facilities can simulate the operating environment for a complete system: altitude chambers for aircraft engines; large supersonic wind tunnels for advanced airframes and propulsion systems; space simulation chambers for electric rockets or spacecraft; and a 420-foot-deep zero-gravity facility for microgravity experiments. Some problems are amenable to detection and solution only in the complete system and at essentially full scale. By combining basic research in pertinent disciplines and generic technologies with applied research on components and complete systems, LeRC has become one of the most productive centers in its field in the world. This brochure describes a number of the facilities that provide LeRC with its exceptional capabilities.

The Green Propellant Infusion Mission Thruster Performance Testing for Plume Diagnostics

NASA Technical Reports Server (NTRS)

Deans, Matthew C.; Reed, Brian D.; Arrington, Lynn A.; Williams, George J.; Kojima, Jun J.; Kinzbach, McKenzie I.; McLean, Christopher H.

2014-01-01

The Green Propellant Infusion Mission (GPIM) is sponsored by NASA's Space Technology Mission Directorate (STMD) Technology Demonstration Mission (TDM) office. The goal of GPIM is to advance the technology readiness level of a green propulsion system, specifically, one using the monopropellant, AF-M315E, by demonstrating ground handling, spacecraft processing, and on-orbit operations. One of the risks identified for GPIM is potential contamination of sensitive spacecraft surfaces from the effluents in the plumes of AF-M315E thrusters. NASA Glenn Research Center (GRC) is conducting activities to characterize the effects of AF-M315E plume impingement and deposition. GRC has established individual plume models of the 22-N and 1-N thrusters that will be used on the GPIM spacecraft. The model simulations will be correlated with plume measurement data from Laboratory and Engineering Model 22-N, AF-M315E thrusters. The thrusters are currently being tested in a small rocket, altitude facility at NASA GRC. A suite of diagnostics, including Raman spectroscopy, Rayleigh spectroscopy, and Schlieren imaging are being used to acquire plume measurements of AF-M315E thrusters. Plume data will include temperature, velocity, relative density, and species concentration. The plume measurement data will be compared to the corresponding simulations of the plume model. The GRC effort will establish a data set of AF-M315E plume measurements and a plume model that can be used for future AF-M315E applications.

Baseline monitoring using aircraft laser ranging. [spaceborne laser simulation and aircraft laser tracking

NASA Technical Reports Server (NTRS)

Krabill, W. B.; Hoge, F. E.; Martin, C. F.

1982-01-01

The use of aircraft laser ranging for the determination of baselines between ground based retroreflectors was investigated via simulations and with tests at Wallops Flight Center using the Airborne Oceanographic Lidar (AOL) on the Wallops C-54 aircraft ranging to a reflector array deployed around one of the Wallops runways. The aircraft altitude and reflector spacing were chosen on the basis of scaled down modeling of spacecraft tracking from 1000 km of reflectors separated by some 52 km, or of high altitude (10 km) aircraft tracking of reflectors separated by some 500 m. Aircraft altitudes flown for different passes across the runway reflector array varied from 800 m to 1350 m, with 32 reflectors deployed over an approximtely 300 m x 500 m ground pattern. The AOL transmitted 400 pulses/sec with a scan rate of 5/sec in a near circular pattern, so that the majority of the pulses were reflected by the runway surface or its environs rather than by retroreflectors. The return pulse characteristics clearly showed the high reflectivity of portions of the runway, with several returns indistinguishable in amplitude from reflector returns. For each pass across the reflector field, typically six to ten reflector hits were identified, consistent with that predicted by simulations and the observed transmitted elliptical pulse size.

Fate of Glaciers in the Tibetan Plateau by 2100

NASA Astrophysics Data System (ADS)

Duan, K.

2017-12-01

As the third polar on the Earth, the Tibetan plateau holds more than 40,000 glaciers which have experienced a rapid retreat in recent decades. The variability of equilibrium line altitude (ELA) indicates expansion and wastage of glacier directly. Here we simulated the ELA variability in the Tibetan Plateau based on a full surface energy and mass balance model. The simulation results are agreement with the observations. The ELAs have risen at a rate of 2-8m/a since 1970 throughout the Plateau, especially in the eastern Plateau where the ELAs have risen to or over the top altitude of glacier, indicating the glaciers are accelerating to melting over there. Two glaciers, XD glacier in the center of the Plateau and Qiyi glacier in the Qilian Mountain, are chosen to simulate its future ELA variability in the scenarios of RCP2.6, RCP4.5 and RCP 8.5 given by IPCC. The results show the ELAs will arrive to its maximum in around 2040 in RCP2.6, while the ELAs will be over the top altitude of glaciers in 2035-2045 in RCP4.5 and RCP8.5, suggesting the glaciers in the eastern Plateau will be melting until the disappear of the glaciers by the end of 2100.

Sonic Thermometer for High-Altitude Balloons

NASA Technical Reports Server (NTRS)

Bognar, John

2012-01-01

The sonic thermometer is a specialized application of well-known sonic anemometer technology. Adaptations have been made to the circuit, including the addition of supporting sensors, which enable its use in the high-altitude environment and in non-air gas mixtures. There is a need to measure gas temperatures inside and outside of superpressure balloons that are flown at high altitudes. These measurements will allow the performance of the balloon to be modeled more accurately, leading to better flight performance. Small thermistors (solid-state temperature sensors) have been used for this general purpose, and for temperature measurements on radiosondes. A disadvantage to thermistors and other physical (as distinct from sonic) temperature sensors is that they are subject to solar heating errors when they are exposed to the Sun, and this leads to issues with their use in a very high-altitude environment

A simple dynamic engine model for use in a real-time aircraft simulation with thrust vectoring

NASA Technical Reports Server (NTRS)

Johnson, Steven A.

1990-01-01

A simple dynamic engine model was developed at the NASA Ames Research Center, Dryden Flight Research Facility, for use in thrust vectoring control law development and real-time aircraft simulation. The simple dynamic engine model of the F404-GE-400 engine (General Electric, Lynn, Massachusetts) operates within the aircraft simulator. It was developed using tabular data generated from a complete nonlinear dynamic engine model supplied by the manufacturer. Engine dynamics were simulated using a throttle rate limiter and low-pass filter. Included is a description of a method to account for axial thrust loss resulting from thrust vectoring. In addition, the development of the simple dynamic engine model and its incorporation into the F-18 high alpha research vehicle (HARV) thrust vectoring simulation. The simple dynamic engine model was evaluated at Mach 0.2, 35,000 ft altitude and at Mach 0.7, 35,000 ft altitude. The simple dynamic engine model is within 3 percent of the steady state response, and within 25 percent of the transient response of the complete nonlinear dynamic engine model.

Modeling Commercial Turbofan Engine Icing Risk With Ice Crystal Ingestion

NASA Technical Reports Server (NTRS)

Jorgenson, Philip C. E.; Veres, Joseph P.

2013-01-01

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which are ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. The PSL test has helped to calibrate the engine icing computational tool to assess the risk of ice accretion. The results from the computer simulation identified prevalent trends in wet bulb temperature, ice particle melt ratio, and engine inlet temperature as a function of altitude for predicting engine icing risk due to ice crystal ingestion.

14 CFR Appendix B to Part 33 - Certification Standard Atmospheric Concentrations of Rain and Hail

Code of Federal Regulations, 2010 CFR

2010-01-01

... Concentrations Altitude (feet) Rain water content (RWC) (grams water/meter 3 air) 0 20.0 20,000 20.0 26,300 15.2... Altitude (feet) Hail water content (HWC) (grams water/meter 3 air) 0 6.0 7,300 8.9 8,500 9.4 10,000 9.9 12... conducting tests, normally by spraying liquid water to simulate rain conditions and by delivering hail...

Hemoglobin P50 During a Simulated Ascent of Mt. Everest, Operation Everest II

DTIC Science & Technology

2007-01-01

With altitude, increased [2,3-DPG] shifts the dissociation curve rightward, but hypocap- nia and alkalosis move it leftward. We determined both...of 30 mmHg. However, in vivo P50 remained between 26 and 27 mmHg throughout due to pro- gressive hypocapnia and alkalosis . Calculations suggest that...were unpredictable at extreme altitude, espe- cially in the face of counterbalancing effects from progressive hyperventilation and alkalosis . It was

Physics-based simulations of aerial attacks by peregrine falcons reveal that stooping at high speed maximizes catch success against agile prey

PubMed Central

Hildenbrandt, Hanno

2018-01-01

The peregrine falcon Falco peregrinus is renowned for attacking its prey from high altitude in a fast controlled dive called a stoop. Many other raptors employ a similar mode of attack, but the functional benefits of stooping remain obscure. Here we investigate whether, when, and why stooping promotes catch success, using a three-dimensional, agent-based modeling approach to simulate attacks of falcons on aerial prey. We simulate avian flapping and gliding flight using an analytical quasi-steady model of the aerodynamic forces and moments, parametrized by empirical measurements of flight morphology. The model-birds’ flight control inputs are commanded by their guidance system, comprising a phenomenological model of its vision, guidance, and control. To intercept its prey, model-falcons use the same guidance law as missiles (pure proportional navigation); this assumption is corroborated by empirical data on peregrine falcons hunting lures. We parametrically vary the falcon’s starting position relative to its prey, together with the feedback gain of its guidance loop, under differing assumptions regarding its errors and delay in vision and control, and for three different patterns of prey motion. We find that, when the prey maneuvers erratically, high-altitude stoops increase catch success compared to low-altitude attacks, but only if the falcon’s guidance law is appropriately tuned, and only given a high degree of precision in vision and control. Remarkably, the optimal tuning of the guidance law in our simulations coincides closely with what has been observed empirically in peregrines. High-altitude stoops are shown to be beneficial because their high airspeed enables production of higher aerodynamic forces for maneuvering, and facilitates higher roll agility as the wings are tucked, each of which is essential to catching maneuvering prey at realistic response delays. PMID:29649207

A Method for Obtaining High Frequency, Global, IR-Based Convective Cloud Tops for Studies of the TTL

NASA Technical Reports Server (NTRS)

Pfister, Leonhard; Ueyama, Rei; Jensen, Eric; Schoeberl, Mark

2017-01-01

Models of varying complexity that simulate water vapor and clouds in the Tropical Tropopause Layer (TTL) show that including convection directly is essential to properly simulating the water vapor and cloud distribution. In boreal winter, for example, simulations without convection yield a water vapor distribution that is too uniform with longitude, as well as minimal cloud distributions. Two things are important for convective simulations. First, it is important to get the convective cloud top potential temperature correctly, since unrealistically high values (reaching above the cold point tropopause too frequently) will cause excessive hydration of the stratosphere. Second, one must capture the time variation as well, since hydration by convection depends on the local relative humidity (temperature), which has substantial variation on synoptic time scales in the TTL. This paper describes a method for obtaining high frequency (3-hourly) global convective cloud top distributions which can be used in trajectory models. The method uses rainfall thresholds, standard IR brightness temperatures, meteorological temperature analyses, and physically realistic and documented corrections IR brightness temperature corrections to derive cloud top altitudes and potential temperatures. The cloud top altitudes compare well with combined CLOUDSAT and CALIPSO data, both in time-averaged overall vertical and horizontal distributions and in individual cases (correlations of .65-.7). An important finding is that there is significant uncertainty (nearly .5 km) in evaluating the statistical distribution of convective cloud tops even using lidar. Deep convection whose tops are in regions of high relative humidity (such as much of the TTL), will cause clouds to form above the actual convection. It is often difficult to distinguish these clouds from the actual convective cloud due to the uncertainties of evaluating ice water content from lidar measurements. Comparison with models show that calculated cloud top altitudes are generally higher than those calculated by global analyses (e.g., MERRA). Interannual variability in the distribution of convective cloud top altitudes is also investigated.

Computer simulation of supersonic rarefied gas flow in the transition region, about a spherical probe; a Monte Carlo approach with application to rocket-borne ion probe experiments

NASA Technical Reports Server (NTRS)

Horton, B. E.; Bowhill, S. A.

1971-01-01

This report describes a Monte Carlo simulation of transition flow around a sphere. Conditions for the simulation correspond to neutral monatomic molecules at two altitudes (70 and 75 km) in the D region of the ionosphere. Results are presented in the form of density contours, velocity vector plots and density, velocity and temperature profiles for the two altitudes. Contours and density profiles are related to independent Monte Carlo and experimental studies, and drag coefficients are calculated and compared with available experimental data. The small computer used is a PDP-15 with 16 K of core, and a typical run for 75 km requires five iterations, each taking five hours. The results are recorded on DECTAPE to be printed when required, and the program provides error estimates for any flow field parameter.

A model for simulating random atmospheres as a function of latitude, season, and time

NASA Technical Reports Server (NTRS)

Campbell, J. W.

1977-01-01

An empirical stochastic computer model was developed with the capability of generating random thermodynamic profiles of the atmosphere below an altitude of 99 km which are characteristic of any given season, latitude, and time of day. Samples of temperature, density, and pressure profiles generated by the model are statistically similar to measured profiles in a data base of over 6000 rocket and high-altitude atmospheric soundings; that is, means and standard deviations of modeled profiles and their vertical gradients are in close agreement with data. Model-generated samples can be used for Monte Carlo simulations of aircraft or spacecraft trajectories to predict or account for the effects on a vehicle's performance of atmospheric variability. Other potential uses for the model are in simulating pollutant dispersion patterns, variations in sound propagation, and other phenomena which are dependent on atmospheric properties, and in developing data-reduction software for satellite monitoring systems.

Aerodynamic design and optimization of high altitude environment simulation system based on CFD

NASA Astrophysics Data System (ADS)

Ma, Pingchang; Yan, Lutao; Li, Hong

2017-05-01

High altitude environment simulation system (HAES) is built to provide a true flight environment for subsonic vehicles, with low density, high speed, and short time characteristics. Normally, wind tunnel experiments are based on similar principal, such as parameters of Re or Ma, in order to shorten test product size. However, the test products in HAES are trim size, so more attention is put on the true flight environment simulation. It includes real flight environment pressure, destiny and real flight velocity, and its type velocity is Ma=0.8. In this paper, the aerodynamic design of HAES is introduced and its rationality is explained according to CFD calculation based on Fluent. Besides, the initial pressure of vacuum tank in HAES is optimized, which is not only to meet the economic requirements, but also to decrease the effect of additional stress on the test product in the process of the establishment of the target flow field.

Simulation study of geometric shape factor approach to estimating earth emitted flux densities from wide field-of-view radiation measurements

NASA Technical Reports Server (NTRS)

Weaver, W. L.; Green, R. N.

1980-01-01

A study was performed on the use of geometric shape factors to estimate earth-emitted flux densities from radiation measurements with wide field-of-view flat-plate radiometers on satellites. Sets of simulated irradiance measurements were computed for unrestricted and restricted field-of-view detectors. In these simulations, the earth radiation field was modeled using data from Nimbus 2 and 3. Geometric shape factors were derived and applied to these data to estimate flux densities on global and zonal scales. For measurements at a satellite altitude of 600 km, estimates of zonal flux density were in error 1.0 to 1.2%, and global flux density errors were less than 0.2%. Estimates with unrestricted field-of-view detectors were about the same for Lambertian and non-Lambertian radiation models, but were affected by satellite altitude. The opposite was found for the restricted field-of-view detectors.

Comparison of Different Methods of Grading a Level Turn Task on a Flight Simulator

NASA Technical Reports Server (NTRS)

Heath, Bruce E.; Crier, tomyka

2003-01-01

With the advancements in the computing power of personal computers, pc-based flight simulators and trainers have opened new avenues in the training of airplane pilots. It may be desirable to have the flight simulator make a quantitative evaluation of the progress of a pilot's training thereby reducing the physical requirement of the flight instructor who must, in turn, watch every flight. In an experiment, University students conducted six different flights, each consisting of two level turns. The flights were three minutes in duration. By evaluating videotapes, two certified flight instructors provided separate letter grades for each turn. These level turns were also evaluated using two other computer based grading methods. One method determined automated grades based on prescribed tolerances in bank angle, airspeed and altitude. The other method used was deviations in altitude and bank angle for performance index and performance grades.

Development of an Aircraft Approach and Departure Atmospheric Profile Generation Algorithm

NASA Technical Reports Server (NTRS)

Buck, Bill K.; Velotas, Steven G.; Rutishauser, David K. (Technical Monitor)

2004-01-01

In support of NASA Virtual Airspace Modeling and Simulation (VAMS) project, an effort was initiated to develop and test techniques for extracting meteorological data from landing and departing aircraft, and for building altitude based profiles for key meteorological parameters from these data. The generated atmospheric profiles will be used as inputs to NASA s Aircraft Vortex Spacing System (AVOLSS) Prediction Algorithm (APA) for benefits and trade analysis. A Wake Vortex Advisory System (WakeVAS) is being developed to apply weather and wake prediction and sensing technologies with procedures to reduce current wake separation criteria when safe and appropriate to increase airport operational efficiency. The purpose of this report is to document the initial theory and design of the Aircraft Approach Departure Atmospheric Profile Generation Algorithm.

Unmanned Aircraft Systems Traffic Management (UTM) Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal H.

2016-01-01

Unmanned Aircraft System (UAS) Traffic Management (UTM) Enabling Civilian Low-Altitude Airspace and Unmanned Aircraft System Operations What is the problem? Many beneficial civilian applications of UAS have been proposed, from goods delivery and infrastructure surveillance, to search and rescue, and agricultural monitoring. Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS operations, regardless of the type of UAS. A UAS traffic management (UTM) system for low-altitude airspace may be needed, perhaps leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today, whether the vehicles are driven by humans or are automated. What system technologies is NASA exploring? Building on its legacy of work in air traffic management for crewed aircraft, NASA is researching prototype technologies for a UAS Traffic Management (UTM) system that could develop airspace integration requirements for enabling safe, efficient low-altitude operations. While incorporating lessons learned from the today's well-established air traffic management system, which was a response that grew out of a mid-air collision over the Grand Canyon in the early days of commercial aviation, the UTM system would enable safe and efficient low-altitude airspace operations by providing services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning and re-routing, separation management, sequencing and spacing, and contingency management. One of the attributes of the UTM system is that it would not require human operators to monitor every vehicle continuously. The system could provide to human managers the data to make strategic decisions related to initiation, continuation, and termination of airspace operations. This approach would ensure that only authenticated UAS could operate in the airspace. In its most mature form, the UTM system could be developed using autonomicity characteristics that include self-configuration, self-optimization and self-protection. The self-configuration aspect could determine whether the operations should continue given the current andor predicted windweather conditions. NASA envisions concepts for two types of possible UTM systems. The first type would be a Portable UTM system, which would move from between geographical areas and support operations such as precision agriculture and disaster relief. The second type of system would be a Persistent UTM system, which would support low-altitude operations and provide continuous coverage for a geographical area. Either system would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. What is NASA doing to test the technologies? NASA's near-term goal is the development and demonstration of a possible future UTM system that could safely enable low-altitude airspace and UAS operations. Working alongside many committed government, industry and academic partners, NASA is leading the research, development and testing that is taking place in a series of activities called Technology Capability Levels (TCL), each increasing in complexity. UTM TCL1 concluded field testing in August 2015 and is undergoing additional testing at an FAA site.

Commercial flight and patients with intracranial mass lesions: a caveat. Report of two cases.

PubMed

Zrinzo, Ludvic U; Crocker, Matthew; Zrinzo, Laurence V; Thomas, David G T; Watkins, Laurence

2006-10-01

The authors report two cases of neurological deterioration following long commercial flights. Both individuals harbored intracranial space-occupying lesions. The authors assert that preexisting reduced intracranial compliance diminishes an individual's reserve to accommodate the physiological changes resulting from a commercial flight. Airline passengers are exposed to a mild degree of hypercapnia as well as conditions that simulate those of high-altitude ascents. High-altitude cerebral edema following an ascent to great heights is one facet of acute mountain sickness and can be life threatening in conditions similar to those present on commercial flights. Comparable reports documenting neurological deterioration at high altitudes in patients with coexisting space-occupying lesions were also reviewed.

Results of the 1970 balloon flight solar cell standardization program

NASA Technical Reports Server (NTRS)

Greenwood, R. F.

1972-01-01

For the eighth consective year, high-altitude calibration of solar cells was accomplished with the aid of free-flight balloons. Flights were conducted to an altitude of 36,576 m which is above 99.5% of earth's atmosphere where all water vapor levels and significant ozone bands are absent. Solar cells calibrated in this manner are significant used as intensity references in solar simulators and in terrestrial sunlight. Discussed is the method employed for high altitude balloon flight solar cell calibration. Also presented are data collected on 52 standard solar cells on two flights conducted in 1970. Solar cells flown repeatedly on successive flights have shown correlation of better than + or - 1.0%.

The evolution of Titan's high-altitude aerosols under ultraviolet irradiation

NASA Astrophysics Data System (ADS)

Carrasco, Nathalie; Tigrine, Sarah; Gavilan, Lisseth; Nahon, Laurent; Gudipati, Murthy S.

2018-04-01

The Cassini-Huygens space mission revealed that Titan's thick brownish haze is initiated high in the atmosphere at an altitude of about 1,000 km, before a slow transportation down to the surface. Close to the surface, at altitudes below 130 km, the Huygens probe provided information on the chemical composition of the haze. So far, we have not had insights into the possible photochemical evolution of the aerosols making up the haze during their descent. Here, we address this atmospheric aerosol aging process, simulating in the laboratory how solar vacuum ultraviolet irradiation affects the aerosol optical properties as probed by infrared spectroscopy. An important evolution was found that could explain the apparent contradiction between the nitrogen-poor infrared spectroscopic signature observed by Cassini below 600 km of altitude in Titan's atmosphere and a high nitrogen content as measured by the aerosol collector and pyrolyser of the Huygens probe at the surface of Titan.

Solar multi-conjugate adaptive optics based on high order ground layer adaptive optics and low order high altitude correction.

PubMed

Zhang, Lanqiang; Guo, Youming; Rao, Changhui

2017-02-20

Multi-conjugate adaptive optics (MCAO) is the most promising technique currently developed to enlarge the corrected field of view of adaptive optics for astronomy. In this paper, we propose a new configuration of solar MCAO based on high order ground layer adaptive optics and low order high altitude correction, which result in a homogeneous correction effect in the whole field of view. An individual high order multiple direction Shack-Hartmann wavefront sensor is employed in the configuration to detect the ground layer turbulence for low altitude correction. Furthermore, the other low order multiple direction Shack-Hartmann wavefront sensor supplies the wavefront information caused by high layers' turbulence through atmospheric tomography for high altitude correction. Simulation results based on the system design at the 1-meter New Vacuum Solar Telescope show that the correction uniform of the new scheme is obviously improved compared to conventional solar MCAO configuration.

The evolution of Titan's high-altitude aerosols under ultraviolet irradiation

NASA Astrophysics Data System (ADS)

Carrasco, Nathalie; Tigrine, Sarah; Gavilan, Lisseth; Nahon, Laurent; Gudipati, Murthy S.

2018-06-01

The Cassini-Huygens space mission revealed that Titan's thick brownish haze is initiated high in the atmosphere at an altitude of about 1,000 km, before a slow transportation down to the surface. Close to the surface, at altitudes below 130 km, the Huygens probe provided information on the chemical composition of the haze. So far, we have not had insights into the possible photochemical evolution of the aerosols making up the haze during their descent. Here, we address this atmospheric aerosol aging process, simulating in the laboratory how solar vacuum ultraviolet irradiation affects the aerosol optical properties as probed by infrared spectroscopy. An important evolution was found that could explain the apparent contradiction between the nitrogen-poor infrared spectroscopic signature observed by Cassini below 600 km of altitude in Titan's atmosphere and a high nitrogen content as measured by the aerosol collector and pyrolyser of the Huygens probe at the surface of Titan.

Helicopter Flight Simulation Motion Platform Requirements

NASA Technical Reports Server (NTRS)

Schroeder, Jeffery Allyn

1999-01-01

To determine motion fidelity requirements, a series of piloted simulations was performed. Several key results were found. First, lateral and vertical translational platform cues had significant effects on fidelity. Their presence improved performance and reduced pilot workload. Second, yaw and roll rotational platform cues were not as important as the translational platform cues. In particular, the yaw rotational motion platform cue did not appear at all useful in improving performance or reducing workload. Third, when the lateral translational platform cue was combined with visual yaw rotational cues, pilots believed the platform was rotating when it was not. Thus, simulator systems can be made more efficient by proper combination of platform and visual cues. Fourth, motion fidelity specifications were revised that now provide simulator users with a better prediction of motion fidelity based upon the frequency responses of their motion control laws. Fifth, vertical platform motion affected pilot estimates of steady-state altitude during altitude repositioning. Finally, the combined results led to a general method for configuring helicopter motion systems and for developing simulator tasks that more likely represent actual flight. The overall results can serve as a guide to future simulator designers and to today's operators.

Laboratory and balloon flight performance of the liquid xenon gamma ray imaging telescope

NASA Astrophysics Data System (ADS)

Curioni, Alessandro

2004-10-01

This thesis presents the laboratory calibration and in- flight performance of the liquid xenon γ-ray imaging telescope (LXeGRIT). LXeGRIT is the prototype of a novel concept of Compton telescope, based on a liquid xenon time projection chamber (LXeTPC), developed through several years by Prof. Aprile and collaborators at Columbia. When I joined the collaboration in Spring 1999, LXeGRIT was getting ready for a balloon borne experiment with the goal of performing the key measurement of the background at balloon altitude. After the 1999 balloon flight, a good deal of work was devoted to a thorough calibration of LXeGRIT, both through several tests in the laboratory and through improving the analysis software and developing Monte Carlo simulations. After substantial advancements in our understanding of the detector performance, LXeGRIT was improved and calibrated before a long duration balloon campaign in the Fall of 2000. Data gathered in this flight have allowed a detailed study of the background at balloon altitude and of the sensitivity to celestial γ-ray sources, the focus of the second part of my thesis. As this dissertation is intended to show, “the LXeGRIT phase”—defined as the prototype work, the experimental demonstration of the LXeTPC concept as a Compton telescope, the measurement of the background and of the detection sensitivity—has been now successfully completed. We are now ready for future implementations of the LXeTPC technology for astrophysics observations. The detailed calibration of LXeGRIT, both as an imaging calorimeter and as a Compton telescope is described in Chapters 2, 3 and 4. In Chapter 5 more details are given of LXeGRIT as a balloon borne instrument and its flight performance in year 2000. The measurement of the background at balloon altitude, based on the data collected in year 2000, is presented in Chapter 6 and the sensitivity of the instrument is derived in Chapter 7. An overview of future developments for the LXeTPC technology in the field of γ-ray astronomy is given in Chapter 8. The main results from the 1999 balloon flight are summarized in Appendix A.

Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight

NASA Technical Reports Server (NTRS)

Ray, Ronald J.; Cobleigh, Brent R.; Vachon, M. Jake; SaintJohn, Clinton

2002-01-01

The Autonomous Formation Flight research project has been implemented at the NASA Dryden Flight Research Center to demonstrate the benefits of formation flight and develop advanced technologies to facilitate exploiting these benefits. Two F/A-18 aircraft have been modified to precisely control and monitor relative position, and to determine performance of the trailing airplane. Flight test maneuvers and analysis techniques have been developed to determine the performance advantages, including drag and fuel flow reductions and improvements in range factor. By flying the trailing airplane through a matrix of lateral, longitudinal, and vertical offset positions, a detailed map of the performance benefits has been obtained at two flight conditions. Significant performance benefits have been obtained during this flight test phase. Drag reductions of more than 20 percent and fuel flow reductions of more than 18 percent have been measured at flight conditions of Mach 0.56 and an altitude of 25,000 ft. The results show favorable agreement with published theory and generic predictions. An F/A-18 long-range cruise mission at Mach 0.8 and an altitude of 40,000 ft has been simulated in the optimum formation position and has demonstrated a 14-percent fuel reduction when compared with a controlled chase airplane of similar configuration.

Standalone GPS L1 C/A Receiver for Lunar Missions

PubMed Central

Capuano, Vincenzo; Blunt, Paul; Botteron, Cyril; Tian, Jia; Leclère, Jérôme; Wang, Yanguang; Basile, Francesco; Farine, Pierre-André

2016-01-01

Global Navigation Satellite Systems (GNSSs) were originally introduced to provide positioning and timing services for terrestrial Earth users. However, space users increasingly rely on GNSS for spacecraft navigation and other science applications at several different altitudes from the Earth surface, in Low Earth Orbit (LEO), Medium Earth Orbit (MEO), Geostationary Earth Orbit (GEO), and feasibility studies have proved that GNSS signals can even be tracked at Moon altitude. Despite this, space remains a challenging operational environment, particularly on the way from the Earth to the Moon, characterized by weaker signals with wider gain variability, larger dynamic ranges resulting in higher Doppler and Doppler rates and critically low satellite signal availability. Following our previous studies, this paper describes the proof of concept “WeakHEO” receiver; a GPS L1 C/A receiver we developed in our laboratory specifically for lunar missions. The paper also assesses the performance of the receiver in two representative portions of an Earth Moon Transfer Orbit (MTO). The receiver was connected to our GNSS Spirent simulator in order to collect real-time hardware-in-the-loop observations, and then processed by the navigation module. This demonstrates the feasibility, using current technology, of effectively exploiting GNSS signals for navigation in a MTO. PMID:27005628

Detecting gene subnetworks under selection in biological pathways.

PubMed

Gouy, Alexandre; Daub, Joséphine T; Excoffier, Laurent

2017-09-19

Advances in high throughput sequencing technologies have created a gap between data production and functional data analysis. Indeed, phenotypes result from interactions between numerous genes, but traditional methods treat loci independently, missing important knowledge brought by network-level emerging properties. Therefore, detecting selection acting on multiple genes affecting the evolution of complex traits remains challenging. In this context, gene network analysis provides a powerful framework to study the evolution of adaptive traits and facilitates the interpretation of genome-wide data. We developed a method to analyse gene networks that is suitable to evidence polygenic selection. The general idea is to search biological pathways for subnetworks of genes that directly interact with each other and that present unusual evolutionary features. Subnetwork search is a typical combinatorial optimization problem that we solve using a simulated annealing approach. We have applied our methodology to find signals of adaptation to high-altitude in human populations. We show that this adaptation has a clear polygenic basis and is influenced by many genetic components. Our approach, implemented in the R package signet, improves on gene-level classical tests for selection by identifying both new candidate genes and new biological processes involved in adaptation to altitude. © The Author(s) 2017. Published by Oxford University Press on behalf of Nucleic Acids Research.

Advanced missile technology. A review of technology improvement areas for cruise missiles. [including missile design, missile configurations, and aerodynamic characteristics

NASA Technical Reports Server (NTRS)

Cronvich, L. L.; Liepman, H. P.

1979-01-01

Technology assessments in the areas of aerodynamics, propulsion, and structures and materials for cruise missile systems are discussed. The cruise missiles considered cover the full speed, altitude, and target range. The penetrativity, range, and maneuverability of the cruise missiles are examined and evaluated for performance improvements.

Airborne reconnaissance in the civilian sector - Agricultural monitoring from high-altitude powered platforms

NASA Technical Reports Server (NTRS)

Youngblood, J. W.; Jackson, R. D.

1983-01-01

Design concepts and mission applications for unmanned high-altitude powered platforms (HAPPs) are discussed. A chemically powered HAPP (operating altitude 18-21 km, wingspan 26 m, payload 91 kg, endurance 2-3 days) would use current turboprop technology. A microwave-powered HAPP (operating altitude around 21 km, wingspan 57.9 m, payload 500 kg, endurance weeks or months) would circle within or perform boost-glide maneuvers around a microwave beam of density 1.1 kw/sq m. Of two solar-powered-HAPP designs presented, the more promising uses five vertical solar-panel-bearing fins, two of which can be made horizontal at night, (wingspan 57.8/98.3 m, payload 113 kg, endurance weeks or months). The operating altitude depends on the latitude and season: this HAPP design is shown to be capable of year-round 20-km-altitude flights over the San Joaquin Valley in California, where an agricultural-monitoring mission using Landsat-like remote sensors is proposed. Other applications may be better served by the characteristics of the other HAPPs. The primary advantage of HAPPs over satellites is found to be their ability to provide rapidly available high-resolution continuous or repetitive coverage of specific areas at relatively low cost.

A strategy for oxygen conditioning at high altitude: comparison with air conditioning.

PubMed

West, John B

2015-09-15

Large numbers of people live or work at high altitude, and many visit to trek or ski. The inevitable hypoxia impairs physical working capacity, and at higher altitudes there is also cognitive impairment. Twenty years ago oxygen enrichment of room air was introduced to reduce the hypoxia, and this is now used in dormitories, hotels, mines, and telescopes. However, recent advances in technology now allow large amounts of oxygen to be obtained from air or cryogenic oxygen sources. As a result it is now feasible to oxygenate large buildings and even institutions such as hospitals. An analogy can be drawn between air conditioning that has improved the living and working conditions of millions of people who live in hot climates and oxygen conditioning that can do the same at high altitude. Oxygen conditioning is similar to air conditioning except that instead of cooling the air, the oxygen concentration is raised, thus reducing the equivalent altitude. Oxygen conditioning on a large scale could transform living and working conditions at high altitude, where it could be valuable in homes, hospitals, schools, dormitories, company headquarters, banks, and legislative settings. Copyright © 2015 the American Physiological Society.

Review of modern low emissions combustion technologies for aero gas turbine engines

NASA Astrophysics Data System (ADS)

Liu, Yize; Sun, Xiaoxiao; Sethi, Vishal; Nalianda, Devaiah; Li, Yi-Guang; Wang, Lu

2017-10-01

Pollutant emissions from aircraft in the vicinity of airports and at altitude are of great public concern due to their impact on environment and human health. The legislations aimed at limiting aircraft emissions have become more stringent over the past few decades. This has resulted in an urgent need to develop low emissions combustors in order to meet legislative requirements and reduce the impact of civil aviation on the environment. This article provides a comprehensive review of low emissions combustion technologies for modern aero gas turbines. The review considers current high Technologies Readiness Level (TRL) technologies including Rich-Burn Quick-quench Lean-burn (RQL), Double Annular Combustor (DAC), Twin Annular Premixing Swirler combustors (TAPS), Lean Direct Injection (LDI). It further reviews some of the advanced technologies at lower TRL. These include NASA multi-point LDI, Lean Premixed Prevaporised (LPP), Axially Staged Combustors (ASC) and Variable Geometry Combustors (VGC). The focus of the review is placed on working principles, a review of the key technologies (includes the key technology features, methods of realising the technology, associated technology advantages and design challenges, progress in development), technology application and emissions mitigation potential. The article concludes the technology review by providing a technology evaluation matrix based on a number of combustion performance criteria including altitude relight auto-ignition flashback, combustion stability, combustion efficiency, pressure loss, size and weight, liner life and exit temperature distribution.

Results from teleoperated free-flying spacecraft simulations in the Martin Marietta space operations simulator lab

NASA Technical Reports Server (NTRS)

Hartley, Craig S.

1990-01-01

To augment the capabilities of the Space Transportation System, NASA has funded studies and developed programs aimed at developing reusable, remotely piloted spacecraft and satellite servicing systems capable of delivering, retrieving, and servicing payloads at altitudes and inclinations beyond the reach of the present Shuttle Orbiters. Since the mid 1970's, researchers at the Martin Marietta Astronautics Group Space Operations Simulation (SOS) Laboratory have been engaged in investigations of remotely piloted and supervised autonomous spacecraft operations. These investigations were based on high fidelity, real-time simulations and have covered a wide range of human factors issues related to controllability. Among these are: (1) mission conditions, including thruster plume impingements and signal time delays; (2) vehicle performance variables, including control authority, control harmony, minimum impulse, and cross coupling of accelerations; (3) maneuvering task requirements such as target distance and dynamics; (4) control parameters including various control modes and rate/displacement deadbands; and (5) display parameters involving camera placement and function, visual aids, and presentation of operational feedback from the spacecraft. This presentation includes a brief description of the capabilities of the SOS Lab to simulate real-time free-flyer operations using live video, advanced technology ground and on-orbit workstations, and sophisticated computer models of on-orbit spacecraft behavior. Sample results from human factors studies in the five categories cited above are provided.

Propulsion options for very low Earth orbit microsatellites

NASA Astrophysics Data System (ADS)

Leomanni, Mirko; Garulli, Andrea; Giannitrapani, Antonio; Scortecci, Fabrizio

2017-04-01

The growing competitiveness in the commercial space market has raised the interest in operating small spacecraft at very low altitudes. To make this feasible, the space industry has started developing propulsion options tailored specifically to these platforms. This paper presents a review of emerging micropropulsion technologies and evaluates their applicability to microsatellite missions in the altitude range 250-500 km. The results of the proposed analysis are demonstrated on two different remote sensing applications.

Design trade-offs for homing missiles

NASA Astrophysics Data System (ADS)

Spencer, Allen; Moore, William

1992-05-01

Major design considerations, trade-offs and technology issues for future hypervelocity, anti-missile interceptors are presented in an overview format. Two classes of interceptors are considered: a low altitude interceptor using an active radar seeker for defense against tactical ballistic missiles (TBMs) and a higher altitude interceptor using a passive infra-red seeker for defense against ICBMs. Considerations are presented in the areas of mission requirements, seeker selection, aerodynamic and aerothermal environments, control systems, and guidance performance.

Early Rockets

NASA Image and Video Library

2004-04-15

Goddard rocket with four rocket motors. This rocket attained an altitude of 200 feet in a flight, November 1936, at Roswell, New Mexico. From 1930 to 1941, Dr. Goddard made substantial progress in the development of progressively larger rockets which attained altitudes of 2400 meters, and refined his equipment for guidance and control, his techniques of welding, and his insulation, pumps, and other associated equipment. In many respects, Dr. Goddard laid the essential foundations of practical rocket technology

The effects of energy beverages in counteracting the symptoms of mild hypoxia at legal general aviation altitudes

NASA Astrophysics Data System (ADS)

Bull, Daniel Mark

The purpose of this thesis was to conduct preliminary research, in the form of a pilot study, concerning the natural effects of hypoxia compared to the effects of hypoxia experienced after the consumption of an energy beverage. The study evaluated the effects of hypoxia on FAA certificated pilots at a simulated legal general aviation altitude, utilizing the normobaric High Altitude Lab (HAL) located at Embry Riddle Aeronautical University, Daytona Beach, Florida. The researcher tested 11 subjects, who completed three simulated flight tasks within the HAL using the Frasca International Mentor Advanced Aviation Training Device (AATD). The flight tasks were completed after consuming Red BullRTM, MonsterRTM , or a placebo beverage. The researcher derived three test variables from core outputs of the AATD: lateral deviations from the glide slope, vertical deviations from the localizer, and airspeed deviations from the target speed of 100 knots. A repeated-measures ANOVA was carried out to determine effects of the beverages on the test variables. While results were non-significant, the researcher concluded that further research should be conducted with a larger sample.

Body and organ weights of rats exposed to carbon monoxide at high altitude

DOE Office of Scientific and Technical Information (OSTI.GOV)

McGrath, J.J.

1988-01-01

Male, laboratory rats were exposed for 6 wk in steel barometric chambers to (1) 100 ppm CO, (2) 15,000 ft simulated high altitude (SHA), and (3) CO at SHA. Altitude was simulated by a system of gate valves and a vacuum pump, and measured by an altimeter. CO, from high-pressure cylinders, was introduced into the air supplying each chamber through a mass flow controller and measured by a nondispersive infrared (NDIR) analyzer. Although SHA had no affect on left ventricle plus septum (LV + S), adrenal, spleen, or kidney weights, SHA decreased body weights, and increased hematocrit ratios, as wellmore » as right ventricle (RV), total heart (HT), and pituitary weights. CO had no affect on body weights, RV, HT, adrenal, spleen, or kidney weights, but CO increased hematocrit ratios and LV + S weights. There was no significant interaction between SHA and CO on any parameter except kidney weight. These results indicate that, in general, the effects produced by 15,000 ft SHA are not intensified by exposure to 100 ppm CO.« less

TRAGEN: Computer program to simulate an aircraft steered to follow a specified verticle profile. User's guide

NASA Technical Reports Server (NTRS)

1983-01-01

The longitudinal dynamics of a medium range twin-jet or tri-jet transport aircraft are simulated. For the climbing trajectory, the thrust is constrained to maximum value, and for descent, the thrust is set at idle. For cruise, the aircraft is held in the trim condition. For climb or descent, the aircraft is steered to follow either (a) a fixed profile which is input to the program or (b) a profile computed at the beginning of that segment of the run. For climb, the aircraft is steered to maintain the given airspeed as a function of altitude. For descent, the aircraft is steered to maintain the given altitude as a function of range-to-go. In both cases, the control variable is angle-of-attack. The given output trajectory is presented and compared with the input trajectory. Step climb is treated just as climb. For cruise, the Breguet equations are used to compute the fuel burned to achieve a given range and to connect given initial and final values of altitude and Mach number.

Magnetic attitude control torque generation of a gravity gradient stabilized satellite

NASA Astrophysics Data System (ADS)

Suhadis, N. M.; Salleh, M. B.; Rajendran, P.

2018-05-01

Magnetic torquer is used to generate a magnetic dipole moment onboard satellites whereby a control torque for attitude control purposes is generated when it couples with the geomagnetic field. This technique has been considered very attractive for satellites operated in Low Earth Orbit (LEO) as the strength of the geomagnetic field is relatively high below the altitude of 1000 km. This paper presents the algorithm used to generate required magnetic dipole moment by 3 magnetic torquers mounted onboard a gravity gradient stabilized satellite operated at an altitude of 540 km with nadir pointing mission. As the geomagnetic field cannot be altered and its magnitude and direction vary with respect to the orbit altitude and inclination, a comparison study of attitude control torque generation performance with various orbit inclination is performed where the structured control algorithm is simulated for 13°, 33° and 53° orbit inclinations to see how the variation of the satellite orbit affects the satellite's attitude control torque generation. Results from simulation show that the higher orbit inclination generates optimum magnetic attitude control torque for accurate nadir pointing mission.

The Propulsive Small Expendable Deployer System (ProSEDS)

NASA Technical Reports Server (NTRS)

Lorenzini, Enrico C.; Cosmo, Mario L.; Estes, Robert D.; Sanmartin, Juan; Pelaez, Jesus; Ruiz, Manuel

2003-01-01

This Final Report covers the following main topics: 1) Brief Description of ProSEDS; 2) Mission Analysis; 3) Dynamics Reference Mission; 4) Dynamics Stability; 5) Deployment Control; 6) Updated System Performance; 7) Updated Mission Analysis; 8) Updated Dynamics Reference Mission; 9) Updated Deployment Control Profiles and Simulations; 10) Updated Reference Mission; 11) Evaluation of Power Delivered by the Tether; 12) Deployment Control Profile Ref. #78 and Simulations; 13) Kalman Filters for Mission Estimation; 14) Analysis/Estimation of Deployment Flight Data; 15) Comparison of ED Tethers and Electrical Thrusters; 16) Dynamics Analysis for Mission Starting at a Lower Altitude; 17) Deployment Performance at a Lower Altitude; 18) Satellite Orbit after a Tether Cut; 19) Deployment with Shorter Dyneema Tether Length; 20) Interactive Software for ED Tethers.

Interference and Compatibility Studies Between Satellite Service Systems and Systems Using High Altitude Platform Stations

NASA Astrophysics Data System (ADS)

Milas, Vasilis; Koletta, Maria; Constantinou, Philip

2003-07-01

This paper provides the results of interference and compatibility studies in order to assess the sharing conditions between Fixed Satellite Service (FSS) and Fixed Service provided by High Altitude Platform Stations (HAPS) in the same operational frequency bands and discusses the most important operational parameters that have an impact on the interference calculations. To characterize interference phenomena between the two systems carrier to interference (C/I) ratios are evaluated. Simulation results under the scenario of a realistic deployment of HAPS and the use of different satellite configurations are presented. An interesting result derived from the simulations is that FSS/GSO Earth Stations and HAPS ground stations may coexist in the HAPS coverage area under certain considerations.

Piloted Simulation of a Model-Predictive Automated Recovery System

NASA Technical Reports Server (NTRS)

Liu, James (Yuan); Litt, Jonathan; Sowers, T. Shane; Owens, A. Karl; Guo, Ten-Huei

2014-01-01

This presentation describes a model-predictive automatic recovery system for aircraft on the verge of a loss-of-control situation. The system determines when it must intervene to prevent an imminent accident, resulting from a poor approach. It estimates the altitude loss that would result from a go-around maneuver at the current flight condition. If the loss is projected to violate a minimum altitude threshold, the maneuver is automatically triggered. The system deactivates to allow landing once several criteria are met. Piloted flight simulator evaluation showed the system to provide effective envelope protection during extremely unsafe landing attempts. The results demonstrate how flight and propulsion control can be integrated to recover control of the vehicle automatically and prevent a potential catastrophe.

Simulation Model for the Convair CV-880 and Boeing 720 B Aircraft-Autopilot Systems in the Approach Configuration

DOT National Transportation Integrated Search

1971-07-01

This report presents the basic equations and data required to simulate the Convair CV-880 and Boeing 720 B aircraft-autopilot systems in the approach configuration from altitude and heading hold down to flare. The approach maneuver is discussed in Se...

Hydrology and numerical simulation of groundwater movement and heat transport in Snake Valley and surrounding areas, Juab, Miller, and Beaver Counties, Utah, and White Pine and Lincoln Counties, Nevada

USGS Publications Warehouse

Masbruch, Melissa D.; Gardner, Philip M.; Brooks, Lynette E.

2014-01-01

Snake Valley and surrounding areas, along the Utah-Nevada state border, are part of the Great Basin carbonate and alluvial aquifer system. The groundwater system in the study area consists of water in unconsolidated deposits in basins and water in consolidated rock underlying the basins and in the adjacent mountain blocks. Most recharge occurs from precipitation on the mountain blocks and most discharge occurs from the lower altitude basin-fill deposits mainly as evapotranspiration, springflow, and well withdrawals.The Snake Valley area regional groundwater system was simulated using a three-dimensional model incorporating both groundwater flow and heat transport. The model was constructed with MODFLOW-2000, a version of the U.S. Geological Survey’s groundwater flow model, and MT3DMS, a transport model that simulates advection, dispersion, and chemical reactions of solutes or heat in groundwater systems. Observations of groundwater discharge by evapotranspiration, springflow, mountain stream base flow, and well withdrawals; groundwater-level altitudes; and groundwater temperatures were used to calibrate the model. Parameter values estimated by regression analyses were reasonable and within the range of expected values.This study represents one of the first regional modeling efforts to include calibration to groundwater temperature data. The inclusion of temperature observations reduced parameter uncertainty, in some cases quite significantly, over using just water-level altitude and discharge observations. Of the 39 parameters used to simulate horizontal hydraulic conductivity, uncertainty on 11 of these parameters was reduced to one order of magnitude or less. Other significant reductions in parameter uncertainty occurred in parameters representing the vertical anisotropy ratio, drain and river conductance, recharge rates, and well withdrawal rates.The model provides a good representation of the groundwater system. Simulated water-level altitudes range over almost 2,000 meters (m); 98 percent of the simulated values of water-level altitudes in wells are within 30 m of observed water-level altitudes, and 58 percent of them are within 12 m. Nineteen of 20 simulated discharges are within 30 percent of observed discharge. Eighty-one percent of the simulated values of groundwater temperatures in wells are within 2 degrees Celsius (°C) of the observed values, and 55 percent of them are within 0.75 °C. The numerical model represents a more robust quantification of groundwater budget components than previous studies because the model integrates all components of the groundwater budget. The model also incorporates new data including (1) a detailed hydrogeologic framework, and (2) more observations, including several new water-level altitudes throughout the study area, several new measurements of spring discharge within Snake Valley which had not previously been monitored, and groundwater temperature data. Uncertainty in the estimates of subsurface flow are less than those of previous studies because the model balanced recharge and discharge across the entire simulated area, not just in each hydrographic area, and because of the large dataset of observations (water-level altitudes, discharge, and temperatures) used to calibrate the model and the resulting transmissivity distribution.Groundwater recharge from precipitation and unconsumed irrigation in Snake Valley is 160,000 acre-feet per year (acre-ft/yr), which is within the range of previous estimates. Subsurface inflow from southern Spring Valley to southern Snake Valley is 13,000 acre-ft/yr and is within the range of previous estimates; subsurface inflow from Spring Valley to Snake Valley north of the Snake Range, however, is only 2,200 acre-ft/yr, which is much less than has been previously estimated. Groundwater discharge from groundwater evapotranspiration and springs is 100,000 acre-ft/yr, and discharge to mountain streams is 3,300 acre-ft/yr; these are within the range of previous estimates. Current well withdrawals are 28,000 acre-ft/yr. Subsurface outflow from Snake Valley moves into Pine Valley (2,000 acre-ft/yr), Wah Wah Valley (23 acre-ft/yr), Tule Valley (33,000 acre-ft/yr), Fish Springs Flat (790 acre-ft/yr), and outside of the study area towards Great Salt Lake Desert (8,400 acre-ft/yr); these outflows, totaling about 44,000 acre-ft/yr, are within the range of previous estimates.The subsurface flow amounts indicate the degree of connectivity between hydrographic areas within the study area. The simulated transmissivity and locations of natural discharge, however, provide a better estimate of the effect of groundwater withdrawals on groundwater resources than does the amount and direction of subsurface flow between hydrographic areas. The distribution of simulated transmissivity throughout the study area includes many areas of high transmissivity within and between hydrographic areas. Increased well withdrawals within these high transmissivity areas will likely affect a large part of the study area, resulting in declining groundwater levels, as well as leading to a decrease in natural discharge to springs and evapotranspiration.

Remote Sensing of Aquatic Plants.

DTIC Science & Technology

1979-10-01

remote sensing methods for identification and assessment of expanses of aquatic plants. Both materials and techniques are examined for cost effectiveness and capability to sense aquatic plants on both the local and regional scales. Computer simulation of photographic responses was employed; Landsat, high-altitude photography, side-looking airborne radar, and low-altitude photography were examined to determine the capabilities of each for identifying and assessing aquatic plants. Results of the study revealed Landsat to be the most cost effective for regional surveys,

Determination of Barometric Altimeter Errors for the Orion Exploration Flight Test-1 Entry

NASA Technical Reports Server (NTRS)

Brown, Denise L.; Munoz, Jean-Philippe; Gay, Robert

2011-01-01

The EFT-1 mission is the unmanned flight test for the upcoming Multi-Purpose Crew Vehicle (MPCV). During entry, the EFT-1 vehicle will trigger several Landing and Recovery System (LRS) events, such as parachute deployment, based on onboard altitude information. The primary altitude source is the filtered navigation solution updated with GPS measurement data. The vehicle also has three barometric altimeters that will be used to measure atmospheric pressure during entry. In the event that GPS data is not available during entry, the altitude derived from the barometric altimeter pressure will be used to trigger chute deployment for the drogues and main parachutes. Therefore it is important to understand the impact of error sources on the pressure measured by the barometric altimeters and on the altitude derived from that pressure. There are four primary error sources impacting the sensed pressure: sensor errors, Analog to Digital conversion errors, aerodynamic errors, and atmosphere modeling errors. This last error source is induced by the conversion from pressure to altitude in the vehicle flight software, which requires an atmosphere model such as the US Standard 1976 Atmosphere model. There are several secondary error sources as well, such as waves, tides, and latencies in data transmission. Typically, for error budget calculations it is assumed that all error sources are independent, normally distributed variables. Thus, the initial approach to developing the EFT-1 barometric altimeter altitude error budget was to create an itemized error budget under these assumptions. This budget was to be verified by simulation using high fidelity models of the vehicle hardware and software. The simulation barometric altimeter model includes hardware error sources and a data-driven model of the aerodynamic errors expected to impact the pressure in the midbay compartment in which the sensors are located. The aerodynamic model includes the pressure difference between the midbay compartment and the free stream pressure as a function of altitude, oscillations in sensed pressure due to wake effects, and an acoustics model capturing fluctuations in pressure due to motion of the passive vents separating the barometric altimeters from the outside of the vehicle.

The Effect of Valve Timing Upon the Performance of a Supercharged Engine at Altitude and an Unsupercharged Engine at Sea Level

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Biermann, Arnold E

1932-01-01

This investigation was conducted to determine the comparative effects of valve timing on the performance of an unsupercharged engine at sea level and a supercharged engine at altitude. The tests were conducted on the NACA universal test engine. The timing of the four valve events was varied over a wide range; the engine speeds were varied between 1,050 and 1,500 r.p.m.; the compression ratios were varied between 4.35:1 and 7.35:1. The conditions of exhaust pressure and carburetor pressure of a supercharged engine were simulated for altitudes between 0 and 18,000 feet. The results show that optimum valve timing for a supercharged engine at an altitude of 18,000 feet differs slightly from that for an unsupercharged engine at sea level. A small increase in power is obtained by using the optimum timing for 18,000 feet for altitudes above 5,000 feet. The timing of the intake opening and exhaust closing becomes more critical as the compression ratio is increased.

Design and Development of a Scanning Airborne Direct Detection Doppler Lidar System

NASA Technical Reports Server (NTRS)

Gentry, Bruce; McGill, Matthew; Schwemmer, Geary; Hardesty, Michael; Brewer, Alan; Wilkerson, Thomas; Atlas, Robert; Sirota, Marcos; Lindemann, Scott

2006-01-01

In the fall of 2005 we began developing an airborne scanning direct detection molecular Doppler lidar. The instrument is being built as part of the Tropospheric Wind Lidar Technology Experiment (TWiLiTE), a three year project selected by the NASA Earth Sun Technology Office under the Instrument Incubator Program. The TWiLiTE project is a collaboration involving scientists and engineers from NASA Goddard Space Flight Center, NOAA ESRL, Utah State University Space Dynamics Lab, Michigan Aerospace Corporation and Sigma Space Corporation. The TWiLiTE instrument will leverage significant research and development investments made by NASA Goddard and it's partners in the past several years in key lidar technologies and sub-systems (lasers, telescopes, scanning systems, detectors and receivers) required to enable spaceborne global wind lidar measurement. These sub-systems will be integrated into a complete molecular direct detection Doppler wind lidar system designed for autonomous operation on a high altitude aircraft, such as the NASA WB57. The WB57 flies at an altitude of 18 km and from this vantage point the nadir viewing Doppler lidar will be able to profile winds through the full troposphere. The TWiLiTE integrated airborne Doppler lidar instrument will be the first demonstration of a airborne scanning direct detection Doppler lidar and will serve as a critical milestone on the path to a future spaceborne tropospheric wind system. In addition to being a technology testbed for space based tropospheric wind lidar, when completed the TWiLiTE high altitude airborne lidar will be used for studying mesoscale dynamics and storm research (e.g. winter storms, hurricanes) and could be used for calibration and validation of satellite based wind systems such as ESA's Aeolus Atmospheric Dynamics Mission. The TWiLiTE Doppler lidar will have the capability to profile winds in clear air from the aircraft altitude of 18 km to the surface with 250 m vertical resolution and < 2mls velocity accuracy.

Altus I aircraft taking off from lakebed runway

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft takes off from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

Altus I aircraft in flight, retracting landing gear after takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

The landing gear of the remotely piloted Altus I aircraft retracts into the fuselage after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, was designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology project, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

PSL Icing Facility Upgrade Overview

NASA Technical Reports Server (NTRS)

Griffin, Thomas A.; Dicki, Dennis J.; Lizanich, Paul J.

2014-01-01

The NASA Glenn Research Center Propulsion Systems Lab (PSL) was recently upgraded to perform engine inlet ice crystal testing in an altitude environment. The system installed 10 spray bars in the inlet plenum for ice crystal generation using 222 spray nozzles. As an altitude test chamber, the PSL is capable of simulating icing events at altitude in a groundtest facility. The system was designed to operate at altitudes from 4,000 to 40,000 ft at Mach numbers up to 0.8M and inlet total temperatures from -60 to +15 degF. This paper and presentation will be part of a series of presentations on PSL Icing and will cover the development of the icing capability through design, developmental testing, installation, initial calibration, and validation engine testing. Information will be presented on the design criteria and process, spray bar developmental testing at Cox and Co., system capabilities, and initial calibration and engine validation test. The PSL icing system was designed to provide NASA and the icing community with a facility that could be used for research studies of engine icing by duplicating in-flight events in a controlled ground-test facility. With the system and the altitude chamber we can produce flight conditions and cloud environments to simulate those encountered in flight. The icing system can be controlled to set various cloud uniformities, droplet median volumetric diameter (MVD), and icing water content (IWC) through a wide variety of conditions. The PSL chamber can set altitudes, Mach numbers, and temperatures of interest to the icing community and also has the instrumentation capability of measuring engine performance during icing testing. PSL last year completed the calibration and initial engine validation of the facility utilizing a Honeywell ALF502-R5 engine and has duplicated in-flight roll back conditions experienced during flight testing. This paper will summarize the modifications and buildup of the facility to accomplish these tests.

Gastric emptying effects of dietary fiber during 8 hours at two simulated cabin altitudes.

PubMed

Hinninghofen, Heidemarie; Musial, Frauke; Kowalski, Axel; Enck, Paul

2006-02-01

In a questionnaire survey, long-distance flying staff of a charter airline reported significantly more dyspeptic symptoms than did short-haul crewmember and ground personnel (belching: 57% vs. 37%, bloating: 51% vs. 36%). To elucidate the reason for increased frequency of gastrointestinal symptoms during long-distance flights, we investigated the effects of altitude and diet on gastric emptying, cardiovascular function, and bodily complaints. In a 2 x 2 repeated measurement design we simulated an 8-h flight in a hypobaric chamber in 16 healthy men subjected to 2 meal conditions (high fiber vs. low fiber) on separate days, and assigned to either a flight altitude of 2500 m (8200 ft) or 1000 m (3280 ft). The subjects were blinded toward altitude. Heart rate and gastrointestinal symptoms were taken every hour, and gastric emptying was assessed by 13C-octanoic acid breath-test. In a separate experiment, we examined the effect of the two test meals (2 g vs. 20 g of fiber) in 30 healthy men under conventional laboratory conditions and found no significant differences. At an altitude of 2500 m, heart rate was significantly increased independent of the dietary condition. Gastric emptying (T1/2) was significantly delayed at 2500 m (8200 ft) when a high-fiber meal was given (146.3 +/- 58.4 min low fiber vs. 193.9 +/- 54.3 min high fiber). The symptom score for gastric distension (mean: 1.33 +/- 0.3 vs. mean: 1.07 +/- 0.15) and bloating (mean: 1.82 +/- 0.47 vs. mean: 1.34 +/- 0.35) were also significantly increased at 2500 m for the high-fiber meal compared with the low-fiber meal. Flight altitude is a physiological load. In combination with a high-fiber diet, this induces significant delays in gastric emptying that may explain symptoms of cabin and cockpit crew and passengers on long-distance flights.

Flight simulator fidelity assessment in a rotorcraft lateral translation maneuver

NASA Technical Reports Server (NTRS)

Hess, R. A.; Malsbury, T.; Atencio, A., Jr.

1992-01-01

A model-based methodology for assessing flight simulator fidelity in closed-loop fashion is exercised in analyzing a rotorcraft low-altitude maneuver for which flight test and simulation results were available. The addition of a handling qualities sensitivity function to a previously developed model-based assessment criteria allows an analytical comparison of both performance and handling qualities between simulation and flight test. Model predictions regarding the existence of simulator fidelity problems are corroborated by experiment. The modeling approach is used to assess analytically the effects of modifying simulator characteristics on simulator fidelity.

Comparison of effects of copropagated and precomputed atmosphere profiles on Monte Carlo trajectory simulation

NASA Technical Reports Server (NTRS)

Queen, Eric M.; Omara, Thomas M.

1990-01-01

A realization of a stochastic atmosphere model for use in simulations is presented. The model provides pressure, density, temperature, and wind velocity as a function of latitude, longitude, and altitude, and is implemented in a three degree of freedom simulation package. This implementation is used in the Monte Carlo simulation of an aeroassisted orbital transfer maneuver and results are compared to those of a more traditional approach.

Influence of Alternative Engine Concepts on LCTR2 Sizing and Mission Profile

NASA Technical Reports Server (NTRS)

Acree, C. W., Jr.; Snyder, Christopher A.

2012-01-01

The Large Civil Tiltrotor (LCTR) was developed as part of the NASA Heavy Lift Rotorcraft Systems Investigation in order to establish a consistent basis for evaluating the benefits of advanced technology for large tiltrotors. The concept has since evolved into the second-generation LCTR2, designed to carry 90 passengers for 1,000 nm at 300 knots, with vertical takeoff and landing. This paper examines the impact of advanced propulsion system concepts on LCTR2 sizing. Two concepts were studied: an advanced, single-speed engine with a conventional power turbine layout (Advanced Conventional Engine, or ACE), and a variable-speed power turbine engine (VSPT). The ACE is the lighter engine, but requires a multi-speed (shifting) gearbox, whereas the VSPT uses a lighter, fixed-ratio gearbox. The NASA Design and Analysis of Rotorcraft (NDARC) design code was used to study the trades between rotor and engine efficiency and weight. Rotor performance was determined by Comprehensive Analytical Model of Rotorcraft Aerodynamics and Dynamics (CAMRAD II), and engine performance was estimated with the Numerical Propulsion System Simulation (NPSS). Design trades for the ACE vs. VSPT are presented in terms of vehicle weight empty for variations in mission altitude and range; the effect of different One Engine Inoperative (OEI) criteria are also examined. Because of its strong effect on gearbox weight and on both rotor and engine efficiency, rotor speed was chosen as the reference design variable for comparing design trades. The two propulsion concepts had nearly identical vehicle weights and mission fuel consumption, and their relative advantages varied little with cruise altitude, mission range, or OEI criteria; high cruise altitude and low cruise tip speed were beneficial for both concepts.

High Altitude Supersonic Decelerator Test Vehicle

NASA Technical Reports Server (NTRS)

Cook, Brant T.; Blando, Guillermo; Kennett, Andrew; Von Der Heydt, Max; Wolff, John Luke; Yerdon, Mark

2013-01-01

The Low Density Supersonic Decelerator (LDSD) project is tasked by NASA's Office of the Chief Technologist (OCT) to advance the state of the art in Mars entry and descent technology in order to allow for larger payloads to be delivered to Mars at higher altitudes with better accuracy. The project will develop a 33.5 m Do Supersonic Ringsail (SSRS) parachute, 6m attached torus, robotic class Supersonic Inflatable Aerodynamic Decelerator (SIAD-R), and an 8 m attached isotensoid, exploration class Supersonic Inflatable Aerodynamic Decelerator (SIAD-E). The SSRS and SIAD-R should be brought to TRL-6, while the SIAD-E should be brought to TRL-5. As part of the qualification and development program, LDSD must perform a Mach-scaled Supersonic Flight Dynamics Test (SFDT) in order to demonstrate successful free flight dynamic deployments at Mars equivalent altitude, of all three technologies. In order to perform these tests, LDSD must design and build a test vehicle to deliver all technologies to approximately 180,000 ft and Mach 4, deploy a SIAD, free fly to approximately Mach 2, deploy the SSRS, record high-speed and high-resolution imagery of both deployments, as well as record data from an instrumentation suite capable of characterizing the technology induced vehicle dynamics. The vehicle must also be recoverable after splashdown into the ocean under a nominal flight, while guaranteeing forensic data protection in an off nominal catastrophic failure of a test article that could result in a terminal velocity, tumbling water impact.

Simulation of Reclaimed-Water Injection and Pumping Scenarios and Particle-Tracking Analysis near Mount Pleasant, South Carolina

USGS Publications Warehouse

Petkewich, Matthew D.; Campbell, Bruce G.

2009-01-01

The effect of injecting reclaimed water into the Middendorf aquifer beneath Mount Pleasant, South Carolina, was simulated using a groundwater-flow model of the Coastal Plain Physiographic Province of South Carolina and parts of Georgia and North Carolina. Reclaimed water, also known as recycled water, is wastewater or stormwater that has been treated to an appropriate level so that the water can be reused. The scenarios were simulated to evaluate potential changes in groundwater flow and groundwater-level conditions caused by injecting reclaimed water into the Middendorf aquifer. Simulations included a Base Case and two injection scenarios. Maximum pumping rates were simulated as 6.65, 8.50, and 10.5 million gallons per day for the Base Case, Scenario 1, and Scenario 2, respectively. The Base Case simulation represents a non-injection estimate of the year 2050 groundwater levels for comparison purposes for the two injection scenarios. For Scenarios 1 and 2, the simulated injection of reclaimed water at 3 million gallons per day begins in 2012 and continues through 2050. The flow paths and time of travel for the injected reclaimed water were simulated using particle-tracking analysis. The simulations indicated a general decline of groundwater altitudes in the Middendorf aquifer in the Mount Pleasant, South Carolina, area between 2004 and 2050 for the Base Case and two injection scenarios. For the Base Case, groundwater altitudes generally declined about 90 feet from the 2004 groundwater levels. For Scenarios 1 and 2, although groundwater altitudes initially increased in the Mount Pleasant area because of the simulated injection, these higher groundwater levels declined as Mount Pleasant Waterworks pumping increased over time. When compared to the Base Case simulation, 2050 groundwater altitudes for Scenario 1 are between 15 feet lower to 23 feet higher for production wells, between 41 and 77 feet higher for the injection wells, and between 9 and 23 feet higher for observation wells in the Mount Pleasant area. When compared to the Base Case simulation, 2050 groundwater altitudes for Scenario 2 are between 2 and 106 feet lower for production wells and observation wells and between 11 and 27 feet higher for the injection wells in the Mount Pleasant area. Water budgets for the model area immediately surrounding the Mount Pleasant area were calculated for 2011 and for 2050. The largest flow component for the 2050 water budget in the Mount Pleasant area is discharge through wells at rates between 7.1 and 10.9 million gallons of water per day. This groundwater is replaced predominantly by between 6.0 and 7.8 million gallons per day of lateral groundwater flow within the Middendorf aquifer for the Base Case and two scenarios and through reclaimed-water injection of 3 million gallons per day for Scenarios 1 and 2. In addition, between 175,000 and 319,000 gallons of groundwater are removed from this area per day because of the regional hydraulic gradient. Additional sources of water to this area are groundwater storage releases at rates between 86,800 and 116,000 gallons per day and vertical flow from over- and underlying confining units at rates between 69,100 and 150,000 gallons per day. Reclaimed water injected into the Middendorf aquifer at three hypothetical injection wells moved to the Mount Pleasant Waterworks production wells in 18 to 256 years as indicated by particle-tracking simulations. Time of travel varied from 18 to 179 years for simulated conditions of 20 percent uniform aquifer porosity and between 25 to 256 years for 30 percent uniform aquifer porosity.

COMPOST-FREE BIOREACTOR TREATMENT OF ACID ROCK DRAINAGE - TECHNOLOGY CAPSULE

EPA Science Inventory

As part of the Superfund Innovative Technology Evaluation (SITE) program, an evaluation of the compost-free bioreactor treatment of acid rock drainage (ARD) from the Aspen Seep was conducted at the Leviathan Mine Superfund site located in a remote, high altitude area of Alpine Co...

Simulation Evaluation of Synthetic Vision as an Enabling Technology for Equivalent Visual Operations

NASA Technical Reports Server (NTRS)

Kramer, Lynda J.; Williams, Steven P.; Bailey, Randall E.

2008-01-01

Enhanced Vision (EV) and synthetic vision (SV) systems may serve as enabling technologies to meet the challenges of the Next Generation Air Transportation System (NextGen) Equivalent Visual Operations (EVO) concept ? that is, the ability to achieve or even improve on the safety of Visual Flight Rules (VFR) operations, maintain the operational tempos of VFR, and even, perhaps, retain VFR procedures independent of actual weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A piloted simulation experiment was conducted to evaluate the effects of the presence or absence of Synthetic Vision, the location of this information during an instrument approach (i.e., on a Head-Up or Head-Down Primary Flight Display), and the type of airport lighting information on landing minima. The quantitative data from this experiment were analyzed to begin the definition of performance-based criteria for all-weather approach and landing operations. Objective results from the present study showed that better approach performance was attainable with the head-up display (HUD) compared to the head-down display (HDD). A slight performance improvement in HDD performance was shown when SV was added, as the pilots descended below 200 ft to a 100 ft decision altitude, but this performance was not tested for statistical significance (nor was it expected to be statistically significant). The touchdown data showed that regardless of the display concept flown (SV HUD, Baseline HUD, SV HDD, Baseline HDD) a majority of the runs were within the performance-based defined approach and landing criteria in all the visibility levels, approach lighting systems, and decision altitudes tested. For this visual flight maneuver, RVR appeared to be the most significant influence in touchdown performance. The approach lighting system clearly impacted the pilot's ability to descend to 100 ft height above touchdown based on existing Federal Aviation Regulation (FAR) 91.175 using a 200 ft decision height, but did not appear to influence touchdown performance or approach path maintenance

Polarization of skylight in the O(2)A band: effects of aerosol properties.

PubMed

Boesche, Eyk; Stammes, Piet; Preusker, Réne; Bennartz, Ralf; Knap, Wouter; Fischer, Juergen

2008-07-01

Motivated by several observations of the degree of linear polarization of skylight in the oxygen A (O(2)A) band that do not yet have a quantitative explanation, we analyze the influence of aerosol altitude, microphysics, and optical thickness on the degree of linear polarization of the zenith skylight in the spectral region of the O(2)A band, between 755 to 775 nm. It is shown that the degree of linear polarization inside the O(2)A band is particularly sensitive to aerosol altitude. The sensitivity is strongest for aerosols within the troposphere and depends also on their microphysical properties and optical thickness. The polarization of the O(2)A band can be larger than the polarization of the continuum, which typically occurs for strongly polarizing aerosols in an elevated layer, or smaller, which typically occurs for depolarizing aerosols or cirrus clouds in an elevated layer. We show that in the case of a single aerosol layer in the atmosphere a determination of the aerosol layer altitude may be obtained. Furthermore, we show limitations of the aerosol layer altitude determination in case of multiple aerosol layers. To perform these simulations we developed a fast method for multiple scattering radiative transfer calculations in gaseous absorption bands including polarization. The method is a combination of doubling-adding and k-binning methods. We present an error estimation of this method by comparing with accurate line-by-line radiative transfer simulations. For the Motivated by several observations of the degree of linear polarization of skylight in the oxygen A (O(2)A) band that do not yet have a quantitative explanation, we analyze the influence of aerosol altitude, microphysics, and optical thickness on the degree of linear polarization of the zenith skylight in the spectral region of the O(2)A band, between 755 to 775 nm. It is shown that the degree of linear polarization inside the O(2)A band is particularly sensitive to aerosol altitude. The sensitivity is strongest for aerosols within the troposphere and depends also on their microphysical properties and optical thickness. The polarization of the O(2)A band can be larger than the polarization of the continuum, which typically occurs for strongly polarizing aerosols in an elevated layer, or smaller, which typically occurs for depolarizing aerosols or cirrus clouds in an elevated layer. We show that in the case of a single aerosol layer in the atmosphere a determination of the aerosol layer altitude may be obtained. Furthermore, we show limitations of the aerosol layer altitude determination in case of multiple aerosol layers. To perform these simulations we developed a fast method for multiple scattering radiative transfer calculations in gaseous absorption bands including polarization. The method is a combination of doubling-adding and k-binning methods. We present an error estimation of this method by comparing with accurate line-by-line radiative transfer simulations. For the O(2)A band, the errors in the degree of linear polarization are less than 0.11% for transmitted light, and less than 0.31% for reflected light. band, the errors in the degree of linear polarization are less than 0.11% for transmitted light, and less than 0.31% for reflected light.

Cosmic rays and other space weather effects influenced on satellite operation, technologies, biosphere and people health

NASA Astrophysics Data System (ADS)

Lev, Dorman

2016-07-01

Satellite anomalies (or malfunctions), including total distortion of electronics and loose of some satellites cost for Insurance Companies billions dollars per year. During especially active periods the probability of big satellite anomalies and their loosing increased very much. Now, when a great number of civil and military satellites are continuously worked for our practice life, the problem of satellite anomalies became very important. Many years ago about half of satellite anomalies were caused by technical reasons (for example, for Russian satellites Kosmos), but with time with increasing of production quality, this part became smaller and smaller. The other part, which now is dominated, caused by different space weather effects (energetic particles of CR and generated/trapped in the magnetosphere, and so on). We consider only satellite anomalies not caused by technical reasons: the total number of such anomalies about 6000 events, and separately for high and low altitude orbit satellites (5000 and about 800 events, correspondingly for high and low altitude satellites). No relation was found between low and high altitude satellite anomalies. Daily numbers of satellite anomalies, averaged by a superposed epoch method around sudden storm commencements and solar proton event onsets for high (>1500 km) and low (<1500 km) altitude orbits revealed a big difference in a behavior. Satellites were divided on several groups according to the orbital characteristics (altitude and inclination). The relation of satellite anomalies to the environmental parameters was found to be different for various orbits that should be taken into account under developing of the anomaly frequency models and forecasting. We consider also influence of CR on frequency of gene mutations and evolution of biosphere (we show that if it will be no CR, the Earth's civilization will be start only after milliards years later, what will be too late), CR role in thunderstorm phenomena and discharges, space weather effects on space technologies and radiation effects from solar and galactic CR in dependence of cutoff rigidities and altitude, influence magnetic storms accompanied by CR Forbush-effects on people health (increasing frequency of infarct myocardial and brain strokes), increasing frequency of car accidents (possible through people factor), increasing frequency of malfunctions in railway operation (possible, through induction currents), catastrophes in long-distance electric power lines and transformators, and in other ground technologies.

Integrated dynamic analysis simulation of space stations with controllable solar arrays (supplemental data and analyses)

NASA Technical Reports Server (NTRS)

Heinrichs, J. A.; Fee, J. J.

1972-01-01

Space station and solar array data and the analyses which were performed in support of the integrated dynamic analysis study. The analysis methods and the formulated digital simulation were developed. Control systems for space station altitude control and solar array orientation control include generic type control systems. These systems have been digitally coded and included in the simulation.

High Altitude Long Endurance UAV Analysis of Alternatives and Technology Requirements Development

NASA Technical Reports Server (NTRS)

Nickol, Craig L.; Guynn, Mark D.; Kohout, Lisa L.; Ozoroski, Thomas A.

2007-01-01

An Analysis of Alternatives and a Technology Requirements Study were conducted for two mission areas utilizing various types of High Altitude Long Endurance (HALE) Unmanned Aerial Vehicles (UAV). A hurricane science mission and a communications relay mission provided air vehicle requirements which were used to derive sixteen potential HALE UAV configurations, including heavier-than-air (HTA) and lighter-than-air (LTA) concepts with both consumable fuel and solar regenerative propulsion systems. A HTA diesel-fueled wing-body-tail configuration emerged as the preferred concept given near-term technology constraints. The cost effectiveness analysis showed that simply maximizing vehicle endurance can be a sub-optimum system solution. In addition, the HTA solar regenerative configuration was utilized to perform both a mission requirements study and a technology development study. Given near-term technology constraints, the solar regenerative powered vehicle was limited to operations during the long days and short nights at higher latitudes during the summer months. Technology improvements are required in energy storage system specific energy and solar cell efficiency, along with airframe drag and mass reductions to enable the solar regenerative vehicle to meet the full mission requirements.

High altitude solar power platform. [aircraft design analysis

NASA Technical Reports Server (NTRS)

Bailey, M. D.; Bower, M. V.

1992-01-01

Solar power is a preeminent alternative to conventional aircraft propulsion. With the continued advances in solar cells, fuel cells, and composite materials technology, the solar powered airplane is no longer a simple curiosity constrained to flights of several feet in altitude or minutes of duration. A high altitude solar powered platform (HASPP) has several potential missions, including communications and agriculture. In remote areas, a HASPP could be used as a communication link. In large farming areas, a HASPP could perform remote sensing of crops. The impact of HASPP in continuous flight for one year on agricultural monitoring mission is presented. This mission provides farmers with near real-time data twice daily from an altitude which allows excellant resolution on water conditions, crop diseases, and insect infestation. Accurate, timely data will enable farmers to increase their yield and efficiency. A design for HASPP for the foregoing mission is presented. In the design power derived from solar cells covering the wings is used for propulsion, avionics, and sensors. Excess power produced midday will be stored in fuel cells for use at night to maintain altitude and course.

Directly measured cabin pressure conditions during Boeing 747-400 commercial aircraft flights.

PubMed

Kelly, Paul T; Seccombe, Leigh M; Rogers, Peter G; Peters, Matthew J

2007-07-01

In the low pressure environment of commercial aircraft, hypoxaemia may be common and accentuated in patients with lung or heart disease. Regulations specify a cabin pressure not lower than 750 hPa but it is not known whether this standard is met. This knowledge is important in determining the hazards of commercial flight for patients and the validity of current flight simulation tests. Using a wrist-watch recording altimeter, cabin pressure was recorded at 60 s intervals on 45 flights in Boeing 747-400 aircraft with three airlines. A log was kept of aircraft altitude using the in-flight display. Change in cabin pressure during flight, relationship between aircraft altitude and cabin pressure and proportion of flight time with cabin pressure approaching the minimum specified by regulation were determined. Flight duration averaged 10 h. Average cabin pressure during flight was 846 hPa. There was a linear fall in cabin pressure as the aircraft cruising altitude increased. At 10,300 m (34,000 ft) cabin pressure was 843 hPa and changed 8 hPa for every 300 m (1000 ft) change in aircraft altitude (r(2) = 0.993; P < 0.001). Lowest cabin pressure was 792 hPa at 12 200 m (40,000 ft) but during only 2% of flight time was cabin pressure less than 800 hPa. Cabin pressure is determined only by the engineering of the aircraft and its altitude and in the present study was always higher than required by regulation. Current fitness-to-fly evaluations simulate cabin conditions that passengers will not experience on these aircraft. There may be increased risks to patients should new or older aircraft operate nearer to the present minimum standard.

Assessing the accuracy of MISR and MISR-simulated cloud top heights using CloudSat- and CALIPSO-retrieved hydrometeor profiles

NASA Astrophysics Data System (ADS)

Hillman, Benjamin R.; Marchand, Roger T.; Ackerman, Thomas P.; Mace, Gerald G.; Benson, Sally

2017-03-01

Satellite retrievals of cloud properties are often used in the evaluation of global climate models, and in recent years satellite instrument simulators have been used to account for known retrieval biases in order to make more consistent comparisons between models and retrievals. Many of these simulators have seen little critical evaluation. Here we evaluate the Multiangle Imaging Spectroradiometer (MISR) simulator by using visible extinction profiles retrieved from a combination of CloudSat, CALIPSO, MODIS, and AMSR-E observations as inputs to the MISR simulator and comparing cloud top height statistics from the MISR simulator with those retrieved by MISR. Overall, we find that the occurrence of middle- and high-altitude topped clouds agrees well between MISR retrievals and the MISR-simulated output, with distributions of middle- and high-topped cloud cover typically agreeing to better than 5% in both zonal and regional averages. However, there are significant differences in the occurrence of low-topped clouds between MISR retrievals and MISR-simulated output that are due to differences in the detection of low-level clouds between MISR and the combined retrievals used to drive the MISR simulator, rather than due to errors in the MISR simulator cloud top height adjustment. This difference highlights the importance of sensor resolution and boundary layer cloud spatial structure in determining low-altitude cloud cover. The MISR-simulated and MISR-retrieved cloud optical depth also show systematic differences, which are also likely due in part to cloud spatial structure.

Performance Analysis of Automatic Dependent Surveillance-Broadcast (ADS-B) and Breakdown of Anomalies

NASA Astrophysics Data System (ADS)

Tabassum, Asma

This thesis work analyzes the performance of Automatic Dependent Surveillance-Broadcast (ADS-B) data received from Grand Forks International Airport, detects anomalies in the data and quantifies the associated potential risk. This work also assesses severity associated anomalous data in Detect and Avoid (DAA) for Unmanned Aircraft System (UAS). The received data were raw and archived in GDL-90 format. A python module is developed to parse the raw data into readable data in a .csv file. The anomaly detection algorithm is based on Federal Aviation Administration's (FAA) ADS-B performance assessment report. An extensive study is carried out on two main types of anomalies, namely dropouts and altitude deviations. A dropout is considered when the update rate exceeds three seconds. Dropouts are of different durations and have a different level of risk depending on how much time ADS-B is unavailable as the surveillance system. Altitude deviation refers to the deviation between barometric and geometric altitude. Deviation ranges from 25 feet to 600 feet have been observed. As of now, barometric altitude has been used for separation and surveillance while geometric altitude can be used in cases where barometric altitude is not available. Many UAS might not have both sensors installed on board due to size and weight constrains. There might be a chance of misinterpretation of vertical separation specially while flying in National Airspace (NAS) if the ownship UAS and intruder manned aircraft use two different altitude sources for separation standard. The characteristics and agreement between two different altitudes is investigated with a regression based approach. Multiple risk matrices are established based on the severity of the DAA well clear. ADS-B is called the Backbone of FAA Next Generation Air Transportation System, NextGen. NextGen is the series of inter-linked programs, systems, and policies that implement advanced technologies and capabilities. ADS-B utilizes the Satellite based Global Positioning System (GPS) technology to provide the pilot and the Air Traffic Control (ATC) with more information which enables an efficient navigation of aircraft in increasingly congested airspace. FAA mandated all aircraft, both manned and unmanned, be equipped with ADS-B out by the year 2020 to fly within most controlled airspace. As a fundamental component of NextGen it is crucial to understand the behavior and potential risk with ADS-B Systems.

The Impact on Simulated Storm Structure and Intensity of Variations in the Lifted Condensation Level and the Level of Free Convection

NASA Technical Reports Server (NTRS)

McCaul, Eugene W., Jr.; Cohen, Charles; Arnold, James E. (Technical Monitor)

2001-01-01

The sensitivities of convective storm structure and intensity to changes in the altitudes of the prestorm environmental lifted condensation level and level of free convection axe studied using a full-physics three-dimensional cloud model. Matrices of simulations are conducted for a range of LCL=LFC altitudes, using a single moderately-sheared curved hodograph trace in conjunction with 1 convective available potential energy values of either 800 or 2000 J/kg, with the matrices consisting of all four combinations of two distinct choices of buoyancy and shear profile shape. For each value of CAPE, the LCL=LFC altitudes are also allowed to vary in a series of simulations based on the most highly compressed buoyancy and shear profiles for that CAPE, with the environmental buoyancy profile shape, subcloud equivalent potential temperature, subcloud lapse rates of temperature and moisture, and wind profile held fixed. For each CAPE, one final simulation is conducted using a near optimal LFC, but a lowered LCL, with a neutrally buoyant environmental thermal profile specified in between. Results show that, for the buoyancy-starved small-CAPE environments, the simulated storms are supercells and are generally largest and most intense when LCL=LFC altitudes lie in the approximate range 1.5-2.5 km above the surface. The simulations show similar trends for the shear-starved large-CAPE environments, except that conversion from supercell to multicell morphology frequently occurs when the LCL is high. For choices of LCL=LFC height within the optimal 1.5-2.5 km range, peak storm updraft overturning efficiency may approaches unity relative to parcel theory, while for lower LCL=LFC heights, overturning efficiency is reduced significantly. The enhancements of overturning efficiency and updraft diameter with increasing LFC height are shown to be the result of systematic increases in the mean equivalent potential temperature of the updraft at cloud base. For the shear-starved environments, the tendency for outflow dominance is eliminated, but a large overturning efficiency maintained, when a low LCL is used in conjunction with a high LFC. The result regarding outflow dominance at high LCL is consistent with expectations, but the beneficial effect of a high LFC on convective overturning efficiency has not previously been widely recognized. The simulation findings here also appear to be consistent with statistics from previous severe storm environment climatologies, but provide a new framework for interpreting those statistics.

Solar Cell Short Circuit Current Errors and Uncertainties During High Altitude Calibrations

NASA Technical Reports Server (NTRS)

Snyder, David D.

2012-01-01

High altitude balloon based facilities can make solar cell calibration measurements above 99.5% of the atmosphere to use for adjusting laboratory solar simulators. While close to on-orbit illumination, the small attenuation to the spectra may result in under measurements of solar cell parameters. Variations of stratospheric weather, may produce flight-to-flight measurement variations. To support the NSCAP effort, this work quantifies some of the effects on solar cell short circuit current (Isc) measurements on triple junction sub-cells. This work looks at several types of high altitude methods, direct high altitude meas urements near 120 kft, and lower stratospheric Langley plots from aircraft. It also looks at Langley extrapolation from altitudes above most of the ozone, for potential small balloon payloads. A convolution of the sub-cell spectral response with the standard solar spectrum modified by several absorption processes is used to determine the relative change from AMO, lscllsc(AMO). Rayleigh scattering, molecular scatterin g from uniformly mixed gases, Ozone, and water vapor, are included in this analysis. A range of atmosph eric pressures are examined, from 0. 05 to 0.25 Atm to cover the range of atmospheric altitudes where solar cell calibrations a reperformed. Generally these errors and uncertainties are less than 0.2%

Dr. Robert H. Goddard and His Rocket

NASA Technical Reports Server (NTRS)

2004-01-01

Goddard rocket with four rocket motors. This rocket attained an altitude of 200 feet in a flight, November 1936, at Roswell, New Mexico. From 1930 to 1941, Dr. Goddard made substantial progress in the development of progressively larger rockets which attained altitudes of 2400 meters, and refined his equipment for guidance and control, his techniques of welding, and his insulation, pumps, and other associated equipment. In many respects, Dr. Goddard laid the essential foundations of practical rocket technology

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Image and Video Library

1995-09-11

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors.

High altitude aerodynamic platform concept evaluation and prototype engine testing

NASA Technical Reports Server (NTRS)

Akkerman, J. W.

1984-01-01

A design concept has been developed for maintaining a 150-pound payload at 60,000 feet altitude for about 50 hours. A 600-pound liftoff weight aerodynamic vehicle is used which operates at sufficient speeds to withstand prevailing winds. It is powered by a turbocharged four-stoke cycle gasoline fueled engine. Endurance time of 100 hours or more appears to be feasible with hydrogen fuel and a lighter payload. A prototype engine has been tested to 40,000 feet simulated altitude. Mismatch of the engine and the turbocharger system flow and problems with fuel/air mixture ratio control characteristics prohibited operation beyond 40,000 feet. But there seems to be no reason why the concept cannot be developed to function as analytically predicted.

A model study of the plasma chemistry of stratospheric Blue Jets

NASA Astrophysics Data System (ADS)

Winkler, Holger; Notholt, Justus

2015-04-01

Stratospheric Blue Jets (BJs) are upward propagating discharges in the altitude range 15-40 km above thunderstorms. They appear as conical bodies of blue light originating at the top of thunderclouds and proceed upward with velocities of the order of 100 km/s. Electric discharges in the atmosphere are known to have chemical effects. Of particular interest is the liberation of atomic oxygen and the formation of reactive nitrogen radicals. We have used a numerical plasma chemistry model in order to simulate the chemical processes in stratospheric BJs. It was applied to BJ streamers in the altitude range 18-38 km. The model results show that there is a production of ozone from atomic oxygen liberated at the streamer tips. At the same time, significant amounts of nitric oxide are produced. Compared to earlier plasma chemistry simulations of BJ streamers, the production of NO and O3 is by orders of magnitude larger. Additionally, the chemical processes in the leader part of a BJ have been simulated for the first time. In the leader channel, driven by high-temperature reactions, the concentration of N2O and NO increases by several orders of magnitude, and there is a significant depletion of ozone. The model results might gain importance by the fact that the chemical perturbations in BJs are largest at altitudes of the stratospheric ozone layer.

Atlas-Centaur Separation Test in the Space Power Chambers

NASA Image and Video Library

1963-11-21

An Atlas/Centaur mass model undergoes a separation test inside the Space Power Chambers at NASA Lewis Research Center. Lewis was in the midst of an extensive effort to prepare the Centaur second-stage rocket for its missions to send the Surveyor spacecraft to the moon as a precursor to the Apollo missions. As part of these preparations, Lewis management decided to convert its Altitude Wind Tunnel into two large test chambers—the Space Power Chambers. The conversion included the removal of the tunnel’s internal components and the insertion of bulkheads to seal off the new chambers within the tunnel. One chamber could simulate conditions found at 100 miles altitude, while this larger chamber simulated the upper atmosphere. In this test series, researchers wanted to verify that the vehicle’s retrorockets would properly separate the Centaur from the Atlas. The model was suspended horizontally on a trolley system inside chamber. A net was hung at one end to catch the jettisoned Atlas model. The chamber atmosphere was reduced to a pressure altitude of 100,000 feet, and high-speed cameras were synchronized to the ignition of the retrorockets. The simulated Centaur is seen here jettisoning from the Atlas out of view to the right. The study resulted in a new jettison method that would significantly reduce the separation time and thus minimize the danger of collision between the two stages during separation.

Precipitation of energetic neutral atoms and induced non-thermal escape fluxes from the Martian atmosphere

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lewkow, N. R.; Kharchenko, V.

2014-08-01

The precipitation of energetic neutral atoms, produced through charge exchange collisions between solar wind ions and thermal atmospheric gases, is investigated for the Martian atmosphere. Connections between parameters of precipitating fast ions and resulting escape fluxes, altitude-dependent energy distributions of fast atoms and their coefficients of reflection from the Mars atmosphere, are established using accurate cross sections in Monte Carlo (MC) simulations. Distributions of secondary hot (SH) atoms and molecules, induced by precipitating particles, have been obtained and applied for computations of the non-thermal escape fluxes. A new collisional database on accurate energy-angular-dependent cross sections, required for description of themore » energy-momentum transfer in collisions of precipitating particles and production of non-thermal atmospheric atoms and molecules, is reported with analytic fitting equations. Three-dimensional MC simulations with accurate energy-angular-dependent cross sections have been carried out to track large ensembles of energetic atoms in a time-dependent manner as they propagate into the Martian atmosphere and transfer their energy to the ambient atoms and molecules. Results of the MC simulations on the energy-deposition altitude profiles, reflection coefficients, and time-dependent atmospheric heating, obtained for the isotropic hard sphere and anisotropic quantum cross sections, are compared. Atmospheric heating rates, thermalization depths, altitude profiles of production rates, energy distributions of SH atoms and molecules, and induced escape fluxes have been determined.« less

Simulation Results for Airborne Precision Spacing along Continuous Descent Arrivals

NASA Technical Reports Server (NTRS)

Barmore, Bryan E.; Abbott, Terence S.; Capron, William R.; Baxley, Brian T.

2008-01-01

This paper describes the results of a fast-time simulation experiment and a high-fidelity simulator validation with merging streams of aircraft flying Continuous Descent Arrivals through generic airspace to a runway at Dallas-Ft Worth. Aircraft made small speed adjustments based on an airborne-based spacing algorithm, so as to arrive at the threshold exactly at the assigned time interval behind their Traffic-To-Follow. The 40 aircraft were initialized at different altitudes and speeds on one of four different routes, and then merged at different points and altitudes while flying Continuous Descent Arrivals. This merging and spacing using flight deck equipment and procedures to augment or implement Air Traffic Management directives is called Flight Deck-based Merging and Spacing, an important subset of a larger Airborne Precision Spacing functionality. This research indicates that Flight Deck-based Merging and Spacing initiated while at cruise altitude and well prior to the Terminal Radar Approach Control entry can significantly contribute to the delivery of aircraft at a specified interval to the runway threshold with a high degree of accuracy and at a reduced pilot workload. Furthermore, previously documented work has shown that using a Continuous Descent Arrival instead of a traditional step-down descent can save fuel, reduce noise, and reduce emissions. Research into Flight Deck-based Merging and Spacing is a cooperative effort between government and industry partners.

Regression of altitude-produced cardiac hypertrophy.

NASA Technical Reports Server (NTRS)

Sizemore, D. A.; Mcintyre, T. W.; Van Liere, E. J.; Wilson , M. F.

1973-01-01

The rate of regression of cardiac hypertrophy with time has been determined in adult male albino rats. The hypertrophy was induced by intermittent exposure to simulated high altitude. The percentage hypertrophy was much greater (46%) in the right ventricle than in the left (16%). The regression could be adequately fitted to a single exponential function with a half-time of 6.73 plus or minus 0.71 days (90% CI). There was no significant difference in the rates of regression for the two ventricles.

Simulations of the Boreal Winter Upper Mesosphere and Lower Thermosphere With Meteorological Specifications in SD-WACCM-X

NASA Astrophysics Data System (ADS)

Sassi, Fabrizio; Siskind, David E.; Tate, Jennifer L.; Liu, Han-Li; Randall, Cora E.

2018-04-01

We investigate the benefit of high-altitude nudging in simulations of the structure and short-term variability of the upper mesosphere and lower thermosphere (UMLT) dynamical meteorology during boreal winter, specifically around the time of the January 2009 sudden stratospheric warming. We compare simulations using the Specified Dynamics, Whole Atmosphere Community Climate Model, extended version, nudged using atmospheric specifications generated by the Navy Operational Global Atmospheric Prediction System, Advanced Level Physics High Altitude. Two sets of simulations are carried out: one uses nudging over a vertical domain from 0 to 90 km; the other uses nudging over a vertical domain from 0 to 50 km. The dynamical behavior is diagnosed from ensemble mean and standard deviation of winds, temperature, and zonal accelerations due to resolved and parameterized waves. We show that the dynamical behavior of the UMLT is quite different in the two experiments, with prominent differences in the structure and variability of constituent transport. We compare the results of our numerical experiments to observations of carbon monoxide by the Atmospheric Chemistry Experiment-Fourier Transform Spectrometer to show that the high-altitude nudging is capable of reproducing with high fidelity the observed variability, and traveling planetary waves are a crucial component of the dynamics. The results of this study indicate that to capture the key physical processes that affect short-term variability (defined as the atmospheric behavior within about 10 days of a stratospheric warming) in the UMLT, specification of the atmospheric state in the stratosphere alone is not sufficient, and upper atmospheric specifications are needed.

Simulation of a combined-cycle engine

NASA Technical Reports Server (NTRS)

Vangerpen, Jon

1991-01-01

A FORTRAN computer program was developed to simulate the performance of combined-cycle engines. These engines combine features of both gas turbines and reciprocating engines. The computer program can simulate both design point and off-design operation. Widely varying engine configurations can be evaluated for their power, performance, and efficiency as well as the influence of altitude and air speed. Although the program was developed to simulate aircraft engines, it can be used with equal success for stationary and automative applications.

Rotorcraft In-Flight Simulation Research at NASA Ames Research Center: A Review of the 1980's and plans for the 1990's

NASA Technical Reports Server (NTRS)

Aiken, Edwin W.; Hindson, William S.; Lebacqz, J. Victor; Denery, Dallas G.; Eshow, Michelle M.

1991-01-01

A new flight research vehicle, the Rotorcraft-Aircrew System Concepts Airborne Laboratory (RASCAL), is being developed by the U.S. Army and NASA at ARC. The requirements for this new facility stem from a perception of rotorcraft system technology requirements for the next decade together with operational experience with the Boeing Vertol CH-47B research helicopter that was operated as an in-flight simulator at ARC during the past 10 years. Accordingly, both the principal design features of the CH-47B variable-stability system and the flight-control and cockpit-display programs that were conducted using this aircraft at ARC are reviewed. Another U.S Army helicopter, a Sikorsky UH-60A Black Hawk, was selected as the baseline vehicle for the RASCAL. The research programs that influence the design of the RASCAL are summarized, and the resultant requirements for the RASCAL research system are described. These research programs include investigations of advanced, integrated control concepts for achieving high levels of agility and maneuverability, and guidance technologies, employing computer/sensor-aiding, designed to assist the pilot during low-altitude flight in conditions of limited visibility. The approach to the development of the new facility is presented and selected plans for the preliminary design of the RASCAL are described.

Analytical functions to predict cosmic-ray neutron spectra in the atmosphere.

PubMed

Sato, Tatsuhiko; Niita, Koji

2006-09-01

Estimation of cosmic-ray neutron spectra in the atmosphere has been an essential issue in the evaluation of the aircrew doses and the soft-error rates of semiconductor devices. We therefore performed Monte Carlo simulations for estimating neutron spectra using the PHITS code in adopting the nuclear data library JENDL-High-Energy file. Excellent agreements were observed between the calculated and measured spectra for a wide altitude range even at the ground level. Based on a comprehensive analysis of the simulation results, we propose analytical functions that can predict the cosmic-ray neutron spectra for any location in the atmosphere at altitudes below 20 km, considering the influences of local geometries such as ground and aircraft on the spectra. The accuracy of the analytical functions was well verified by various experimental data.

Problems inherent in using aircraft for radio oceanography studies

NASA Technical Reports Server (NTRS)

Walsh, E. J.

1977-01-01

Some of the disadvantages relating to altitude stability and proximity to the ocean are described for radio oceanography studies using aircraft. The random oscillatory motion introduced by the autopilot in maintaining aircraft altitude requires a more sophisticated range tracker for a radar altimeter than would be required in a satellite application. One-dimensional simulations of the sea surface (long-crested waves) are performed using both the JONSWAP spectrum and the Pierson-Moskowitz spectrum. The results of the simulation indicate that care must be taken in trying to experimentally verify instrument measurement accuracy. Because of the relatively few wavelengths examined from an aircraft due to proximity to the ocean and low velocity compared to a satellite, the random variation in the sea surface parameters being measured can far exceed an instrument's ability to measure them.

Piloted Simulation Evaluation of a Model-Predictive Automatic Recovery System to Prevent Vehicle Loss of Control on Approach

NASA Technical Reports Server (NTRS)

Litt, Jonathan; Liu, Yuan; Sowers, T. Shane; Owen, A. Karl; Guo, Ten-Huei

2014-01-01

This paper describes a model-predictive automatic recovery system for aircraft on the verge of a loss-of-control situation. The system determines when it must intervene to prevent an imminent accident, resulting from a poor approach. It estimates the altitude loss that would result from a go-around maneuver at the current flight condition. If the loss is projected to violate a minimum altitude threshold, the maneuver is automatically triggered. The system deactivates to allow landing once several criteria are met. Piloted flight simulator evaluation showed the system to provide effective envelope protection during extremely unsafe landing attempts. The results demonstrate how flight and propulsion control can be integrated to recover control of the vehicle automatically and prevent a potential catastrophe.

Simulation of Energetic Neutral Atom Images at Venus

NASA Astrophysics Data System (ADS)

Gunell, H.; Holmström, M.; Biernat, H. K.; Erkaev, N. V.; Lammer, H.; Lichtenegger, H.; Penz, T.

2003-12-01

We present simulated images of energetic neutral atoms (ENAs) produced in charge exchange collisions between solar wind protons and neutral atoms in the exosphere of Venus. The plasma flow around Venus is modelled by a semi-analytical MHD simulation that includes mass-loading (Biernat et al., J. Geophys. Res., vol. 104, 12617--12626, 1999; Biernat,et al., Adv. Space Res., 28, 2001). These results are compared with the results that are obtained when the Spreiter-Stahara flow model (Spreiter and Stahara, Adv Space Res., 14, 5--19, 1994) is used. The ENA images are calculated by combining the proton bulk flow and temperature results of the MHD model with a model of the neutral atmosphere using the energy dependent cross sections for the charge exchange collisions. The ENA production rate is integrated along lines of sight to a virtual instrument, thus simulating what could be measured by a space-craft-carried ENA instrument. The images are found to be dominated by two local maxima. One produced by charge exchange collisions in the solar wind, upstream of the bow shock, and the other close to the dayside ionopause. The main contribution to the ENA flux observed in the ENA images stems from a region of space between the ionopause and the bow shock on the dayside of the planet. The simulated ENA fluxes at Venus are lower than those obtained in similar simulations of ENA images at Mars (Holmström et al., J. Geophys. Res., 107, 1277, doi: 10.1029/2001JA000325, 2002). The reason for the lower ENA flux at Venus is thought to be the smaller extent of Venus' exosphere. The steeper falloff of the neutral gas density with altitude in the exosphere of Venus is caused by Venus' mass, which is 7.5 times greater than the mass of Mars. The dependence of the ENA flux on the altitude of the ionopause is studied numerically, and it is found that the ENA flux decreases as the ionopause altitude is increased.

Stratospheric Balloon Platforms for Near Space Access

NASA Astrophysics Data System (ADS)

Dewey, R. G.

2012-12-01

For over five decades, high altitude aerospace balloon platforms have provided a unique vantage point for space and geophysical research by exposing scientific instrument packages and experiments to space-like conditions above 99% of Earth's atmosphere. Reaching altitudes in excess of 30 km for durations ranging from hours to weeks, high altitude balloons offer longer flight durations than both traditional sounding rockets and emerging suborbital reusable launch vehicles. For instruments and experiments requiring access to high altitudes, engineered balloon systems provide a timely, responsive, flexible, and cost-effective vehicle for reaching near space conditions. Moreover, high altitude balloon platforms serve as an early means of testing and validating hardware bound for suborbital or orbital space without imposing space vehicle qualifications and certification requirements on hardware in development. From float altitudes above 30 km visible obscuration of the sky is greatly reduced and telescopes and other sensors function in an orbit-like environment, but in 1g. Down-facing sensors can take long-exposure atmospheric measurements and images of Earth's surface from oblique and nadir perspectives. Payload support subsystems such as telemetry equipment and command, control, and communication (C3) interfaces can also be tested and operationally verified in this space-analog environment. For scientific payloads requiring over-flight of specific areas of interests, such as an active volcano or forest region, advanced mission planning software allows flight trajectories to be accurately modeled. Using both line-of-sight and satellite-based communication systems, payloads can be tracked and controlled throughout the entire mission duration. Under NASA's Flight Opportunities Program, NSC can provide a range of high altitude flight options to support space and geophysical research: High Altitude Shuttle System (HASS) - A balloon-borne semi-autonomous glider carries payloads to high altitude and returns them safely to pre-selected landing sites, supporting quick recovery, refurbishment, and re-flight. Small Balloon System (SBS) - Controls payload interfaces via a standardized avionics system. Using a parachute for recovery, the SBS is well suited for small satellite and spacecraft subsystem developers wanting to raise their Technology Readiness Level (TRL) in an operationally relevant environment. Provides flexibility for scientific payloads requiring externally mounted equipment, such as telescopes and antennas. Nano Balloon System (NBS) - For smaller payloads (~CubeSats) with minimal C3 requirements, the Nano Balloon System (NBS) operates under less restrictive flight regulations with increased operational flexibility. The NBS is well suited for payload providers seeking a quick, simple, and cost effective solution for operating small ~passive payloads in near space. High altitude balloon systems offer the payload provider and experimenter a unique and flexible platform for geophysical and space research. Though new launch vehicles continue to expand access to suborbital and orbital space, recent improvements in high altitude balloon technology and operations provide a cost effective alternative to access space-like conditions.

Training Effectiveness Evaluation of Device A/F37A-T59

DTIC Science & Technology

1982-07-01

selected airplane by manually setting track, crosstrack, and altitude on thE control panel. Posi ion is maintained by flying the attitude director...simulator’s other design capabilities includes full SKE airdrop simulation, radar simulation, manual or pre-programmed malfunctions, a library of...during IFS testing, this feature was not available for this study. Thus, the instructors had to manually program all mission profiles prior to each

Remote sensing for developing world agriculture: opportunities and areas for technical development

NASA Astrophysics Data System (ADS)

Jeunnette, Mark N.; Hart, Douglas P.

2016-10-01

A parameterized numerical model is constructed to compare platform options for collecting aerial imagery to support agriculture electronic information services in developing countries like India. A sensitivity analysis shows that when Unmanned Aerial Vehicles, UAVs, are limited in flight altitude by regulations, the velocity and altitude available to manned aircraft lead to a lower cost of operation at altitudes greater than 2000ft above ground level, AGL. If, however, the UAVs are allowed to fly higher, they become cost-competitive once again at approximately 1000ft AGL or higher. Examination of assumptions in the model highlights two areas for additional technology development: baseline-dependent feature-based image registration to enable wider area coverage, and reflectance reconstruction for ratio-based agriculture indices.

Effects of Positive Airway Pressure on Patients with Obstructive Sleep Apnea during Acute Ascent to Altitude

PubMed Central

Nishida, Katsufumi; Cloward, Tom V.; Weaver, Lindell K.; Brown, Samuel M.; Bell, James E.; Grissom, Colin K.

2015-01-01

Rationale: In acute ascent to altitude, untreated obstructive sleep apnea (OSA) is often replaced with central sleep apnea (CSA). In patients with obstructive sleep apnea who travel to altitude, it is unknown whether their home positive airway pressure (PAP) settings are sufficient to treat their obstructive sleep apnea, or altitude-associated central sleep apnea. Methods: Ten participants with positive airway pressure–treated obstructive sleep apnea, who reside at 1,320 m altitude, underwent polysomnography on their home positive airway pressure settings at 1,320 m and at a simulated altitude of 2,750 m in a hypobaric chamber. Six of the participants were subsequently studied without positive airway pressure at 2,750 m. Measurements and Main Results: At 1,320 m, all participants’ sleep apnea was controlled with positive airway pressure on home settings; at 2,750, no participants’ sleep apnea was controlled. At higher altitude, the apnea–hypopnea index was higher (11 vs. 2 events/h; P < 0.01), mostly due to hypopneas (10.5 vs. 2 events/h; P < 0.01). Mean oxygen saturations were lower (88 vs. 93%; P < 0.01) and total sleep time was diminished (349 vs. 393 min; P = 0.03). Four of six participants without positive airway pressure at 2,750 m required supplemental oxygen to prevent sustained oxygen saturation (as determined by pulse oximetry) less than 80%. Positive airway pressure also was associated with reduced central sleep apnea (0 vs. 1; P = 0.03), improved sleep time (358 vs. 292 min; P = 0.06), and improved sleep efficiency (78 vs. 63%; P = 0.04). Conclusions: Acute altitude exposure in patients with obstructive sleep apnea treated with positive airway pressure is associated with hypoxemia, decreased sleep time, and increased frequency of hypopneas compared with baseline altitude. Application of positive airway pressure at altitude is associated with decreased central sleep apnea and increased sleep efficiency. PMID:25884271

System Analysis Applied to Autonomy: Application to High-Altitude Long-Endurance Remotely Operated Aircraft

NASA Technical Reports Server (NTRS)

Young, Larry A.; Yetter, Jeffrey A.; Guynn, Mark D.

2006-01-01

Maturation of intelligent systems technologies and their incorporation into aerial platforms are dictating the development of new analysis tools and incorporation of such tools into existing system analysis methodologies in order to fully capture the trade-offs of autonomy on vehicle and mission success. A first-order "system analysis of autonomy" methodology is outlined in this paper. Further, this analysis methodology is subsequently applied to notional high-altitude long-endurance (HALE) aerial vehicle missions.

Development of a Compact High Altitude Imager and Sounding Radiometer (CHAISR)

NASA Astrophysics Data System (ADS)

Choi, R. K. Y.; Min, S.; Cho, Y. J.; Kim, K. H.; Ha, J. C.; Joo, S. W.

2017-12-01

Joint Civilian-Military Committee, under Advisory Council on Science and Technology, Korea, has approved a technology demonstration project for developing a lightweight HALE UAV (High-Altitude, Long Endurance). It aims to operate at lower stratosphere, i.e. altitude of 16 20 km, offering unique observational platform to atmospheric research community as pseudo-satellite. NIMS (National Institute of Meteorological Sciences, Korea) is responsible for a payload for atmospheric science, a Compact High Altitude Imager and Sounding Radiometer (CHAISR) to demonstrate scientific observations at lower stratosphere in the interest of improving numerical weather prediction model. CHAISR consists of three microwave radiometers (MWR) with 16 channel, and medium resolution cameras operating in a visible and infrared spectrum. One of the technological challenges for CHAISR is to accommodate those instruments within <3 kg of weight and >50 W of power consumption. CHAISR will experience temperature up to -75°C, while pressure as low as 50 hPa at operational altitude. It requires passive thermal control of the payload to keep electronic subsystems warm enough for instrument operation with minimal power available. Safety features, such as payload power management and thermal control, are considered with minimal user input. Three radiometers measure atmospheric brightness temperature at frequency at around 20, 40, and 50 GHz. Retrieval process yields temperature and humidity profiles with cross track scan along the flight line. Estimated total weight of all radiometer hardware, from the antennas to data acquisition system, is less than 0.8 kg and a maximum power consumption is 15.2 W. With not enough power for blackbody calibration target, radiometers use zenith sky view at lower stratosphere as an excellent calibration target for a conventional tipping-curve calibration. Spatial distributions of clouds from visible and surface temperature from thermal cameras are used as additional information for radiometer retrieval and cloud height. Also, in situ sensors from CHAISR provide ambient temperature, humidity and pressure. First flights of the CHAISR onboard of the HALE UAV are carried out in summer 2017. CHAISR has deployed for test flight of HALE UAV and acquired observations from CHAISR, which is aim of this study.

Vertical profiles of Mars 1.27 μm O2 dayglow from MRO CRISM limb spectra: Seasonal/global behaviors, comparisons to LMDGCM simulations, and a global definition for Mars water vapor profiles

NASA Astrophysics Data System (ADS)

Todd Clancy, R.; Smith, Michael D.; Lefèvre, Franck; McConnochie, Timothy H.; Sandor, Brad J.; Wolff, Michael J.; Lee, Steven W.; Murchie, Scott L.; Toigo, Anthony D.; Nair, Hari; Navarro, Thomas

2017-09-01

Since July of 2009, The Compact Reconnaissance Imaging Spectral Mapper (CRISM) onboard the Mars Reconnaissance Orbiter (MRO) has periodically obtained pole-to-pole observations (i.e., full MRO orbits) of limb scanned visible/near IR spectra (λ = 0.4 - 4.0 μ m, △λ ∼ 10 nm- Murchie et al., 2007). These CRISM limb observations support the first seasonally and spatially extensive set of Mars 1.27 μm O2(1△g) dayglow profile retrievals (∼ 1100) over ≥ 8-80 km altitudes. Their comparison to Laboratoire de Météorologie Dynamique (LMD) global climate model (GCM) simulated O2(1△g) volume emission rate (VER) profiles, as a function of altitude, latitude, and season (solar longitude, Ls), supports several key conclusions regarding Mars atmospheric water vapor (which is derived from O2(1△g) emission rates), Mars O3, and the collisional de-excitation of O2(1△g) in the Mars CO2 atmosphere. Current (Navarro et al., 2014) LMDGCM simulations of Mars atmospheric water vapor fall 2-3 times below CRISM derived water vapor abundances at 20-40 km altitudes over low-to-mid latitudes in northern spring (Ls = 30-60°), and northern mid-to-high latitudes over northern summer (Ls = 60-140°). In contrast, LMDGCM simulated water vapor is 2-5 times greater than CRISM derived values at all latitudes and seasons above 40 km, within the aphelion cloud belt (ACB), and over high-southern to mid-southern latitudes in southern summer (Ls = 190-340°) at 15-35 km altitudes. Overall, the solstitial summer-to-winter hemisphere gradients in water vapor are reversed between the LMDGCM modeled versus the CRISM derived water vapor abundances above 10-30 km altitudes. LMDGCM-CRISM differences in water vapor profiles correlate with LMDGCM-CRISM differences in cloud mixing profiles; and likely reflect limitations in simulating cloud microphysics and radiative forcing, both of which restrict meridional transport of water from summer-to-winter hemispheres on Mars (Clancy et al., 1996; Montmessin et al., 2004; Steele et al., 2014; Navarro et al., 2014) and depend on uncertain cloud microphysical properties (Navarro et al., 2014). The derived low-to-mid latitude changes in Mars water vapor vertical distributions should reduce current model-data disagreements in column O3 and H2O2 abundances over low-to-mid latitudes (e.g., within the ACB; Lefèvre et al., 2008; Encrenaz et al., 2015; Clancy et al., 2016). Lastly, the global/seasonal average comparison of CRISM and LMDGCM O2(1△g) VER below 20 km altitudes indicates a factor of ∼3 times lower value (0.25 ×10-20 cm3sec-1) for the CO2 collisional de-excitation rate coefficient of O2(1△g) than derived recently by Guslyakova et al. (2016).

Effect of high terrestrial altitude and supplemental oxygen on human performance and mood.

PubMed

Crowley, J S; Wesensten, N; Kamimori, G; Devine, J; Iwanyk, E; Balkin, T

1992-08-01

Sustained exposure to high terrestrial altitudes is associated with cognitive decrement, mood changes, and acute mountain sickness (AMS). Such impairment in aviators could be a safety hazard. Thirteen male soldiers, ages 19-24, ascended in 10 min from sea level to 4,300 m (simulated), and remained there 2.5 d. Four times per day, subjects completed a test battery consisting of nine cognitive tests, a mood scale, and an AMS questionnaire. During one test session per day, subjects breathed 35% oxygen instead of ambient air. Analysis revealed transient deficits on altitude day 1 for three cognitive tasks. Most tasks displayed a persistent training effect. Sick subjects' moods were more negative and their performance improvement less. On altitude day 1, oxygen administration improved performance on two cognitive tests and one mood subscale. Following rapid ascent to 4,300 m, performance is most affected during the first 8 h. Individuals affected by AMS tend to improve more slowly in performance and have more negative moods than those who feel well.

A comparison of measured and calculated upwelling radiance over water as a function of sensor altitude

NASA Technical Reports Server (NTRS)

Coney, T. A.; Salzman, J. A.

1979-01-01

A comparison is made between remote sensing data measured over water at altitudes ranging from 30 m to 15.2 km and data calculated for corresponding altitudes using surface measurements and an atmospheric radiative transfer model. Data were acquired on June 22, 1978 in Lake Erie, a cloudless, calm, near haze free day. Suspended solids and chlorophyll concentrations were 0.59 + or - 0.02 mg/1 and 2.42 + or - 0.03 micrograms/1 respectively throughout the duration of the experiment. Remote sensor data were acquired by two multispectral scanners each having 10 bands between 410 nm and 1040 nm. Calculated and measured nadir radiances for altitudes of 152 m and 12.5 km agree to within 16% and 14% respectively. The variation in measured radiance with look angle was poorly simulated by the model. It was concluded that an accurate assessment of the source of error will require the inclusion in the analysis of the contributions made by the sea state and specular sky reflectance.

A comparison of measured and calculated upwelling radiance over water as a function of sensor altitude

NASA Technical Reports Server (NTRS)

Coney, T. A.; Salzman, J. A.

1979-01-01

The present paper compares remote sensing data measured over water at altitudes ranging from 30 m to 15.2 km to data calculated for corresponding altitudes using surface measurements and an atmospheric radiative transfer model. The data were acquired on June 22, 1978 in Lake Erie and it was found that suspended solids and chlorophyll concentrations were 0.59 + or - 0.02 mg/liter and 2.42 + or - 0.03 micro gram/liter respectively throughout the duration of the experiment. Calculated and measured nadir radiances for altitudes of 152 m and 12.5 km agree to within 16% and 14% respectively. It is noted that the model offered a poor simulation of the variation in measured radiance with look angle. Finally, it is concluded that an accurate assessment of the source of error will require the inclusion in the analysis of the contributions made by the sea state and specular sky reflectance

The US Navy/Canadian DCIEM research initiative on pressure breathing physiology

NASA Technical Reports Server (NTRS)

Whitley, Phillip E.

1994-01-01

Development of improved positive pressure breathing garments for altitude and acceleration protection has occurred without collection of sufficient physiological data to understand the mechanisms of the improvement. Furthermore, modeling of the predicted response of future enhanced garments is greatly hampered by this lack of information. A joint, international effort is under way between Canada's Defense and Civil Institute for Environmental Medicine (DCIEM) and the US Navy's Naval Air Warfare Center Aircraft Division, Warminster (NAWCACDIVWAR). Using a Canadian subject pool, experiments at both the DCIEM altitude facility and the NAWCADIVWAR Dynamic Flight Simulator have been conducted to determine the cardiovascular and respiratory consequences of high levels of positive pressure breathing for altitude and positive pressure breathing for acceleration protection. Various improved pressure breathing garments were used to collect comparative physiological and performance data. New pressure breathing level and durahon capabilities have been encountered. Further studies will address further improvements in pressure suit design and correlation of altitude and acceleration data.

The influence of prior exercise at anaerobic threshold on decompression sickness

NASA Technical Reports Server (NTRS)

Kumar, K. V.; Waligora, James M.; Gilbert, John H., III

1992-01-01

This study was conducted to examine the effects of exercise prior to decompression on the incidence of altitude decompression sickness (DCS). In a balanced, two-period, crossover trial, 39 healthy individuals were each exposed twice, without denitrogenation, to an altitude of 6400 m in a hypobaric chamber. Under the experimental condition, subjects exercised at their predetermined anaerobic threshold levels for 30 min each day for 3 d prior to altitude exposure; the other condition was a non-exercise control. Under both conditions, subjects performed exercise simulating space extravehicular activities at altitude for a period of 3 h, while breathing 100 percent oxygen. There were nine preferences (untied responses) for DCS, four under control and five under experimental conditions; all were Type I, pain-only bends. No carry-over effects between exposures was detected, and the test for treatment differences showed p = 0.56 for symptoms. No significant difference in DCS preferences was found after subjects exercised up to their anaerobic threshold levels during the days prior to decompression.

Simulation evaluation of a low-altitude helicopter flight guidance system adapted for a helmet-mounted display

NASA Technical Reports Server (NTRS)

Swenson, Harry N.; Zelenka, Richard E.; Hardy, Gordon H.; Dearing, Munro G.

1992-01-01

A computer aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generation algorithm based upon dynamic programming and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission way points that seeks valleys to minimize threat exposure. The pilot evaluation was conducted at NASA ARC moving base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, the Air Force, and the helicopter industry. The pilots manually tracked the trajectory generated by the algorithm utilizing the HMD symbology. The pilots were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world.

Summer Work Experience: Determining Methane Combustion Mechanisms and Sub-Scale Diffuser Properties for Space Transporation System Engine Testing

NASA Technical Reports Server (NTRS)

Williams, Powtawche N.

1998-01-01

To assess engine performance during the testing of Space Shuttle Main Engines (SSMEs), the design of an optimal altitude diffuser is studied for future Space Transportation Systems (STS). For other Space Transportation Systems, rocket propellant using kerosene is also studied. Methane and dodecane have similar reaction schemes as kerosene, and are used to simulate kerosene combustion processes at various temperatures. The equations for the methane combustion mechanism at high temperature are given, and engine combustion is simulated on the General Aerodynamic Simulation Program (GASP). The successful design of an altitude diffuser depends on the study of a sub-scaled diffuser model tested through two-dimensional (2-D) flow-techniques. Subroutines given calculate the static temperature and pressure at each Mach number within the diffuser flow. Implementing these subroutines into program code for the properties of 2-D compressible fluid flow determines all fluid characteristics, and will be used in the development of an optimal diffuser design.

Computer aiding for low-altitude helicopter flight

NASA Technical Reports Server (NTRS)

Swenson, Harry N.

1991-01-01

A computer-aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generated algorithm based on dynamic programming, and a head-up display (HUD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor symbol. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission waypoints that minimizes threat exposure by seeking valleys. The pilot evaluation was conducted at NASA Ames Research Center's Sim Lab facility in both the fixed-base Interchangeable Cab (ICAB) simulator and the moving-base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, and the U.S. Air Force. The pilots manually tracked the trajectory generated by the algorithm utilizing the HUD symbology. They were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world.

Simulation of groundwater flow and pumping scenarios for 1900–2050 near Mount Pleasant, South Carolina

USGS Publications Warehouse

Fine, Jason M.; Petkewich, Matthew D.; Campbell, Bruce G.

2017-10-31

Groundwater withdrawals from the Upper Cretaceous-age Middendorf aquifer in South Carolina have created a large, regional cone of depression in the potentiometric surface of the Middendorf aquifer in Charleston and Berkeley Counties, South Carolina. Groundwater-level declines of as much as 249 feet have been observed in wells over the past 125 years and are a result of groundwater use for public water supply, irrigation, and private industry. To address the concerns of users of the Middendorf aquifer, the U.S. Geological Survey, in cooperation with Mount Pleasant Waterworks (MPW), recalibrated an existing groundwater-flow model to incorporate additional groundwater-use and water-level data since 2008. This recalibration process consisted of a technique of parameter estimation that uses regularized inversion and employs “pilot points” for spatial hydraulic property characterization. The groundwater-flow system of the Coastal Plain physiographic province of South Carolina and parts of Georgia and North Carolina was simulated using the U.S. Geological Survey finite-difference computer code MODFLOW-2000.After the model recalibration, the following six predictive water-management scenarios were created to simulate potential changes in groundwater flow and groundwater-level conditions in the Mount Pleasant, South Carolina, area: Scenario 1—maximize MPW reverse-osmosis plant capacity by increasing groundwater withdrawals from the Middendorf aquifer from 3.9 million gallons per day (Mgal/d), which was the amount withdrawn in 2015, to 8.58 Mgal/d; Scenario 2—same as Scenario 1, but with the addition of a 0.5 Mgal/d supply well in the Middendorf aquifer near Moncks Corner, South Carolina; Scenario 3—same as Scenario 1, but with the addition of a 1.5 Mgal/d supply well in the Middendorf aquifer near Moncks Corner, South Carolina; Scenario 4—maximize MPW well capacity by increasing withdrawals from the Middendorf aquifer from 3.9 Mgal/d (in 2015) to 10.16 Mgal/d; Scenario 5—minimize MPW surface-water purchase from the Charleston Water System by adding supply wells and increasing withdrawals from the Middendorf aquifer from 3.9 Mgal/d (in 2015) to 12.16 Mgal/d; and Scenario 6—same as Scenario 1, but with he addition of quarterly model stress periods to simulate seasonal variations in the groundwater withdrawals. Results from the simulations indicated further decline of groundwater levels creating cones of depressions near pumping wells in the Middendorf aquifer in the Mount Pleasant, South Carolina, area between 2015 and 2050 for all six scenarios.Simulation results from Scenario 1 showed an average decline of about 150 feet in the groundwater levels of the MPW production wells. Simulated hydrographs for two area observation wells illustrate the gradual decline in groundwater levels with overall changes in water-level altitudes of –92 and –33 feet, respectively. Simulated groundwater altitudes at a hypothetical observation well located in the MPW well field declined 121 feet between 2015 and 2050.Scenarios 2 and 3 have the same pumping rates as Scenario 1 for the MPW production wells; however, a single hypothetical pumping well was added in the Middendorf aquifer near the town of Moncks Corner, South Carolina. This hypothetical pumping well has a withdrawal rate of 0.5 Mgal/d for Scenario 2 and 1.5 Mgal/d for Scenario 3. A comparison to the 2050 Scenario 1 simulation indicates groundwater altitudes for Scenarios 2 and Scenario 3 are 3 feet and 8 feet lower, respectively, at the MPW production wells.Scenario 4 simulates the maximum pumping capacity of 10.16 Mgal/d for the MPW network of production wells. Simulated 2050 groundwater altitudes for this simulation declined to –359 feet. Simulated hydrographs for two observation wells show groundwater-level declines of 116 and 41 feet, respectively. Simulated differences in groundwater altitudes at a hypothetical observation well located in the MPW well field indicate a water-level decline of 164 feet between 2015 and 2050.Scenario 5 is a modification of Scenario 4 with the addition of two new MPW production wells. For this scenario, the MPW network of production wells were simulated the same as in Scenario 4, but withdrawals from the two new production wells were added in 2020. Simulated 2050 groundwater altitudes for this simulation declined to – 405 feet. Simulated hydrographs for two observation wells show groundwater-level declines of 143 and 51 feet, respectively. Simulated groundwater altitudes at a hypothetical observation well located in the MPW well field declined 199 feet between 2015 and 2050.Scenario 6 is a modification of Scenario 1, in which 140 additional quarterly stress periods were added to simulate MPW seasonal demands. Simulated groundwater altitudes for Scenario 6 declined to –353 feet during 2050. For Scenario 6, simulated hydrographs for two observation wells and the hypothetical observation well show similar groundwater-level declines as seen in Scenario 1, but with seasonal fluctuations of as much as 56 feet in the hypothetical observation well.Water budgets for the model area immediately surrounding Mount Pleasant, South Carolina, were calculated for 2015 and for 2050. The water budget for 2015 is equal for all of the scenarios because it represents the year prior to the hypothetical pumping beginning in 2016. The largest flow component in the 2015 water budget for the Mount Pleasant area is discharge to wells at a rate of 4.17 Mgal/d. Additionally, 0.23 Mgal/d flows laterally out of the Middendorf aquifer in this area of the model due to the regional horizontal hydraulic gradient. Flow into this zone consists predominantly of lateral flow within the Middendorf aquifer at 4.08 Mgal/d. Additionally, 0.02 Mgal/d is released into this zone from aquifer storage. Vertically, 0.06 Mgal/d flows down from the Middendorf confining unit located above the Middendorf aquifer, and 0.25 Mgal/d flows up from the Cape Fear confining unit below.The largest flow component in the 2050 water budget for all six scenarios is discharge to wells in the Mount Pleasant area at rates between 8.89 and 12.47 Mgal/d. Flow into this zone consists mostly of lateral flow between 8.47 and 11.77 Mgal/d within the Middendorf aquifer. Between 0.003 and 0.46 Mgal/d is released into this zone from aquifer storage. Between 0.004 and 0.15 Mgal/d flows laterally out of this zone into adjacent areas of the Middendorf aquifer due to the regional horizontal hydraulic gradient. Finally, between 0.15 and 0.22 Mgal/d flows vertically into this zone from confining units above and below the Middendorf aquifer.

Identification and Quantitation of the Microbiological Flora of the Food Packet, Long Range Patrol under Simulated Field Conditions,

DTIC Science & Technology

MILITARY RATIONS, *MICROORGANISMS), (*FOOD, *BIOLOGICAL CONTAMINATION), DETECTION, IDENTIFICATION, STORAGE, PROCESSING, FREEZE DRYING, MICROCOCCUS , STREPTOCOCCUS, YEASTS, MOLDS(ORGANISMS), TEMPERATURE, HIGH ALTITUDE

A study evaluating if targeted training for startle effect can improve pilot reactions in handling unexpected situations in a flight simulator

NASA Astrophysics Data System (ADS)

Gillen, Michael William

Recent airline accidents point to a crew's failure to make correct and timely decisions following a sudden and unusual event that startled the crew. This study sought to determine if targeted training could augment decision making during a startle event. Following a startle event cognitive function is impaired for a short duration of time (30-90 seconds). In aviation, critical decisions are often required to be made during this brief, but critical, time frame. A total of 40 volunteer crews (80 individual pilots) were solicited from a global U.S. passenger airline. Crews were briefed that they would fly a profile in the simulator but were not made aware of what the profile would entail. The study participants were asked to complete a survey on their background and flying preferences. Every other crew received training on how to handle a startle event. The training consisted of a briefing and simulator practice. Crew members (subjects) were either presented a low altitude or high altitude scenario to fly in a full-flight simulator. The maneuver scenarios were analyzed using a series of one-way ANOVAs, t-tests and regression for the main effect of training on crew performance. The data indicated that the trained crews flew the maneuver profiles significantly better than the untrained crews and significantly better than the Federal Aviation Administration (FAA) Airline Transport Pilot (ATP) standards. Each scenario's sub factors were analyzed using regression to examine for specific predictors of performance. The results indicate that in the case of the high altitude profile, problem diagnosis was a significant factor, in the low altitude profile, time management was also a significant factor. These predicators can be useful in further targeting training. The study's findings suggest that targeted training can help crews manage a startle event, leading to a potential reduction of inflight loss of control accidents. The training was broad and intended to cover an overall aircraft handling approach rather than being aircraft specific. Inclusion of this type of training by airlines has the potential to better aid crews in handling sudden and unusual events.

Acute hypoxia in a simulated high-altitude airdrop scenario due to oxygen system failure.

PubMed

Ottestad, William; Hansen, Tor Are; Pradhan, Gaurav; Stepanek, Jan; Høiseth, Lars Øivind; Kåsin, Jan Ivar

2017-12-01

High-Altitude High Opening (HAHO) is a military operational procedure in which parachute jumps are performed at high altitude requiring supplemental oxygen, putting personnel at risk of acute hypoxia in the event of oxygen equipment failure. This study was initiated by the Norwegian Army to evaluate potential outcomes during failure of oxygen supply, and to explore physiology during acute severe hypobaric hypoxia. A simulated HAHO without supplemental oxygen was carried out in a hypobaric chamber with decompression to 30,000 ft (9,144 m) and then recompression to ground level with a descent rate of 1,000 ft/min (305 m/min). Nine subjects were studied. Repeated arterial blood gas samples were drawn throughout the entire hypoxic exposure. Additionally, pulse oximetry, cerebral oximetry, and hemodynamic variables were monitored. Desaturation evolved rapidly and the arterial oxygen tensions are among the lowest ever reported in volunteers during acute hypoxia. Pa O 2 decreased from baseline 18.4 (17.3-19.1) kPa, 138.0 (133.5-143.3) mmHg, to a minimum value of 3.3 (2.9-3.7) kPa, 24.8 (21.6-27.8) mmHg, after 180 (60-210) s, [median (range)], N = 9. Hyperventilation with ensuing hypocapnia was associated with both increased arterial oxygen saturation and cerebral oximetry values, and potentially improved tolerance to severe hypoxia. One subject had a sharp drop in heart rate and cardiac index and lost consciousness 4 min into the hypoxic exposure. A simulated high-altitude airdrop scenario without supplemental oxygen results in extreme hypoxemia and may result in loss of consciousness in some individuals. NEW & NOTEWORTHY This is the first study to investigate physiology and clinical outcome of oxygen system failure in a simulated HAHO scenario. The acquired knowledge is of great value to make valid risk-benefit analyses during HAHO training or operations. The arterial oxygen tensions reported in this hypobaric chamber study are among the lowest ever reported during acute hypoxia. Copyright © 2017 the American Physiological Society.

The direct simulation of acoustics on Earth, Mars, and Titan.

PubMed

Hanford, Amanda D; Long, Lyle N

2009-02-01

With the recent success of the Huygens lander on Titan, a moon of Saturn, there has been renewed interest in further exploring the acoustic environments of the other planets in the solar system. The direct simulation Monte Carlo (DSMC) method is used here for modeling sound propagation in the atmospheres of Earth, Mars, and Titan at a variety of altitudes above the surface. DSMC is a particle method that describes gas dynamics through direct physical modeling of particle motions and collisions. The validity of DSMC for the entire range of Knudsen numbers (Kn), where Kn is defined as the mean free path divided by the wavelength, allows for the exploration of sound propagation in planetary environments for all values of Kn. DSMC results at a variety of altitudes on Earth, Mars, and Titan including the details of nonlinearity, absorption, dispersion, and molecular relaxation in gas mixtures are given for a wide range of Kn showing agreement with various continuum theories at low Kn and deviation from continuum theory at high Kn. Despite large computation time and memory requirements, DSMC is the method best suited to study high altitude effects or where continuum theory is not valid.

Navier-Stokes computations with finite-rate chemistry for LO2/LH2 rocket engine plume flow studies

NASA Technical Reports Server (NTRS)

Dougherty, N. Sam; Liu, Baw-Lin

1991-01-01

Computational fluid dynamics methods have been developed and applied to Space Shuttle Main Engine LO2/LH2 plume flow simulation/analysis of airloading and convective base heating effects on the vehicle at high flight velocities and altitudes. New methods are described which were applied to the simulation of a Return-to-Launch-Site abort where the vehicle would fly briefly at negative angles of attack into its own plume. A simplified two-perfect-gases-mixing approach is used where one gas is the plume and the other is air at 180-deg and 135-deg flight angle of attack. Related research has resulted in real gas multiple-plume interaction methods with finite-rate chemistry described herein which are applied to the same high-altitude-flight conditions of 0 deg angle of attack. Continuing research plans are to study Orbiter wake/plume flows at several Mach numbers and altitudes during ascent and then to merge this model with the Shuttle 'nose-to-tail' aerodynamic and SRB plume models for an overall 'nose-to-plume' capability. These new methods are also applicable to future launch vehicles using clustered-engine LO2/LH2 propulsion.

The effects of wind and altitude in the 400-m sprint.

PubMed

Quinn, Mike D

2004-01-01

In this paper I use a mathematical model to simulate the effect of wind and altitude on men's and women's 4400-m race performances. Both wind speed and direction were altered to calculate the effect on the velocity profile and the final time of the sprinter. The simulation shows that for a constant wind velocity, changing the wind direction can produce a large variation in the race time and velocity profile. A wind of velocity 2 m x s(-1) is generally a disadvantage to the 400-m runner but this is not so for all wind directions. Constant winds blowing from some directions can provide favourable conditions for the one-lap runner. Differences between the running lanes can be reduced or exaggerated depending on the wind direction. For example, a wind blowing behind the runner in the back straight increases the advantage of lane 8 over lane 1. Wind conditions can change the velocity profile and in some circumstances produce a maximum velocity much later than is evident in windless conditions. Lower air density at altitude produces a time advantage of around 0.06 s for men (0.07 s for women) for each 500-m increase in elevation.

Two-Dimensional Flood-Inundation Model of the Flint River at Albany, Georgia

USGS Publications Warehouse

Musser, Jonathan W.; Dyar, Thomas R.

2007-01-01

Potential flow characteristics of future flooding along a 4.8-mile reach of the Flint River in Albany, Georgia, were simulated using recent digital-elevation-model data and the U.S. Geological Survey finite-element surface-water modeling system for two-dimensional flow in the horizontal plane (FESWMS-2DH). Simulated inundated areas, in 1-foot (ft) increments, were created for water-surface altitudes at the Flint River at Albany streamgage (02352500) from 192.5-ft altitude with a flow of 123,000 cubic feet per second (ft3/s) to 179.5-ft altitude with a flow of 52,500 ft3/s. The model was calibrated to match actual floods during July 1994 and March 2005 and Federal Emergency Management Administration floodplain maps. Continuity checks of selected stream profiles indicate the area near the Oakridge Drive bridge had lower velocities than other areas of the Flint River, which contributed to a rise in the flood-surface profile. The modeled inundated areas were mapped onto monochrome orthophoto imagery for use in planning for future floods. As part of a cooperative effort, the U.S. Geological Survey, the City of Albany, and Dougherty County, Georgia, conducted this study.

The variability, structure and energy conversion of the northern hemisphere traveling waves simulated in a Mars general circulation model

NASA Astrophysics Data System (ADS)

Wang, Huiqun; Toigo, Anthony D.

2016-06-01

Investigations of the variability, structure and energetics of the m = 1-3 traveling waves in the northern hemisphere of Mars are conducted with the MarsWRF general circulation model. Using a simple, annually repeatable dust scenario, the model reproduces many general characteristics of the observed traveling waves. The simulated m = 1 and m = 3 traveling waves show large differences in terms of their structures and energetics. For each representative wave mode, the geopotential signature maximizes at a higher altitude than the temperature signature, and the wave energetics suggests a mixed baroclinic-barotropic nature. There is a large contrast in wave energetics between the near-surface and higher altitudes, as well as between the lower latitudes and higher latitudes at high altitudes. Both barotropic and baroclinic conversions can act as either sources or sinks of eddy kinetic energy. Band-pass filtered transient eddies exhibit strong zonal variations in eddy kinetic energy and various energy transfer terms. Transient eddies are mainly interacting with the time mean flow. However, there appear to be non-negligible wave-wave interactions associated with wave mode transitions. These interactions include those between traveling waves and thermal tides and those among traveling waves.

COMPOST-FREE BIOREACTOR TREATMENT OF ACID ROCK DRAINAGE LEVIATHAN MINE, CALIFORNIA INNOVATIVE TECHNOLOGY EVALUATION REPORT

EPA Science Inventory

As part of the Superfund Innovative Technology Evaluation (SITE) program, an evaluation of the compost-free bioreactor treatment of acid rock drainage (ARD) from the Aspen Seep was conducted at the Leviathan Mine Superfund site located in a remote, high altitude area of Alpine Co...

Update on the Solar Power Satellite transmitter design

DOE Office of Scientific and Technical Information (OSTI.GOV)

Brown, W.C.

1986-01-01

A number of remaining problems in the conceptual design of the transmitting antenna for the Solar Power Satellite have been solved as a result of additional technology development. Much of the technology was derived from the conceptual design of a ground-based transmitting antenna for beaming power to a high altitude airship or airplane.

High Powered Rocketry: Design, Construction, and Launching Experience and Analysis

ERIC Educational Resources Information Center

Paulson, Pryce; Curtis, Jarret; Bartel, Evan; Cyr, Waycen Owens; Lamsal, Chiranjivi

2018-01-01

In this study, the nuts and bolts of designing and building a high powered rocket have been presented. A computer simulation program called RockSim was used to design the rocket. Simulation results are consistent with time variations of altitude, velocity, and acceleration obtained in the actual flight. The actual drag coefficient was determined…

Function of the Dräger Oxylog ventilator at high altitude.

PubMed

Thomas, G; Brimacombe, J

1994-06-01

We have assessed the performance of the Dräger Oxylog ventilator at high altitude using a decompression chamber and a lung simulator set to mimic the normal and non-compliant lung. In the normal lung, tidal volume increased by 28% at 2040 metres and by 106% at 9120 metres. A lesser change, but in the opposite direction, occurred in respiratory rate. The net effect was a linear increase in minute volume with altitude. At 2040 and 9144 metres minute volume increased by 13% and by 45%, and rate decreased by 10% and 30% respectively. In the abnormal lung stimulation, similar, but slightly less marked, changes occurred in all variables. These changes are of sufficient magnitude to require frequent observation of tidal volume and respiratory rate during aircraft ascent and descent.

A preliminary study of solar powdered aircraft and associated power trains

NASA Technical Reports Server (NTRS)

Hall, D. W.; Fortenbach, C. D.; Dimiceli, E. V.; Parks, R. W.

1983-01-01

The feasibility of regeneratively powered solar high altitude powered platform (HAPP) remotely piloted vehicles was assessed. Those technologies which must be pursued to make long duration solar HAPPs feasible are recommended. A methodology which involved characterization and parametric analysis of roughly two dozen variables to determine vehicles capable of fulfilling the primary mission are defined. One of these vehicles was then conceptually designed. Variations of each major design parameter were investigated along with state-of-the-art changes in power train component capabilities. The midlatitude mission studied would be attainable by a solar HAPP if fuel cell, electrolyzer and photovoltaic technologies are pursued. Vehicles will be very large and have very lightweight structures in order to attain the combinations of altitude and duration required by the primary mission.

Skylab Medical Experiments Altitude Test (SMEAT)

NASA Technical Reports Server (NTRS)

Johnston, R. S. (Compiler)

1973-01-01

The Skylab 56-day environment simulation test provided baseline biomedical data on medical experiments to be included in the Skylab program. Also identified are problems in operating life support systems and medical equipment.

Epigenomics and human adaptation to high altitude.

PubMed

Julian, Colleen G

2017-11-01

Over the past decade, major technological and analytical advancements have propelled efforts toward identifying the molecular mechanisms that govern human adaptation to high altitude. Despite remarkable progress with respect to the identification of adaptive genomic signals that are strongly associated with the "hypoxia-tolerant" physiological characteristics of high-altitude populations, many questions regarding the fundamental biological processes underlying human adaptation remain unanswered. Vital to address these enduring questions will be determining the role of epigenetic processes, or non-sequence-based features of the genome, that are not only critical for the regulation of transcriptional responses to hypoxia but heritable across generations. This review proposes that epigenomic processes are involved in shaping patterns of adaptation to high altitude by influencing adaptive potential and phenotypic variability under conditions of limited oxygen supply. Improved understanding of the interaction between genetic, epigenetic, and environmental factors holds great promise to provide deeper insight into the mechanisms underlying human adaptive potential, and clarify its implications for biomedical research. Copyright © 2017 the American Physiological Society.

Evaluation of the Malcolm horizon in a moving-base flight simulator

NASA Technical Reports Server (NTRS)

Gillingham, K. K.

1984-01-01

The efficacy of the Malcolm Horizon (MH) in a controlled, simulated, instrument flight environment was examined. Eight flight parameters were used to compare performance under experimental and control conditions. The parameters studied were pitch attitude, roll attitude, turn rate, airspeed, vertical velocity, heading, altitude, and course deviation. Testing of a commercial realization of the MH concept in a flight simulator revealed strengths and weaknesses of the currently available MH hardware.

Crew report. [on Skylab altitude simulation tests

NASA Technical Reports Server (NTRS)

Bobko, K. J.; Crippen, R. L.; Thornton, W. E.

1973-01-01

A 56-day chamber simulation of Skylab was successfully completed. The atmosphere (5 psi, 70 percent oxygen, 30 percent nitrogen, 5 mm carbon dioxide) and medical features including a 21-day pre- and 18-day post-test medical protocols were closely simulated. No apparent crew health problems were induced by the atmosphere, semiclosed environment, or other test features; and no appreciable crew degradation appeared over this period. The chamber and associated systems performed without major problems.

Ramjet Testing in the NACA's Altitude Wind Tunnel

NASA Image and Video Library

1946-02-21

A 20-inch diameter ramjet installed in the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Altitude Wind Tunnel was used in the 1940s to study early ramjet configurations. Ramjets provide a very simple source of propulsion. They are basically a tube which takes in high-velocity air, ignites it, and then expels the expanded airflow at a significantly higher velocity for thrust. Ramjets are extremely efficient and powerful but can only operate at high speeds. Therefore a turbojet or rocket was needed to launch the vehicle. This NACA-designed 20-inch diameter ramjet was installed in the Altitude Wind Tunnel in May 1945. The ramjet was mounted under a section of wing in the 20-foot diameter test section with conditioned airflow ducted directly to the engine. The mechanic in this photograph was installing instrumentation devices that led to the control room. NACA researchers investigated the ramjet’s overall performance at simulated altitudes up to 47,000 feet. Thrust measurements from these runs were studied in conjunction with drag data obtained during small-scale studies in the laboratory’s small supersonic tunnels. An afterburner was attached to the ramjet during the portions of the test program. The researchers found that an increase in altitude caused a reduction in the engine’s horsepower. They also determined the optimal configurations for the flameholders, which provided the engine’s ignition source.

Researchers View the Small Low Cost Engine and the Large Quiet Engine

NASA Image and Video Library

1972-02-21

Researchers Robert Cummings, left, and Harold Gold with the small Low Cost Engine in the shadow of the much larger Quiet Engine at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The two engines were being studied in different test cells at the Propulsion Systems Laboratory. Jet engines had proven themselves on military and large transport aircraft, but their use on small general aviation aircraft was precluded by cost. Lewis undertook a multiyear effort to develop a less expensive engine to fill this niche using existing technologies. Lewis researchers designed a four-stage, axial-flow engine constructed from sheet metal. It was only 11.5 inches in diameter and weighed 100 pounds. The final design specifications were turned over to a manufacturer in 1972. Four engines were created, and, as expected, the fabrication and assembly of the engine were comparatively inexpensive. In 1973 the Low Cost Engine had its first realistic analysis in the Propulsion Systems Laboratory altitude tank. The engine successfully operated at speeds up to Mach 1.24 and simulated altitudes of 30,000 feet. NASA released the engine to private industry in the hope that design elements would be incorporated into future projects and reduce the overall cost of small jet aircraft. Small jet and turboprop engines became relatively common in general aviation aircraft by the late 1970s.

Surveyor Atlas-Centaur Shroud Venting Structural Test in the Space Power Chambers

NASA Image and Video Library

1967-06-21

Setup of a Surveyor/Atlas/Centaur shroud in the Space Power Chambers for a leak test at the National Aeronautics and Space Administration (NASA) Lewis Research Center. Centaur was a 15,000-pound thrust second-stage rocket designed for the military in 1957 and 1958 by General Dynamics. It was the first major rocket to use the liquid hydrogen technology developed by Lewis in the 1950s. The Centaur Program suffered numerous problems before being transferred to Lewis in 1962. Several test facilities at Lewis’ main campus and Plum Brook Station were built or modified specifically for Centaur, including the Space Power Chambers. In 1961, NASA Lewis management decided to convert its Altitude Wind Tunnel into two large test chambers and later renamed it the Space Power Chambers. The conversion, which took over 2 years, included the removal of the tunnel’s internal components and insertion of bulkheads to seal off the new chambers. The larger chamber, seen here, could simulate altitudes of 100,000 feet. It was used for Centaur shroud separation and propellant management studies until the early 1970s. The leak test in this photograph was likely an attempt to verify that the shroud’s honeycomb shell did not seep any of its internal air when the chamber was evacuated to pressures similar to those found in the upper atmosphere.

Station-keeping of a high-altitude balloon with electric propulsion and wireless power transmission: A concept study

NASA Astrophysics Data System (ADS)

van Wynsberghe, Erinn; Turak, Ayse

2016-11-01

A stable, ultra long-duration high-altitude balloon (HAB) platform which can maintain stationary position would represent a new paradigm for telecommunications and high-altitude observation and transmission services, with greatly reduced cost and complexity compared to existing technologies including satellites, telecom towers, and unmanned aerial vehicles (UAVs). This contribution proposes a lightweight superpressure balloon platform for deployment to an altitude of 25 km. Electrohydrodynamic (EHD) thrusters are presented to maintain position by overcoming stratospheric winds. Critical to maintaining position is a continual supply of electrical power to operate the on-board propulsion system. One viable solution is to deliver power wirelessly to a high-altitude craft from a ground-based transmitter. Microwave energy, not heavily attenuated by the atmosphere, can be provided remotely from a ground-based generator (magnetron, klystron, etc.) and steered electrically with an antenna array (phased array) at a designated frequency (such as 2.45 or 5.8 GHz). A rectifying antenna ("rectenna") on the bottom of the balloon converts waves into direct current for on-board use. Preliminary mission architecture, energy requirements, and safety concerns for a proposed system are presented along with recommended future work.

Evaluation of Floodplain Modifications to Reduce the Effect of Floods Using a Two-Dimensional Hydrodynamic Model of the Flint River at Albany, Georgia

USGS Publications Warehouse

Musser, Jonathan W.

2008-01-01

Potential flow characteristics of future flooding along a 4.8-mile reach of the Flint River in Albany, Georgia, were simulated using recent digital-elevation-model data and the U.S. Geological Survey finite-element surface-water modeling system for two-dimensional flow in the horizontal plane (FESWMS-2DH). The model was run at four water-surface altitudes at the Flint River at Albany streamgage (02352500): 181.5-foot (ft) altitude with a flow of 61,100 cubic feet per second (ft3/s), 184.5-ft altitude with a flow of 75,400 ft3/s, 187.5-ft altitude with a flow of 91,700 ft3/s, and 192.5-ft altitude with a flow of 123,000 ft3/s. The model was run to measure changes in inundated areas and water-surface altitudes for eight scenarios of possible modifications to the 4.8-mile reach on the Flint River. The eight scenarios include removing a human-made peninsula located downstream from Oglethorpe Boulevard, increasing the opening under the Oakridge Drive bridge, adding culverts to the east Oakridge Drive bridge approach, adding culverts to the east and west Oakridge Drive bridge approaches, adding an overflow across the oxbow north of Oakridge Drive, making the overflow into a channel, removing the Oakridge Drive bridge, and adding a combination of an oxbow overflow and culverts on both Oakridge Drive bridge approaches. The modeled inundation and water-surface altitude changes were mapped for use in evaluating the river modifications. The most effective scenario at reducing inundated area was the combination scenario. At the 187.5-ft altitude, the inundated area decreased from 4.24 square miles to 4.00 square miles. The remove-peninsula scenario was the least effective with a reduction in inundated area of less than 0.01 square miles. In all scenarios, the inundated area reduction increased with water-surface altitude, peaking at the 187.5-ft altitude. The inundated area reduction then decreased at the gage altitude of 192.5 ft.

[Correlation between EGLN1 gene, protein express in lung tissue of rats and pulmonary artery pressure at different altitude].

PubMed

Li, S H; Li, S; Sun, L; Bai, Z Z; Yang, Q Y; Ga, Q; Jin, G E

2016-08-23

To investigate the correlation between pulmonary artery pressure (PAP) and the expression level of Egl nine homologue 1 (EGLN1) gene or its protein in lung tissue of rats at different altitudes. Totally 121 male Wistar rats were randomly divided into low altitude group (n=11), moderate altitude group and high altitude group, the rats in moderate altitude and high altitude group were further divided into 1(st) day, 3(rd) days, 7(th) days, 15(th) day and 30(th) day group according to the exposure time to hypoxic environment, each group 11 rats. The low altitude group, the PAP of rats were determined by physiological signal acquisition system, and tissue samples were collected in liquid nitrogen container for storage at an altitude of 498 m area. Moderate altitude group rats were placed in altitude of 2 260 meters of natural environment, 5 high altitude groups rats were placed in the hypobaric hypoxic chamber, simulating altitude of 4 500 meters. The PAP of rats in moderate altitude group and high altitude group were also determined by physiological signal acquisition system, and tissue samples were collected when rats were exposed to hypoxia at 1(st), 3(rd), 7(th), 15(th) and 30(th) day; Western blot was used to determine expression levels of EGLN1 protein, and person correlation analysis was used to analyze whether the protein was related to the formation of pulmonary arterial hypertension (PH) under hypoxia. Real-time quantitive PCR method determined expression levels of EGLN1 mRNA in lung tissues, and the relative expression method was used to analyze PCR data, and finally assess whether the EGLN1 gene was the initial cause of the formation of PH during hypoxia. The mean PAP of rats was (20.0±3.2) mmHg (1 mmHg=0.133 kPa) in low altitude group; in moderate altitude group, mean PAP began to increase slightly when rats were exposed to hypoxia on the 15(th) day and reached at (22.7±4.1) mmHg on hypoxic 30(th) day, but compared with the low altitude group, there was no statistical difference (P> 0.05); the mean PAP of rats in high altitude group began to rise on the 7(th) day (28.7±7.7) mmHg, which was higher than that in low altitude group (P<0.05), and significantly increased to (42.3±9.1) mmHg (P<0.001) on hypoxic 30(th) day; it was significantly proportional with exposure to hypoxic time, and compared to low altitude group and moderate altitude group, there was significant difference (P<0.05). EGLN1 protein expression in the lung tissue of rats had no significant difference between the low altitude group and moderate altitude group, and its expression level in the high altitude group were significantly decreased, furthermore, the expression level decreased with the increase of hypoxia exposure time (P<0.05); PAP and EGLN1 protein expression levels showed a negative correlation (r=-0.662). The transcription level of mRNA EGLN1 in high altitude group was significantly increased under hypobaric hypoxia, it was 72 times more than that of the moderate altitude group, and nearly 300 times than that of the low altitude group, respectively (both P<0.001=. EGLN1 gene expression in lung tissue of rat is affected by hypoxia, the expression level increases with the increase of the altitude; but the protein expression level, in contrast with gene expression level, is decreased with the increase of altitude and is significantly negatively correlated with mean PAP.

Shuttle interaction study extension

NASA Technical Reports Server (NTRS)

1982-01-01

The following areas of Space Shuttle technology were discussed: variable altitude strategy, spacecraft servicing, propellant storage, orbiter plume impingement, space based design, mating (docking and berthing), shuttle fleet utilization, and mission/traffic model.

Suborbital Applications in Astronomy and Astrophysics

NASA Technical Reports Server (NTRS)

Unwin, Steve; Werner, Mike; Goldsmith, Paul

2012-01-01

Suborbital flights providing access to zero-g in a space environment - Demonstrating new technologies in a relevant environment. - Flight testing of individual elements of a constellation. - Raising the TRL of critical technologies for subsystems on future large missions High-altitude balloons (up to 10 kg payload) -Access to near-space for wavelengths not observable from the ground. -Raising the TRL of critical technologies for subsystems on future large missions. -UV Detector testing.

Cervical Joint Position Sense in Hypobaric Conditions: A Randomized Double-Blind Controlled Trial.

PubMed

Bagaianu, Diana; Van Tiggelen, Damien; Duvigneaud, N; Stevens, Veerle; Schroyen, Danny; Vissenaeken, Dirk; D'Hondt, Gino; Pitance, Laurent

2017-09-01

Well-adapted motor actions require intact and well-integrated information from all of the sensory systems, specifically the visual, vestibular, and somatosensory systems, including proprioception. Proprioception is involved in the sensorimotor control by providing the central nervous system with an updated body schema of the biomechanical and spatial properties of the body parts. With regard to the cervical spine, proprioceptive information from joint and muscle mechanoreceptors is integrated with vestibular and visual feedback to control head position, head orientation, and whole body posture. Postural control is highly complex and proprioception from joints is an important contributor to the system. Altitude has been used as a paradigm to study the mechanisms of postural control. Determining the mechanisms of postural control that are affected by moderate altitude is important as unpressurized aircrafts routinely operate at altitudes where hypoxia may be a concern. Deficits in motor performance arise when the reliance on proprioceptive feedback is abolished either experimentally or because of a disorder. As pilots require good neck motor control to counteract the weight of their head gear and proprioceptive information plays an important role in this process, the aim of this study was to determine if hypoxia at moderate altitudes would impair proprioception measured by joint position sense of the cervical spine in healthy subjects. Thirty-six healthy subjects (Neck Disability Index < 5) volunteered to participate. Neck position sense was evaluated using a three-dimensional motion analyzer. To create the environment, a hypobaric chamber was used to simulate artificial moderate altitude. Head repositioning error was measured by asking the subject to perform a head-to-neutral task after submaximal flexion-extension and right/left rotation movements, and a head-to-target task, in which the subjects had to return to a 30° right and left rotation position. Exposure to artificial acute moderate altitude of 7,000 feet had no significant effects on cervical joint position sense measured by head repositioning accuracy in healthy subjects. Discussion/impact/recommendations: Postural control mechanisms are very sensitive to acute mild hypoxia and have been recently investigated. Acute hypobaric hypoxia at moderate and high altitudes has a negative effect on postural control. However, which part of the postural system is affected has not yet been determined and proprioception has been little investigated. The results from this study highlighted that in healthy subjects with good cervical spine proprioception at baseline, artificial hypoxia induced by the simulation of moderate altitude does not increase head repositioning error. Further studies should investigate cervical joint position sense in real aircraft, at different altitudes and in a group of experienced helicopter pilots, to evaluate the impact of moderate altitude on cervical joint position sense in a different population. Conducting the same experiments in a population of pilots and in real flight conditions should be considered, since various factors such as the level of proprioception, head posture, type of movement, head load, muscle fatigue, flight altitude, and the length of flight time might influence the kinesthetic sensitivity. Reprint & Copyright © 2017 Association of Military Surgeons of the U.S.

UTM Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal

2017-01-01

Conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line of sight UAS operations in the low-altitude airspace. Use build-a-little-test-a-little strategy remote areas to urban areas Low density: No traffic management required but understanding of airspace constraints. Cooperative traffic management: Understanding of airspace constraints and other operations. Manned and unmanned traffic management: Scalable and heterogeneous operations. UTM construct consistent with FAAs risk-based strategy. UTM research platform is used for simulations and tests. UTM offers path towards scalability.

UTM Safely Enabling UAS Operations in Low-Altitude Airspace

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal H.

2016-01-01

Conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line of sight UAS operations in the low-altitude airspace. Use build-a-little-test-a-little strategy remote areas to urban areas Low density: No traffic management required but understanding of airspace constraints. Cooperative traffic management: Understanding of airspace constraints and other operations. Manned and unmanned traffic management: Scalable and heterogeneous operations. UTM construct consistent with FAAs risk-based strategy. UTM research platform is used for simulations and tests. UTM offers path towards scalability.

Navigation study for low-altitude Earth satellites

NASA Technical Reports Server (NTRS)

Pastor, P. R.; Fang, B. T.; Yee, C. P.

1985-01-01

This document describes several navigation studies for low-altitude Earth satellites. The use of Global Positioning System Navigation Package data for LANDSAT-5 orbit determination is evaluated. In addition, a navigation analysis for the proposed Tracking and Data Aquisition System is presented. This analysis, based on simulations employing one-way Doppler data, is used to determine the agreement between the Research and Development Goddard Trajectory Determination System and the Sequential Error Analysis Program results. Properties of several geopotential error models are studied and an exploratory study of orbit smoother process noise is presented.

Crew microbiology (DTO 71-19). [Skylab altitude test effect on human microbiological burden

NASA Technical Reports Server (NTRS)

Wooley, B. C.; Mcqueen, J. L.; Graves, R. C.; Mieszkue, B. J.; Taylor, G. R.

1973-01-01

States of microbial imbalance as a result of human altitude chamber confinement occurred, for the most part, only in those genera and species of bacteria, yeast, and fungi which are classified as transients and are not part of the true indigenous flora of the crewmembers. Inasmuch as no crew illness events occurred and only subtle changes in the indigenous flora were noted, it appears that confinement of 56-days in a Skylab simulated environment does not mediate toward shifts in bacterial populations which have obvious clinical significance.

Effect of hypoxia by intermittent altitude exposure on semen characteristics and testicular morphology of male rhesus monkeys

NASA Astrophysics Data System (ADS)

Saxena, D. K.

1995-09-01

Semen characteristics and testicular morphology of rhesus monkeys were studied on exposure to a simulated high altitude of 4411 m for 21 days. There was a partially reversible decrease in the semen volume, sperm count and sperm motility, as well as an elevation of pH and fructose concentration. These changes were associated with degeneration of the germinal epithelium and spermatogenic arrest at the end of third week of exposure which had not recovered even 3 weeks after the exposure.

Investigation of Altitude Starting and Acceleration Characteristics of J47 Turbojet Engine

NASA Technical Reports Server (NTRS)

Golladay, Richard L; Bloomer, Harry E

1951-01-01

An investigation was conducted on an axial-flow-compressor type turbojet engine in the NACA Lewis altitude wind tunnel to determine the operational characteristics of several ignition systems, cross-fire tube configurations and fuel systems over a range of simulated flight conditions. The opposite-polarity-type spark plug provided the most satisfactory ignition. Increasing the cross-fire-tube diameter improved intercombustor flame propagation. At high windmilling speeds, accelerations to approximately 6200 rpm could be made at a preset constant throttle position. The use of a variable-area nozzle reduced acceleration time.

ARM Radar Contoured Frequency by Altitude Diagram (CFAD) Data Products

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zhang, Yuying

2017-03-10

To compare with ARM cloud radar simulator outputs, observational reflectivity-height joint histograms, i.e., CFADs, are constructed from the operational ARM Active Remote Sensing of CLouds (ARSCL) Value-Added Product.

High altitude current-voltage measurement of GaAs/Ge solar cells

NASA Astrophysics Data System (ADS)

Hart, Russell E., Jr.; Brinker, David J.; Emery, Keith A.

Measurements of high-voltage (Voc of 1.2 V) gallium arsenide on germanium tandem junction solar cells at air mass 0.22 showed that the insolation in the red portion of the solar spectrum is insufficient to obtain high fill factor. On the basis of measurements in the LeRC X-25L solar simulator, these cells were believed to be as efficient as 21.68 percent AM0. Solar simulator spectrum errors in the red end allowed the fill factor to be as high as 78.7 percent. When a similar cell's current-voltage characteristic was measured at high altitude in the NASA Lear Jet Facility, a loss of 15 percentage points in fill factor was observed. This decrease was caused by insufficient current in the germanium bottom cell of the tandem stack.

The Viking parachute qualification test technique.

NASA Technical Reports Server (NTRS)

Raper, J. L.; Lundstrom, R. R.; Michel, F. C.

1973-01-01

The parachute system for NASA's Viking '75 Mars lander was flight qualified in four high-altitude flight tests at the White Sands Missile range (WSMR). A balloon system lifted a full-scale simulated Viking spacecraft to an altitude where a varying number of rocket motors were used to propel the high drag, lifting test vehicle to test conditions which would simulate the range of entry conditions expected at Mars. A ground-commanded cold gas pointing system located on the balloon system provided powered vehicle azimuth control to insure that the flight trajectory remained within the WSMR boundaries. A unique ground-based computer-radar system was employed to monitor inflight performance of the powered vehicle and insure that command ignition of the parachute mortar occurred at the required test conditions of Mach number and dynamic pressure. Performance data were obtained from cameras, telemetry, and radar.

Simulating TGF and gamma ray emission above and within stormclouds due to the interaction of TeV cosmic ray shower electrons/positrons/photons with plausible electric field geometries generated in stormclouds.

NASA Astrophysics Data System (ADS)

Connell, P. H.

2017-12-01

The University of Valencia has developed a software simulator LEPTRACK to simulate lepton and photon scattering in any kind of media with a variable density, and permeated by electric/magnetic fields of any geometry, and which can handle an exponential runaway avalanche. Here we show results of simulating the interaction of electrons/positrons/photons in an incoming TeV cosmic ray shower with the kind of electric fields expected in a stormcloud after a CG discharge which removes much of the positive charge build up at the centre of the cloud. The point is to show not just a Relativistic Runaway Electron Avalanche (RREA) above the upper negative shielding layer at 12 km but other gamma ray emission due to electron/positron interaction in the remaining positive charge around 9km and the lower negative charge at 6km altitude. We present here images, lightcurves, altitude profiles, spectra and videos showing the different ionization, excitation and photon density fields produced, their time evolution, and how they depend critically on where the cosmic ray shower beam intercepts the electric field geometry. We also show a new effect of incoming positrons, which make up a significant fraction of the shower, where they appear to "orbit" within the high altitude negative shielding layer, and which has been conjectured to produce significant microwave emission, as well as a short range 511 keV annihilation line. The interesting question is if this conjectured emission can be observed and correlated with TGF orbital observations to prove that a TGF originates in the macro-fields of stormclouds or the micro-fields of light leaders and streamers where this "positron orbiting" is not likely to occur.

Studies of the variations of the first Schumann resonance frequency during the solar flare on 7 March 2012

NASA Astrophysics Data System (ADS)

Zhou, Hongjuan; Qiao, Xiaolin

2015-05-01

The ELF measurements at the YS station in China during the X5.4 solar flare on 7 March 2012 are examined. The first modal Schumann resonance (SR) frequencies of the horizontal magnetic field components were found to increase by 0.1-0.2 Hz during the X-ray burst. During the enhancement of the proton flux, the first modal frequency of the east-west magnetic field component decreases by approximately 0.6 Hz at most, while the variation in the north-south magnetic field component is less well defined. The mechanisms of the variations are simulated with a finite difference time domain technique by modeling the perturbed conductivity profile in the day-night asymmetric Earth-ionosphere cavity and modeling the global lightning source with the raw flash data measured by satellites. The simulated varying trends of the SR frequencies observed near the ground with the altitudes of the conductivity perturbations are nearly the same as those previously reported and are interpreted by the two characteristic height model first proposed by Greifinger and Greifinger. It is concluded that the SR frequencies increase for enhanced conductivity above the altitude of 60-70 km because of the lowered magnetic height and decrease for enhanced conductivity below this altitude due to the lowered electric height. This finding can explain the opposite behaviors of the SR frequencies during X-ray bursts and strong solar proton events (SPEs). The simulation model in this work proved to be effective, with the simulated shifts in the values of SR frequencies during X-ray bursts and SPEs being close to the practical measurements.

Simulation of Earth-Moon-Mars Environments for the Assessment of Organ Doses

NASA Astrophysics Data System (ADS)

Kim, M. Y.; Schwadron, N. A.; Townsend, L.; Cucinotta, F. A.

2010-12-01

Space radiation environments for historically large solar particle events (SPE) and galactic cosmic rays (GCR) at solar minimum and solar maximum are simulated in order to characterize exposures to radio-sensitive organs for missions to low-Earth orbit (LEO), moon, and Mars. Primary and secondary particles for SPE and GCR are transported through the respective atmosphere of Earth or Mars, space vehicle, and astronaut’s body tissues using the HZETRN/QMSFRG computer code. In LEO, exposures are reduced compared to deep space because particles are deflected by the Earth’s magnetic field and absorbed by the solid body of the Earth. Geomagnetic transmission function as a function of altitude was applied for the particle flux of charged particles, and the shift of the organ exposures to higher velocity or lower stopping powers compared to those in deep space was analyzed. In the transport through Mars atmosphere, a vertical distribution of atmospheric thickness was calculated from the temperature and pressure data of Mars Global Surveyor, and the directional cosine distribution was implemented to describe the spherically distributed atmospheric distance along the slant path at each altitude. The resultant directional shielding by Mars atmosphere at solar minimum and solar maximum was used for the particle flux simulation at various altitudes on the Martian surface. Finally, atmospheric shielding was coupled with vehicle and body shielding for organ dose estimates. We made predictions of radiation dose equivalents and evaluated acute symptoms at LEO, moon, and Mars at solar minimum and solar maximum.

Investigation of Ejection Releases of an MB-1 Rocket from a 0.04956-Scaled Model of the Convair F-106A Airplane at Several Mach Numbers and Simulated Altitudes

NASA Technical Reports Server (NTRS)

Lee, J. B.; Basford, R. C.

1957-01-01

As a continuation of an investigation of the ejection release characteristics of an internally carried MB-1 rocket in the Convair F-106A airplane, fin modifications at additional Mach numbers and simulated altitudes have been studied in the 27- by 27-inch preflight jet of the Langley Pilotless Aircraft Research Station at Wallops Island, Va. The MB-1 rocket was ejected with fins open, fins closed, fins closed with a shroud around the fins, and fins folded with a "boattail" placed in between the fins. Dynamically scaled models (0.0^956 scale) were tested at simulated altitudes of 12,000, 18,850, and 27,500 feet at subsonic Mach numbers and at 18,850, 27,500, and 40,000 feet for Mach numbers of 1-39, 1-59, and 1.98. Successful ejections can be obtained for over 10 store diameters from release point by the use of a shroud around the folded fins with the proper ejection velocity and nose-down pitching moment at release. In one case investigated it was found desirable to close off the front one-third of the bomb bay. It appeared that the fins should be opened after release and within 5 "to 6 rocket diameters if no modifications are made on the rocket. An increase in fuselage angle of attack caused higher nose-up pitch rates after release.

COPD and air travel: does hypoxia-altitude simulation testing predict in-flight respiratory symptoms?

PubMed

Edvardsen, Anne; Ryg, Morten; Akerø, Aina; Christensen, Carl Christian; Skjønsberg, Ole H

2013-11-01

The reduced pressure in an aircraft cabin may cause significant hypoxaemia and respiratory symptoms in patients with chronic obstructive pulmonary disease (COPD). The current study evaluated whether there is a relationship between hypoxaemia obtained during hypoxia-altitude simulation testing (HAST), simulating an altitude of 2438 m, and the reporting of respiratory symptoms during air travel. 82 patients with moderate to very severe COPD answered an air travel questionnaire. Arterial oxygen tensions during HAST (PaO2HAST) in subjects with and without in-flight respiratory symptoms were compared. The same questionnaire was answered within 1 year after the HAST. Mean ± sd PaO2HAST was 6.3 ± 0.6 kPa and 62 (76%) of the patients had PaO2HAST <6.6 kPa. 38 (46%) patients had experienced respiratory symptoms during air travel. There was no difference in PaO2HAST in those with and those without in-flight respiratory symptoms (6.3 ± 0.7 kPa versus 6.3 ± 0.6 kPa, respectively; p=0.926). 54 (66%) patients travelled by air after the HAST, and patients equipped with supplemental oxygen (n = 23, 43%) reported less respiratory symptoms when flying with than those without such treatment (four (17%) versus 11 (48%) patients; p=0.039). In conclusion, no difference in PaO2HAST was found between COPD patients with and without respiratory symptoms during air travel.

Normobaric hypoxia overnight impairs cognitive reaction time.

PubMed

Pramsohler, Stephan; Wimmer, Stefan; Kopp, Martin; Gatterer, Hannes; Faulhaber, Martin; Burtscher, Martin; Netzer, Nikolaus Cristoph

2017-05-15

Impaired reaction time in patients suffering from hypoxia during sleep, caused by sleep breathing disorders, is a well-described phenomenon. High altitude sleep is known to induce periodic breathing with central apneas and oxygen desaturations, even in perfectly healthy subjects. However, deficits in reaction time in mountaineers or workers after just some nights of hypoxia exposure are not sufficiently explored. Therefore, we aimed to investigate the impact of sleep in a normobaric hypoxic environment on reaction time divided by its cognitive and motoric components. Eleven healthy non acclimatized students (5f, 6m, 21 ± 2.1 years) slept one night at a simulated altitude of 3500 m in a normobaric hypoxic room, followed by a night with polysomnography at simulated 5500 m. Preexisting sleep disorders were excluded via BERLIN questionnaire. All subjects performed a choice reaction test (SCHUHFRIED RT, S3) at 450 m and directly after the nights at simulated 3500 and 5500 m. We found a significant increase of cognitive reaction time with higher altitude (p = 0.026). No changes were detected in movement time (p = n.s.). Reaction time, the combined parameter of cognitive- and motoric reaction time, didn't change either (p = n.s.). Lower SpO 2 surprisingly correlated significantly with shorter cognitive reaction time (r = 0.78, p = 0.004). Sleep stage distribution and arousals at 5500 m didn't correlate with reaction time, cognitive reaction time or movement time. Sleep in hypoxia does not seem to affect reaction time to simple tasks. The component of cognitive reaction time is increasingly delayed whereas motoric reaction time seems not to be affected. Low SpO 2 and arousals are not related to increased cognitive reaction time therefore the causality remains unclear. The fact of increased cognitive reaction time after sleep in hypoxia, considering high altitude workers and mountaineering operations with overnight stays, should be further investigated.

Five Years of JOSIE: Assessment of the Performance of Ozone Sondes Under Quasi-Flight Conditions in the Environmental Simulation Chamber With Regard to Satellite Validation

NASA Astrophysics Data System (ADS)

Smit, H. G.; Straeter, W.; Helten, M.; Kley, D.

2002-05-01

Up to an altitude of about 20 km ozone sondes constitute the most important data source with long term data coverage for the derivation of ozone trends with sufficient vertical resolution, particularly in the important altitude region around the tropopause. In this region and also above in lower/middle stratosphere up to 30-35 km altitude ozone sondes are of crucial importance to validate and evaluate satellite measurements, particularly for their long term stability. Each ozone sounding is made with an individual disposable instrument and, therefore, have to be characterized well prior to flight. Therefore, quality assurance of ozone sonde performance is a pre-requisite. As part of the quality assurance (QA) plan for ozone sondes that are in routine use in the Global Atmosphere Watch program of the World Meteorological Organization the environmental simulation chamber at the Research Centre Juelich (Germany) is established as World Calibration Centre for Ozone Sondes. The facility enables control of pressure, temperature and ozone concentration and can simulate flight conditions of ozone soundings up to an altitude of 35 km, whereby an accurate UV-photometer serves as a reference. In the scope of this QA-plan for ozonesondes since 1996 several JOSIE (= Juelich Ozone Sonde Intercomparison Experiment) experiments to assess the performance of ozone sondes of different types and manufacturers have been conducted at the calibration facility. We will present an overview of the results obtained from the different JOSIE experiments. The results will be discussed with regard to the use of ozone sondes to validate satellite measurements. Special attention will be paid to the influence of operating procedures on the performance of sondes and the need for standardization to assure ozone sounding data of sufficient quality to use for satellite validations.

Unmanned Aerial System (UAS) Traffic Management (UTM): Enabling Low-Altitude Airspace and UAS Operations

NASA Technical Reports Server (NTRS)

Kopardekar, Parimal H.

2014-01-01

Many civilian applications of Unmanned Aerial Systems (UAS) have been imagined ranging from remote to congested urban areas, including goods delivery, infrastructure surveillance, agricultural support, and medical services delivery. Further, these UAS will have different equipage and capabilities based on considerations such as affordability, and mission needs applications. Such heterogeneous UAS mix, along with operations such as general aviation, helicopters, gliders must be safely accommodated at lower altitudes. However, key infrastructure to enable and safely manage widespread use of low-altitude airspace and UAS operations therein does not exist. Therefore, NASA is exploring functional design, concept and technology development, and a prototype UAS Traffic Management (UTM) system. UTM will support safe and efficient UAS operations for the delivery of goods and services

Neutral Wind Observations below 200 km altitudes

NASA Astrophysics Data System (ADS)

Watanabe, S.; Abe, T.; Habu, H.; Kakinami, Y.; Larsen, M. F.; Pfaff, R. F., Jr.; Yamamoto, M.

2015-12-01

Neutral Wind Observations below 200 km altitudesS. Watanabe1, T. Abe2, H. Habu2, Y. Kakinami3, M. Larsen4, R. Pfaff5, M. Yamamoto6, M-Y. Yamamoto31Hokkaido University/Hokkaido Information University, 2JAXA/ISAS, 3Kochi University of Technology, 4Clemson University, 5NASA/Goddard Space Flight Center, 6Kyoto University, Neutral wind in the thermosphere is one of the key parameters to understand the ionosphere-thermosphere coupling process. JAXA/ISAS successfully launched sounding rockets from Uchinoura Space Center (USC) on September 2, 2007, January 12, 2012, and July 20, 2013, and NASA launched sounding rockets from Kwajalein on May 7, 2013 and from Wallops on July 4, 2013. The rockets installed Lithium and/or TMA canisters as well as instruments for plasma and electric and magnetic fields. The atomic Lithium gases were released at altitudes between 150 km and 300 km in the evening on September 2, 2007, at altitude of ~100 km in the morning on January 12, 2012, at altitude of ~120km in the midnight on July 20, 2013, at altitude between 150 km and 300 km in the evening on May 7, 2013 and at altitude of ~150 km in the noon on July 4, 2013. The Lithium atoms were scattering sunlight by resonance scattering with wavelength of 670nm. However, the Lithium atoms scattered moon light on July 20, 2013. The moon light scattering is the first time to use for thermospheric wind measurement in the midnight. The Lithium clouds/trails and TMA trails showed clearly the neutral wind shears and atmospheric waves at ~150 km altitude in the lower thermosphere for all local time.

Lightweight diesel engine designs for commuter type aircraft

NASA Technical Reports Server (NTRS)

Brouwers, A. P.

1981-01-01

Conceptual designs and performance of advanced technology lightweight diesel engines, suitable for commuter type aircraft power plants are defined. Two engines are discussed, a 1491 kW (2000 SHP) eight-cylinder engine and a 895 kW (1200 SHP) six-cylinder engine. High performance and related advanced technologies are proposed such as insulated cylinders, very high injection pressures and high compressor and turbine efficiencies. The description of each engine includes concept drawings, a performance analysis, and weight data. Fuel flow data are given for full and partial power up to 7620m altitude. The performance data are also extrapolated over a power range from 671 kW(900SHP) to 1864 kW (2500 SHP). The specific fuel consumption of the 1491 kW (2000 SHP) engine is 182 g/hWh (.299 lb/HPh) at cruise altitude, its weight 620 kg (1365 lb.) and specific weight .415 kg/kW (.683 lb/HP). The specific fuel consumption of the 895 kW (1200 SHP) engine is 187 g/hWh (.308 lb/HPh) at cruise altitude, its weight 465 kg (1025 lb.) and specific weight .520 kg/kW (.854 lb/HP).

Technology Advancement for Active Remote Sensing of Carbon Dioxide from Space Using the ASCENDS CarbonHawk Experiment Simulator: First Results

NASA Technical Reports Server (NTRS)

Obland, Michael D.; Nehrir, Amin R.; Lin, Bing; Harrison, F. Wallace; Kooi, Susan; Choi, Yonghoon; Plant, James; Yang, Melissa; Antill, Charles; Campbell, Joel;

High resolution and low altitude magnetic surveys for structural geology mapping in the Seabee mine, Saskatchewan, Canada, using UAV-MAG™ technology.

NASA Astrophysics Data System (ADS)

Braun, A.; Parvar, K.; Burns, M.

2017-12-01

Uninhabited Aerial Vehicles (UAV) provide the operational flexibility and ease of use which makes them ideal tools for low altitude and high resolution magnetic surveys. Being able to fly at lower altitudes compared to manned aircrafts provides the proximity to the target needed to increase the sensitivity to detect smaller and less magnetic targets. Considering the same sensor specifications, this further increases the signal to noise ratio. However, to increase spatial resolution, a tighter line spacing is needed which increases the survey time. We describe a case study in the Seabee mine in Saskatchewan, Canada. Using Pioneer Exploration Ltd. UAV-MAG™ technology, we emphasize the importance of altitude and line spacing in magnetic surveys with UAVs in order to resolve smaller and less magnetic targets compared to conventional manned airborne magnetic surveys. Mapping lithological or stratigraphic changes along the target structure requires an existing gradient in magnetic susceptibility. Mostly, this criterium is either not presented or the is weaker than the sensor's signal to noise ratio at a certain flying altitude. However, the folded structure in the study region shows high susceptibility changes in rock formations in high altitude regional magnetic surveys. In order to confirm that there are no missed structural elements in the target region, a UAV magnetic survey using a GEM Systems GSMP-35A potassium vapor magnetometer on Pioneer Exploration's UAV-MAG™ platform was conducted to exploit the structure in detail and compare the gain in spatial resolution from flying at lower altitude and with denser flight lines. The survey was conducted at 25 meters above ground level (AGL). Line spacing was set to 15 meters and a total of 550 kilometers was covered using an autonomous UAV. The collected data were compared to the regional airborne data which were collected at 150 meters AGL with a line spacing of 100 meters. Comparison revealed an anticline with plunge in the northeastern side of the gird. The analysis of the magnetic data, both total magnetic intensity and gradients, reveals that the UAV survey is able to resolve much smaller structures than the manned airborne survey. These details also match observations made in previous geological mapping missions.

Altitude and endurance training.

PubMed

Rusko, Heikki K; Tikkanen, Heikki O; Peltonen, Juha E

2004-10-01

The benefits of living and training at altitude (HiHi) for an improved altitude performance of athletes are clear, but controlled studies for an improved sea-level performance are controversial. The reasons for not having a positive effect of HiHi include: (1) the acclimatization effect may have been insufficient for elite athletes to stimulate an increase in red cell mass/haemoglobin mass because of too low an altitude (< 2000-2200 m) and/or too short an altitude training period (<3-4 weeks); (2) the training effect at altitude may have been compromised due to insufficient training stimuli for enhancing the function of the neuromuscular and cardiovascular systems; and (3) enhanced stress with possible overtraining symptoms and an increased frequency of infections. Moreover, the effects of hypoxia in the brain may influence both training intensity and physiological responses during training at altitude. Thus, interrupting hypoxic exposure by training in normoxia may be a key factor in avoiding or minimizing the noxious effects that are known to occur in chronic hypoxia. When comparing HiHi and HiLo (living high and training low), it is obvious that both can induce a positive acclimatization effect and increase the oxygen transport capacity of blood, at least in 'responders', if certain prerequisites are met. The minimum dose to attain a haematological acclimatization effect is > 12 h a day for at least 3 weeks at an altitude or simulated altitude of 2100-2500 m. Exposure to hypoxia appears to have some positive transfer effects on subsequent training in normoxia during and after HiLo. The increased oxygen transport capacity of blood allows training at higher intensity during and after HiLo in subsequent normoxia, thereby increasing the potential to improve some neuromuscular and cardiovascular determinants of endurance performance. The effects of hypoxic training and intermittent short-term severe hypoxia at rest are not yet clear and they require further study.

Spectral and Vertical Distribution Properties of Titan's Particulates from Thermal-IR CIRS Data: Physical Implications

NASA Technical Reports Server (NTRS)

Anderson, Carrie M.; Samuelson, Robert; Vinatier, Sandrine

2011-01-01

Analyses of far-IR spectra between 20 and 560/cm (500 and 18 micron) recorded by the Cassini Composite Infrared Spectrometer (CIRS) yield the spectral dependence and the vertical distribution of Titan's photochemical aerosol and stratospheric ice clouds. Below the stratopause (approx. 300 km) the aerosol appears to be incompletely mixed for the following reasons: 1) the altitude dependence of the aerosol mass absorption coefficient is larger at higher altitudes than at lower altitudes, 2} the aerosol scale height varies with altitude, which implies some kind of layering effect, and 3) the aerosol abundance varies with latitude. The spectral shape of the aerosol opacity appears to be independent in altitude and latitude below the stratopause, even though inhomogeneities in the abundance appear to be prevalent throughout this altitude region. This implies that aerosol chemistry is restricted to altitude regions above the stratopause, where pressures are less than approx 0.1 mbar. The aerosol exhibits an extremely broad emisSion feature with a spectral peak at 140/cm (71 micron), which is not evident in laboratory simulated Titan aerosols (tholin) that are created at pressures greater than 0.1 mbar. A strong broad emission feature centered roughly around 160 cm-1 corresponds very closely to those found in nitrile ice spectra. This feature is pervasive throughout the region from high northern to high southern latitudes. The inference of nitrile ices is consistent with the highly restricted altitude ranges over which these features are observed, and appear to be dominated by HCN and HC3N. At low and moderate latitudes these clouds are observed to be located between 60 and 100 km, whereas at high northern latitudes during northern winter these clouds are observed at altitudes between 150 and 165 km. The ubiquitous nature of these nitrile ice clouds is inconsistent with a simple meridional circulation concept, suggesting that the true dynamical situation is more complex.

Quasi-Static Alfv{é}n Dynamics and Scale-Dependent Energy Deposition in Magnetosphere-Ionosphere Coupling

NASA Astrophysics Data System (ADS)

Lotko, W.; Lysak, R. L.; Streltsov, A. V.

2002-12-01

Alfv{é}n wave dynamics become quasi-static in the ionosphere and low-altitude magnetosphere in the ULF regime below 10 mHz and at altitudes less than a few RE when the following two conditions are met: ω L RE << vA (l) and ω l << 1 / μ 0 Σ P. L is the dipole shell parameter, ω is the wave frequency in radians, l represents field-aligned distance above the ionosphere, vA (l) is the local Alfv{é}n speed, and Σ P is the ionospheric Pedersen conductance. In this limit, reactive power stored in Alfv{é}nic fluctuations at high altitude flows quasi-statically into ionospheric Joule heating and low-altitude collisionless dissipation. The combined dissipative effects are described by the electrostatic model of Chiu-Cornwall-Lyons [1980] which captures the transverse wavelength dependence of low-altitude Alfv{é}nic energy deposition. The analysis and results described here 1) correspond to the low-altitude, low-frequency limit of theories for the interaction of an Alfv{é}n wave with the ionosphere [Knudsen et al., 1992], including effects of a low-altitude collisionless dissipation layer [Vogt and Haerendel, 1998], and field line eigenmodes with allowance for finite ionospheric conductivity and realistic parallel inhomogeneity [Allan and Knox, 1979]; 2) reconcile the interpretation of inverted-V precipitation regions as electrostatic potential structures with electromagnetic energy deposition via Alfv{é}n waves at frequencies below 10 mHz; 3) provide criteria for the validity of the Knight current-voltage relation in the ULF regime and its use in global MHD simulations; 4) relate low-altitude satellite measurements of both ``static'' and ULF electric and magnetic fields directly to the ionospheric Pedersen conductivity; and 5) offer a resolution to debates about high-altitude closure of auroral potential structures as O-, U-, or S-potential forms.

Simulation of the low earth orbital atomic oxygen interaction with materials by means of an oxygen ion beam

NASA Technical Reports Server (NTRS)

Banks, Bruce A.; Rutledge, Sharon K.; Paulsen, Phillip E.; Steuber, Thomas J.

1989-01-01

Atomic oxygen is the predominant species in low-Earth orbit between the altitudes of 180 and 650 km. These highly reactive atoms are a result of photodissociation of diatomic oxygen molecules from solar photons having a wavelength less than or equal to 2430A. Spacecraft in low-Earth orbit collide with atomic oxygen in the 3P ground state at impact energies of approximately 4.2 to 4.5 eV. As a consequence, organic materials previously used for high altitude geosynchronous spacecraft are severely oxidized in the low-Earth orbital environment. The evaluation of materials durability to atomic oxygen requires ground simulation of this environment to cost effectively screen materials for durability. Directed broad beam oxygen sources are necessary to evaluate potential spacecraft materials performance before and after exposure to the simulated low-Earth orbital environment. This paper presents a description of a low energy, broad oxygen ion beam source used to simulate the low-Earth orbital atomic oxygen environment. The results of materials interaction with this beam and comparison with actual in-space tests of the same meterials will be discussed. Resulting surface morphologies appear to closely replicate those observed in space tests.

1983 LTA technology assessment

NASA Technical Reports Server (NTRS)

Ashford, R. L.; Browning, R. G. E.; Levitt, B. B.; Mayer, N. J.; Woodward, D. E.

1983-01-01

Several aspects of LTA (lighter-than-air) technology development are reviewed. Technological developments of classical airships through 1974 are examined. A brief historical and technological summary of five specialized LTA equipment concepts is presented: metal-clad airships, free balloons, semibuoyant vehicles, high-altitude platforms, and tethered aerostats. Current LTA technology developments are reviewed with particular emphasis on VTOL airships capable of heavy lift and on long endurance types for coastal maritime patrol. Finally, the future prospects of LTA system development are considered with attention given to manned conventional and hybrid vehicles, tethered vehicles, and RPVs.

Design and Evaluation of a Turbojet Exhaust Simulator, Utilizing a Solid-Propellant Rocket Motor, for use in Free-Flight Aerodynamic Research Models

NASA Technical Reports Server (NTRS)

deMoraes, Carlos A.; Hagginbothom, William K., Jr.; Falanga, Ralph A.

1954-01-01

A method has been developed for modifying a rocket motor so that its exhaust characteristics simulate those of a turbojet engine. The analysis necessary to the design is presented along with tests from which the designs are evaluated. Simulation was found to be best if the exhaust characteristics to be duplicated were those of a turbojet engine at high altitudes and with the afterburner operative.

Influence of sub-kilometer precipitation datasets on simulated snowpack and glacier winter balance in alpine terrain.

NASA Astrophysics Data System (ADS)

Vionnet, Vincent; Six, Delphine; Auger, Ludovic; Lafaysse, Matthieu; Quéno, Louis; Réveillet, Marion; Dombrowski-Etchevers, Ingrid; Thibert, Emmanuel; Dumont, Marie

2017-04-01

Capturing spatial and temporal variabilities of meteorological conditions at fine scale is necessary for modelling snowpack and glacier winter mass balance in alpine terrain. In particular, precipitation amount and phase are strongly influenced by the complex topography. In this study, we assess the impact of three sub-kilometer precipitation datasets (rainfall and snowfall) on distributed simulations of snowpack and glacier winter mass balance with the detailed snowpack model Crocus for winter 2011-2012. The different precipitation datasets at 500-m grid spacing over part of the French Alps (200*200 km2 area) are coming either from (i) the SAFRAN precipitation analysis specially developed for alpine terrain, or from (ii) operational outputs of the atmospheric model AROME at 2.5-km grid spacing downscaled to 500 m with fixed lapse rate or from (iii) a version of the atmospheric model AROME at 500-m grid spacing. Others atmospherics forcings (air temperature and humidity, incoming longwave and shortwave radiation, wind speed) are taken from the AROME simulations at 500-m grid spacing. These atmospheric forcings are firstly compared against a network of automatic weather stations. Results are analysed with respect to station location (valley, mid- and high-altitude). The spatial pattern of seasonal snowfall and its dependency with elevation is then analysed for the different precipitation datasets. Large differences between SAFRAN and the two versions of AROME are found at high-altitude. Finally, results of Crocus snowpack simulations are evaluated against (i) punctual in-situ measurements of snow depth and snow water equivalent, and (ii) maps of snow covered areas retrieved from optical satellite data (MODIS). Measurements of winter accumulation of six glaciers of the French Alps are also used and provide very valuable information on precipitation at high-altitude where the conventional observation network is scarce. This study illustrates the potential and limitations of high-resolution atmospheric models to drive simulations of snowpack and glacier winter mass balance in alpine terrain.

A-3 Test Stand

NASA Image and Video Library

2011-08-19

The A-3 Test Stand under construction at Stennis Space Center is set for completion and activation in 2013. It will allow operators to conduct simulated high-altitude testing on the next-generation J-2X rocket engine.

Astronaut John Young ingresses Apollo spacecraft command module in training

NASA Image and Video Library

1968-07-05

S68-40875 (5 July 1968) --- Astronaut John W. Young, Apollo 7 backup command module pilot, ingresses Apollo Spacecraft 101 Command Module during simulated altitude runs at the Kennedy Space Center's Pad 34.

Pathfinder-Plus takes off on flight in Hawaii

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight over Hawaii in 1998. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight in Hawaii

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight over Hawaii in 1998. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on a flight over Hawaiian island N'ihau

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight over the Hawaiian island of N'ihau in 1998. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaiian island N'ihau

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight over the Hawaiian island of N'ihau in 1998. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight near Hawaiian island N'ihau

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight with the Hawaiian island of N'ihau in the background. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaii

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus flying over the Hawaiian Islands in 1998 with Ni'ihau Island in the background. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaii

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on flight over Hawaii. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on a flight in Hawaii

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on a flight in 1998 over Hawaiian waters. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaiian Islands

NASA Technical Reports Server (NTRS)

1998-01-01

Pathfinder-Plus on flight over Hawaiian Islands in 1998. Pathfinder was a remotely controlled, solar-powered flying wing, designed and built as a proof-of-concept vehicle for a much larger aircraft capable of flying at extremely high altitudes for weeks at a time. It was built by AeroVironment, Inc., a California company that developed the human-powered Gossamer Condor and Gossamer Albatross lightweight aircraft during the 1970s, and later made the solar-electric powered Gossamer Penguin and Solar Challenger. The basic configuration and concepts for Pathfinder were first realized with the HALSOL (High Altitude Solar) aircraft, built in 1983 by AeroVironment and the Lawrence Livermore Laboratory. Pathfinder was constructed of advanced composites, plastics, and foam, and despite a wingspan of nearly 100 feet, it weighed only about 600 pounds. Pathfinder was one of several unpiloted prototypes under study by NASA's ERAST (Environmental Research Aircraft and Sensor Technology) program, a NASA-industry alliance which is helping develop advanced technologies that will enable aircraft to study the earth's environment during extremely long flights at altitudes in excess of 100,000 feet. (See project description below for Pathfinder's conversion to Pathfinder Plus.) In 1998, the Pathfinder solar-powered flying wing (see its photographs and project description) was modified into the longer-winged Pathfinder Plus configuration and on Aug. 6, 1998, Pathfinder Plus set an altitude record (for propeller-driven aircraft) of approximately 80,285 feet at the Pacific Missile Range Facility. The goal of the Pathfinder Plus flights was to validate new solar, aerodynamic, propulsion, and systems technology developed for its successor, the Centurion, which was designed to reach and sustain altitudes in the 100,000-foot range. The Centurion was succeeded by the Helios Prototype with a goal of reaching and sustaining flight at an altitude of 100,000 feet and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Entry Descent and Landing Workshop Proceedings. Volume 1; Inflatable Reentry Vehicle Experiment-3 (IRVE-3) Project Overview & Instrumentation

NASA Technical Reports Server (NTRS)

Dillman, Robert

2015-01-01

Entry mass at Mars is limited by the payload size that can be carried by a rigid capsule that can fit inside the launch vehicle fairing. Landing altitude at Mars is limited by ballistic coefficient (mass per area) of entry body. Inflatable technologies allow payload to use full diameter of launch fairing, and deploy larger aeroshell before atmospheric interface, landing more payload at a higher altitude. Also useful for return of large payloads from Low Earth Orbit (LEO).

An Adaptive H infinity Control Algorithm for Jitter Control and Target Tracking in a Directed Energy Weapon

DTIC Science & Technology

2012-05-16

large size and lack of efficiency of current technology after initial review. In the 1990’s the Air Force designed and produced a high- altitude ...Forden, G.E., "The airborne laser," Spectrum, IEEE , vol.34, no.9, pp.40-49, Sep 1997 10 altitude of 40,000 ft. the atmosphere was much clearer...distance remains the same. OT-5 provides a relative position of beam center on the detector. Two voltage outputs are given corresponding to x-axis location

KSC-00padig050

NASA Image and Video Library

2000-10-18

This close-up shows the pager-sized Personal Cabin Pressure Altitude Monitor developed by Jan Zysko, chief of the KSC Spaceport Engineering and Technology directorate's data and electronic systems branch. The monitor alerts wearers of a potentially dangerous or deteriorating cabin pressure altitude condition, which can lead to life-threatening hypoxia. Zysko originally designed the monitor to offer Space Shuttle and Space Station crew members added independent notification about any depressurization. However, it has drawn the interest of such organizations as the Federal Aviation Administration for use in commercial airliners and private aircraft as well

Venturi vacuum systems for hypobaric chamber operations.

PubMed

Robinson, R; Swaby, G; Sutton, T; Fife, C; Powell, M; Butler, B D

1997-11-01

Physiological studies of the effects of high altitude on man often require the use of a hypobaric chamber to simulate the reduced ambient pressures. Typical "altitude" chambers in use today require complex mechanical vacuum systems to evacuate the chamber air, either directly or via reservoir system. Use of these pumps adds to the cost of both chamber procurement and maintenance, and service of these pumps requires trained support personnel and regular upkeep. In this report we describe use of venturi vacuum pumps to perform the function of mechanical vacuum pumps for human and experimental altitude chamber operations. Advantages of the venturi pumps include their relatively low procurement cost, small size and light weight, ease of installation and plumbing, lack of moving parts, and independence from electrical power sources, fossil fuels and lubricants. Conversion of three hyperbaric chambers to combined hyper/hypobaric use is described.

Mapping magnetized geologic structures from space: The effect of orbital and body parameters

NASA Technical Reports Server (NTRS)

Schnetzler, C. C.; Taylor, P. T.; Langel, R. A.

1984-01-01

When comparing previous satellite magnetometer missions (such as MAGSAT) with proposed new programs (for example, Geopotential Research Mission, GRM) it is important to quantify the difference in scientific information obtained. The ability to resolve separate magnetic blocks (simulating geological units) is used as a parameter for evaluating the expected geologic information from each mission. The effect of satellite orbital altitude on the ability to resolve two magnetic blocks with varying separations is evaluated and quantified. A systematic, nonlinear, relationship exists between resolution and distance between magnetic blocks as a function of orbital altitude. The proposed GRM would provide an order-of-magnitude greater anomaly resolution than the earlier MAGSAT mission for widely separated bodies. The resolution achieved at any particular altitude varies depending on the location of the bodies and orientation.

Rotorcraft Low Altitude IFR Benefit/Cost Analysis: Operations Analysis

DTIC Science & Technology

1991-12-01

Anoll Len D. Dzamba Linda J. LaBelle Randahl N. Lindgren Robert B. Newman Deborah J. Peisen Systems Control Technology , Inc. 1611 N. Kent Street, Suite...Lindgren, Robert B. Newman, Deborah J. Peisen 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Systems Control Technology , Inc. 1611...headquarters of United Technology /Sikorsky to get them through this area. 5.7.3.3 Communications Coverage Corporate/executive operators were well satisfied

Circadian and Sex Differences After Acute High-Altitude Exposure: Are Early Acclimation Responses Improved by Blue Light?

PubMed

Silva-Urra, Juan A; Núñez-Espinosa, Cristian A; Niño-Mendez, Oscar A; Gaitán-Peñas, Héctor; Altavilla, Cesare; Toro-Salinas, Andrés; Torrella, Joan R; Pagès, Teresa; Javierre, Casimiro F; Behn, Claus; Viscor, Ginés

2015-12-01

The possible effects of blue light during acute hypoxia and the circadian rhythm on several physiological and cognitive parameters were studied. Fifty-seven volunteers were randomly assigned to 2 groups: nocturnal (2200-0230 hours) or diurnal (0900-1330 hours) and exposed to acute hypoxia (4000 m simulated altitude) in a hypobaric chamber. The participants were illuminated by blue LEDs or common artificial light on 2 different days. During each session, arterial oxygen saturation (Spo2), blood pressure, heart rate variability, and cognitive parameters were measured at sea level, after reaching the simulated altitude of 4000 m, and after 3 hours at this altitude. The circadian rhythm caused significant differences in blood pressure and heart rate variability. A 4% to 9% decrease in waking nocturnal Spo2 under acute hypoxia was observed. Acute hypoxia also induced a significant reduction (4%-8%) in systolic pressure, slightly more marked (up to 13%) under blue lighting. Women had significantly increased systolic (4%) and diastolic (12%) pressures under acute hypoxia at night compared with daytime pressure; this was not observed in men. Some tendencies toward better cognitive performance (d2 attention test) were seen under blue illumination, although when considered together with physiological parameters and reaction time, there was no conclusive favorable effect of blue light on cognitive fatigue suppression after 3 hours of acute hypobaric hypoxia. It remains to be seen whether longer exposure to blue light under hypobaric hypoxic conditions would induce favorable effects against fatigue. Copyright © 2015 Wilderness Medical Society. Published by Elsevier Inc. All rights reserved.

Solar multi-conjugate adaptive optics performance improvement

NASA Astrophysics Data System (ADS)

Zhang, Zhicheng; Zhang, Xiaofang; Song, Jie

2015-08-01

In order to overcome the effect of the atmospheric anisoplanatism, Multi-Conjugate Adaptive Optics (MCAO), which was developed based on turbulence correction by means of several deformable mirrors (DMs) conjugated to different altitude and by which the limit of a small corrected FOV that is achievable with AO is overcome and a wider FOV is able to be corrected, has been widely used to widen the field-of-view (FOV) of a solar telescope. With the assistance of the multi-threaded Adaptive Optics Simulator (MAOS), we can make a 3D reconstruction of the distorted wavefront. The correction is applied by one or more DMs. This technique benefits from information about atmospheric turbulence at different layers, which can be used to reconstruct the wavefront extremely well. In MAOS, the sensors are either simulated as idealized wavefront gradient sensors, tip-tilt sensors based on the best Zernike fit, or a WFS using physical optics and incorporating user specified pixel characteristics and a matched filter pixel processing algorithm. Only considering the atmospheric anisoplanatism, we focus on how the performance of a solar MCAO system is related to the numbers of DMs and their conjugate heights. We theoretically quantify the performance of the tomographic solar MCAO system. The results indicate that the tomographic AO system can improve the average Strehl ratio of a solar telescope by only employing one or two DMs conjugated to the optimum altitude. And the S.R. has a significant increase when more deformable mirrors are used. Furthermore, we discuss the effects of DM conjugate altitude on the correction achievable by the MCAO system, and present the optimum DM conjugate altitudes.

Technical note: Evaluation of the simultaneous measurements of mesospheric OH, HO2, and O3 under a photochemical equilibrium assumption - a statistical approach

NASA Astrophysics Data System (ADS)

Kulikov, Mikhail Y.; Nechaev, Anton A.; Belikovich, Mikhail V.; Ermakova, Tatiana S.; Feigin, Alexander M.

2018-05-01

This Technical Note presents a statistical approach to evaluating simultaneous measurements of several atmospheric components under the assumption of photochemical equilibrium. We consider simultaneous measurements of OH, HO2, and O3 at the altitudes of the mesosphere as a specific example and their daytime photochemical equilibrium as an evaluating relationship. A simplified algebraic equation relating local concentrations of these components in the 50-100 km altitude range has been derived. The parameters of the equation are temperature, neutral density, local zenith angle, and the rates of eight reactions. We have performed a one-year simulation of the mesosphere and lower thermosphere using a 3-D chemical-transport model. The simulation shows that the discrepancy between the calculated evolution of the components and the equilibrium value given by the equation does not exceed 3-4 % in the full range of altitudes independent of season or latitude. We have developed a statistical Bayesian evaluation technique for simultaneous measurements of OH, HO2, and O3 based on the equilibrium equation taking into account the measurement error. The first results of the application of the technique to MLS/Aura data (Microwave Limb Sounder) are presented in this Technical Note. It has been found that the satellite data of the HO2 distribution regularly demonstrate lower altitudes of this component's mesospheric maximum. This has also been confirmed by model HO2 distributions and comparison with offline retrieval of HO2 from the daily zonal means MLS radiance.

Photovoltaic array space power plus diagnostics experiment

NASA Technical Reports Server (NTRS)

Guidice, Donald A.

1990-01-01

The objective of the Photovoltaic Array Space Power Plus Diagnostics (PASP Plus) experiment is to measure the effects of the interaction of the low- to mid-altitude space environment on the performance of a diverse set of small solar-cell arrays (planar and concentrator, representative of present and future military technologies) under differing conditions of velocity-vector orientation and simulated (by biasing) high-voltage operation. Solar arrays to be tested include Si and GaAs planar arrays and several types of GaAs concentrator arrays. Diagnostics (a Langmuir probe and a pressure gauge) and a transient pulse monitor (to measure radiated and conducted EMI during arcing) will be used to determine the impact of the environment on array operation to help verify various interactions models. Results from a successful PASP Plus flight will furnish answers to important interactions questions and provide inputs for design and test standards for photovoltaic space-power subsystems.

Thermoelectric Energy Conversion Technology for High-Altitude Airships

NASA Technical Reports Server (NTRS)

Choi, Sang H.; Elliott, James R.; King, Glen C.; Park, Yeonjoon; Kim, Jae-Woo; Chu, Sang-Hyon

2011-01-01

The High Altitude Airship (HAA) has various application potential and mission scenarios that require onboard energy harvesting and power distribution systems. The power technology for HAA maneuverability and mission-oriented applications must come from its surroundings, e.g. solar power. The energy harvesting system considered for HAA is based on the advanced thermoelectric (ATE) materials being developed at NASA Langley Research Center. The materials selected for ATE are silicon germanium (SiGe) and bismuth telluride (Bi2Te3), in multiple layers. The layered structure of the advanced TE materials is specifically engineered to provide maximum efficiency for the corresponding range of operational temperatures. For three layers of the advanced TE materials that operate at high, medium, and low temperatures, correspondingly in a tandem mode, the cascaded efficiency is estimated to be greater than 60 percent.

Measuring laser reflection cross-sections of small unmanned aerial vehicles for laser detection, ranging and tracking

NASA Astrophysics Data System (ADS)

Laurenzis, Martin; Bacher, Emmanuel; Christnacher, Frank

2017-05-01

An increasing number of incidents are reported where small unmanned aerial vehicles (UAV) are involved flying at low altitude. Thus UAVs are becoming more and more a serious threat in civilian and military scenarios leading to serious danger to safety or privacy issues. In this context, the detection and tracking of small UAV flying at low altitude in urban environment or near background structures is a challenge for state of the art detection technologies. In this paper, we focus on detection, tracking and identification by laser sensing technologies that are Laser Gated Viewing and scanning LiDAR. The laser reflection cross-sections (LRCS) has direct impact on the probability to detection and capability for range measurement. Here, we present methods to determine the laser reflection cross-sections by experimental and computational approaches.

Advanced simulation and analysis of a geopotential research mission

NASA Technical Reports Server (NTRS)

Schutz, B. E.

1988-01-01

Computer simulations have been performed for an orbital gradiometer mission to assist in the study of high degree and order gravity field recovery. The simulations were conducted for a satellite in near-circular, frozen orbit at a 160-km altitude using a gravitational field complete to degree and order 360. The mission duration is taken to be 32 days. The simulation provides a set of measurements to assist in the evaluation of techniques developed for the determination of the gravity field. Also, the simulation provides an ephemeris to study available tracking systems to satisfy the orbit determination requirements of the mission.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the Air Force C-141A that was used in the Eclipse project as a tow vehicle. The project used a QF-106 interceptor aircraft to simulate a future orbiter, which would be towed to a high altitude and released to fire its own engines and carry a payload into space. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Altitude Performance of Modified J71 Afterburner with Revised Engine Operating Conditions

NASA Technical Reports Server (NTRS)

Useller, James W.; Russey, Robert E.

1955-01-01

An investigation was conducted in an altitude test chamber at the NACA Lewis laboratory to determine the effect of a revision of the rated engine operating conditions and modifications to the afterburner fue1 system, flameholder, and shell cooling on the augmented performance of the J71-A-2 (x-29) turbo jet engine operating at altitude . The afterburner modifications were made by the manufacturer to improve the endurance at sea-level, high-pressure conditions and to reduce the afterburner shell temperatures. The engine operating conditions of rated rotational speed and turbine-outlet gas temperature were increased. Data were obtained at conditions simulating flight at a Mach number of 0.9 and at altitudes from 40,000 to 60,000 feet. The afterburner modifications caused a reduction in afterburner combustion efficiency. The increase in rated engine speed and turbine-outlet temperature coupled with the afterburner modifications resulted in the over-all thrust of the engine and afterburner being unchanged at a given afterburner equivalence ratio, while the specific fuel consumption was increased slightly. A moderate shift in the range of equivalence ratios over which the afterburner would operate was encountered, but the maximum operable altitude remained unaltered. The afterburner-shell temperatures were also slightly reduced because of the modifications to the afterburner.

Determination of Barometric Altimeter Errors for the Orion Exploration Flight Test-1 Entry

NASA Technical Reports Server (NTRS)

Brown, Denise L.; Bunoz, Jean-Philippe; Gay, Robert

2012-01-01

The Exploration Flight Test 1 (EFT-1) mission is the unmanned flight test for the upcoming Multi-Purpose Crew Vehicle (MPCV). During entry, the EFT-1 vehicle will trigger several Landing and Recovery System (LRS) events, such as parachute deployment, based on on-board altitude information. The primary altitude source is the filtered navigation solution updated with GPS measurement data. The vehicle also has three barometric altimeters that will be used to measure atmospheric pressure during entry. In the event that GPS data is not available during entry, the altitude derived from the barometric altimeter pressure will be used to trigger chute deployment for the drogues and main parachutes. Therefore it is important to understand the impact of error sources on the pressure measured by the barometric altimeters and on the altitude derived from that pressure. The error sources for the barometric altimeters are not independent, and many error sources result in bias in a specific direction. Therefore conventional error budget methods could not be applied. Instead, high fidelity Monte-Carlo simulation was performed and error bounds were determined based on the results of this analysis. Aerodynamic errors were the largest single contributor to the error budget for the barometric altimeters. The large errors drove a change to the altitude trigger setpoint for FBC jettison deploy.

Austrian Moderate Altitude Studies (AMAS): benefits of exposure to moderate altitudes (1,500-2,500 m).

PubMed

Schobersberger, Wolfgang; Leichtfried, Veronika; Mueck-Weymann, Michael; Humpeler, Egon

2010-09-01

A considerable part of the millions of Alpine tourists suffer from pre-existing diseases (e.g., metabolic syndrome) and high daily stress levels. The main goal of the Austrian Moderate Altitude Study (AMAS) was to investigate (a) the consequences of an active vacation at moderate altitude on the key parameters of the metabolic syndrome (AMAS I) and (b) the effects of a short active vacation on adult progenitor cells, bio-psychological parameters, and heart rate variability (HRV). During the AMAS I pilot study (n = 22; 1,700 m a.s.l.) and AMAS I main study (n = 71; 1,700 m a.s.l. and 200 m a.s.l.), the volunteers simulated 3-week coached hiking vacations. For AMAS II, healthy volunteers (n = 13) participated in a 1-week active holiday at 1,700 m. There were significant improvements of obesity, hypertension, dyslipidemia, and insulin resistance of AMAS I patients after the vacation. In AMAS II participants, we found an increase in circulating endothelial progenitor cells as well as improvements in bio-psychological and HRV parameters. Active vacations at moderate altitude are associated with a variety of positive health effects in persons with metabolic syndrome and in healthy subjects.

Technology Advancements for Active Remote Sensing of Carbon Dioxide from Space using the ASCENDS CarbonHawk Experiment Simulator

NASA Astrophysics Data System (ADS)

Obland, M. D.; Nehrir, A. R.; Liu, Z.; Chen, S.; Campbell, J. F.; Lin, B.; Kooi, S. A.; Fan, T. F.; Choi, Y.; Plant, J.; Yang, M. M.; Browell, E. V.; Harrison, F. W.; Meadows, B.; Dobler, J. T.; Zaccheo, T. S.

2015-12-01

This work describes advances in critical lidar technologies and techniques developed as part of the ASCENDS CarbonHawk Experiment Simulator (ACES) system for measuring atmospheric column carbon dioxide (CO2) mixing ratios in support of the NASA Active Sensing of CO2 Emissions over Nights, Days, and Seasons (ASCENDS) mission. The ACES design demonstrates advancements in: (1) enhanced power-aperture product through the use and operation of multiple co-aligned laser transmitters and a multi-aperture telescope design; (2) high-efficiency, high-power Erbium-Doped Fiber Amplifiers (EDFAs); (3) high-bandwidth, low-noise HgCdTe detector and transimpedence amplifier (TIA) subsystem capable of long-duration operation; and (4) advanced algorithms for cloud and aerosol discrimination. The ACES instrument, an Intensity-Modulated Continuous-Wave (IM-CW) lidar, was designed for high-altitude aircraft operations and can be directly applied to space instrumentation to meet the ASCENDS mission requirements. Specifically, the lidar simultaneously transmits three IM-CW laser beams from the high power EDFAs operating near 1571 nm. The outgoing laser beams are aligned to the field of view of three fiber-coupled 17.8-cm diameter telescopes, and the backscattered light collected by the same three telescopes is sent to the detector/TIA subsystem, which has a bandwidth of 4.9 MHz and operates service-free with a tactical Dewar and cryocooler. The electronic bandwidth is only slightly higher than 1 MHz, effectively limiting the noise level. Two key laser modulation approaches are being tested to significantly mitigate the effects of thin clouds on the retrieved CO2 column amounts. This work provides an over view of these technologies, the modulation approaches, and results from recent test flights.

Technology Advancements for Active Remote Sensing of Carbon Dioxide From Space using the ASCENDS CarbonHawk Experiment Simulator

NASA Astrophysics Data System (ADS)

Obland, M. D.; Liu, Z.; Campbell, J. F.; Lin, B.; Kooi, S. A.; Carrion, W.; Hicks, J.; Fan, T. F.; Nehrir, A. R.; Browell, E. V.; Meadows, B.; Davis, K. J.

2016-12-01

This work describes advances in critical lidar technologies and techniques developed as part of the ASCENDS CarbonHawk Experiment Simulator (ACES) system for measuring atmospheric column carbon dioxide (CO2) mixing ratios in support of the NASA Active Sensing of CO2 Emissions over Nights, Days, and Seasons (ASCENDS) mission. The ACES design demonstrates advancements in: (1) enhanced power-aperture product through the use and operation of multiple co-aligned laser transmitters and a multi-aperture telescope design; (2) high-efficiency, high-power Erbium-Doped Fiber Amplifiers (EDFAs); (3) high-bandwidth, low-noise HgCdTe detector and transimpedence amplifier (TIA) subsystem capable of long-duration operation; and (4) advanced algorithms for cloud and aerosol discrimination. The ACES instrument, an Intensity-Modulated Continuous-Wave (IM-CW) lidar, was designed for high-altitude aircraft operations and can be directly applied to space instrumentation to meet the ASCENDS mission requirements. Specifically, the lidar simultaneously transmits three IM-CW laser beams from the high power EDFAs operating near 1571 nm. The outgoing laser beams are aligned to the field of view of three fiber-coupled 17.8-cm diameter telescopes, and the backscattered light collected by the same three telescopes is sent to the detector/TIA subsystem, which has a bandwidth of 4.9 MHz and operates service-free with a tactical Dewar and cryocooler. The electronic bandwidth is only slightly higher than 1 MHz, effectively limiting the noise level. Two key laser modulation approaches are being tested to significantly mitigate the effects of thin clouds on the retrieved CO2 column amounts. This work provides an over view of these technologies, the modulation approaches, and results from recent test flights during the Atmospheric Carbon and Transport - America (ACT-America) Earth Venture Suborbital flight campaign.

GRAM 88 - 4D GLOBAL REFERENCE ATMOSPHERE MODEL-1988

NASA Technical Reports Server (NTRS)

Johnson, D. L.

1994-01-01

The Four-D Global Reference Atmosphere program was developed from an empirical atmospheric model which generates values for pressure, density, temperature, and winds from surface level to orbital altitudes. This program can generate altitude profiles of atmospheric parameters along any simulated trajectory through the atmosphere. The program was developed for design applications in the Space Shuttle program, such as the simulation of external tank re-entry trajectories. Other potential applications are global circulation and diffusion studies; also the generation of profiles for comparison with other atmospheric measurement techniques such as satellite measured temperature profiles and infrasonic measurement of wind profiles. GRAM-88 is the latest version of the software GRAM. The software GRAM-88 contains a number of changes that have improved the model statistics, in particular, the small scale density perturbation statistics. It also corrected a low latitude grid problem as well as the SCIDAT data base. Furthermore, GRAM-88 now uses the U.S. Standard Atmosphere 1976 as a comparison standard rather than the US62 used in other versions. The program is an amalgamation of two empirical atmospheric models for the low (25km) and the high (90km) atmosphere, with a newly developed latitude-longitude dependent model for the middle atmosphere. The Jacchia (1970) model simulates the high atmospheric region above 115km. The Jacchia program sections are in separate subroutines so that other thermosphericexospheric models could easily be adapted if required for special applications. The improved code eliminated the calculation of geostrophic winds above 125 km altitude from the model. The atmospheric region between 30km and 90km is simulated by a latitude-longitude dependent empirical model modification of the latitude dependent empirical model of Groves (1971). A fairing technique between 90km and 115km accomplished a smooth transition between the modified Groves values and the Jacchia values. Below 25km the atmospheric parameters are computed by the 4-D worldwide atmospheric model of Spiegler and Fowler (1972). This data set is not included. GRAM-88 incorporates a hydrostatic/gas law check in the 0-30 km altitude range to flag and change any bad data points. Between 5km and 30km, an interpolation scheme is used between the 4-D results and the modified Groves values. The output parameters consist of components for: (1) latitude, longitude, and altitude dependent monthly and annual means, (2) quasi-biennial oscillations (QBO), and (3) random perturbations to partially simulate the variability due to synoptic, diurnal, planetary wave, and gravity wave variations. Quasi-biennial and random variation perturbations are computed from parameters determined by various empirical studies and are added to the monthly mean values. The GRAM-88 program is for batch execution on the IBM 3084. It is written in STANDARD FORTRAN 77 under the MVS/XA operating system. The IBM DISPLA graphics routines are necessary for graphical output. The program was developed in 1988.

Simulated Altitude Investigation of Stewart-Warner Model 906-B Combustion Heater

NASA Technical Reports Server (NTRS)

Ebersbach, Frederick R.; Cervenka, Adolph J.

1947-01-01

An investigation has been conducted to determine thermal and pressure-drop performance and the operational characteristics of a Stewart-Warner model 906-B combustion heater. The performance tests covered a range of ventilating-air flows from 500 to 3185 pounds per hour, combustion-air pressure drops from 5 to 35 inches of water, and pressure altitudes from sea level to 41,000 feet. The operational characteristics investigated were the combustion-air flows for sustained combustion and for consistent ignition covering fuel-air ratios ranging from 0.033 to 0.10 and pressure altitudes from sea level to 45,000 feet. Rated heat output of 50,000 Btu per hour was obtained at pressure altitudes up to 27,000 feet for ventilating-air flows greater than 800 pounds per hour; rated output was not obtained at ventilating-air flow below 800 pounds per hour at any altitude. The maximum heater efficiency was found to be 60.7 percent at a fuel-air ratio of 0.050, a sea-level pressure altitude, a ventilating-air temperature of 0 F, combustion-air temperature of 14 F, a ventilating-air flow of 690 pounds per hour, and a combustion-air flow of 72.7 pounds per hour. The minimum combustion-air flow for sustained combustion at a pressure altitude of 25,000 feet was about 9 pounds per hour for fuel-air ratios between 0.037 and 0.099 and at a pressure altitude of 45,000 feet increased to 18 pounds per hour at a fuel-air ratio of 0.099 and 55 pounds per hour at a fuel-air ratio of 0.036. Combustion could be sustained at combustion-air flows above values of practical interest. The maximum flow was limited, however, by excessively high exhaust-gas temperature or high pressure drop. Both maximum and minimum combustion-air flows for consistent ignition decrease with increasing pressure altitude and the two curves intersect at a pressure altitude of approximately 25,000 feet and a combustion-air flow of approximately 28 pounds per hour.

High-resolution altitude profiles of the atmospheric turbulence with PML at the Sutherland Observatory

NASA Astrophysics Data System (ADS)

Catala, L.; Ziad, A.; Fanteï-Caujolle, Y.; Crawford, S. M.; Buckley, D. A. H.; Borgnino, J.; Blary, F.; Nickola, M.; Pickering, T.

2017-05-01

With the prospect of the next generation of ground-based telescopes, the extremely large telescopes, increasingly complex and demanding adaptive optics systems are needed. This is to compensate for image distortion caused by atmospheric turbulence and fully take advantage of mirrors with diameters of 30-40 m. This requires a more precise characterization of the turbulence. The Profiler of Moon Limb (PML) was developed within this context. The PML aims to provide high-resolution altitude profiles of the turbulence using differential measurements of the Moon limb position to calculate the transverse spatio-angular covariance of the angle of arrival fluctuations. The covariance of differential image motion for different separation angles is sensitive to the altitude distribution of the seeing. The use of the continuous Moon limb provides a large number of separation angles allowing for the high-resolution altitude of the profiles. The method is presented and tested with simulated data. Moreover, a PML instrument was deployed at the Sutherland Observatory in South Africa in 2011 August. We present here the results of this measurement campaign.

Time to detection of circulating microbubbles as a risk factor for symptoms of altitude decompression sickness

NASA Technical Reports Server (NTRS)

Kumar, K. V.; Calkins, Dick S.; Waligora, James M.; Gilbert, John H., III; Powell, Michael R.

1992-01-01

This study investigated the association between time at onset of circulating microbubbles (CMB) and symptoms of altitude decompression sickness (DCS), using Cox proportional hazard regression models. The study population consisted of 125 individuals who participated in direct ascent, simulated extravehicular activities profiles. Using individual CMB status as a time-dependent variable, we found that the hazard for symptoms increased significantly (at the end of 180 min at altitude) in the presence of CMB (Hazard Ratio = 29.59; 95 percent confidence interval (95 percent CI) = 7.66-114.27), compared to no CMB. Further examination was conducted on the subgroup of individuals who developed microbubbles during the test (n = 49), by using Cox regression. Individuals with late onset of CMB (greater than 60 min at altitude) showed a significantly reduced risk of symptoms (hazard ratio = 0.92; 95 percent CI = 0.89-0.95), compared to those with early onset (equal to or less than 60 min), while controlling for other risk factors. We conclude that time to detection of circulating microbubbles is an independent determinant of symptoms of DCS.

Gender not a factor for altitude decompression sickness risk

NASA Technical Reports Server (NTRS)

Webb, James T.; Kannan, Nandini; Pilmanis, Andrew A.

2003-01-01

INTRODUCTION: Early, retrospective reports of the incidence of altitude decompression sickness (DCS) during altitude chamber training exposures indicated that women were more susceptible than men. We hypothesized that a controlled, prospective study would show no significant difference. METHODS: We conducted 25 altitude chamber decompression exposure profiles. A total of 291 human subjects, 197 men and 94 women, underwent 961 exposures to simulated altitude for up to 8 h, using zero to 4 h of preoxygenation. Throughout the exposures, subjects breathed 100% oxygen, rested or performed mild or strenuous exercise, and were monitored for precordial venous gas emboli (VGE) and DCS symptoms. RESULTS: No significant differences in DCS incidence were observed between men (49.5%) and women (45.3%). However, VGE occurred at significantly higher rates among men than women under the same exposure conditions, 69.3% and 55.0% respectively. Women using hormonal contraception showed significantly greater susceptibility to DCS than those not using hormonal contraception during the latter two weeks of the menstrual cycle. Significantly higher DCS incidence was observed in the heaviest men, in women with the highest body fat, and in subjects with the highest body mass indices and lowest levels of fitness. CONCLUSION: No differences in altitude DCS incidence were observed between the sexes under our test conditions, although men developed VGE more often than women. Age and height showed no significant influence on DCS incidence, but persons of either sex with higher body mass index and lower physical fitness developed DCS more frequently.

High-Altitude Electromagnetic Pulse (HEMP) Testing

DTIC Science & Technology

2011-11-10

Security Classification Guide ( SCG ). b. The HEMP simulation facility shall have a measured map of the peak amplitude waveform of the...Quadripartite Standardization Agreement s, sec second SCG security classification guide SN serial number SOP Standard Operating Procedure

Computer simulation of a cruise missile using brushless dc motor fin control

NASA Astrophysics Data System (ADS)

Franklin, G. C.

1985-03-01

This thesis describes a computer simulation developed in order to provide a method of establishing the potential of brushless dc motors for applications to tactical cruise missile control surface positioning. In particular, an altitude hold controller has been developed that provides an operational load test condition for the evaluation of the electromechanical actuator. A proportional integral control scheme in conjunction with tachometer feedback provides the position control for the missile tailfin surfaces. The fin control system is further imbedded in a cruise missile model to allow altitude control of the missile. The load on the fin is developed from the dynamic fluid environment that the missile will be operating in and is proportional to such factors as fin size and air density. The program written in CSMP language is suitable for parametric studies including motor and torque load characteristics, and missile and control system parameters.

Atomization, drop size, and penetration for cross-stream water injection at high-altitude reentry conditions with application to the RAM C-1 and C-3 flights

NASA Technical Reports Server (NTRS)

Gooderum, P. B.; Bushnell, D. M.

1972-01-01

Atomization, drop size, and penetration data are presented for cross stream water injection at conditions simulating high altitude reentry (low Weber number, high static temperature, high Knudsen number, and low static pressure). These results are applied to the RAM C-1 and C-3 flights. Two primary breakup modes are considered, vapor pressure or flashing and aerodynamic atomization. Results are given for breakup boundaries and mean drop size for each of these atomization mechanisms. Both standard and flight orifice geometries are investigated. The data were obtained in both a static environment and in conventional aerodynamic facilities at Mach numbers of 4.5 and 8. The high temperature aspects of reentry were simulated in a Mach 5.5 cyanogen-oxygen tunnel with total temperature of 4500 K.

New High-Altitude GPS Navigation Results from the Magnetospheric Multiscale Spacecraft and Simulations at Lunar Distances

NASA Technical Reports Server (NTRS)

Winternitz, Luke B.; Bamford, William A.; Price, Samuel R.

2017-01-01

As reported in a companion work, in its first phase, NASA's 2015 highly elliptic Magnetospheric Multiscale (MMS) mission set a record for the highest altitude operational use of on-board GPS-based navigation, returning state estimates at 12 Earth radii. In early 2017 MMS transitioned to its second phase which doubled the apogee distance to 25 Earth radii, approaching halfway to the Moon. This paper will present results for GPS observability and navigation performance achieved in MMS Phase 2. Additionally, it will provide simulation results predicting the performance of the MMS navigation system applied to a pair of concept missions at Lunar distances. These studies will demonstrate how high-sensitivity GPS (or GNSS) receivers paired with onboard navigation software, as in MMS-Navigation system, can extend the envelope of autonomous onboard GPS navigation far from the Earth.

Effects of Control-Response Characteristics on the Capability of Helicopter for Use as a Gun Platform

NASA Technical Reports Server (NTRS)

Pegg, Robert J.; Connor, Andrew B.

1960-01-01

An investigation with a variable-stability helicopter was undertaken to ascertain the steadiness and ability to "hold on" to the target of a helicopter employed as a gun platform. Simulated tasks were per formed under differing flight conditions with the control-response characteristics of the helicopter varied for each task. The simulated gun-platform mission included: Variations of headings with respect to wind, constant altitude and "swing around" to a wind heading of 0 deg, and increases in altitude while performing a swing around to a wind heading of 0 deg. The results showed that increases in control power and damping increased pilot ability to hold on to the target with fewer yawing oscillations and in a shorter time. The results also indicated that wind direction must be considered in accuracy assessment. Greatest accuracy throughout these tests was achieved by aiming upwind.

A three-dimensional spacecraft-charging computer code

NASA Technical Reports Server (NTRS)

Rubin, A. G.; Katz, I.; Mandell, M.; Schnuelle, G.; Steen, P.; Parks, D.; Cassidy, J.; Roche, J.

1980-01-01

A computer code is described which simulates the interaction of the space environment with a satellite at geosynchronous altitude. Employing finite elements, a three-dimensional satellite model has been constructed with more than 1000 surface cells and 15 different surface materials. Free space around the satellite is modeled by nesting grids within grids. Applications of this NASA Spacecraft Charging Analyzer Program (NASCAP) code to the study of a satellite photosheath and the differential charging of the SCATHA (satellite charging at high altitudes) satellite in eclipse and in sunlight are discussed. In order to understand detector response when the satellite is charged, the code is used to trace the trajectories of particles reaching the SCATHA detectors. Particle trajectories from positive and negative emitters on SCATHA also are traced to determine the location of returning particles, to estimate the escaping flux, and to simulate active control of satellite potentials.

A3 Subscale Rocket Hot Fire Testing

NASA Technical Reports Server (NTRS)

Saunders, G. P.; Yen, J.

2009-01-01

This paper gives a description of the methodology and results of J2-X Subscale Simulator (JSS) hot fire testing supporting the A3 Subscale Diffuser Test (SDT) project at the E3 test facility at Stennis Space Center, MS (SSC). The A3 subscale diffuser is a geometrically accurate scale model of the A3 altitude simulating rocket test facility. This paper focuses on the methods used to operate the facility and obtain the data to support the aerodynamic verification of the A3 rocket diffuser design and experimental data quantifying the heat flux throughout the facility. The JSS was operated at both 80% and 100% power levels and at gimbal angle from 0 to 7 degrees to verify the simulated altitude produced by the rocket-rocket diffuser combination. This was done with various secondary GN purge loads to quantify the pumping performance of the rocket diffuser. Also, special tests were conducted to obtain detailed heat flux measurements in the rocket diffuser at various gimbal angles and in the facility elbow where the flow turns from vertical to horizontal upstream of the 2nd stage steam ejector.

Test of high-energy hadronic interaction models with high-altitude cosmic-ray data

NASA Astrophysics Data System (ADS)

Haungs, A.; Kempa, J.

2003-09-01

Emulsion experiments placed at high mountain altitudes register hadrons and high-energy γ-rays with an energy threshold in the TeV region. These secondary shower particles are produced in the forward direction of interactions of mainly primary protons and alpha-particles in the Earth's atmosphere. Single γ's and hadrons are mainly produced by the interactions of the primary cosmic-ray nuclei of primary energy below 1015eV. Therefore the measurements are sensitive to the physics of high-energy hadronic interaction models, e.g., as implemented in the Monte Carlo air shower simulation program CORSIKA. By use of detailed simulations invoking various different models for the hadronic interactions we compare the predictions for the single-particle spectra with data of the Pamir experiment. For higher primary energies characteristics of so-called gamma-ray families are used for the comparisons. Including detailed simulations for the Pamir detector we found that the data are incompatible with the HDPM and SIBYLL 1.6 models, but are in agreement with QGSJET, NEXUS, and VENUS.

Human immune circadian system in prolonged mild hypoxia during simulated flights.

PubMed

Coste, Olivier; Van Beers, Pascal; Bogdan, André; Touitou, Yvan

2007-01-01

An impairment of immunity is reported after long-haul flights, and the mild hypobaric hypoxia caused by pressurization in the passenger airline cabin may contribute to it. In this controlled crossover study, the effects of two levels of hypoxia, equivalent to 8000 and 12,000 feet above sea level, on the rhythm of CD3, CD4, and CD8 lymphocytes and plasma concentrations of the immunoglobulins A, G, and M were assessed. Fourteen healthy male volunteers, aged 23 to 39 years, spent 8.5 h in a hypobaric chamber (08:00 to 16:30 h), simulating an altitude condition at 8,000 feet. This was followed by an additional 8.5 h study four weeks later simulating altitude conditions at 12,000 feet. The variables were assayed every 2 h over two 24 h cycles (control and hypoxic-exposure cycles). No significant effect of hypoxia on the studied circadian immune profiles were found. Therefore, the authors conclude that mild hypobaric hypoxia does not seem to be responsible for any quantitative changes during long-haul flights in the immune assays commonly used in routine clinical medicine practice.

Effects of prolonged head-down bed rest on physiological responses to moderate hypoxia

NASA Technical Reports Server (NTRS)

Loeppky, J. A.; Roach, R. C.; Selland, M. A.; Scotto, P.; Greene, E. R.; Luft, U. C.

1993-01-01

To determine the effects of hypoxia on physiological responses to simulated zero-gravity cardiopulmonary and fluid balance measurements were made in 6 subjects before and during 5-degree head-down bed rest (HDBR) over 8 d at 10,678 ft and a second time at this altitude as controls (CON). The V-dot(O2)(max) increased by 9 percent after CON, but fell 3 percent after HDBR. This reduction in work capacity during HDBR could be accounted for by inactivity. The heart rate response to a head-up tilt was greatly enhanced following HDBR, while mean blood pressure was lower. No significant negative impact of HDBR was noted on the ability to acclimatize to hypoxia in terms of pulmonary mechanics, gas exchange, circulatory or mental function measurements. No evidence of pulmonary interstitial edema or congestion was noted during HDBR at the lower PIO2 and blood rheology properties were not negatively altered. Symptoms of altitude illness were more prevalent, but not marked, during HDBR and arterial blood gases and oxygenation were not seriously effected by simulated microgravity. Declines in base excess with altitude were similar in both conditions. The study demonstrated a minimal effect of HDBR on the ability to adjust to this level of hypoxia.

The optical depth sensor (ODS) for column dust opacity measurements and cloud detection on martian atmosphere

NASA Astrophysics Data System (ADS)

Toledo, D.; Rannou, P.; Pommereau, J.-P.; Foujols, T.

2016-08-01

A lightweight and sophisticated optical depth sensor (ODS) able to measure alternatively scattered flux at zenith and the sum of the direct flux and the scattered flux in blue and red has been developed to work in martian environment. The principal goals of ODS are to perform measurements of the daily mean dust opacity and to retrieve the altitude and optical depth of high altitude clouds at twilight, crucial parameters in the understanding of martian meteorology. The retrieval procedure of dust opacity is based on the use of radiative transfer simulations reproducing observed changes in the solar flux during the day as a function of 4 free parameters: dust opacity in blue and red, and effective radius and effective width of dust size distribution. The detection of clouds is undertaken by looking at the time variation of the color index (CI), defined as the ratio between red and blue ODS channels, at twilight. The retrieval of altitude and optical depth of clouds is carried out using a radiative transfer model in spherical geometry to simulate the CI time variation at twilight. Here the different retrieval procedures to analyze ODS signals, as well as the results obtained in different sensitivity analysis are presented and discussed.

Fluid-kinetic simulations of the passage of Storm Enhanced Density (SED) plasma flux tubes through the dayside cleft auroral processes region

NASA Astrophysics Data System (ADS)

Zeng, W.; Horwitz, J. L.

2007-12-01

Foster et al. [2002] and others have reported on elevated ionospheric density regions being convected from the subauroral plasmaspheric region toward noon, in association with convection of plasmaspheric tails in the dayside magnetosphere. It has been suggested that these so-called Storm Enhanced Density (SED) regions could serve as ionospheric plasma source populations for cleft ion fountain outflows. To investigate this scenario, we have used our Dynamic Fluid Kinetic (DyFK) model to simulate the entry of a high-density "plasmasphere-like" flux tube entering the cleft region and subjected to an episode of wave-driven transverse ion heating. We find that the O+ ion density at higher altitudes increases and the density at lower altitudes decreases, following this heating episode, indicating increased numbers of O+ ions from the ionospheric source gain sufficient energy to reach higher altitudes after the effects of transverse wave heating. We also find that O+- H+ crossing point in topside ionosphere moves upward as the wave heating continues. Foster, J. C., P. J. Erickson, A. J. Coster, J. Goldstein, and F. J. Rich, Ionospheric signatures of plasmaspheric tails, Geophys. Res. Lett., 29(13), 1623, doi:10.1029/2002GL015067, 2002.

Performance Evaluation and Requirements Assessment for Gravity Gradient Referenced Navigation

PubMed Central

Lee, Jisun; Kwon, Jay Hyoun; Yu, Myeongjong

2015-01-01

In this study, simulation tests for gravity gradient referenced navigation (GGRN) are conducted to verify the effects of various factors such as database (DB) and sensor errors, flight altitude, DB resolution, initial errors, and measurement update rates on the navigation performance. Based on the simulation results, requirements for GGRN are established for position determination with certain target accuracies. It is found that DB and sensor errors and flight altitude have strong effects on the navigation performance. In particular, a DB and sensor with accuracies of 0.1 E and 0.01 E, respectively, are required to determine the position more accurately than or at a level similar to the navigation performance of terrain referenced navigation (TRN). In most cases, the horizontal position error of GGRN is less than 100 m. However, the navigation performance of GGRN is similar to or worse than that of a pure inertial navigation system when the DB and sensor errors are 3 E or 5 E each and the flight altitude is 3000 m. Considering that the accuracy of currently available gradiometers is about 3 E or 5 E, GGRN does not show much advantage over TRN at present. However, GGRN is expected to exhibit much better performance in the near future when accurate DBs and gravity gradiometer are available. PMID:26184212

Design of Flight Control Panel Layout using Graphical User Interface in MATLAB

NASA Astrophysics Data System (ADS)

Wirawan, A.; Indriyanto, T.

2018-04-01

This paper introduces the design of Flight Control Panel (FCP) Layout using Graphical User Interface in MATLAB. The FCP is the interface to give the command to the simulation and to monitor model variables while the simulation is running. The command accommodates by the FCP are altitude command, the angle of sideslip command, heading command, and setting command for turbulence model. The FCP was also designed to monitor the flight parameter while the simulation is running.

X-36 in Flight over Mojave Desert

NASA Image and Video Library

1997-10-30

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight on October 30, 1997.

ScienceCast 202: Escape of the Destructive Electrons

NASA Image and Video Library

2015-12-14

Earth is surrounded by electrons that can be disruptive to our technology. NASA is using high-altitude balloons and spacecraft to monitor and understand these particles in the radiation belts surrounding our planet.

Novel Airborne Imaging Polarimeter Undergoes High-Altitude Flight Testing

NASA Technical Reports Server (NTRS)

Diner, David J.; Pingree, Paula J.; Chipman, Russell A.

2015-01-01

Optical and signal processing technologies for high-accuracy polarimetric imaging, aimed at studying the impact of atmospheric haze and clouds on Earth's climate, have been demonstrated on checkout flights aboard NASA's ER-2 aircraft.

Simulation study of gust alleviation in a tilt rotor aircraft, volume 1

NASA Technical Reports Server (NTRS)

Amos, A. K.; Alexander, H. R.

1977-01-01

The response to vertical turbulence in cruise of the HTR XV-15 design is studied using simulation techniques. This design is a modified version of the XV-15 with a hingeless fiberglass soft-in-plane rotor system. The parameters of a gust alleviation system are determined and the performance of the system is evaluated over a range of cruise velocities and altitudes.

Skylab

NASA Image and Video Library

1971-11-01

The Apollo Telescope Mount (ATM), designed and developed by the Marshall Space Flight Center, was one of four major components comprising the Skylab (1973-1979). The ATM housed the first manned scientific telescope in space. This photograph shows the ATM rigged for altitude and space simulation tests at the Space Environment Simulation Laboratory of the Manned Spacecraft Center (MSC). The MSC was renamed the Johnson Space Center (JSC) in early 1973.

Observations of a Unique Type of ULF Wave by Low-Altitude Space Technology 5 Satellites

NASA Technical Reports Server (NTRS)

Le, G.; Chi, P. J.; Strangeway, R. J.; Slavin, J. A.

2011-01-01

We report a unique type of ULF waves observed by low-altitude Space Technology 5 (ST-5) constellation mission. ST-5 is a three-microsatellite constellation deployed into a 300 x 4500 km dawn-dusk and Sun-synchronous polar orbit with 105.6deg inclination angle. Because of the Earth's rotation and the dipole tilt effect, the spacecraft's dawn-dusk orbit track can reach as low as subauroral latitudes during the course of a day. Whenever the spacecraft traverse the dayside closed field line region at subauroral latitudes, they frequently observe strong transverse oscillations at 30-200 mHz, or in the Pc2-3 frequency range. These Pc2-3 waves appear as wave packets with durations in the order of 5-10 min. As the maximum separations of the ST-5 spacecraft are in the order of 10 min, the three ST-5 satellites often observe very similar wave packets, implying these wave oscillations occur in a localized region. The coordinated ground-based magnetic observations at the spacecraft footprints, however, do not see waves in the Pc2-3 band; instead, the waves appear to be the common Pc4-5 waves associated with field line resonances. We suggest that these unique Pc2-3 waves seen by ST-5 are in fact the Doppler-shifted Pc4-5 waves as a result of rapid traverse of the spacecraft across the resonant field lines azimuthally at low altitudes. The observations with the unique spacecraft dawn-dusk orbits at proper altitudes and magnetic latitudes reveal the azimuthal characteristics of field line resonances.

Drop size distributions and related properties of fog for five locations measured from aircraft

NASA Technical Reports Server (NTRS)

Zak, J. Allen

1994-01-01

Fog drop size distributions were collected from aircraft as part of the Synthetic Vision Technology Demonstration Program. Three west coast marine advection fogs, one frontal fog, and a radiation fog were sampled from the top of the cloud to the bottom as the aircraft descended on a 3-degree glideslope. Drop size versus altitude versus concentration are shown in three dimensional plots for each 10-meter altitude interval from 1-minute samples. Also shown are median volume radius and liquid water content. Advection fogs contained the largest drops with median volume radius of 5-8 micrometers, although the drop sizes in the radiation fog were also large just above the runway surface. Liquid water content increased with height, and the total number of drops generally increased with time. Multimodal variations in number density and particle size were noted in most samples where there was a peak concentration of small drops (2-5 micrometers) at low altitudes, midaltitude peak of drops 5-11 micrometers, and high-altitude peak of the larger drops (11-15 micrometers and above). These observations are compared with others and corroborate previous results in fog gross properties, although there is considerable variation with time and altitude even in the same type of fog.