X-38 Experimental Aerothermodynamics

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Berry, Scott A.; Merski, N. Ronald; Fitzgerald, Steve M.

2000-01-01

The X-38 program seeks to demonstrate an autonomously returned orbital test flight vehicle to support the development of an operational Crew Return Vehicle for the International Space Station. The test flight, anticipated in 2002, is intended to demonstrate the entire mission profile of returning Space Station crew members safely back to earth in the event of medical or mechanical emergency. Integral to the formulation of the X-38 flight data book and the design of the thermal protection system, the aerothermodynamic environment is being defined through a synergistic combination of ground based testing and computational fluid dynamics. This report provides an overview of the hypersonic aerothermodynamic wind tunnel program conducted at the NASA Langley Research Center in support of the X-38 development. Global and discrete surface heat transfer force and moment, surface streamline patterns, and shock shapes were measured on scaled models of the proposed X-38 configuration in different test gases at Mach 6, 10 and 20. The test parametrics include angle of attack from 0 to 50 degs, unit Reynolds numbers from 0.3 x 10 (exp 6) to 16 x 10 (exp 6)/ ft, rudder deflections of 0, 2, and 5 deg. and body flap deflections from 0 to 30 deg. Results from hypersonic aerodynamic screening studies that were conducted as the configuration evolved to the present shape at, presented. Heavy gas simulation tests have indicated that the primary real gas effects on X-38 aerodynamics at trim conditions are expected to favorably influence flap effectiveness. Comparisons of the experimental heating and force and moment data to prediction and the current aerodynamic data book are highlighted. The effects of discrete roughness elements on boundary layer transition were investigated at Mach 6 and the development of a transition correlation for the X-38 vehicle is described. Extrapolation of ground based heating measurements to flight radiation equilibrium wall temperatures at Mach 6 and 10 were

X-38 on Lakebed after Landing on Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 Seal Development

NASA Technical Reports Server (NTRS)

Curry, Donald M.; Lewis, Ronald K.; Hagen, Jeffrey D.

2002-01-01

An X-38 Crew Return Vehicle Seal Development is presented. The contents include: 1) X-38 Crew Return Vehicle; 2) X-38 TPS Configuration; 3) X-38 Seal Locations; 4) X-38 Rudder/Fin Seal Assembly; 5) Baseline X-38 Rudder/Fin Seal Design; 6) Rudder/Fin Seal to Bracket Assembly; 7) X-38 Rudder/Fin Vertical Rub Surface Inconel-0.10 inches; 8) X-38 Rudder/Fin Seal Analysis; 9) Seal Analysis Model; and 10) Governing Differential Equations for Equilibrium Thermal Assumption. The X-38 Rudder/Fin Seal temperature and pressure properties are also given.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was

Safe Landings in Extreme Terrain

NASA Technical Reports Server (NTRS)

Rivellini, Tom; Ortiz, Gary; Steltzner, Adam

2000-01-01

Following the failure of the Mars Polar Lander and the re-evaluation of the Mars Sample Return mission status, a Safe Landing Tiger team was established on January 7, 2000. The charter of the team was to re-evaluate large scale (1000-2000 Kg) Mars lander designs with the principal objective being the assurance of safe landing in hazardous terrain. The tiger team developed a number of concepts, two of the most notable and promising concepts, are both based on a Mobile Lander paradigm. Unlike the Pathfinder and Surveyor class landers, this paradigm groups all of the landed equipment into one of two categories: (1) EDL only equipment (i.e., not used after touchdown) and (2) multi-use equipment, those used during and or after touchdown. The objective is to maximize the use of all equipment being brought to the surface by placing the bulk of the avionics and mechanical systems onto a much larger 'rover' and leaving only the bare essentials on a 'dead-on-arrival' landing system. All of the hardware that the surface roving mission needs is enlisted into performing the EDL tasks. Any EDL specific avionics not used after touchdown are placed on the landing system.

X-38: Parachute Canister Fired from Plywood Mockup during Flight Termination System Test

NASA Technical Reports Server (NTRS)

1996-01-01

The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally

Changing pattern of landslide risk in Europe - The SafeLand project

NASA Astrophysics Data System (ADS)

Nadim, F.; Kalsnes, B.

2012-04-01

The need to protect people and property with a changing pattern of landslide hazard and risk caused by climate change and changes in demography, and the reality for societies in Europe to live with the risk associated with natural hazards, were the motives for the project SafeLand: "Living with landslide risk in Europe: Assessment, effects of global change, and risk management strategies." SafeLand is a large, integrating research project under the European Commission's 7th Framework Programme (FP7). The project started on 1 May 2009 and will end on 30 April 2012. It involves 27 partners from 12 European countries, and has international collaborators and advisers from China, India, USA, Japan and Hong Kong. SafeLand also involves 25 End-Users from 11 countries. SafeLand is coordinated by the International Centre for Geohazards (ICG) at Norwegian Geotechnical Institute in Norway. Further information on the SafeLand project can be found at its web site http://safeland-fp7.eu/. Main results achieved in SafeLand include: - Various guidelines related to landslide triggering processes and run-out modelling. - Development and testing of several empirical methods for predicting the characteristics of threshold rainfall events for triggering of precipitation-induced landslides, and development of an empirical model for assessing the changes in landslide frequency (hazard) as a function of changes in the demography and population density. - Guideline for landslide susceptibility, hazard and risk assessment and zoning. - New methodologies for physical and societal vulnerability assessment. - Identification of landslide hazard and risk hotspots for Europe. The results show clearly where areas with the largest landslide risk are located in Europe and the objective approach allows a ranking of the countries by exposed area and population. - Different regional and local climate model simulations over selected regions of Europe at spatial resolutions of 10x10 km and 2.8x2.8 km

X-38: Plywood Mockup of Aft End Used for Flight Termination System Parachute Test

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be

X-38: Artist Concept of Re-Entering Earth's Atmosphere

NASA Technical Reports Server (NTRS)

1997-01-01

on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further

X-38 - On Ground after First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

Crew members surround the X-38 lifting body research vehicle after a successful test flight and landing in March 1998. The flight was the first free flight for the vehicle and took place at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an

A Self Contained Method for Safe and Precise Lunar Landing

NASA Technical Reports Server (NTRS)

Paschall, Stephen C., II; Brady, Tye; Cohanim, Babak; Sostaric, Ronald

2008-01-01

The return of humans to the Moon will require increased capability beyond that of the previous Apollo missions. Longer stay times and a greater flexibility with regards to landing locations are among the many improvements planned. A descent and landing system that can land the vehicle more accurately than Apollo with a greater ability to detect and avoid hazards is essential to the development of a Lunar Outpost, and also for increasing the number of potentially reachable Lunar Sortie locations. This descent and landing system should allow landings in more challenging terrain and provide more flexibility with regards to mission timing and lighting considerations, while maintaining safety as the top priority. The lunar landing system under development by the ALHAT (Autonomous precision Landing and Hazard detection Avoidance Technology) project is addressing this by providing terrain-relative navigation measurements to enhance global-scale precision, an onboard hazard-detection system to select safe landing locations, and an Autonomous GNC (Guidance, Navigation, and Control) capability to process these measurements and safely direct the vehicle to this landing location. This ALHAT landing system will enable safe and precise lunar landings without requiring lunar infrastructure in the form of navigation aids or a priori identified hazard-free landing locations. The safe landing capability provided by ALHAT uses onboard active sensing to detect hazards that are large enough to be a danger to the vehicle but too small to be detected from orbit, given currently planned orbital terrain resolution limits. Algorithms to interpret raw active sensor terrain data and generate hazard maps as well as identify safe sites and recalculate new trajectories to those sites are included as part of the ALHAT System. These improvements to descent and landing will help contribute to repeated safe and precise landings for a wide variety of terrain on the Moon.

X-38 Drop Model: Glides to Earth After Being Dropped from a Cessna

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to

50 CFR 622.38 - Landing fish intact.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 50 Wildlife and Fisheries 12 2012-10-01 2012-10-01 false Landing fish intact. 622.38 Section 622... § 622.38 Landing fish intact. The operator of a vessel that fishes in the EEZ is responsible for ensuring that fish on that vessel in the EEZ are maintained intact and, if taken from the EEZ, are...

50 CFR 622.38 - Landing fish intact.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 50 Wildlife and Fisheries 10 2011-10-01 2011-10-01 false Landing fish intact. 622.38 Section 622... § 622.38 Landing fish intact. The operator of a vessel that fishes in the EEZ is responsible for ensuring that fish on that vessel in the EEZ are maintained intact and, if taken from the EEZ, are...

50 CFR 622.38 - Landing fish intact.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 50 Wildlife and Fisheries 8 2010-10-01 2010-10-01 false Landing fish intact. 622.38 Section 622.38... Landing fish intact. The operator of a vessel that fishes in the EEZ is responsible for ensuring that fish... specified in paragraphs (c) and (d) of this section. Such fish may be eviscerated, gilled, and scaled, but...

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000

X-38: Close-up of Pyrotechnic Firing during Test of Flight Termination System Parachute Deployment

NASA Technical Reports Server (NTRS)

1996-01-01

In these close-ups, the canister containing the seven-foot-diameter X-38 Flight Termination System (FTS) parachute can be seen launching safely away from an aft-end mockup of the X-38 by a pyrotechnic firing system in December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft-end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Image and Video Library

2001-07-10

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

AERIAL OF SHUTTLE LANDING FACILITY [SLF] SAFING AND PARKING AREA

NASA Technical Reports Server (NTRS)

1975-01-01

AERIAL OF SHUTTLE LANDING FACILITY [SLF] SAFING AND PARKING AREA KSC-375C-0654.18 108-KSC-375C-654.18, P-18812, ARCHIVE-04493 Aerial oblique - safing and parking area, Shuttle Orbiter Landing Facility. Altitude 800' direction- west.

Changing pattern of landslide risk in Europe - The SafeLand project

NASA Astrophysics Data System (ADS)

Nadim, F.; Kalsnes, B. G.; SafeLand Research Consortium

2011-12-01

The changing pattern of landslide hazard and risk caused by climate change and changes in demography, the need to protect people and property, the reality for society in Europe to live with hazard and risk and the need to manage risk were the motives for the project SafeLand: "Living with landslide risk in Europe: Assessment, effects of global change, and risk management strategies." SafeLand is a large, integrating research project under the European Commission's 7th Framework Programme (FP7). It started on 1 May 2009 and will go on for 3 years, ending on 30 April 2012. There project involves 27 partners from 12 European countries, and has international collaborators and advisers from China, India, USA, Japan and Hong Kong. SafeLand also involves 25 End-Users from 11 countries. SafeLand is coordinated by the International Centre for Geohazards (ICG) at Norwegian Geotechnical Institute in Norway. Further information on the SafeLand project can be found at its web site http://www.safeland-fp7.eu/ . SafeLand is an ongoing project, which results will be finalized in 2012. This lecture summarizes the SafeLand's activities and achievements until November 2011. The main results achieved so far include: - Development and testing of several empirical methods for predicting the characteristics of threshold rainfall events for triggering of precipitation-induced landslides. - Identification of landslide hazard and risk hotspots by an objective, GIS-based analysis for Europe. The results show clearly where landslides pose the largest hazard in Europe and the objective approach allows a ranking of the countries by exposed area and population. - Different regional climate model simulations over Europe (from the EU FP6 project ENSEMBLES) at a spatial resolution of 25 x 25 km have been used to perform an extreme value analysis for trends in heavy precipitation events. In winter a general trend towards more heavy precipitation events across all analyzed regional climate model

X-38 vehicle #131R arrives at NASA Dryden via NASA'S Super Guppy transport aircraft

NASA Technical Reports Server (NTRS)

2000-01-01

NASA's Super Guppy transport aircraft landed at Edwards Air Force Base, Calif. on July 11, 2000, to deliver the latest version of the X-38 drop vehicle to Dryden. The X-38s are intended as prototypes for a possible 'crew lifeboat' for the International Space Station. The X-38 vehicle 131R will demonstrate a huge 7,500 square-foot parafoil that will that will enable the potential crew return vehicle to land on the length of a football field after returning from space. The crew return vehicle is intended to serve as a possible emergency transport to carry a crew to safety in the event of problems with the International Space Station. The Super Guppy evolved from the 1960s-vintage Pregnant Guppy, used for transporting outsized sections of the Apollo moon rocket. The Super Guppy was modified from 1950s-vintage Boeing C-97. NASA acquired its Super Guppy from the European Space Agency in 1997.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

Hazard avoidance via descent images for safe landing

NASA Astrophysics Data System (ADS)

Yan, Ruicheng; Cao, Zhiguo; Zhu, Lei; Fang, Zhiwen

2013-10-01

In planetary or lunar landing missions, hazard avoidance is critical for landing safety. Therefore, it is very important to correctly detect hazards and effectively find a safe landing area during the last stage of descent. In this paper, we propose a passive sensing based HDA (hazard detection and avoidance) approach via descent images to lower the landing risk. In hazard detection stage, a statistical probability model on the basis of the hazard similarity is adopted to evaluate the image and detect hazardous areas, so that a binary hazard image can be generated. Afterwards, a safety coefficient, which jointly utilized the proportion of hazards in the local region and the inside hazard distribution, is proposed to find potential regions with less hazards in the binary hazard image. By using the safety coefficient in a coarse-to-fine procedure and combining it with the local ISD (intensity standard deviation) measure, the safe landing area is determined. The algorithm is evaluated and verified with many simulated descent downward looking images rendered from lunar orbital satellite images.

X-38 Bolt Retractor Subsystem Separation Demonstration

NASA Technical Reports Server (NTRS)

Rugless, Fedoria (Editor); Johnston, A. S.; Ahmed, R.; Garrison, J. C.; Gaines, J. L.; Waggoner, J. D.

2002-01-01

The Flight Robotics Laboratory FRL successfully demonstrated the X-38 bolt retractor subsystem (BRS). The BRS design was proven safe by testing in the Pyrotechnic Shock Facility (PSI) before being demonstrated in the FRL. This Technical Memorandum describes the BRS, FRL, PSF, and interface hardware. Bolt retraction time, spacecraft simulator acceleration, and a force analysis are also presented. The purpose of the demonstration was to show the FRL capability for spacecraft separation testing using pyrotechnics. Although a formal test was not performed due to schedule and budget constraints, the data will show that the BRS is a successful design concept and the FRL is suitable for future separation tests.

Dale Reed with X-38 and a Subscale Model Used in Test Program

NASA Technical Reports Server (NTRS)

1997-01-01

shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and

X-38 Vehicle #132 in Flight with Deployed Parafoil during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and

Two X-38 Ship Demonstrators in Development at NASA Johnson Space Flight Center

NASA Technical Reports Server (NTRS)

1999-01-01

for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew

X-38 TPS Seal Status

NASA Technical Reports Server (NTRS)

Curry, Donald M.

2000-01-01

This presentation discuss the x-38 crew return vehicle. As an element of the International Space Station (ISS), there are potential problems that are discussed. These include ISS catastrophe, emergency medical evacuation, and period of Space Shuttle unavailability. The x-38 program purpose was also discussed. The Reduction of the costs and schedule for the development of Crew Return Vehicles (CRV's) and Crew Transfer Vehicles (CTV's) through the use of the rapid development methodology associated with an X-project were also presented. With specific attention to ground testing, atmospheric testing, and space flight testing.

X-38 Program Status/Overview

NASA Technical Reports Server (NTRS)

Anderson, Brian L.

2001-01-01

The X-38 Project consists of a series of experimental vehicles designed to provide the technical "blueprint" for the International Space Station's (ISS) Crew Return Vehicle (CRV). There are three atmospheric vehicles and one space flight vehicle in the program. Each vehicle is designed as a technical stepping stone for the next vehicle, with each new vehicle being more complex and advanced than it's predecessor. The X-38 project began in 1995 at the Johnson Space Center (JSC) in Houston, Texas at the direction of the NASA administrator. From the beginning, the project has had the CRY design validation as its ultimate goal. The CRY has three basic missions that drive the design that must be proven during the course of the X-38 Project: a) Emergency return of an ill or injured crew member. b) Emergency return of an entire ISS crew due to the inability of ISS to sustain life c) Planned return of an entire ISS crew due to the inability to re-supply the ISS or return the crew. The X-38 project must provide the blueprint for a vehicle that provides the capability for human return from space for all three of these design missions.

The X-38 prototype of the Crew Return Vehicle is suspended under its giant 7,500-square-foot parafoi

NASA Technical Reports Server (NTRS)

2001-01-01

The X-38 prototype of the Crew Return Vehicle for the International Space Station is suspended under its giant 7,500-square-foot parafoil during its eighth free flight on Thursday, Dec. 13, 2001. A portion of the descent was flown by remote control by a NASA astronaut from a ground vehicle configured like the CRV's interior before the X-38 made an autonomous landing on Rogers Dry Lake.

Evaluation of MODIS Land Surface Temperature with In Situ Snow Surface Temperature from CREST-SAFE

NASA Astrophysics Data System (ADS)

Perez Diaz, C. L.; Lakhankar, T.; Romanov, P.; Munoz, J.; Khanbilvardi, R.; Yu, Y.

2016-12-01

This paper presents the procedure and results of a temperature-based validation approach for the Moderate Resolution Imaging Spectroradiometer (MODIS) Land Surface Temperature (LST) product provided by the National Aeronautics and Space Administration (NASA) Terra and Aqua Earth Observing System satellites using in situ LST observations recorded at the Cooperative Remote Sensing Science and Technology Center - Snow Analysis and Field Experiment (CREST-SAFE) during the years of 2013 (January-April) and 2014 (February-April). A total of 314 day and night clear-sky thermal images, acquired by the Terra and Aqua satellites, were processed and compared to ground-truth data from CREST-SAFE with a frequency of one measurement every 3 min. Additionally, this investigation incorporated supplementary analyses using meteorological CREST-SAFE in situ variables (i.e. wind speed, cloud cover, incoming solar radiation) to study their effects on in situ snow surface temperature (T-skin) and T-air. Furthermore, a single pixel (1km2) and several spatially averaged pixels were used for satellite LST validation by increasing the MODIS window size to 5x5, 9x9, and 25x25 windows for comparison. Several trends in the MODIS LST data were observed, including the underestimation of daytime values and nighttime values. Results indicate that, although all the data sets (Terra and Aqua, diurnal and nocturnal) showed high correlation with ground measurements, day values yielded slightly higher accuracy ( 1°C), both suggesting that MODIS LST retrievals are reliable for similar land cover classes and atmospheric conditions. Results from the CREST-SAFE in situ variables' analyses indicate that T-air is commonly higher than T-skin, and that a lack of cloud cover results in: lower T-skin and higher T-air minus T-skin difference (T-diff). Additionally, the study revealed that T-diff is inversely proportional to cloud cover, wind speed, and incoming solar radiation. Increasing the MODIS window size

X-38 vehicle #131R during pre-launch with B-52 008 mothership and F-18 chase aircraft

NASA Image and Video Library

2000-11-02

The X-38 prototypes are intended to perfect a "crew lifeboat" for the International Space Station. The X-38 vehicle 131R demonstrates a huge 7,500 square-foot parafoil that will that will enable the Crew Return Vehicle (CRV) to land on the length of a football field after returning from space. The CRV is intended to serve as an emergency transport to carry a crew to safety in the event of problems with the International Space Station.

X-38 vehicle #131R during pre-launch with B-52 008 mothership and F-18 chase aircraft

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 prototypes are intended to perfect a 'crew lifeboat' for the International Space Station. The X-38 vehicle 131R demonstrates a huge 7,500 square-foot parafoil that will that will enable the Crew Return Vehicle (CRV) to land on the length of a football field after returning from space. The CRV is intended to serve as an emergency transport to carry a crew to safety in the event of problems with the International Space Station.

Expedition 52 Crew Lands Safely in Kazakhstan

NASA Image and Video Library

2017-09-02

Expedition 52 Commander Fyodor Yurchikhin of Roscosmos and Flight Engineers Peggy Whitson and Jack Fischer of NASA landed safely near the town of Dzhezkazgan, Kazakhstan Sept. 3 after bidding farewell to their colleagues on the complex and undocking their Soyuz MS-04 spacecraft from the Poisk Module on the International Space Station. The landing marked the first time since Nov. 26, 2010 that two NASA astronauts returned to Earth in a Russian Soyuz spacecraft. Whitson, who has logged more days in space than any other U.S. astronaut, completed a 10-month mission, her third long duration flight, while Yurchikhin and Fischer completed 136 days in space.

X-38 Experimental Controls Laws

NASA Technical Reports Server (NTRS)

Munday, Steve; Estes, Jay; Bordano, Aldo J.

2000-01-01

X-38 Experimental Control Laws X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle, often called an ISS "lifeboat." X- 38 Vehicle 132 Free Flight 3, currently scheduled for the end of this month, will be the first flight test of a modem FCS architecture called Multi-Application Control-Honeywell (MACH), originally developed by the Honeywell Technology Center. MACH wraps classical P&I outer attitude loops around a modem dynamic inversion attitude rate loop. The dynamic inversion process requires that the flight computer have an onboard aircraft model of expected vehicle dynamics based upon the aerodynamic database. Dynamic inversion is computationally intensive, so some timing modifications were made to implement MACH on the slower flight computers of the subsonic test vehicles. In addition to linear stability margin analyses and high fidelity 6-DOF simulation, hardware-in-the-loop testing is used to verify the implementation of MACH and its robustness to aerodynamic and environmental uncertainties and disturbances.

X-38 Prototype Technology Demonstrator for the Crew Return Vehicle (CRV) and Project Managers Bob Ba

NASA Technical Reports Server (NTRS)

1999-01-01

unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

In this 17-second video clip, the X-15 is shown in flight and then landing on Rogers Dry Lakebed adjacent to Edwards Air Force Base. It is followed by an F-104A chase aircraft, whose pilot provided a second set of eyes to the X-15 pilot on landing in case of any problems. The video shows the skids on the back of the X-15 contacting the lakebed, with the aircraft's nose then rotating downward until the nose landing gear was on the lakebed.

Low Speed Aerodynamics of the X-38 CRV

NASA Technical Reports Server (NTRS)

Komerath, N. M.; Funk, R.; Ames, R. G.; Mahalingam, R.; Matos, C.

1998-01-01

This project was performed in support of the engineering development of the NASA X-38 Crew Return Vehicle (CRV)system. Wind tunnel experiments were used to visualize various aerodynamic phenomena encountered by the CRV during the final stages of descent and landing. Scale models of the CRV were used to visualize vortex structures above and below the vehicle, and in its wake, and to quantify their trajectories. The effect of flaperon deflection on these structures was studied. The structure and dynamics of the CRV's wake during the drag parachute deployment stage were measured. Regions of high vorticity were identified using surveys conducted in several planes using a vortex meter. Periodic shedding of the vortex sheets from the sides of the CRV was observed using laser sheet videography as the CRV reached high angles of attack during the quasi-steady pitch-up prior to parafoil deployment. Using spectral analysis of hot-film anemometer data, the Strouhal number of these wake fluctuations was found to be 0.14 based on the model span. Phenomena encountered in flight test during parafoil operation were captured in scale-model tests, and a video photogrammetry technique was implemented to obtain parafoil surface shapes during flight in the tunnel. Forces on the parafoil were resolved using tension gages on individual lines. The temporal evolution of the phenomenon of leading edge collapse was captured. Laser velocimetry was used to demonstrate measurement of the porosity of the parafoil surface. From these measurements, several physical explanations have been developed for phenomena observed at various stages of the X-38 development program. Quantitative measurement capabilities have also been demonstrated for continued refinement of the aerodynamic technologies employed in the X-38 project. Detailed results from these studies are given in an AIAA Paper, two slide presentations, and other material which are given on a Web-based archival resource. This is the Digital

X-38 Ship #2 in Free Flight

NASA Image and Video Library

1999-07-09

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parachute during a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.

The First X-38 Technology Demonstrator (V-131) Shown with Modifications to the Rear to Conform More

NASA Technical Reports Server (NTRS)

1999-01-01

crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39

German Contribution to the X-38 CRV Demonstrator in the Field of Guidance, Navigation and Control (GNC)

NASA Astrophysics Data System (ADS)

Soppa, Uwe; Görlach, Thomas; Roenneke, Axel Justus

2002-01-01

As a solution to meet a safety requirement to the future full scale space station infrastructure, the Crew Return/Rescue Vehicle (CRV) was supposed to supply the return capability for the complete ISS crew of 7 astronauts back to earth in case of an emergency. A prototype of such a vehicle named X-38 has been developed and built by NASA with European partnership (ESA, DLR). An series of aerial demonstrators (V13x) for tests of the subsonic TAEM phase and the parafoil descent and landing system has been flown by NASA from 1998 to 2001. A full scale unmanned space flight demonstrator (V201) has been built at JSC Houston and although the project has been stopped for budgetary reasons in 2002, it will hopefully still be flown in near future. The X-38 is a lifting body with hypersonic lift to drag ratio about 0.9. In comparison to the Space Shuttle Orbiter, this design provides less aerodynamic maneuvrability and a different actuator layout (divided body flap and winglet rudders instead as combined aileron and elevon in addition to thrust- ers for the early re-entry phase). Hence, the guidance and control concepts used onboard the shuttle orbiter had to be adapted and further developed for the application on the new vehicle. In the frame of the European share of the X-38 project and also of the German TETRA (TEchnol- ogy for future space TRAnsportation) project different GNC related contributions have been made: First, the primary flight control software for the autonomous guidance and control of the X-38 para- foil descent and landing phase has been developed, integrated and successfully flown on multiple vehicles and missions during the aerial drop test campaign conducted by NASA. Second, a real time X-38 vehicle simulator was provided to NASA which has also been used for the validation of a European re-entry guidance and control software (see below). According to the NASA verification and validation plan this simulator is supposed to be used as an independent vali

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also

Development of LIDAR sensor systems for autonomous safe landing on planetary bodies

NASA Astrophysics Data System (ADS)

Amzajerdian, F.; Pierrottet, D.; Petway, L.; Vanek, M.

2017-11-01

Future NASA exploratory missions to the Moon and Mars will require safe soft-landings at the designated sites with a high degree of precision. These sites may include areas of high scientific value with relatively rough terrain with little or no solar illumination and possibly areas near pre-deployed assets. The ability of lidar technology to provide three-dimensional elevation maps of the terrain, high precision distance to the ground, and approach velocity can enable safe landing of large robotic and manned vehicles with a high degree of precision. Currently, NASA-LaRC is developing novel lidar sensors aimed at meeting NASA's objectives for future planetary landing missions under the Autonomous Landing and Hazard Avoidance (ALHAT) project. These lidar sensors are 3-Dimensional Imaging Flash Lidar, Doppler Lidar, and Laser Altimeter. The Flash Lidar is capable of generating elevation maps of the terrain identifying hazardous features such as rocks, craters, and steep slopes. The elevation maps collected during the approach phase between 1000 m to 500 m above the ground can be used to determine the most suitable safe landing site. The Doppler Lidar provides highly accurate ground velocity and distance data allowing for precision navigation to the selected landing site. Prior to the approach phase at altitudes of over 15 km, the Laser Altimeter can provide sufficient data for updating the vehicle position and attitude data from the Inertial Measurement Unit. At these higher altitudes, either the Laser Altimeter or the Flash Lidar can be used for generating a contour map of the terrain below for identifying known surface features such as craters for further reducing the vehicle relative position error.

Development of lidar sensor systems for autonomous safe landing on planetary bodies

NASA Astrophysics Data System (ADS)

Amzajerdian, F.; Pierrottet, D.; Petway, L.; Vanek, M.

2017-11-01

Future NASA exploratory missions to the Moon and Mars will require safe soft-landings at the designated sites with a high degree of precision. These sites may include areas of high scientific value with relatively rough terrain with little or no solar illumination and possibly areas near pre-deployed assets. The ability of lidar technology to provide three-dimensional elevation maps of the terrain, high precision distance to the ground, and approach velocity can enable safe landing of large robotic and manned vehicles with a high degree of precision. Currently, NASA-LaRC is developing novel lidar sensors aimed at meeting NASA's objectives for future planetary landing missions under the Autonomous Landing and Hazard Avoidance (ALHAT) project [1]. These lidar sensors are 3-Dimensional Imaging Flash Lidar, Doppler Lidar, and Laser Altimeter. The Flash Lidar is capable of generating elevation maps of the terrain identifying hazardous features such as rocks, craters, and steep slopes. The elevation maps collected during the approach phase between 1000 m to 500 m above the ground can be used to determine the most suitable safe landing site. The Doppler Lidar provides highly accurate ground velocity and distance data allowing for precision navigation to the selected landing site. Prior to the approach phase at altitudes of over 15 km, the Laser Altimeter can provide sufficient data for updating the vehicle position and attitude data from the Inertial Measurement Unit. At these higher altitudes, either the Laser Altimeter or the Flash Lidar can be used for generating a contour map of the terrain below for identifying known surface features such as craters for further reducing the vehicle relative position error.

The X-38 lifting body research vehicle, seen here wrapped in a protective material, lowered onto a t

NASA Technical Reports Server (NTRS)

2000-01-01

emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of

The US - European Cooperation in the X-38 and CRV Programs

NASA Astrophysics Data System (ADS)

Sygulla, D.; Sabath, D.; Püttmann, N.; Schmid, V.; Caporicci, M.; Anderson, B.

2002-01-01

The European participation in the US X-38 program was initiated in 1997 and is realized by contributions from two European programs, by ESA's "Applied Reentry Technology Program", (ARTP) and the German/DLR "Technologies for Future Space Transportation Systems" (TETRA) program. The space agencies of USA, Europe and Germany have established two Memoranda of Understanding - NASA-ESA and NASA-DLR - for the European participation in the X-38 Program to deliver flight hard- and software in exchange to a re-entry flight opportunity with Vehicle 201 (V201). By October 2002 all European contributions to V201 of the X-38 program will be delivered to NASA JSC. Vehicle 201 represents the orbital test vehicle of the experimental vehicle family, developed and built from 1996 onwards by NASA at Johnson Space Center, JSC in Houston. The X-38 Program was initiated by NASA to prepare and develop the Crew Return Vehicle (CRV) with Vehicle 201 as prototype. NASA conducts the overall X-38 vehicle system engineering and integration, intended to provide the launch of the vehicle 201 with the Space Shuttle and will deliver flight data for post-flight analysis and assessment to DLR and ESA. The German national project TETRA (Technologies for future Space Transportation Systems) and the European ARTP (Applied Re-entry Technology Programme) are providing engineering support for design, analysis, system engineering and layout as well as delivering essential flight hard- and software: CMC Body flaps and CMC nose assembly from TETRA; rudders, CMC leading edges, landing gears and major elements of the V201 primary structure from ARTP. Since both programmes contribute in cooperation the major part of the aerodynamic database is generated, the flexible external insulation is developed and manufactured, and advanced sensors and data acquisition systems are built. The parts for V201 have been developed, fulfill the requirements, are qualified for flight and they are in the process of being

Artist's Concept of the X-38 Crew Return

NASA Technical Reports Server (NTRS)

2004-01-01

This is an artist's concept of the X-38 Crew Return Vehicle (CRV). The X-38 will take place of the Russian Soyuz capsule and is well underway on development for the International Space Station. The Soyuz can only stay on orbit for six months as opposed to three years for the CRV.

The Three Main Rings of the X-38 Vehicle 201 Shown under Construction at NASA Johnson Space Flight C

NASA Technical Reports Server (NTRS)

1999-01-01

for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the

X-38 in Flight during Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

X-38 in Flight during Second Free Flight

NASA Image and Video Library

1999-02-06

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet.

Lidar Systems for Precision Navigation and Safe Landing on Planetary Bodies

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Pierrottet, Diego F.; Petway, Larry B.; Hines, Glenn D.; Roback, Vincent E.

2011-01-01

The ability of lidar technology to provide three-dimensional elevation maps of the terrain, high precision distance to the ground, and approach velocity can enable safe landing of robotic and manned vehicles with a high degree of precision. Currently, NASA is developing novel lidar sensors aimed at needs of future planetary landing missions. These lidar sensors are a 3-Dimensional Imaging Flash Lidar, a Doppler Lidar, and a Laser Altimeter. The Flash Lidar is capable of generating elevation maps of the terrain that indicate hazardous features such as rocks, craters, and steep slopes. The elevation maps collected during the approach phase of a landing vehicle, at about 1 km above the ground, can be used to determine the most suitable safe landing site. The Doppler Lidar provides highly accurate ground relative velocity and distance data allowing for precision navigation to the landing site. Our Doppler lidar utilizes three laser beams pointed to different directions to measure line of sight velocities and ranges to the ground from altitudes of over 2 km. Throughout the landing trajectory starting at altitudes of about 20 km, the Laser Altimeter can provide very accurate ground relative altitude measurements that are used to improve the vehicle position knowledge obtained from the vehicle navigation system. At altitudes from approximately 15 km to 10 km, either the Laser Altimeter or the Flash Lidar can be used to generate contour maps of the terrain, identifying known surface features such as craters, to perform Terrain relative Navigation thus further reducing the vehicle s relative position error. This paper describes the operational capabilities of each lidar sensor and provides a status of their development. Keywords: Laser Remote Sensing, Laser Radar, Doppler Lidar, Flash Lidar, 3-D Imaging, Laser Altimeter, Precession Landing, Hazard Detection

Battery Systems for X-38 Crew Return Vehicle (CRV) and Deorbit Propulsion Stage (DPS)

NASA Technical Reports Server (NTRS)

Darcy, Eric

1998-01-01

A 28V 32 Ah cell Li/MnO2 and a 28V NiMH battery systems for the Deorbit Propulsion Stage (DPS) and the X-38 Crew Return Vehicle (CRV) are developed in Friwo-Silforkraft, Germany with the following objectives and approach: Provide safe battery designs for lowest volume and cost, and within schedule; Take advantage of less complex requests for V201 vs OPS CRV to simplify design and reduce cost; Use only existing commercial cell designs as building blocks for larger battery; Derive battery designs from the ASTRO-SPAS design which is the largest lithium battery design with Shuttle flight experience; Place maximum amount of battery energy on DPS; DPS battery is non rechargeable; and CRV batteries are rechargeable. This paper contains the following sections: a brief introduction on CRV requirements, CRV advantages over Soyuz, and X-38 programs; Battery objectives and approach; Battery requirements and groundrules (performance, on-orbit operation, etc); Design trades, solutions, redundancy plan, and margins; Envelope, size, and mass; Interfaces (structural, electrical & thermal); and Deviation from OPS CRV.

T-38C Optimal Landing Technique Determination (Project Talon Spot)

DTIC Science & Technology

2010-05-01

USAF TPS, Class 09B. All objectives of the test were met. 15. SUBJECT TERMS T-38 Aircraft , T-38C Aircraft , J85-GE-5 engine, landing performance... aircraft crossed the threshold. The requesting agency was Headquarters AETC/A3FV, through the USAF TPS. The responsible test organization was the 412...13197 (Figure 1) instrumented test aircraft were flown. The USAF TPS personnel performed all testing at USAF Plant 42 in Palmdale, CA and Edwards

Flight Testing a Real-Time Hazard Detection System for Safe Lunar Landing on the Rocket-Powered Morpheus Vehicle

NASA Technical Reports Server (NTRS)

Trawny, Nikolas; Huertas, Andres; Luna, Michael E.; Villalpando, Carlos Y.; Martin, Keith E.; Carson, John M.; Johnson, Andrew E.; Restrepo, Carolina; Roback, Vincent E.

2015-01-01

The Hazard Detection System (HDS) is a component of the ALHAT (Autonomous Landing and Hazard Avoidance Technology) sensor suite, which together provide a lander Guidance, Navigation and Control (GN&C) system with the relevant measurements necessary to enable safe precision landing under any lighting conditions. The HDS consists of a stand-alone compute element (CE), an Inertial Measurement Unit (IMU), and a gimbaled flash LIDAR sensor that are used, in real-time, to generate a Digital Elevation Map (DEM) of the landing terrain, detect candidate safe landing sites for the vehicle through Hazard Detection (HD), and generate hazard-relative navigation (HRN) measurements used for safe precision landing. Following an extensive ground and helicopter test campaign, ALHAT was integrated onto the Morpheus rocket-powered terrestrial test vehicle in March 2014. Morpheus and ALHAT then performed five successful free flights at the simulated lunar hazard field constructed at the Shuttle Landing Facility (SLF) at Kennedy Space Center, for the first time testing the full system on a lunar-like approach geometry in a relevant dynamic environment. During these flights, the HDS successfully generated DEMs, correctly identified safe landing sites and provided HRN measurements to the vehicle, marking the first autonomous landing of a NASA rocket-powered vehicle in hazardous terrain. This paper provides a brief overview of the HDS architecture and describes its in-flight performance.

Mass Properties Measurement in the X-38 Project

NASA Technical Reports Server (NTRS)

Peterson, Wayne L.

2004-01-01

This paper details the techniques used in measuring the mass properties for the X-38 family of test vehicles. The X-38 Project was a NASA internal venture in which a series of test vehicles were built in order to develop a Crew Return Vehicle (CRV) for the International Space Station. Three atmospheric test vehicles and one spaceflight vehicle were built to develop the technologies required for a CRV. The three atmospheric test vehicles have undergone flight-testing by a combined team from the NASA Johnson Space Center and the NASA Dryden Flight Research Center. The flight-testing was performed at Edward's Air Force Base in California. The X-38 test vehicles are based on the X-24A, which flew in the '60s and '70s. Scaled Composites, Inc. of Mojave, California, built the airframes and the vehicles were outfitted at the NASA Johnson Space Center in Houston, Texas. Mass properties measurements on the atmospheric test vehicles included weight and balance by the three-point suspension method, four-point suspension method, three load cells on jackstands, and on three in-ground platform scales. Inertia measurements were performed as well in which Ixx, Iyy, Izz, and Ixz were obtained. This paper describes each technique and the relative merits of each. The proposed measurement methods for an X-38 spaceflight test vehicle will also be discussed. This vehicle had different measurement challenges, but integrated vehicle measurements were never conducted. The spaceflight test vehicle was also developed by NASA and was scheduled to fly on the Space Shuttle before the project was cancelled.

X-38 Application of Dynamic Inversion Flight Control

NASA Technical Reports Server (NTRS)

Wacker, Roger; Munday, Steve; Merkle, Scott

2001-01-01

This paper summarizes the application of a nonlinear dynamic inversion (DI) flight control system (FCS) to an autonomous flight test vehicle in NASA's X-38 Project, a predecessor to the International Space Station (ISS) Crew Return Vehicle (CRV). Honeywell's Multi-Application Control-H (MACH) is a parameterized FCS design architecture including both model-based DI rate-compensation and classical P+I command-tracking. MACH was adopted by X-38 in order to shorten the design cycle time for different vehicle shapes and flight envelopes and evolving aerodynamic databases. Specific design issues and analysis results are presented for the application of MACH to the 3rd free flight (FF3) of X-38 Vehicle 132 (V132). This B-52 drop test, occurring on March 30, 2000, represents the first flight test of MACH and one of the first few known applications of DI in the primary FCS of an autonomous flight test vehicle.

Methodology for finding and evaluating safe landing sites on small bodies

NASA Astrophysics Data System (ADS)

Rodgers, Douglas J.; Ernst, Carolyn M.; Barnouin, Olivier S.; Murchie, Scott L.; Chabot, Nancy L.

2016-12-01

Here we develop and demonstrate a three-step strategy for finding a safe landing ellipse for a legged spacecraft on a small body such as an asteroid or planetary satellite. The first step, acquisition of a high-resolution terrain model of a candidate landing region, is simulated using existing statistics on block abundances measured at Phobos, Eros, and Itokawa. The synthetic terrain model is generated by randomly placing hemispheric shaped blocks with the empirically determined size-frequency distribution. The resulting terrain is much rockier than typical lunar or martian landing sites. The second step, locating a landing ellipse with minimal hazards, is demonstrated for an assumed approach to landing that uses Autonomous Landing and Hazard Avoidance Technology. The final step, determination of the probability distribution for orientation of the landed spacecraft, is demonstrated for cases of differing regional slope. The strategy described here is both a prototype for finding a landing site during a flight mission and provides tools for evaluating the design of small-body landers. We show that for bodies with Eros-like block distributions, there may be >99% probability of landing stably at a low tilt without blocks impinging on spacecraft structures so as to pose a survival hazard.

An Overview of the Guided Parafoil System Derived from X-38 Experience

NASA Technical Reports Server (NTRS)

Stein, Jenny M.; Madsen, Chris M.; Strahan, Alan L.

2005-01-01

The NASA Johnson Space Center built a 4200 sq ft parafoil for the U.S. Army Natick Soldier Center to demonstrate autonomous flight using a guided parafoil system to deliver 10,000 lbs of useable payload. The parafoil's design was based upon that developed during the X-38 program. The drop test payload consisted of a standard 20-foot Type V airdrop platform, a standard 12-foot weight tub, a 60 ft drogue parachute, a 4200 ft2 parafoil, an instrumentation system, and a Guidance, Navigation, and Control (GN&C) system. Instrumentation installed on the load was used to gather data to validate simulation models and preflight loads predictions and to perform post flight trajectory and performance reconstructions. The GN&C system, developed during NASA's X-38 program, consisted of a flight computer, modems for uplink commands and downlink data, a compass, laser altimeter, and two winches. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser was used to initiate the flare. The GN&C software was originally provided to NASA by the European Space Agency. NASA incorporated further software refinements based upon the X-38 flight test results. Three full-scale drop tests were conducted, with the third being performed during the Precision Airdrop Technology Conference and Demonstration (PATCAD) Conference at the U.S. Army Yuma Proving Ground (YPG) in November of 2003. For the PATCAD demonstration, the parafoil and GN&C software and hardware performed well, concluding with a good flare and the smallest miss distance ever experienced in NASA's parafoil drop test program. This paper describes the 4200 sq ft parafoil system, simulation results, and the results of the drop tests.

X-38 Mounted on Pylon of B-52 Mothership

NASA Image and Video Library

1997-07-06

A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years.

The X-38 Vehicle 131R drops away from its launch pylon on the wing of NASA's NB-52B mothership as it begins its eighth free flight on Thursday, December 13, 2001

NASA Image and Video Library

2001-12-13

The X-38 prototype of the Crew Return Vehicle for the International Space Station drops away from its launch pylon on the wing of NASA's NB-52B mothership as it begins its eighth free flight on Thursday, Dec. 13, 2001. The 13-minute test flight of X-38 vehicle 131R was the longest and fastest and was launched from the highest altitude to date in the X-38's atmospheric flight test program. A portion of the descent was flown under remote control by a NASA astronaut from a ground vehicle configured like the CRV's interior before the X-38 made an autonomous landing on Rogers Dry Lake.

The X-38 prototype of the Crew Return Vehicle is suspended under its giant 7,500-square-foot parafoil during its eighth free flight on Thursday, December 13, 2001

NASA Image and Video Library

2001-12-13

The X-38 prototype of the Crew Return Vehicle for the International Space Station is suspended under its giant 7,500-square-foot parafoil during its eighth free flight on Thursday, Dec. 13, 2001. A portion of the descent was flown by remote control by a NASA astronaut from a ground vehicle configured like the CRV's interior before the X-38 made an autonomous landing on Rogers Dry Lake.

X-31 landing

NASA Technical Reports Server (NTRS)

1995-01-01

and thrust vectoring, and airflow phenomena at high angles of attack. This understanding is expected to lead to design methods that provide better maneuverability in future high performance aircraft and make them safer to fly. An international test organization of about 110 people, managed by the Advanced Research Projects Agency (ARPA), conducted the flight operations at NASA Dryden. The ARPA had requested flight research for the X-31 aircraft be moved there in February 1992. In addition to ARPA and NASA, the international test organization (ITO) included the U.S. Navy, the U.S. Air Force, Rockwell International, the Federal Republic of Germany, and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace). NASA was responsible for flight research operations, aircraft maintenance, and research engineering once the program moved to Dryden. The No. 1 X-31 aircraft was lost in an accident January 19, 1995. The pilot, Karl Heinz-Lang, of the Federal Republic of Germany, ejected safely before the aircraft crashed in an unpopulated desert area just north of Edwards. The X-31 program logged an X-plane record of 580 flights during the program, including 555 research missions and 21 in Europe for the 1995 Paris Air Show. A total of 14 pilots representing all agencies of the ITO flew the aircraft. The X-31 aircraft shown on approach with a high angle of attack, touches down with its speed brakes, which can be seen extended just above and behind the wing. The aircraft then begins to rotate the nosegear down to runway contact and deploys a braking parachute that assists in slowing the aircraft after landing.

Tuning Thermoelectric Properties of Type I Clathrate K 8–x Ba x Al 8+x Si 38–x through Barium Substitution

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

Sui, Fan; Kauzlarich, Susan M.

2016-05-10

The thermal stability and thermoelectric properties of type I clathrate K8Al8Si38 up to 873 K are reported. K8Al8Si38 possesses a high absolute Seebeck coefficient value and high electrical resistivity in the temperature range of 323 to 873 K, which is consistent with previously reported low temperature thermoelectric properties. Samples with Ba partial substitution at the K guest atom sites were synthesized from metal hydride precursors. The samples with the nominal chemical formula of K8–xBaxAl8+xSi38–x (x = 1, 1.5, 2) possess type I clathrate structure (cubic, Pm3n), confirmed by X-ray diffraction. The guest atom site occupancies and thermal motions were investigatedmore » with Rietveld refinement of synchrotron powder X-ray diffraction. Transport properties of Ba-containing samples were characterized from 2 to 300 K. The K–Ba alloy phases showed low thermal conductivity and improved electrical conductivity compared to K8Al8Si38. Electrical resistivity and Seebeck coefficients were measured over the temperature range of 323 to 873 K. Thermal conductivity from 323 to 873 K was estimated from the Wiedemann–Franz relation and lattice thermal conductivity extrapolation from 300 to 873 K. K8–xBaxAl8+xSi38–x (x = 1, 1.5) synthesized with Al deficiency showed enhanced electrical conductivity, and the absolute Seebeck coefficients decrease with the increased carrier concentration. When x = 2, the Al content increases toward the electron balanced composition, and the electrical resistivity increases with the decreasing charge carrier concentration. Overall, K6.5Ba1.5Al9Si37 achieves an enhanced zT of 0.4 at 873 K.« less

STS-38 Atlantis, Orbiter Vehicle (OV) 104, lands on runway 33 at KSC SLF

NASA Image and Video Library

1990-11-20

STS038-S-041 (20 Nov 1990) --- STS-38 Atlantis, Orbiter Vehicle (OV) 104, lands on runway 33 at Kennedy Space Center (KSC) Shuttle Landing Facility (SLF). The main landing gear (MLG) has just touched down on the runway surface as the nose landing gear (NLG) glides above it. The Department of Defense (DOD)-devoted mission came to an end (with complete wheel stop) at 4:43:37 pm (Eastern Standard Time (EST)).

The X-34 Demonstrator Landing

NASA Technical Reports Server (NTRS)

2004-01-01

This artist's concept depicts the X-34 Demonstrator landing in a dessert. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Real-Time Stability Margin Measurements for X-38 Robustness Analysis

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Stachowiak, Susan J.

2005-01-01

A method has been developed for real-time stability margin measurement calculations. The method relies on a tailored-forced excitation targeted to a specific frequency range. Computation of the frequency response is matched to the specific frequencies contained in the excitation. A recursive Fourier transformation is used to make the method compatible with real-time calculation. The method was incorporated into the X-38 nonlinear simulation and applied to an X-38 robustness test. X-38 stability margins were calculated for different variations in aerodynamic and mass properties over the vehicle flight trajectory. The new method showed results comparable to more traditional stability analysis techniques, and at the same time, this new method provided coverage that is more complete and increased efficiency.

Campaign Safe & Sober. Youth & Generation X Planner.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This packet contains information on safe and sober driving for members of Generation X. The packet includes information on "Buckle Up America! Week 1998," which was designed to encourage everyone on the road to use seat belts and child safety seats and to use them properly. It also offers a safety city brochure and multiple program…

Parachute Testing for the NASA X-38 Crew Return Vehicle

NASA Technical Reports Server (NTRS)

Stein, Jenny M.

2005-01-01

NASA's X-38 program was an in-house technology demonstration program to develop a Crew Return Vehicle (CRV) for the International Space Station capable of returning seven crewmembers to Earth when the Space Shuttle was not present at the station. The program, managed out of NASA's Johnson Space Center, was started in 1995 and was cancelled in 2003. Eight flights with a prototype atmospheric vehicle were successfully flown at Edwards Air Force Base, demonstrating the feasibility of a parachute landing system for spacecraft. The intensive testing conducted by the program included testing of large ram-air parafoils. The flight test techniques, instrumentation, and simulation models developed during the parachute test program culminated in the successful demonstration of a guided parafoil system to land a 25,000 Ib spacecraft. The test program utilized parafoils of sizes ranging from 750 to 7500 p. The guidance, navigation, and control system (GN&C) consisted of winches, laser or radar altimeter, global positioning system (GPS), magnetic compass, barometric altimeter, flight computer, and modems for uplink commands and downlink data. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser or radar altimeter was used to initiate the flare. In the event of a GPS failure, the software navigated by dead reckoning using the compass and barometric altimeter data. The GN&C test beds included platforms dropped from cargo aircraft, atmospheric vehicles released from a 8-52, and a Buckeye powered parachute. This paper will describe the test program and significant results.

Innovative hazard detection and avoidance strategy for autonomous safe planetary landing

NASA Astrophysics Data System (ADS)

Jiang, Xiuqiang; Li, Shuang; Tao, Ting

2016-09-01

Autonomous hazard detection and avoidance (AHDA) is one of the key technologies for future safe planetary landing missions. In this paper, we address the latest progress on planetary autonomous hazard detection and avoidance technologies. First, the innovative autonomous relay hazard detection and avoidance strategy adopted in Chang'e-3 lunar soft landing mission and its flight results are reported in detail. Second, two new conceptual candidate schemes of hazard detection and avoidance are presented based on the Chang'e-3 AHDA system and the latest developing technologies for the future planetary missions, and some preliminary testing results are also given. Finally, the related supporting technologies for the two candidate schemes above are analyzed.

Imaging Flash Lidar for Autonomous Safe Landing and Spacecraft Proximity Operation

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Roback, Vincent E.; Brewster, Paul F.; Hines, Glenn D.; Bulyshev, Alexander E.

2016-01-01

3-D Imaging flash lidar is recognized as a primary candidate sensor for safe precision landing on solar system bodies (Moon, Mars, Jupiter and Saturn moons, etc.), and autonomous rendezvous proximity operations and docking/capture necessary for asteroid sample return and redirect missions, spacecraft docking, satellite servicing, and space debris removal. During the final stages of landing, from about 1 km to 500 m above the ground, the flash lidar can generate 3-Dimensional images of the terrain to identify hazardous features such as craters, rocks, and steep slopes. The onboard fli1ght computer can then use the 3-D map of terrain to guide the vehicle to a safe location. As an automated rendezvous and docking sensor, the flash lidar can provide relative range, velocity, and bearing from an approaching spacecraft to another spacecraft or a space station from several kilometers distance. NASA Langley Research Center has developed and demonstrated a flash lidar sensor system capable of generating 16k pixels range images with 7 cm precision, at a 20 Hz frame rate, from a maximum slant range of 1800 m from the target area. This paper describes the lidar instrument design and capabilities as demonstrated by the closed-loop flight tests onboard a rocket-propelled free-flyer vehicle (Morpheus). Then a plan for continued advancement of the flash lidar technology will be explained. This proposed plan is aimed at the development of a common sensor that with a modest design adjustment can meet the needs of both landing and proximity operation and docking applications.

Utilization of 3D imaging flash lidar technology for autonomous safe landing on planetary bodies

NASA Astrophysics Data System (ADS)

Amzajerdian, Farzin; Vanek, Michael; Petway, Larry; Pierrottet, Diego; Busch, George; Bulyshev, Alexander

2010-01-01

NASA considers Flash Lidar a critical technology for enabling autonomous safe landing of future large robotic and crewed vehicles on the surface of the Moon and Mars. Flash Lidar can generate 3-Dimensional images of the terrain to identify hazardous features such as craters, rocks, and steep slopes during the final stages of descent and landing. The onboard flight comptuer can use the 3-D map of terain to guide the vehicle to a safe site. The capabilities of Flash Lidar technology were evaluated through a series of static tests using a calibrated target and through dynamic tests aboard a helicopter and a fixed wing airctarft. The aircraft flight tests were perfomed over Moonlike terrain in the California and Nevada deserts. This paper briefly describes the Flash Lidar static and aircraft flight test results. These test results are analyzed against the landing application requirements to identify the areas of technology improvement. The ongoing technology advancement activities are then explained and their goals are described.

Utilization of 3-D Imaging Flash Lidar Technology for Autonomous Safe Landing on Planetary Bodies

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Vanek, Michael; Petway, Larry; Pierrotter, Diego; Busch, George; Bulyshev, Alexander

2010-01-01

NASA considers Flash Lidar a critical technology for enabling autonomous safe landing of future large robotic and crewed vehicles on the surface of the Moon and Mars. Flash Lidar can generate 3-Dimensional images of the terrain to identify hazardous features such as craters, rocks, and steep slopes during the final stages of descent and landing. The onboard flight computer can use the 3-D map of terrain to guide the vehicle to a safe site. The capabilities of Flash Lidar technology were evaluated through a series of static tests using a calibrated target and through dynamic tests aboard a helicopter and a fixed wing aircraft. The aircraft flight tests were performed over Moon-like terrain in the California and Nevada deserts. This paper briefly describes the Flash Lidar static and aircraft flight test results. These test results are analyzed against the landing application requirements to identify the areas of technology improvement. The ongoing technology advancement activities are then explained and their goals are described.

Expedition 52 Crew Lands Safely in Kazakhstan to Complete Record-Setting Mission

NASA Image and Video Library

2017-09-02

Expedition 52 Commander Fyodor Yurchikhin of Roscosmos and Flight Engineers Peggy Whitson and Jack Fischer of NASA landed safely near the town of Dzhezkazgan, Kazakhstan Sept. 3 after bidding farewell to their colleagues on the complex and undocking their Soyuz MS-04 spacecraft from the Poisk Module on the International Space Station. The landing marked the first time since Nov. 26, 2010 that two NASA astronauts returned to Earth in a Russian Soyuz spacecraft. Whitson, who has logged more days in space than any other U.S. astronaut, completed a 10-month mission, her third long duration flight, while Yurchikhin and Fischer completed 136 days in space.

Passive imaging based multi-cue hazard detection spacecraft safe landing

NASA Technical Reports Server (NTRS)

Huertas, Andres; Cheng, Yang; Madison, Richard

2006-01-01

Accurate assessment of potentially damaging ground hazards during the spacecraft EDL (Entry, Descent and Landing) phase is crucial to insure a high probability of safe landing. A lander that encounters a large rock, falls off a cliff, or tips over on a steep slope can sustain mission ending damage. Guided entry is expected to shrink landing ellipses from 100-300 km to -10 km radius for the second generation landers as early as 2009. Regardless of size and location, however, landing ellipses will almost always contain hazards such as craters, discontinuities, steep slopes, and large rocks. It is estimated that an MSL (Mars Science Laboratory)-sized lander should detect and avoid 16- 150m diameter craters, vertical drops similar to the edges of 16m or 3.75m diameter crater, for high and low altitude HAD (Hazard Detection and Avoidance) respectively. It should also be able to detect slopes 20' or steeper, and rocks 0.75m or taller. In this paper we will present a passive imaging based, multi-cue hazard detection and avoidance (HDA) system suitable for Martian and other lander missions. This is the first passively imaged HDA system that seamlessly integrates multiple algorithm-crater detection, slope estimation, rock detection and texture analysis, and multicues- crater morphology, rock distribution, to detect these hazards in real time.

X-38 - First Free Flight, March 12, 1998

NASA Image and Video Library

1998-03-12

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998.

X-38 Vehicle 131R Free Flights 1 and 2

NASA Technical Reports Server (NTRS)

Munday, Steve

2000-01-01

The X-38 program is using a modern flight control system (FCS) architecture originally developed by Honeywell called MACH. During last year's SAE G&C subcommittee meeting, we outlined the design, implementation and testing of MACH in X-38 Vehicles 132, 131R & 201. During this year's SAE meeting, I'll focus upon the first two free flights of V131R, describing what caused the roll-over in FF1 and how we fixed it for FF2. I only have 30 minutes, so it will be a quick summary including VHS video. X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle (CRV), often described as an ISS "lifeboat." X-38 Vehicle 132 Free Flight 3 was the first flight test of a modern FCS architecture called Multi-Application ControlH (MACH), developed by the Honeywell Technology Center in Minneapolis and Honeywell's Houston Engineering Center. MACH wraps classical Proportional+integral (P+I) outer attitude loops around modern dynamic inversion attitude rate loops. The presentation at last year's SAE Aerospace Meeting No. 85 focused upon the design and testing of the FCS algorithm and Vehicle 132 Free Flight 3. This presentation will summarize flight control and aerodynamics lessons learned during Free Flights 1 and 2 of Vehicle 131R, a subsonic test vehicle laying the groundwork for the orbital/entry test of Vehicle 201 in 2003.

GN and C Subsystem Concept for Safe Precision Landing of the Proposed Lunar MARE Robotic Science Mission

NASA Technical Reports Server (NTRS)

Carson, John M., III; Johnson, Andrew E.; Anderson, F. Scott; Condon, Gerald L.; Nguyen, Louis H.; Olansen, Jon B.; Devolites, Jennifer L.; Harris, William J.; Hines, Glenn D.; Lee, David E.;

X-38 Experimental Aeroheating at Mach 10

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Horvath, Thomas J.; Weilmuenster, K. James; Alter, Stephan J.; Merski, N. Ronald

2001-01-01

This report provides an update of the hypersonic aerothermodynamic wind tunnel test program conducted at the NASA Langley Research Center in support of the X-38 program. Global surface heat transfer distributions were measured on 0.0177 and 0.0236 scale models of the proposed X-38 configuration at Mach 10 in air. The parametrics that were investigated primarily include freestream unit Reynolds numbers of 0.6 to 2.2 million per foot and body flap deflections of 15, 20, and 25 deg for an angle-of-attack of 40 deg. The model-scale variance was tested to obtain laminar, transitional, and turbulent heating levels on the defected bodyflaps. In addition, a limited investigation of forced boundary layer transition through the use of discrete roughness elements was performed. Comparisons of the present experimental results to computational predictions and previous experimental data were conducted Laminar, transitional, and turbulent heating levels were observed on the deflected body flap, which compared favorably to the computational results and to the predicted heating based on the flight aerothermodynamic database.

Development of Lidar Sensor Systems for Autonomous Safe Landing on Planetary Bodies

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Pierottet, Diego F.; Petway, Larry B.; Vanek, Michael D.

2010-01-01

Lidar has been identified by NASA as a key technology for enabling autonomous safe landing of future robotic and crewed lunar landing vehicles. NASA LaRC has been developing three laser/lidar sensor systems under the ALHAT project. The capabilities of these Lidar sensor systems were evaluated through a series of static tests using a calibrated target and through dynamic tests aboard helicopters and a fixed wing aircraft. The airborne tests were performed over Moon-like terrain in the California and Nevada deserts. These tests provided the necessary data for the development of signal processing software, and algorithms for hazard detection and navigation. The tests helped identify technology areas needing improvement and will also help guide future technology advancement activities.

Encouraging junior community netball players to learn correct safe landing technique.

PubMed

White, Peta E; Ullah, Shahid; Donaldson, Alex; Otago, Leonie; Saunders, Natalie; Romiti, Maria; Finch, Caroline F

2012-01-01

Behavioural factors and beliefs are important determinants of the adoption of sports injury interventions. This study aimed to understand behavioural factors associated with junior community netball players' intentions to learn correct landing technique during coach-led training sessions, proposed as a means of reducing their risk of lower limb injury. Cross-sectional survey. 287 female players from 58 junior netball teams in the 2007/2008-summer competition completed a 13-item questionnaire developed from the Theory of Planned Behaviour (TPB). This assessed players' attitudes (four items), subjective norms (four), perceived behavioural control (four) and intentions (one) around the safety behaviour of learning correct landing technique at netball training. All items were rated on a seven-point bipolar scale. Cluster-adjusted logistic regression was used to assess which TPB constructs were most associated with strong intentions. Players had positive intentions and attitudes towards learning safe landing technique and perceived positive social pressure from significant others. They also perceived themselves to have considerable control over engaging (or not) in this behaviour. Players' attitudes (p<0.001) and subjective norms (p<0.001), but not perceived behavioural control (p=0.49), were associated with strong intentions to learn correct landing technique at training. Injury prevention implementation strategies aimed at maximising junior players' participation in correct landing training programs should emphasise the benefits of learning correct landing technique (i.e. change attitudes) and involve significant others and role models whom junior players admire (i.e. capitalise on social norms) in the promotion of such programs. Copyright © 2011 Sports Medicine Australia. Published by Elsevier Ltd. All rights reserved.

Imaging Flash Lidar for Safe Landing on Solar System Bodies and Spacecraft Rendezvous and Docking

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Roback, Vincent E.; Bulyshev, Alexander E.; Brewster, Paul F.; Carrion, William A; Pierrottet, Diego F.; Hines, Glenn D.; Petway, Larry B.; Barnes, Bruce W.; Noe, Anna M.

2015-01-01

NASA has been pursuing flash lidar technology for autonomous, safe landing on solar system bodies and for automated rendezvous and docking. During the final stages of the landing from about 1 kilometer to 500 meters above the ground, the flash lidar can generate 3-Dimensional images of the terrain to identify hazardous features such as craters, rocks, and steep slopes. The onboard flight computer can then use the 3-D map of terrain to guide the vehicle to a safe location. As an automated rendezvous and docking sensor, the flash lidar can provide relative range, velocity, and bearing from an approaching spacecraft to another spacecraft or a space station. NASA Langley Research Center has developed and demonstrated a flash lidar sensor system capable of generating 16,000 pixels range images with 7 centimeters precision, at 20 Hertz frame rate, from a maximum slant range of 1800 m from the target area. This paper describes the lidar instrument and presents the results of recent flight tests onboard a rocket-propelled free-flyer vehicle (Morpheus) built by NASA Johnson Space Center. The flights were conducted at a simulated lunar terrain site, consisting of realistic hazard features and designated landing areas, built at NASA Kennedy Space Center specifically for this demonstration test. This paper also provides an overview of the plan for continued advancement of the flash lidar technology aimed at enhancing its performance to meet both landing and automated rendezvous and docking applications.

Mission safety evaluation report for STS-38, postflight edition

NASA Technical Reports Server (NTRS)

Hill, William C.; Finkel, Seymour I.

1990-01-01

After several months delay due to Liquid Hydrogen (LH2) leaks in the External Tank (ET) 17 in LH2 umbilical disconnect, Atlantis was launched at 6:48 p.m. Eastern Standard Time on 15 Nov. 1990. Atlantis was cleared for launch after the replacement of the ET 17 in umbilical disconnect and a successful tanking test on 24 Oct. 1990. No technical concerns were encountered during the countdown. The end of the STS-38 mission was extended by one day because of high crosswinds at the primary landing site, Edwards Air Force Base (EAFB), Calif. On the next day, 20 Nov. 1990, the winds were too high for a safe landing at EAFB, and a decision was made to select the Shuttle Landing Facility (SLF) at the Kennedy Space Center (KSC) at the primary landing site. The deorbit burn was performed on orbit 79 of the STS-38 mission. Reentry and descent were effected with no problems. Postlanding inspection of Atlantis' exterior found little evidence of damage. There has been a concern about returning an Orbiter to KSC, because the last mission to do so experienced tire failure. Atlantis' tires and brakes were in excellent condition with no indication of excessive wear.

Safe landing area determination for a Moon lander by reachability analysis

NASA Astrophysics Data System (ADS)

Arslantaş, Yunus Emre; Oehlschlägel, Thimo; Sagliano, Marco

2016-11-01

In the last decades developments in space technology paved the way to more challenging missions like asteroid mining, space tourism and human expansion into the Solar System. These missions result in difficult tasks such as guidance schemes for re-entry, landing on celestial bodies and implementation of large angle maneuvers for spacecraft. There is a need for a safety system to increase the robustness and success of these missions. Reachability analysis meets this requirement by obtaining the set of all achievable states for a dynamical system starting from an initial condition with given admissible control inputs of the system. This paper proposes an algorithm for the approximation of nonconvex reachable sets (RS) by using optimal control. Therefore subset of the state space is discretized by equidistant points and for each grid point a distance function is defined. This distance function acts as an objective function for a related optimal control problem (OCP). Each infinite dimensional OCP is transcribed into a finite dimensional Nonlinear Programming Problem (NLP) by using Pseudospectral Methods (PSM). Finally, the NLPs are solved using available tools resulting in approximated reachable sets with information about the states of the dynamical system at these grid points. The algorithm is applied on a generic Moon landing mission. The proposed method computes approximated reachable sets and the attainable safe landing region with information about propellant consumption and time.

X-38 V-132 Free Flight 2 (This is a video tape)

NASA Technical Reports Server (NTRS)

Bordano, Aldo J.

2000-01-01

Mr. Aldo Bordano will be presenting details of some of the JSC flight mechanics involvement in the X-38 testing program. Focus shall be on the parafoil system with regards its testing, performance analysis, and GN&C. An excellent example of a recent flight test at Dryden Flight Research Center shall be shown which portrays the system characteristics, sequencing, performance, and testing techniques. The intent is to inform the scientific and engineering communities about the developments in the X-38 parafoil program, as well as invite feedback on potential improvements in testing or systems.

Low Velocity Airdrop Tests of an X-38 Backup Parachute Design

NASA Technical Reports Server (NTRS)

Stein, Jenny M.; Machin, Ricardo A.; Wolf, Dean F.; Hillebrandt, F. David

2007-01-01

The NASA Johnson Space Center's X-38 program designed a new backup parachute system to recover the 25,000 lb X-38 prototype for the Crew Return Vehicle spacecraft. Due to weight and cost constraints, the main backup parachute design incorporated rapid and low cost fabrication techniques using off-the-shelf materials. Near the vent, the canopy was constructed of continuous ribbons, to provide more damage tolerance. The remainder of the canopy was a constructed with a continuous ringslot design. After cancellation of the X-38 program, the parachute design was resized, built, and drop tested for Natick Soldiers Center's Low Velocity Air Drop (LVAD) program to deliver cargo loads up to 22,000 lbs from altitudes as low as 500 feet above the ground. Drop tests results showed that the 500-foot LVAD parachute deployment conditions cause severe skirt inversion and inflation problems for large parachutes. The bag strip occurred at a high angle of attack, causing skirt inversion before the parachute could inflate. The addition of a short reefing line prevented the skirt inversion. Using a lower porosity in the vent area, than is normally used in large parachutes, improved inflation. The drop testing demonstrated that the parachute design could be refined to meet the requirements for the 500-foot LVAD mission.

Camera Image Transformation and Registration for Safe Spacecraft Landing and Hazard Avoidance

NASA Technical Reports Server (NTRS)

Jones, Brandon M.

2005-01-01

Inherent geographical hazards of Martian terrain may impede a safe landing for science exploration spacecraft. Surface visualization software for hazard detection and avoidance may accordingly be applied in vehicles such as the Mars Exploration Rover (MER) to induce an autonomous and intelligent descent upon entering the planetary atmosphere. The focus of this project is to develop an image transformation algorithm for coordinate system matching between consecutive frames of terrain imagery taken throughout descent. The methodology involves integrating computer vision and graphics techniques, including affine transformation and projective geometry of an object, with the intrinsic parameters governing spacecraft dynamic motion and camera calibration.

Kinetics and thermal stability of the Ni62Nb38- x Ta x ( x=5, 10, 15, 20 and 25) bulk metallic glasses

NASA Astrophysics Data System (ADS)

He, MengKe; Zhang, Yi; Xia, Lei; Yu, Peng

2017-07-01

We studied thermal stability and its relationship to the glass-forming ability (GFA) of the Ni62Nb38- x Ta x ( x=5, 10, 15, 20, 25) bulk metallic glasses (BMG) from a kinetic point of view. By fitting the heating-rate dependence of glass transition temperature ( T g onset) and crystallization temperatures ( T x onset and T x peak) of the Ni62Nb38- x Ta x BMG using the Vogel-Fulcher-Tammann (VFT) equation, we obtained the ideal glass transition and crystallization temperatures ( T g 0 and T x 0) and the fragility parameter ( m), and also constructed continuous heating transition (CHT) diagrams for crystallization of the BMG. The CHT diagrams of the BMG indicate enhanced thermal stability by Ta addition; the T g 0 as well as the T x 0 also illustrates this improved stability limit. The compositional dependence of m, which agrees well with that of the reduced glass-transition temperature, indicates a strong correlation between liquid fragility and glass-forming ability in the present alloy system. These results provide new evidence for understanding thermal stability, liquid fragility, and GFA in BMG.

X-15 #3 and F-104A chase plane landing

NASA Technical Reports Server (NTRS)

1960-01-01

Followed by a Lockheed F-104A Starfighter chase plane, the North American X-15 ship #3 (56-6672) sinks toward touchdown on Rogers Dry Lake following a research flight. In the foreground is green smoke, used to indicate wind direction. The F-104 chase pilot joined up with the X-15 as it glided to the landing. The chase pilot was there to warn the X-15 pilot of any problems and to call out the altitude above the lakebed. F-104 aircraft were also used for X-15 pilot training to simulate the landing characteristics of the rocket-powered airplane, which landed without engine power since the rocket engine had already burned all of its propellant before the landing. The F-104s could simulate the steep descent of the X-15 as it glided to a landing. They did this by extending the landing gear and speed brakes while setting the throttle to idle. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the

Soft x-ray imaging using Polaroid Land films

NASA Astrophysics Data System (ADS)

Wong, C. S.; Choi, P.; Deeney, C.

1988-02-01

It is demonstrated in this note that optical Polaroid Land films can be used as a convenient detector in the soft x-ray region. The performance of Polaroid 667 film has been found to be comparable to that of the Kodak direct exposure film (DEF) for soft x-ray pinhole imaging. By a suitable choice of multiple filters, qualitative information about a dense plasma has been obtained.

Adaptive Guidance and Control Algorithms applied to the X-38 Reentry Mission

NASA Astrophysics Data System (ADS)

Graesslin, M.; Wallner, E.; Burkhardt, J.; Schoettle, U.; Well, K. H.

International Space Station's Crew Return/Rescue Vehicle (CRV) is planned to autonomously return the complete crew of 7 astronauts back to earth in case of an emergency. As prototype of such a vehicle, the X-38, is being developed and built by NASA with European participation. The X-38 is a lifting body with a hyper- sonic lift to drag ratio of about 0.9. In comparison to the Space Shuttle Orbiter, the X-38 has less aerodynamic manoeuvring capability and less actuators. Within the German technology programme TETRA (TEchnologies for future space TRAnsportation systems) contributing to the X-38 program, guidance and control algorithms have been developed and applied to the X-38 reentry mission. The adaptive guidance concept conceived combines an on-board closed-loop predictive guidance algorithm with flight load control that temporarily overrides the attitude commands of the predictive component if the corre- sponding load constraints are violated. The predictive guidance scheme combines an optimization step and a sequence of constraint restoration cycles. In order to satisfy on-board computation limitations the complete scheme is performed only during the exo-atmospheric flight coast phase. During the controlled atmospheric flight segment the task is reduced to a repeatedly solved targeting problem based on the initial optimal solution, thus omitting in-flight constraints. To keep the flight loads - especially the heat flux, which is in fact a major concern of the X-38 reentry flight - below their maximum admissible values, a flight path controller based on quadratic minimization techniques may override the predictive guidance command for a flight along the con- straint boundary. The attitude control algorithms developed are based on dynamic inversion. This methodology enables the designer to straightforwardly devise a controller structure from the system dynamics. The main ad- vantage of this approach with regard to reentry control design lies in the fact that

Safe Landing Strategies During a Fall: Systematic Review and Meta-Analysis.

PubMed

Moon, Yaejin; Sosnoff, Jacob J

2017-04-01

To systematically synthesize information on safe landing strategies for a fall, and quantitatively examine the effects of the strategies to reduce the risk of injury from a fall. PubMed, Web of Science, Cumulative Index to Nursing and Allied Health Literature, and Cochrane Library. Databases were searched using the combinations of keywords of "falls," "strategy," "impact," and "load." Randomized controlled trials, cohort studies, pre-post studies, and cross-sectional studies were included. Fall strategies were extracted and categorized by falling direction. Measurements of impact loads that reflect the risk of injuries were extracted (eg, impact velocity, impact force, fall duration, impact angle). Hedges' g was used as effect size to quantify the effect of a protective landing strategy to reduce the impact load. A total of 7 landing strategies (squatting, elbow flexion, forward rotation, martial arts rolling, martial arts slapping, relaxed muscle, stepping) in 13 studies were examined. In general, all strategies, except for the martial arts slapping technique, significantly reduced impact load (g values=.73-2.70). Squatting was an efficient strategy to reduce impact in backward falling (g=1.77), while elbow flexion with outstretched arms was effective in forward falling (g=.82). Also, in sideways falling strategies, martial arts rolling (g=2.70) and forward rotation (g=.82) were the most efficient strategies to reduce impact load. The results showed that landing strategies have a significant effect on reducing impact load during a fall and might be effective to reduce the impact load of falling. The current study also highlighted limitations of the previous studies that focused on a young population and self-initiated falls. Further investigation with elderly individuals and unexpected falls is necessary to verify the effectiveness and suitability of the strategies for at-risk populations in real-life falls. Copyright © 2016 American Congress of Rehabilitation

X-38 NASA/DLR/ESA-Dassault Aviation Integrated Aerodynamic and Aerothermodynamic Activities

NASA Technical Reports Server (NTRS)

Labbe, Steve G.; Perez, Leo F.; Fitzgerald, Steve; Longo, Jose; Rapuc, Marc; Molina, Rafael; Nicholson, Leonard S. (Technical Monitor)

1999-01-01

The characterization of the aeroshape selected for the X-38 [Crew Return Vehicle (CRV) demonstrator] is presently being performed as a cooperative endeavour between NASA, DLR (through its TETRA Program), and European Space Agency (ESA) with Dassault Aviation integrating the aerodynamic and aerothermodynamic activities. The methodologies selected for characterizing the aerodynamic and aerothermodynamic environment of the X-38 are presented. Also, the implications for related disciplines such as Guidance Navigation and Control (GN&C) with its corresponding Flight Control System (FCS), Structural, and Thermal Protection System (TPS) design are discussed. An attempt is made at defining the additional activities required to support the design of a derived operational CRV.

X-38 Mounted on Pylon of B-52 Mothership

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space

NHQ_2017_0086_Expedition 50 Crew Lands Safely in Kazakhstan to Complete Six-Month Mission

NASA Image and Video Library

2017-04-10

Expedition 50 Commander Shane Kimbrough of NASA and Soyuz Commander Sergey Ryzhikov and Flight Engineer Andrey Borisenko of Roscosmos landed safely near the town of Dzhezkazgan, Kazakhstan April 10 after bidding farewell to their colleagues on the complex and undocking their Soyuz MS-02 spacecraft from the Poisk Module on the International Space Station. The trio spent 173 days in space conducting research and operational work in support of the station.

The FEI-TPS on the Upper Surface of the X-38

NASA Astrophysics Data System (ADS)

Antonenko, Johann; Kowal, John

2002-01-01

The X-38 is being developed by NASA-JSC as a technology demonstrator of a future Crew Rescue Vehicle. The size of the vehicle is limited to fit into the cargo bay of the shuttle. Due to its small size and shuttle-like trajectory all surfaces will receive comparably high heat rates leading to high surface temperatures. Temperatures on the nose are calculated to reach 1750°C, which is significantly higher than on the shuttle. Due to the lifting body shape, large areas of the central fuselage will be exposed to flow of hot gases around the vehicle. Here temperatures of the upper surface are calculated to reach up to 1000°C and the application of a high temperature blanket thermal protection system (TPS) becomes mandatory. Consecutively, the temperature level of the upper surface and the base area will be significantly high. Unlike on the shuttle, where large areas of the surface are covered by flexible reusable surface insulation (FRSI), locations with temperatures below 400°C will be scarce on the X-38. During development of the European shuttle HERMES the Flexible External Insulation (FEI) was developed for the upper surface TPS. This development was continued by ESA and DLR funded programs and currently a product family is available for temperatures ranging from 450°C to 1100°C for re-usable application. For a single re- entry under ultimate conditions temperatures may reach up to 1400°C. Under funding of DLR and ESA, the FEI assembly is one of the European contributions to the X-38. Three subassemblies have been chosen: the FEI-450, FEI-650 and FEI- 1000, capable of limit temperatures of 450°C, 650°C and 1000°C, respectively. The FEI-650 and FEI-1000 were already developed in the HERMES program. The FEI- 450 was developed in the German TETRA program. The qualification for X-38 application was performed for temperatures up to 510°C for the FEI-450 and up to 1130°C for the FEI-1000. Acoustic noise loads of up to 160dB have been endured, far beyond what X

SpaceX Falcon Heavy Demo Flight - Landing

NASA Image and Video Library

2018-02-06

The SpaceX Falcon Heavy rocket’s two side cores descend toward landing at Cape Canaveral Air Force Station in Florida following a successful liftoff at 3:45 p.m. EST from Launch Complex 39A at NASA's Kennedy Space Center. This demonstration flight is a significant milestone for the world's premier multi-user spaceport. In 2014, NASA signed a property agreement with SpaceX for the use and operation of the center's pad 39A, where the company has launched Falcon 9 rockets and prepared for the first Falcon Heavy. NASA also has Space Act Agreements in place with partners, such as SpaceX, to provide services needed to process and launch rockets and spacecraft.

X-space MPI: magnetic nanoparticles for safe medical imaging.

PubMed

Goodwill, Patrick William; Saritas, Emine Ulku; Croft, Laura Rose; Kim, Tyson N; Krishnan, Kannan M; Schaffer, David V; Conolly, Steven M

2012-07-24

One quarter of all iodinated contrast X-ray clinical imaging studies are now performed on Chronic Kidney Disease (CKD) patients. Unfortunately, the iodine contrast agent used in X-ray is often toxic to CKD patients' weak kidneys, leading to significant morbidity and mortality. Hence, we are pioneering a new medical imaging method, called Magnetic Particle Imaging (MPI), to replace X-ray and CT iodinated angiography, especially for CKD patients. MPI uses magnetic nanoparticle contrast agents that are much safer than iodine for CKD patients. MPI already offers superb contrast and extraordinary sensitivity. The iron oxide nanoparticle tracers required for MPI are also used in MRI, and some are already approved for human use, but the contrast agents are far more effective at illuminating blood vessels when used in the MPI modality. We have recently developed a systems theoretic framework for MPI called x-space MPI, which has already dramatically improved the speed and robustness of MPI image reconstruction. X-space MPI has allowed us to optimize the hardware for fi ve MPI scanners. Moreover, x-space MPI provides a powerful framework for optimizing the size and magnetic properties of the iron oxide nanoparticle tracers used in MPI. Currently MPI nanoparticles have diameters in the 10-20 nanometer range, enabling millimeter-scale resolution in small animals. X-space MPI theory predicts that larger nanoparticles could enable up to 250 micrometer resolution imaging, which would represent a major breakthrough in safe imaging for CKD patients.

Fuel-Efficient Descent and Landing Guidance Logic for a Safe Lunar Touchdown

NASA Technical Reports Server (NTRS)

Lee, Allan Y.

2011-01-01

insights could help engineers to achieve a better "balance" between the conflicting needs of achieving a safe touchdown velocity, a low-weight landing mechanism, low engine fuel cost, and other design goals. In comparing the computed optimal control results with the preflight landing trajectory design of the Apollo-11 mission, we noted interesting similarities between the two missions.

Dynamic and Static High Temperature Resistant Ceramic Seals for X- 38 re-Entry Vehicle

NASA Astrophysics Data System (ADS)

Handrick, Karin E.; Curry, Donald M.

2002-01-01

In a highly successful partnership, NAS A, ESA, DLR (German Space Agency) and European industry are building the X-38, V201 re-entry spacecraft, the prototype of the International Space Station's Crew Return Vehicle (CRV). This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. The development of essential systems and technologies for a reusable re-entry vehicle is a first for Europe, and sharing the development of an advanced re-entry spacecraft with foreign partners is a first for NASA. NASA, in addition to its subsystem responsibilities, is performing overall X-38 vehicle system engineering and integration, will launch V201 on the Space Shuttle, deliver flight data for post-flight analysis and assessment and is responsible for development and manufacture of structural vehicle components and thermal protection (TPS) tiles. The major European objective for cooperation with NASA on X-38 was to establish a clear path through which key technologies needed for future space transportation systems could be developed and validated at affordable cost and with controlled risk. Europe has taken the responsibility to design and manufacture hot control surfaces like metallic rudders and ceramic matrix composites (CMC) body flaps, thermal protection systems such as CMC leading edges, the CMC nose cap and -skirt, insulation, landing gears and elements of the V201 primary structure. Especially hot control surfaces require extremely high temperature resistant seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent overheating of these structures and possible loss of the vehicle. Complex seal interfaces, which have to fulfill various, tight mission- and vehicle-related requirements exist between the moveable ceramic body flaps and the bottom surface of the vehicle, between the rudder and fin structure and the ceramic leading edge panel and TPS tiles. While NASA

X-38 on B-52 Wing Pylon - View from Observation Window

NASA Image and Video Library

1997-11-19

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight.

High energy X-ray observations of the 38-second pulsar

NASA Technical Reports Server (NTRS)

Byrne, P. F.; Levine, A. M.; Bautz, M.; Howe, S. K.; Lang, F. L.; Primini, F. A.; Lewin, W. H. G.; Gruber, D. E.; Knight, F. K.; Nolan, P. L.

1981-01-01

The results of observations of the 38-second pulsar obtained at high X-ray energies (13-180 keV) with the UCSD/MIT instrument aboard HEAO 1 are reported. The results include a measurement of the source location, measurement of the pulse profile, and determination of the average intensity and spectrum during each of three time intervals spanning a baseline of 1 year. The total intensity of the pulsar is seen to vary on a 6-month time scale. The spectrum is hard but, like other X-ray pulsars, steepens at energies above 20 keV.

Helicopter flight test of 3D imaging flash LIDAR technology for safe, autonomous, and precise planetary landing

NASA Astrophysics Data System (ADS)

Roback, Vincent; Bulyshev, Alexander; Amzajerdian, Farzin; Reisse, Robert

2013-05-01

Two flash lidars, integrated from a number of cutting-edge components from industry and NASA, are lab characterized and flight tested for determination of maximum operational range under the Autonomous Landing and Hazard Avoidance Technology (ALHAT) project (in its fourth development and field test cycle) which is seeking to develop a guidance, navigation, and control (GNC) and sensing system based on lidar technology capable of enabling safe, precise crewed or robotic landings in challenging terrain on planetary bodies under any ambient lighting conditions. The flash lidars incorporate pioneering 3-D imaging cameras based on Indium-Gallium-Arsenide Avalanche Photo Diode (InGaAs APD) and novel micro-electronic technology for a 128 x 128 pixel array operating at 30 Hz, high pulse-energy 1.06 μm Nd:YAG lasers, and high performance transmitter and receiver fixed and zoom optics. The two flash lidars are characterized on the NASA-Langley Research Center (LaRC) Sensor Test Range, integrated with other portions of the ALHAT GNC system from partner organizations into an instrument pod at NASA-JPL, integrated onto an Erickson Aircrane Helicopter at NASA-Dryden, and flight tested at the Edwards AFB Rogers dry lakebed over a field of humanmade geometric hazards during the summer of 2010. Results show that the maximum operational range goal of 1 km is met and exceeded up to a value of 1.2 km. In addition, calibrated 3-D images of several hazards are acquired in realtime for later reconstruction into Digital Elevation Maps (DEM's).

Helicopter Flight Test of 3-D Imaging Flash LIDAR Technology for Safe, Autonomous, and Precise Planetary Landing

NASA Technical Reports Server (NTRS)

Roback, Vincent; Bulyshev, Alexander; Amzajerdian, Farzin; Reisse, Robert

2013-01-01

Two flash lidars, integrated from a number of cutting-edge components from industry and NASA, are lab characterized and flight tested for determination of maximum operational range under the Autonomous Landing and Hazard Avoidance Technology (ALHAT) project (in its fourth development and field test cycle) which is seeking to develop a guidance, navigation, and control (GN&C) and sensing system based on lidar technology capable of enabling safe, precise crewed or robotic landings in challenging terrain on planetary bodies under any ambient lighting conditions. The flash lidars incorporate pioneering 3-D imaging cameras based on Indium-Gallium-Arsenide Avalanche Photo Diode (InGaAs APD) and novel micro-electronic technology for a 128 x 128 pixel array operating at 30 Hz, high pulse-energy 1.06 micrometer Nd:YAG lasers, and high performance transmitter and receiver fixed and zoom optics. The two flash lidars are characterized on the NASA-Langley Research Center (LaRC) Sensor Test Range, integrated with other portions of the ALHAT GN&C system from partner organizations into an instrument pod at NASA-JPL, integrated onto an Erickson Aircrane Helicopter at NASA-Dryden, and flight tested at the Edwards AFB Rogers dry lakebed over a field of human-made geometric hazards during the summer of 2010. Results show that the maximum operational range goal of 1 km is met and exceeded up to a value of 1.2 km. In addition, calibrated 3-D images of several hazards are acquired in real-time for later reconstruction into Digital Elevation Maps (DEM's).

Minority-spin t 2gstates and the degree of spin polarization in ferromagnetic metallic La 2-2xSr 1+2xMn 2O 7 (x = 0.38)

DOE PAGES

Sun, Z.; Wang, Q.; Douglas, J. F.; ...

2013-11-07

In this paper, a half-metal is a material with conductive electrons of one spin orientation. This type of substance has been extensively searched for due to the fascinating physics as well as the potential applications for spintronics. Ferromagnetic manganites are considered to be good candidates, though there is no conclusive evidence for this notion. Here we show that the ferromagnet La 2–2xSr 1+2xMn 2O 7 (x = 0.38) possesses minority-spin states, challenging whether any of the manganites may be true half-metals. However, when electron transport properties are taken into account on the basis of the electronic band structure, we foundmore » that the La 2–2xSr 1+2xMn 2O 7 (x = 0.38) can essentially behave like a complete half metal.« less

Landing Hazard Avoidance Display

NASA Technical Reports Server (NTRS)

Abernathy, Michael Franklin (Inventor); Hirsh, Robert L. (Inventor)

2016-01-01

Landing hazard avoidance displays can provide rapidly understood visual indications of where it is safe to land a vehicle and where it is unsafe to land a vehicle. Color coded maps can indicate zones in two dimensions relative to the vehicles position where it is safe to land. The map can be simply green (safe) and red (unsafe) areas with an indication of scale or can be a color coding of another map such as a surface map. The color coding can be determined in real time based on topological measurements and safety criteria to thereby adapt to dynamic, unknown, or partially known environments.

Rudder/Fin Seal Investigations for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.

2000-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a crew return vehicle (CRV) for the International Space Station. The X-38 control surfaces require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. This paper presents results for thermal analyses and flow and compression tests conducted on as-received and thermally exposed seals for the rudder/fin location of the X-38. A thermal analysis of the rudder/fin dual seal assembly based on representative heating rates on the windward surface of the rudder/fin area predicted a peak seal temperature of 1900 F. The temperature-exposed seals were heated in a compressed state at 1900 F corresponding to the predicted peak temperature. Room temperature compression tests were performed to determine load versus linear compression, preload, contact area, stiffness, and resiliency characteristics for the as-received and temperature-exposed seals. Temperature exposure resulted in permanent set and loss of resiliency in these seals. Unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits set to limit the loads on the Shuttle thermal tiles that the seals seal against in the rudder/fin location. Measured seal flow rates for a double seal were about 4.5 times higher than the preliminary seal flow goal. The seal designs examined in this study are expected to be able to endure the high temperatures that they will be exposed to for a single-use life. Tests performed herein combined with future analyses, arc jet tests, and scrubbing tests will be used to select the final seal design for this application.

Rudder/Fin Seal Investigations for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.

2000-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a crew return vehicle (CRV) for the International Space Station. The X-38 control surfaces require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. This paper presents results for thermal analyses and flow and compression tests conducted on as-received and thermally exposed seals for the rudder/fin location of the X-38. A thermal analysis of the rudder/fin dual seal assembly based on representative heating rates on the windward surface of the rudder/fin area predicted a peak seal temperature of 1900 F. The temperature-exposed seals were heated in a compressed state at 1900 F corresponding to the predicted peak temperature. Room temperature compression tests were performed to determine load versus linear compression, preload, contact area, stiffness, and resiliency characteristics for the as-received and temperature-exposed seals. Temperature exposure resulted in permanent set and loss of resiliency in these seals. Unit loads and contact pressures for the seals were below the five pounds/inch and ten psi limits set to limit the loads on the Shuttle thermal tiles that the seals seal against in the rudder/fin location. Measured seal flow rates for a double seal were about 4.5 times higher than the preliminary seal flow goal. The seal designs examined in this study are expected to be able to endure the high temperatures that they will be exposed to for a single-use life. Tests performed herein combined with future analyses, arc jet tests, and scrubbing tests will be used to select the final seal design for this application.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Image and Video Library

1999-07-09

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments.

Tropical land use land cover mapping in Pará (Brazil) using discriminative Markov random fields and multi-temporal TerraSAR-X data

NASA Astrophysics Data System (ADS)

Hagensieker, Ron; Roscher, Ribana; Rosentreter, Johannes; Jakimow, Benjamin; Waske, Björn

2017-12-01

Remote sensing satellite data offer the unique possibility to map land use land cover transformations by providing spatially explicit information. However, detection of short-term processes and land use patterns of high spatial-temporal variability is a challenging task. We present a novel framework using multi-temporal TerraSAR-X data and machine learning techniques, namely discriminative Markov random fields with spatio-temporal priors, and import vector machines, in order to advance the mapping of land cover characterized by short-term changes. Our study region covers a current deforestation frontier in the Brazilian state Pará with land cover dominated by primary forests, different types of pasture land and secondary vegetation, and land use dominated by short-term processes such as slash-and-burn activities. The data set comprises multi-temporal TerraSAR-X imagery acquired over the course of the 2014 dry season, as well as optical data (RapidEye, Landsat) for reference. Results show that land use land cover is reliably mapped, resulting in spatially adjusted overall accuracies of up to 79% in a five class setting, yet limitations for the differentiation of different pasture types remain. The proposed method is applicable on multi-temporal data sets, and constitutes a feasible approach to map land use land cover in regions that are affected by high-frequent temporal changes.

The X-38 Spacecraft Fault-Tolerant Avionics System

NASA Technical Reports Server (NTRS)

Kouba,Coy; Buscher, Deborah; Busa, Joseph

2003-01-01

In 1995 NASA began an experimental program to develop a reusable crew return vehicle (CRV) for the International Space Station. The purpose of the CRV was threefold: (i) to bring home an injured or ill crewmember; (ii) to bring home the entire crew if the Shuttle fleet was grounded; and (iii) to evacuate the crew in the case of an imminent Station threat (i.e., fire, decompression, etc). Built at the Johnson Space Center, were two approach and landing prototypes and one spacecraft demonstrator (called V201). A series of increasingly complex ground subsystem tests were completed, and eight successful high-altitude drop tests were achieved to prove the design concept. In this program, an unprecedented amount of commercial-off-the-shelf technology was utilized in this first crewed spacecraft NASA has built since the Shuttle program. Unfortunately, in 2002 the program was canceled due to changing Agency priorities. The vehicle was 80% complete and the program was shut down in such a manner as to preserve design, development, test and engineering data. This paper describes the X-38 V201 fault-tolerant avionics system. Based on Draper Laboratory's Byzantine-resilient fault-tolerant parallel processing system and their "network element" hardware, each flight computer exchanges information on a strict timescale to process input data, compare results, and issue voted vehicle output commands. Major accomplishments achieved in this development include: (i) a space qualified two-fault tolerant design using mostly COTS (hardware and operating system); (ii) a single event upset tolerant network element board, (iii) on-the-fly recovery of a failed processor; (iv) use of synched cache; (v) realignment of memory to bring back a failed channel; (vi) flight code automatically generated from the master measurement list; and (vii) built in-house by a team of civil servants and support contractors. This paper will present an overview of the avionics system and the hardware

The X-38 V-201 Flap Actuator Mechanism

NASA Technical Reports Server (NTRS)

Hagen, Jeff; Moore, Landon; Estes, Jay; Layer, Chris

2004-01-01

The X-38 Crew Rescue Vehicle V-201 space flight test article was designed to achieve an aerodynamically controlled re-entry from orbit in part through the use of two body mounted flaps on the lower rear side. These flaps are actuated by an electromechanical system that is partially exposed to the re-entry environment. These actuators are of a novel configuration and are unique in their requirement to function while exposed to re-entry conditions. The authors are not aware of any other vehicle in which a major actuator system was required to function throughout the complete re-entry profile while parts of the actuator were directly exposed to the ambient environment.

Role of Hf on Phase Formation in Ti45Zr(38-x)Hf(x)Ni17 Liquids and Solids

NASA Technical Reports Server (NTRS)

Wessels, V.; Sahu, K. K.; Gangopadhyay, A. K.; Huett, V. T.; Canepari, S.; Goldman, A. I.; Hyers, R. W.; Kramer, M. J.; Rogers, J. R.; Kelton, K. F.;

38 CFR 3.370 - Pulmonary tuberculosis shown by X-ray in active service.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 1 2010-07-01 2010-07-01 false Pulmonary tuberculosis... Rating Considerations Relative to Specific Diseases § 3.370 Pulmonary tuberculosis shown by X-ray in... connection for pulmonary tuberculosis. When under consideration, all available service department films and...

38 CFR 3.370 - Pulmonary tuberculosis shown by X-ray in active service.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 1 2012-07-01 2012-07-01 false Pulmonary tuberculosis... Rating Considerations Relative to Specific Diseases § 3.370 Pulmonary tuberculosis shown by X-ray in... connection for pulmonary tuberculosis. When under consideration, all available service department films and...

38 CFR 3.370 - Pulmonary tuberculosis shown by X-ray in active service.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 1 2013-07-01 2013-07-01 false Pulmonary tuberculosis... Rating Considerations Relative to Specific Diseases § 3.370 Pulmonary tuberculosis shown by X-ray in... connection for pulmonary tuberculosis. When under consideration, all available service department films and...

38 CFR 3.370 - Pulmonary tuberculosis shown by X-ray in active service.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 1 2011-07-01 2011-07-01 false Pulmonary tuberculosis... Rating Considerations Relative to Specific Diseases § 3.370 Pulmonary tuberculosis shown by X-ray in... connection for pulmonary tuberculosis. When under consideration, all available service department films and...

38 CFR 3.370 - Pulmonary tuberculosis shown by X-ray in active service.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 1 2014-07-01 2014-07-01 false Pulmonary tuberculosis... Rating Considerations Relative to Specific Diseases § 3.370 Pulmonary tuberculosis shown by X-ray in... connection for pulmonary tuberculosis. When under consideration, all available service department films and...

Launch, Low-Speed, and Landing Characteristics Determined from the First Flight of the North American X-15 Research Airplane

NASA Technical Reports Server (NTRS)

Finch, Thomas W.; Matranga, Gene J.

1959-01-01

The first flight of the North American X-15 research airplane was made on June 8, 1959. This was accomplished after completion of a series of captive flights with the X-15 attached to the B-52 carrier airplane to demonstrate the aerodynamic and systems compatibility of the X-15//B-52 combination and the X-15 subsystem operation. This flight was planned as a glide flight so that the pilot need not be concerned with the propulsion system. Discussions of the launch, low-speed maneuvering, and landing characteristics are presented, and the results are compared with predictions from preflight studies. The launch characteristics were generally satisfactory, and the X-15 vertical tail adequately cleared the B-52 wing cutout. The actual landing pattern and landing characteristics compared favorably with predictions, and the recommended landing technique of lowering the flaps and landing gear at a low altitude appears to be a satisfactory method of landing the X-15 airplane. There was a quantitative correlation between flight-measured and predicted lift-drag-ratio characteristics in the clean configuration and a qualitative correlation in the landing configuration. A longitudinal-controllability problem, which became severe in the landing configuration, was evident throughout the flight and, apparently, was aggravated by the sensitivity of the side-located control stick. In the low-to-moderate angle-of-attack range covered, the longitudinal and directional stability were indicated to be adequate.

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The North American X-15 settles to the lakebed after a research flight from what is now the NASA Dryden Flight Research Center, Edwards, California. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles

Space Station Astronauts Make Safe Landing on This Week @NASA – September 11, 2015

NASA Image and Video Library

2015-09-11

Aboard the International Space Station, the Expedition 45 crew – including new Commander Scott Kelly and Kjell Lindgren of NASA, said goodbye to Gennady Padalka of the Russian Federal Space Agency, Andreas Mogensen of ESA (European Space Agency) and Aidyn Aimbetov of the Kazakh Space Agency (Kazcosmos) as the trio climbed aboard their Soyuz spacecraft for the return trip to Earth. The Soyuz landed safely in Kazakhstan on Sept. 11 Eastern time, Sept. 12 in Kazakhstan -- closing out a 168-day mission for Padalka and an 8-day stay on the station for Mogensen and Aimbetov. Also, First Orion crew module segments welded, SLS Launch Vehicle Stage Adapter, New Ceres imagery, New Horizons update, 9/11 tribute and National Preparedness Month!

Activation of p38 MAPK-regulated Bcl-xL signaling increases survival against zoledronic acid-induced apoptosis in osteoclast precursors.

PubMed

Tai, Ta-Wei; Su, Fong-Chin; Chen, Ching-Yu; Jou, I-Ming; Lin, Chiou-Feng

2014-10-01

The nitrogen-containing bisphosphonate zoledronic acid (ZA) induces apoptosis in osteoclasts and inhibits osteoclast-mediated bone resorption. It is widely used to treat osteoporosis. However, some patients are less responsive to ZA treatment, and the mechanisms of resistance are still unclear. Here, we identified that murine osteoclast precursors may develop resistance to ZA-induced apoptosis. These resistant cells survived the apoptotic effect of ZA following an increase in anti-apoptotic Bcl-xL. Pharmacologically inhibiting Bcl-xL facilitated ZA-induced apoptosis. Treatment with ZA activated p38 MAPK, increasing Bcl-xL expression and cell survival. Nuclear import of β-catenin regulated by p38 MAPK determined Bcl-xL mRNA expression and cell survival in response to ZA. ZA also inactivated glycogen synthase kinase (GSK)-3β, a negative upstream regulator of β-catenin, in a p38 MAPK-mediated manner. Synergistic pharmacological inhibition of p38 MAPK with ZA attenuated receptor activator of nuclear factor kappa-B ligand (RANKL)-induced osteoclast differentiation and facilitated ZA-induced apoptosis. These results demonstrate that elevated Bcl-xL expression mediated by p38 MAPK-regulated GSK-3β/β-catenin signaling is required for cell survival of ZA-induced apoptosis in both osteoclast precursors and osteoclasts. Finally, we demonstrated that inhibiting p38 MAPK-mediated pathway enhanced ZA effect on increasing the bone mineral density of ovariectomized mice. This result suggests that targeting these pathways may represent a potential therapeutic strategy. Copyright © 2014 Elsevier Inc. All rights reserved.

X-38 on B-52 Wing Pylon - View from Observation Window

NASA Technical Reports Server (NTRS)

1997-01-01

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In

X-1 research aircraft landing on lakebed

NASA Technical Reports Server (NTRS)

1947-01-01

The first of the rocket-powered research aircraft, the X-1 (originally designated the XS-1), was a bullet-shaped airplane that was built by the Bell Aircraft Company for the US Air Force and the National Advisory Committee on Aeronautics (NACA). The mission of the X-1 was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier'. The first of the three X-1s was glide-tested at Pinecastle Air Force Base, FL, in early 1946. The first powered flight of the X-1 was made on Dec. 9, 1946, at Edwards Air Force Base with Chalmers Goodlin, a Bell test pilot, at the controls. On Oct. 14, 1947, with USAF Captain Charles 'Chuck' Yeager as pilot, the aircraft flew faster than the speed of sound for the first time. Captain Yeager ignited the four-chambered XLR-11 rocket engines after being air-launched from under the bomb bay of a B-29 at 21,000 ft. The 6,000-lbthrust ethyl alcohol/liquid oxygen burning rockets, built by Reaction Motors, Inc., pushed him up to a speed of 700 mph in level flight. Captain Yeager was also the pilot when the X-1 reached its maximum speed of 957 mph. Another USAF pilot. Lt. Col. Frank Everest, Jr., was credited with taking the X-1 to its maximum altitude of 71,902 ft. Eighteen pilots in all flew the X-1s. The number three plane was destroyed in a fire before ever making any powered flights. A single-place monoplane, the X-1 was 31 ft long, 10 ft high, and had a wingspan of 29 ft. It weighed 4,900 lb and carried 8,200 lb of fuel. It had a flush cockpit with a side entrance and no ejection seat. This roughly 30-second video clip shows the X-1 landing on Rogers Dry Lakebed followed by the safety chase aircraft.

Data fusion strategies for hazard detection and safe site selection for planetary and small body landings

NASA Astrophysics Data System (ADS)

Câmara, F.; Oliveira, J.; Hormigo, T.; Araújo, J.; Ribeiro, R.; Falcão, A.; Gomes, M.; Dubois-Matra, O.; Vijendran, S.

2015-06-01

This paper discusses the design and evaluation of data fusion strategies to perform tiered fusion of several heterogeneous sensors and a priori data. The aim is to increase robustness and performance of hazard detection and avoidance systems, while enabling safe planetary and small body landings anytime, anywhere. The focus is on Mars and asteroid landing mission scenarios and three distinct data fusion algorithms are introduced and compared. The first algorithm consists of a hybrid camera-LIDAR hazard detection and avoidance system, the H2DAS, in which data fusion is performed at both sensor-level data (reconstruction of the point cloud obtained with a scanning LIDAR using the navigation motion states and correcting the image for motion compensation using IMU data), feature-level data (concatenation of multiple digital elevation maps, obtained from consecutive LIDAR images, to achieve higher accuracy and resolution maps while enabling relative positioning) as well as decision-level data (fusing hazard maps from multiple sensors onto a single image space, with a single grid orientation and spacing). The second method presented is a hybrid reasoning fusion, the HRF, in which innovative algorithms replace the decision-level functions of the previous method, by combining three different reasoning engines—a fuzzy reasoning engine, a probabilistic reasoning engine and an evidential reasoning engine—to produce safety maps. Finally, the third method presented is called Intelligent Planetary Site Selection, the IPSIS, an innovative multi-criteria, dynamic decision-level data fusion algorithm that takes into account historical information for the selection of landing sites and a piloting function with a non-exhaustive landing site search capability, i.e., capable of finding local optima by searching a reduced set of global maps. All the discussed data fusion strategies and algorithms have been integrated, verified and validated in a closed-loop simulation environment

43 CFR 38.3 - Administration of adjusted rates of pay.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 43 Public Lands: Interior 1 2010-10-01 2010-10-01 false Administration of adjusted rates of pay. 38.3 Section 38.3 Public Lands: Interior Office of the Secretary of the Interior PAY OF U.S. PARK POLICE-INTERIM GEOGRAPHIC ADJUSTMENTS § 38.3 Administration of adjusted rates of pay. (a) An employee is...

X-24B on Lakebed Showing Upper Body Shape

NASA Technical Reports Server (NTRS)

1972-01-01

The sleek, futuristic shape of the X-24B lifting body research vehicle can be clearly seen in this look-down view of the aircraft on Rogers Dry Lake, adjacent to the NASA Flight Research Center, Edwards, California. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated

Lithiation-induced zinc clustering of Zn 3, Zn 12, and Zn 18 units in Zintl-like Ca ~30Li 3+xZn 60-x (x=0.44-1.38)

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

Lin, Qisheng

2014-11-14

Zinc clusters are not common for binary intermetallics with relatively low zinc content, but this work shows that zinc clustering can be triggered by lithiation, as exemplified by Ca ~30Li 3+xZn 60-x, P6/mmm, Z = 1, which can be directly converted from CaZn 2. Two end members of the solid solution (x = 0.44 and 1.38) were established and structurally characterized by single-crystal X-ray diffraction analyses: Ca 30Li 3.44(6)Zn59.56(6), a = 15.4651(9) Å, c = 9.3898(3) Å; Ca 30.45(2)Li 4.38(6)Zn 58.62(6), a = 15.524(3) Å, c = 9.413(2) Å. The structures of Ca ~30Li 3+xZn 60-x feature a condensed anionicmore » network of Zn3 triangles, lithium-centered Zn12 icosahedra, and arachno-(Zn,Li)18 tubular clusters that are surrounded respectively by Ca 14, Ca 20, and Ca 30 polyhedra. These polyhedra share faces and form a clathrate-like cationic framework. The specific occupation of lithium in the structure is consistent with theoretical “coloring” analyses. Analysis by the linear muffin-tin orbital (LMTO) method within the atomic sphere approximation reveals that Ca ~30Li 3+xZn 60-x is a metallic, Zintl-like phase with an open-shell electronic structure. The contribution of Ca–Zn polar covalent interactions is about 41%.« less

Interfacing and Verifying ALHAT Safe Precision Landing Systems with the Morpheus Vehicle

NASA Technical Reports Server (NTRS)

Carson, John M., III; Hirsh, Robert L.; Roback, Vincent E.; Villalpando, Carlos; Busa, Joseph L.; Pierrottet, Diego F.; Trawny, Nikolas; Martin, Keith E.; Hines, Glenn D.

2015-01-01

The NASA Autonomous precision Landing and Hazard Avoidance Technology (ALHAT) project developed a suite of prototype sensors to enable autonomous and safe precision landing of robotic or crewed vehicles under any terrain lighting conditions. Development of the ALHAT sensor suite was a cross-NASA effort, culminating in integration and testing on-board a variety of terrestrial vehicles toward infusion into future spaceflight applications. Terrestrial tests were conducted on specialized test gantries, moving trucks, helicopter flights, and a flight test onboard the NASA Morpheus free-flying, rocket-propulsive flight-test vehicle. To accomplish these tests, a tedious integration process was developed and followed, which included both command and telemetry interfacing, as well as sensor alignment and calibration verification to ensure valid test data to analyze ALHAT and Guidance, Navigation and Control (GNC) performance. This was especially true for the flight test campaign of ALHAT onboard Morpheus. For interfacing of ALHAT sensors to the Morpheus flight system, an adaptable command and telemetry architecture was developed to allow for the evolution of per-sensor Interface Control Design/Documents (ICDs). Additionally, individual-sensor and on-vehicle verification testing was developed to ensure functional operation of the ALHAT sensors onboard the vehicle, as well as precision-measurement validity for each ALHAT sensor when integrated within the Morpheus GNC system. This paper provides some insight into the interface development and the integrated-systems verification that were a part of the build-up toward success of the ALHAT and Morpheus flight test campaigns in 2014. These campaigns provided valuable performance data that is refining the path toward spaceflight infusion of the ALHAT sensor suite.

Role of the CD34+ 38- cells in posttransplant hematopoietic recovery.

PubMed

Hénon, P; Sovalat, H; Bourderont, D; Ojeda-Uribe, M; Arkam, Y; Wunder, E; Raidot, J P; Husseini, F; Audhuy, B

1998-01-01

Using three different statistical tests in parallel, we showed in a preliminary study that neither mononuclear cells, CD34+ 33+ or 33- cells, nor CD34+ 38+ cells significantly correlated with engraftment kinetics following autologous blood cell transplantation (ABCT). We additionally demonstrated here, in a series of patients suffering from malignant diseases, that the graft content in CD34+ 38- cells is individually a more sensitive indicator of the earliest, as well as the latest post-ABCT trilineage hematopoietic recovery than the colony-forming units-granulocyte-macrophage and even the total CD34+ cell content. This suggests that the CD34+ 38- cell population is itself subdivided into two more subsets, one being already lineage-committed and responsible for short-term engraftment, the other containing only very primitive hematopoietic cells responsible for sustained engraftment. Strong arguments favor the probability that these subsets correspond to HLA-DR+ and DR cells, respectively. We also defined an optimal threshold value of 0.05 x 10(6) CD34+ 38- cells/kg of the patient's body weight (b.w.) above which a rapid and sustained trilineage engraftment safely occurs. In fact, infusion of lower numbers of cells seems to have a more significant impact on long-term compared to short-term neutrophil recovery and on platelet kinetics engraftment. We additionally looked for the eventual influence on engraftment time of the type of disease, and of post-ABCT administration of hematopoietic growth factors (HGF). When the type of disease appeared to have no influence on the engraftment time, posttransplant HGF administration significantly reduced the time to trilineage engraftment in patients transplanted with < 0.05 x 10(6) CD34+ 38- cells, thus justifying it in case of reinfusion of low numbers of CD34+ 38- cells. On the other hand, the administration of HGF after infusion of more than 0.05 x 10(6) CD34+ 38- cells/kg b.w. did not hasten more, or only very little, the

The X-38 V-201 Fin Fold Actuation Mechanism

NASA Technical Reports Server (NTRS)

Lupo, Christian; Robertson, Brandan; Gafka, George

2004-01-01

The X-38 Vehicle 201 (V-201) is a space flight prototype lifting body vehicle that was designed to launch to orbit in the Space Shuttle orbiter payload bay. Although the project was cancelled in May 2003, many of the systems were nearly complete. This paper will describe the fin folding actuation mechanism flight subsystems and development units as well as lessons learned in the design, assembly, development testing, and qualification testing. The two vertical tail fins must be stowed (folded inboard) to allow the orbiter payload bay doors to close. The fin folding actuation mechanism is a remotely or extravehicular activity (EVA) actuated single fault tolerant system consisting of seven subsystems capable of repeatedly deploying or stowing the fins.

Evaluation of the Cargill SafeLane surface overlay.

DOT National Transportation Integrated Search

2009-01-01

A recent development in polymer concrete overlays is the Cargill SafeLane surface overlay (SafeLane overlay). The 3/8-in-thick overlay is constructed with epoxy and broadcast aggregates, as are typical multiple-layer epoxy overlays that are used to p...

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

A transport aircraft lands for the first time under engine power only, as this McDonnell Douglas MD-11 touches down at 11:38 a.m., Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

A transport aircraft lands for the first time under engine power only, as this McDonnell Douglas MD-11 touches down at 11:38 a.m., Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

GPS Lessons Learned from the International Space Station, Space Shuttle and X-38

NASA Technical Reports Server (NTRS)

Goodman, John L.

2005-01-01

This document is a collection of writings concerning the application of Global Positioning System (GPS) technology to the International Space Station (ISS), Space Shuttle, and X-38 vehicles. An overview of how GPS technology was applied is given for each vehicle, including rationale behind the integration architecture, and rationale governing the use (or non-use) of GPS data during flight.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket

Overview of X-38 Hypersonic Wind Tunnel Data and Comparison with Numerical Results

NASA Technical Reports Server (NTRS)

Campbell, Charles H.; Caram, Jose; Berry, Scott; DiFulvio, Michael; Horvath, Tom

1997-01-01

A NASA team of engineers has been organized to design a crew return vehicle for returning International Space Station crew members from orbit. The hypersonic characteristics of this X-23/X-2&4 derived crew return vehicle (designated X-38) are being evaluated in various wind tunnels in support of this effort. Aerodynamic data has been acquired in three NASA hypersonic facilities at Mach 20, and Mach 6. Computational Fluid Dynamics tools have been applied at the appropriate wind tunnel conditions to make comparisons with portions of this data. Experimental data from the Mach 6 Air and CF4 facilities illustrate a net positive pitching moment increment due to density ratio, as well as increased elevon effectiveness. Chemical nonequilibrium computational fluid dynamics solutions at flight conditions reinforce this conclusion.

X-24A in Powered Flight after Drop from B-52 Mothership

NASA Technical Reports Server (NTRS)

1970-01-01

The X-24A lights its XLR-11 rocket engine and begins its powered flight after being drop launched from its B-52 mothership, seen here with high-altitude contrails streaming from its wings against a piercingly dark blue sky. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B

[Impact of land use type on stability and organic carbon of soil aggregates in Jinyun Mountain].

PubMed

Li, Jian-Lin; Jiang, Chang-Sheng; Hao, Qing-Ju

2014-12-01

land will enhance the stability of soil aggregates, and improve the ability of soil to resist external damage. The organic carbon content in each soil aggregate of four land use types decreased with the increase of soil depth. In soil depth of 0-60 cm, the storage of organic carbon of large macroaggregates in each soil are in orders of woodland (14.98 Mg x hm(-2)) > abandoned land (8.71 Mg x hm(-2)) > orchard (5.82 Mg x hm(-2)) > sloping farmland (2.13 Mg x hm(-2)), and abandoned land (35.61 Mg x hm(-2)) > woodland (20.38 Mg x hm-(-2)) > orchard (13.83 Mg x hm(-2)) > sloping farmland (6.77 Mg x hm(-2)) in small macroaggregates, and abandoned land (22.44 Mg x hm(-2)) > woodland (10.20 Mg x hm(-2)) > orchard (6.80 Mg x hm(-2)) > sloping farmland (5. 60 Mg x hm(-2)) in microaggregates, and abandoned land (22.21 Mg x hm(-2)) > woodland (17.01 Mg x hm(-2)) > orchard (16.70 Mg x hm(-2)) > sloping farmland (9.85 Mg x hm(-2)) in silt and clay fraction. Storage of organic carbon in each aggregate in the soils of woodland and abandoned land were higher than those in the soils of orchard and sloping farmland, which indicated that reclamation of woodland will lead to a loss of organic carbon in each soil aggregate fraction, while after changing the sloping farmland to abandoned land will contribute to restore and sequestrate the soil organic carbon. In addition, it showed that most organic carbon accumulated in small macroaggregate in soils of woodland and abandoned land, while they are in silt and clay in soils of orchard and sloping farmland, indicating that organic carbon in larger aggregates is unstable and is easier to convert during the land use change.

X-34 Vehicle Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Brauckmann, Gregory J.

1998-01-01

The X-34, being designed and built by the Orbital Sciences Corporation, is an unmanned sub-orbital vehicle designed to be used as a flying test bed to demonstrate key vehicle and operational technologies applicable to future reusable launch vehicles. The X-34 will be air-launched from an L-1011 carrier aircraft at approximately Mach 0.7 and 38,000 feet altitude, where an onboard engine will accelerate the vehicle to speeds above Mach 7 and altitudes to 250,000 feet. An unpowered entry will follow, including an autonomous landing. The X-34 will demonstrate the ability to fly through inclement weather, land horizontally at a designated site, and have a rapid turn-around capability. A series of wind tunnel tests on scaled models was conducted in four facilities at the NASA Langley Research Center to determine the aerodynamic characteristics of the X-34. Analysis of these test results revealed that longitudinal trim could be achieved throughout the design trajectory. The maximum elevon deflection required to trim was only half of that available, leaving a margin for gust alleviation and aerodynamic coefficient uncertainty. Directional control can be achieved aerodynamically except at combined high Mach numbers and high angles of attack, where reaction control jets must be used. The X-34 landing speed, between 184 and 206 knots, is within the capabilities of the gear and tires, and the vehicle has sufficient rudder authority to control the required 30-knot crosswind.

An unbiased view of X-ray obscuration amongst active galactic nuclei with NuLANDS

NASA Astrophysics Data System (ADS)

Boorman, Peter Gregory; Gandhi, Poshak; Stern, Daniel; Harrison, Fiona; NuSTAR Obscured AGN Team

2018-01-01

Nearly all active galactic nuclei (AGN) are obscured in X-rays behind column densities of NH ≥ 1022 cm-2. Hard X-ray studies have proven very effective to quanitfy the levels of obscuration amongst AGN, up to and just above the Compton-thick limit (NH ˜ 1.5 × 1024 cm-2). However, Compton-thick sources with NH values beyond this limit are typically missed in hard X-ray all-sky surveys such as Swift/BAT, requiring many studies to apply considerable bias corrections to account for the loss. Incorrectly quanitfying the heavily obscured AGN population can have a dramatic effect on synthesis models designed to fit the Cosmic X-ray Background spectrum, due to their significant contribution to the peak flux of the background at ~30 keV. This is what motivated the NuSTAR Local AGN NH Distribution Survey (NuLANDS) - a NuSTAR 1 Ms legacy survey of an obscuration-independent, infrared selected sample of AGN, undetected by BAT and unobserved by NuSTAR before - a considerable number of which are predicted to be heavily obscured. NuSTAR is the first true X-ray focusing instrument capable of spectral analysis > 10 keV, and as such can and will place robust constraints on the NH values of these elusive AGN. In this poster, I will present the first results from NuLANDS, including multiple newly identified Compton-thick AGN, previously undetected in the Swift/BAT 70-month catalog. I will further highlight the exciting prospects for the complete NuLANDS sample, with the ultimate goal of constructing a representative NH distribution of AGN in the local Universe, requiring minimal bias corrections.

Overview of X-38 Hypersonic Aerothermodynamic Wind Tunnel Data and Comparison with Numerical Results

NASA Technical Reports Server (NTRS)

Campbell, C.; Caram, J.; Berry, S.; Horvath, T.; Merski, N.; Loomis, M.; Venkatapathy, E.

2004-01-01

A NASA team of engineers has been organized to design a crew return vehicle for returning International Space Station crew members from orbit. The hypersonic aerothermodynamic characteristics of the X-23/X-24A derived X-38 crew return vehicle are being evaluated in various wind tunnels in support of this effort. Aerothermodynamic data from two NASA hypersonic tunnels at Mach 6 and Mach 10 has been obtained with cast ceramic models and a thermographic phosphorus digital imaging system. General windward surface heating features are described based on experimental surface heating images and surface oil flow patterns for the nominal hypersonic aerodynamic orientation. Body flap reattachment heating levels are examined. Computational Fluid Dynamics tools have been applied at the appropriate wind tunnel conditions to make comparisons with this data.

14 CFR 91.119 - Minimum safe altitudes: General.

Code of Federal Regulations, 2011 CFR

2011-01-01

... persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Minimum safe altitudes: General. 91.119... § 91.119 Minimum safe altitudes: General. Except when necessary for takeoff or landing, no person may...

14 CFR 91.119 - Minimum safe altitudes: General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Minimum safe altitudes: General. 91.119... § 91.119 Minimum safe altitudes: General. Except when necessary for takeoff or landing, no person may...

Design and Demonstration of Bolt Retractor Separation System for X-38 Deorbit Propulsion Stage

NASA Technical Reports Server (NTRS)

Ahmed, Raf; Johnston, A. S.; Garrison, J. C.; Gaines, J. L.; Waggoner, J. D.

2003-01-01

A separation system was designed for the X-38 experimental crew return vehicle program to allow the Deorbit Propulsion Stage (DPS) to separate from the X-38 lifting body during reentry operations. The configuration chosen was a spring-loaded plunger, known as the Bolt Retractor Subsystem (BRS), that retracts each of the six DPS-to-lifting body attachment bolts across the interface plane after being triggered by a separation nut mechanism. The system was designed to function on the ground in an atmospheric environment as well as in space. The BRS provides the same functionality as that of a completely pyrotechnic shear separation system that would normally be considered ideal for this application, but at a much lower cost. This system also could potentially be applied to future space station crew return vehicles. The design goal of 40 ms retraction time was successfully met in a series of demonstrations performed at the NASA Marshall Space Flight Center s Pyrotechnic Shock Facility (PSF) and Flight Robotics Laboratory (FRL). It must be emphasized that a full-scale test series was not performed on the BRS due to program schedule and cost constraints.

X-15 #2 landing accident at Mud Lake, Nevada on November 9, 1962 after flight 2-31-52

NASA Image and Video Library

1962-11-09

NASA research pilot Jack McKay was injured in a crash landing of the X-15 #2 on November 9, 1962. Following the launch from the B-52 to begin flight 2-31-52, he started the X-15's rocket engine, only to discover that it produced just 30 percent of its maximum thrust. He had to make a high-speed emergency landing on Mud Lake, NV, without flaps but with a significant amount of fuel still in the aircraft. As the X-15 slid across the lakebed, the left skid collapsed; the aircraft turned sideways and flipped onto its back. McKay suffered back injuries but was eventually able to resume X-15 pilot duties, making 22 more flights. The X-15 was sent back to North American Aviation and rebuilt into the X-15A-2.

Further Investigations of Control Surface Seals for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.; Newquist, Charles W.; Verzemnieks, Juris

2001-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a potential crew return vehicle (CRV) for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. NASAs Johnson Space Center (JSC) and Glenn Research Center (GRC) are working together to develop and evaluate seals for these control surfaces. This paper presents results for compression. flow, scrub, and arc jet tests conducted on the baseline X-38 rudder/fin seal design. Room temperature seal compression tests were performed at low compression levels to determine load versus linear compression, preload. contact area, stiffness. and resiliency characteristics under low load conditions. For all compression levels that were tested, unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits required to limit the loads on the adjoining Shuttle thermal tiles that the seals will contact. Flow rates through an unloaded (i.e. 0% compression) double arrangement were twice those of a double seal compressed to the 20% design compression level. The seals survived an ambient temperature 1000 cycle scrub test over relatively rough Shuttle tile surfaces. The seals were able to disengage and re-engage the edges of the rub surface tiles while being scrubbed over them. Arc jet tests were performed to experimentally determine anticipated seal temperatures for representative flow boundary conditions (pressures and temperatures) under simulated vehicle re-entry conditions. Installation of a single seat in the gap of the test fixture caused a large temperature drop (1710 F) across the seal

Proposal for a lunar landing pod for SKITTER

NASA Technical Reports Server (NTRS)

Herman, David; Huang, Frank; Morelli, Mark; Njaka, Chima; Pope, Michael; Rice, Michael

1987-01-01

The purpose of this project is to design a lunar landing module for the SKITTER vehicle. SKITTER is a three-legged mobile lunar transport and work platform. This lunar landing module must be able to bring SKITTER, with attached crane, from a lunar orbit to the surface of the Moon. This propulsion system is entirely self-contained and removable after touchdown. SKITTER is unmanned and must be able to touch down on the lunar surface and perform assigned tasks independently of other space or lunar vehicles. The propulsion system is designed to ensure that the vehicle will make a lunar landing within the expected velocity range. A landing gear configuration is presented to safely dissipate landing forces on lunar impact and be removed from the SKITTER structure after touchdown. The overall engineering analysis was conducted to determine an economical design to land SKITTER safely on the Moon. SKITTER will perform various tasks on the surface of the Moon. The completion of this project will determine the feasibility of landing SKITTER with the attached crane safely on the lunar surface.

Method and device for landing aircraft dependent on runway occupancy time

NASA Technical Reports Server (NTRS)

Ghalebsaz Jeddi, Babak (Inventor)

2012-01-01

A technique for landing aircraft using an aircraft landing accident avoidance device is disclosed. The technique includes determining at least two probability distribution functions; determining a safe lower limit on a separation between a lead aircraft and a trail aircraft on a glide slope to the runway; determining a maximum sustainable safe attempt-to-land rate on the runway based on the safe lower limit and the probability distribution functions; directing the trail aircraft to enter the glide slope with a target separation from the lead aircraft corresponding to the maximum sustainable safe attempt-to-land rate; while the trail aircraft is in the glide slope, determining an actual separation between the lead aircraft and the trail aircraft; and directing the trail aircraft to execute a go-around maneuver if the actual separation approaches the safe lower limit. Probability distribution functions include runway occupancy time, and landing time interval and/or inter-arrival distance.

25 CFR 226.38 - Measuring and storing oil.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 25 Indians 1 2011-04-01 2011-04-01 false Measuring and storing oil. 226.38 Section 226.38 Indians... LANDS FOR OIL AND GAS MINING Requirements of Lessees § 226.38 Measuring and storing oil. All production.... Facilities suitable for containing and measuring accurately all crude oil produced from the wells shall be...

25 CFR 226.38 - Measuring and storing oil.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 25 Indians 1 2010-04-01 2010-04-01 false Measuring and storing oil. 226.38 Section 226.38 Indians... LANDS FOR OIL AND GAS MINING Requirements of Lessees § 226.38 Measuring and storing oil. All production.... Facilities suitable for containing and measuring accurately all crude oil produced from the wells shall be...

25 CFR 226.38 - Measuring and storing oil.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 25 Indians 1 2012-04-01 2011-04-01 true Measuring and storing oil. 226.38 Section 226.38 Indians... LANDS FOR OIL AND GAS MINING Requirements of Lessees § 226.38 Measuring and storing oil. All production.... Facilities suitable for containing and measuring accurately all crude oil produced from the wells shall be...

25 CFR 226.38 - Measuring and storing oil.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 25 Indians 1 2013-04-01 2013-04-01 false Measuring and storing oil. 226.38 Section 226.38 Indians... LANDS FOR OIL AND GAS MINING Requirements of Lessees § 226.38 Measuring and storing oil. All production.... Facilities suitable for containing and measuring accurately all crude oil produced from the wells shall be...

25 CFR 226.38 - Measuring and storing oil.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 25 Indians 1 2014-04-01 2014-04-01 false Measuring and storing oil. 226.38 Section 226.38 Indians... LANDS FOR OIL AND GAS MINING Requirements of Lessees § 226.38 Measuring and storing oil. All production.... Facilities suitable for containing and measuring accurately all crude oil produced from the wells shall be...

X-24B with Test Pilot Michael V. Love

NASA Technical Reports Server (NTRS)

1973-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting-body research vehicle at Edwards Air Force Base in 1973. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air

Global opportunities in land and water use while staying within the safe (and just) operating space: quantifications of interactions and tradeoffs

NASA Astrophysics Data System (ADS)

Gerten, Dieter; Jägermeyr, Jonas; Heck, Vera

2016-04-01

Staying within the safe and just operating space as defined by multiple planetary boundaries will be a major challenge especially in view of anticipated future increases in food demand, the potential need for balancing climate change (e.g. through terrestrial carbon dioxide removal) and its impacts, and the water and land demand associated with these goals and measures. This presentation will show simulation results from a comprehensive model-based study on the global potentials of diverse crop management options considered as opportunities to stay within the planetary boundaries for human freshwater use and land-system change. The quantified on-farm options include rainwater harvesting, soil conservation and more efficient irrigation, all of which are designed to use neither more water nor more land for agriculture than is presently the case. Results show that irrigation efficiency improvements could save substantial amounts of water in many river basins (globally 48% of non-productive water consumption in an ambitious scenario), and if rerouted to irrigate neighbouring rainfed systems, could at the same time boost kilocalorie production by 26% globally. Low-tech solutions for small-scale farmers on water-limited croplands show the potential to increase rainfed yields to a similar extent. In combination, such ambitious yet achievable integrated water management strategies could increase global kcal production by 41% and close the water-related yield gap by 62%. Global climate change would have adverse effects on crop yields in many regions, but the improvements in water management quantified here could buffer such effects to a significant degree. Thus, a substantial amount of anticipated future needs for food production could be fulfilled without further approaching / transgressing planetary boundaries. In addition, it will be shown how large-scale biomass plantations for the purpose of terrestrial CO2 removal (climate engineering, potentially implemented should

33 CFR 143.105 - Personnel landings.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 33 Navigation and Navigable Waters 2 2010-07-01 2010-07-01 false Personnel landings. 143.105...) OUTER CONTINENTAL SHELF ACTIVITIES DESIGN AND EQUIPMENT OCS Facilities § 143.105 Personnel landings. (a) Sufficient personnel landings shall be provided on each manned OCS facility to assure safe access and egress...

33 CFR 143.105 - Personnel landings.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 33 Navigation and Navigable Waters 2 2011-07-01 2011-07-01 false Personnel landings. 143.105...) OUTER CONTINENTAL SHELF ACTIVITIES DESIGN AND EQUIPMENT OCS Facilities § 143.105 Personnel landings. (a) Sufficient personnel landings shall be provided on each manned OCS facility to assure safe access and egress...

Assessment of Mars Exploration Rover Landing Site Predictions

NASA Technical Reports Server (NTRS)

Golombek, M. P.; Arvidson, R. E.; Bell, J. F., III; Christensen, P. R.; Crisp, J. A.; Ehlmann, B. L.; Fergason, R. L.; Grant, J. A.; Haldemann, A. F. C.; Parker, T. J.;

X-38 Ship #2 in Free Flight after Release from B-52 Mothership

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the

SafeLand guidelines for landslide monitoring and early warning systems in Europe - Design and required technology

NASA Astrophysics Data System (ADS)

Bazin, S.

2012-04-01

Landslide monitoring means the comparison of landslide characteristics like areal extent, speed of movement, surface topography and soil humidity from different periods in order to assess landslide activity. An ultimate "universal" methodology for this purpose does not exist; every technology has its own advantages and disadvantages. End-users should carefully consider each one to select the methodologies that represent the best compromise between pros and cons, and are best suited for their needs. Besides monitoring technology, there are many factors governing the choice of an Early Warning System (EWS). A people-centred EWS necessarily comprises five key elements: (1) knowledge of the risks; (2) identification, monitoring, analysis and forecasting of the hazards; (3) operational centre; (4) communication or dissemination of alerts and warnings; and (5) local capabilities to respond to the warnings received. The expression "end-to-end warning system" is also used to emphasize that EWSs need to span all steps from hazard detection through to community response. The aim of the present work is to provide guidelines for establishing the different components for landslide EWSs. One of the main deliverables of the EC-FP7 SafeLand project addresses the technical and practical issues related to monitoring and early warning for landslides, and identifies the best technologies available in the context of both hazard assessment and design of EWSs. This deliverable targets the end-users and aims to facilitate the decision process by providing guidelines. For the purpose of sharing the globally accumulated expertise, a screening study was done on 14 EWSs from 8 different countries. On these bases, the report presents a synoptic view of existing monitoring methodologies and early-warning strategies and their applicability for different landslide types, scales and risk management steps. Several comprehensive checklists and toolboxes are also included to support informed

Development Of An 80'-Diameter Ribbon Drogue Parachute For The NASA X-38 Vehicle

NASA Technical Reports Server (NTRS)

Behr, Vance L.; Wolf, Dean F.; Rutledge, Bruce A.; Hillebrandt, F. David

2001-01-01

The NASA X-38 program required a larger, more robust drogue parachute. A multi-organizational team from NASA, Sandia National Laboratories, United Space Alliance, and Pioneer Aerospace Corporation has developed and tested a new 80-ft.-dia., quarter-spherical, ribbon drogue parachute. The design requirements, design specifics, margin analyses, and results of testing are all discussed herein. Some of the weight advantages of switching from Kevlar to Zylon for radial, line and riser materials are presented.

Getting Home Safe and Sound: Occupational Safety and Health Administration at 38

PubMed Central

Silverstein, Michael

2008-01-01

The Occupational Safety and Health Act of 1970 (OSHAct) declared that every worker is entitled to safe and healthful working conditions, and that employers are responsible for work being free from all recognized hazards. Thirty-eight years after these assurances, however, it is difficult to find anyone who believes the promise of the OSHAct has been met. The persistence of preventable, life-threatening hazards at work is a failure to keep a national promise. I review the history of the Occupational Safety and Health Administration and propose measures to better ensure that those who go to work every day return home safe and sound. These measures fall into 6 areas: leverage and accountability, safety and health systems, employee rights, equal protection, framing, and infrastructure. PMID:18235060

Getting home safe and sound: occupational safety and health administration at 38.

PubMed

Silverstein, Michael

2008-03-01

The Occupational Safety and Health Act of 1970 (OSHAct) declared that every worker is entitled to safe and healthful working conditions, and that employers are responsible for work being free from all recognized hazards. Thirty-eight years after these assurances, however, it is difficult to find anyone who believes the promise of the OSHAct has been met. The persistence of preventable, life-threatening hazards at work is a failure to keep a national promise. I review the history of the Occupational Safety and Health Administration and propose measures to better ensure that those who go to work every day return home safe and sound. These measures fall into 6 areas: leverage and accountability, safety and health systems, employee rights, equal protection, framing, and infrastructure.

40 CFR 144.38 - Transfer of permits.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) UNDERGROUND INJECTION CONTROL PROGRAM Authorization by Permit § 144.38 Transfer of permits. (a) Transfers by... incorporate such other requirements as may be necessary under the Safe Drinking Water Act. (b) Automatic...

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator to help develop an emergency Crew Return Vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research

43 CFR 38.2 - Computation of hourly, daily, weekly, and biweekly adjusted rates of pay.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 43 Public Lands: Interior 1 2010-10-01 2010-10-01 false Computation of hourly, daily, weekly, and biweekly adjusted rates of pay. 38.2 Section 38.2 Public Lands: Interior Office of the Secretary of the Interior PAY OF U.S. PARK POLICE-INTERIM GEOGRAPHIC ADJUSTMENTS § 38.2 Computation of hourly, daily, weekly...

SpaceX Recovery Trainer Egress and Handling Testing

NASA Image and Video Library

2018-04-17

Pararescue specialists from the 304th Rescue Squadron, located in Portland, Oregon and supporting the 45th Operations Group’s Detachment 3, based out of Patrick Air Force Base, prepare equipment during an April astronaut rescue exercise with NASA’s Commercial Crew Program and SpaceX off of Florida’s eastern coast. The pararescue specialists, also known as “Guardian Angels,” jumped from military aircraft and simulated a rescue operation to demonstrate their ability to safely remove crew from the SpaceX Crew Dragon in the unlikely event of an emergency landing. The pararescue specialists are fully qualified paramedics able to perform field surgery, if necessary.

X-24B with Test Pilot Lt. Col. Michael V. Love

NASA Technical Reports Server (NTRS)

1976-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting body research vehicle at Edwards Air Force Base in 1976. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976 - less than a month after this photo was taken. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered

Safe Use of Pesticides, Guidelines. Occupational Safety and Health Series No. 38.

ERIC Educational Resources Information Center

International Labour Office, Geneva (Switzerland).

This document provides guidance on the safe use of pesticides in agricultural work. General principles are given and followed by more detailed safety requirements for the various pesticide application techniques. Finally, the medical aspects of pesticides are considered. (BB)

Battery/Ultracapacitor Evaluation for X-38 Crew Return Vehicle (CRV)

NASA Technical Reports Server (NTRS)

Darcy, Eric; Strangways, Bradley

1999-01-01

This presentation reported on the evaluation of the battery/ultracapacitor for the crew return vehicle (CRV). The CRV, as part of the international space station (ISS) planning, will be available to return to earth an ill or injured crew person, or if the ISS becomes unsafe, and the shuttle is not available. The requirements of the X-38 CRV are reviewed, and in light of the power requirements, the battery's required performance is reviewed. The ultracapacitor bank, and its test method is described. The test results are reviewed. A picture of the test set up is displayed showing the ultracapacitor bank and the NiMH battery. The presentation continues by reviewing tests of 5 available trade high power cell designs: (1) Hawker lead acid, (2) Bolder lead acid, (3) Energizer NiMH, (4) Sanyo NiCd, and (5) Energizer NiCd. The test methods and results are reviewed. There is also a review of the issues concerning lead acid batteries and conclusions.

Precision Landing and Hazard Avoidance Doman

NASA Technical Reports Server (NTRS)

Robertson, Edward A.; Carson, John M., III

2016-01-01

The Precision Landing and Hazard Avoidance (PL&HA) domain addresses the development, integration, testing, and spaceflight infusion of sensing, processing, and GN&C functions critical to the success and safety of future human and robotic exploration missions. PL&HA sensors also have applications to other mission events, such as rendezvous and docking. Autonomous PL&HA builds upon the core GN&C capabilities developed to enable soft, controlled landings on the Moon, Mars, and other solar system bodies. Through the addition of a Terrain Relative Navigation (TRN) function, precision landing within tens of meters of a map-based target is possible. The addition of a 3-D terrain mapping lidar sensor improves the probability of a safe landing via autonomous, real-time Hazard Detection and Avoidance (HDA). PL&HA significantly improves the probability of mission success and enhances access to sites of scientific interest located in challenging terrain. PL&HA can also utilize external navigation aids, such as navigation satellites and surface beacons. Advanced Lidar Sensors High precision ranging, velocimetry, and 3-D terrain mapping Terrain Relative Navigation (TRN) TRN compares onboard reconnaissance data with real-time terrain imaging data to update the S/C position estimate Hazard Detection and Avoidance (HDA) Generates a high-resolution, 3-D terrain map in real-time during the approach trajectory to identify safe landing targets Inertial Navigation During Terminal Descent High precision surface relative sensors enable accurate inertial navigation during terminal descent and a tightly controlled touchdown within meters of the selected safe landing target.

Land Mines Removal

NASA Technical Reports Server (NTRS)

1999-01-01

The same rocket fuel that helps power the Space Shuttle as it thunders into orbit will now be taking on a new role, with the potential to benefit millions of people worldwide. Leftover rocket fuel from NASA is being used to make a flare that destroys land mines where they were buried, without using explosives. The flare is safe to handle and easy to use. People working to deactivate the mines simply place the flare next to the uncovered land mine and ignite it from a safe distance using a battery-triggered electric match. The flare burns a hole in the land mine's case and ignites its explosive contents. The explosive burns away, disabling the mine and rendering it harmless. Using leftover rocket fuel to help destroy land mines incurs no additional costs to taxpayers. To ensure enough propellant is available for each Shuttle mission, NASA allows for a small percentage of extra propellant in each batch. Once mixed, surplus fuel solidifies and carnot be saved for use in another launch. In its solid form, it is an ideal ingredient for new the flare. The flare was developed by Thiokol Propulsion in Brigham City, Utah, the NASA contractor that designs and builds rocket motors for the Solid Rocket Booster Space Shuttle. An estimated 80 million or more active land mines are scattered around the world in at least 70 countries, and kill or maim 26,000 people a year. Worldwide, there is one casualty every 22 minutes.

Land Mines Removal

NASA Technical Reports Server (NTRS)

1999-01-01

The same rocket fuel that helps power the Space Shuttle as it thunders into orbit will now be taking on a new role, with the potential to benefit millions of people worldwide. Leftover rocket fuel from NASA is being used to make a flare that destroys land mines where they were buried, without using explosives. The flare is safe to handle and easy to use. People working to deactivate the mines simply place the flare next to the uncovered land mine and ignite it from a safe distance using a battery-triggered electric match. The flare burns a hole in the land mine's case and ignites its explosive contents. The explosive burns away, disabling the mine and rendering it harmless. Using leftover rocket fuel to help destroy land mines incurs no additional costs to taxpayers. To ensure enough propellant is available for each Shuttle mission, NASA allows for a small percentage of extra propellant in each batch. Once mixed, surplus fuel solidifies and carnot be saved for use in another launch. In its solid form, it is an ideal ingredient for the new flare. The flare was developed by Thiokol Propulsion in Brigham City, Utah, the NASA contractor that designs and builds rocket motors for the Solid Rocket Booster Space Shuttle. An estimated 80 million or more active land mines are scattered around the world in at least 70 countries, and kill or maim 26,000 people a year. Worldwide, there is one casualty every 22 minutes

Measurements Obtained During the First Landing of the North American X-15 Research Airplane

NASA Technical Reports Server (NTRS)

McKay, James M.

1959-01-01

The first landing of the X-15 airplane was made at 8:43 a.m., June 8, 1959, on the hard surface of Rogers Dry Lake. One purpose of the first-glide flight was to evaluate the effectiveness of the landing-gear system. Some results are presented of the landing-approach characteristics, the impact period, and the runout phase of the landing maneuver. The results indicate that the touchdown was accomplished at a vertical velocity of 2.0 feet per second for the main gear and 13.5 feet per second for the nose gear. These vertical velocities were within the values of sinking speeds established by structural design limitations. However, permanent structural deformation occurred in the main-landing-gear system as a result of the landing, and a reevaluation of the gear is being made by the manufacturer. The landing occurred at a true ground speed of 158 knots for main-gear touchdown at an angle of attack of 8.50. The incremental acceleration at the main gear was 2.7g and 7.39 at the nose gear as a result of the landing. The incremental acceleration at the center of gravity of the airplane was 0.6g for the main-gear impact and 2.4g for the nose-gear impact. The incremental acceleration at the main gear as a result of the nose-gear impact was 4.8g. The extreme rearward location of the main-gear skids appears to offer satisfactory directional stability characteristics during the run- out phase of the landing. No evidence of nosewheel shimmy was indicated during the impact and runout phase of the landing despite the absence of a shimmy damper on the nose gear. The maximum amount of skid wear as a result of the landing was on the order of 0.005 inch. No appreciable amount of tire wear was indicated for the dual, corotating nosewheels.

Algorithm for Autonomous Landing

NASA Technical Reports Server (NTRS)

Kuwata, Yoshiaki

2011-01-01

Because of their small size, high maneuverability, and easy deployment, micro aerial vehicles (MAVs) are used for a wide variety of both civilian and military missions. One of their current drawbacks is the vast array of sensors (such as GPS, altimeter, radar, and the like) required to make a landing. Due to the MAV s small payload size, this is a major concern. Replacing the imaging sensors with a single monocular camera is sufficient to land a MAV. By applying optical flow algorithms to images obtained from the camera, time-to-collision can be measured. This is a measurement of position and velocity (but not of absolute distance), and can avoid obstacles as well as facilitate a landing on a flat surface given a set of initial conditions. The key to this approach is to calculate time-to-collision based on some image on the ground. By holding the angular velocity constant, horizontal speed decreases linearly with the height, resulting in a smooth landing. Mathematical proofs show that even with actuator saturation or modeling/ measurement uncertainties, MAVs can land safely. Landings of this nature may have a higher velocity than is desirable, but this can be compensated for by a cushioning or dampening system, or by using a system of legs to grab onto a surface. Such a monocular camera system can increase vehicle payload size (or correspondingly reduce vehicle size), increase speed of descent, and guarantee a safe landing by directly correlating speed to height from the ground.

HL-10 after landing with pilot Bill Dana

NASA Technical Reports Server (NTRS)

1960-01-01

This movie clip, running about 56 seconds, shows NASA pilot Bill Dana exiting the cockpit of the HL-10 and waving to his B-52 drop aircraft, just after landing on the dry lakebed at Edwards Air Force Base, California. A fleet of lifting bodies flown at the NASA Flight Research Center, Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center in honor of Hugh L. Dryden.) These unique research vehicles, with their unconventional aerodynamic shapes, were the M2-F1, M2-F2, M2-F3, HL-10, X-24A, and the X-24B. The information the lifting body program generated contributed to the database that led to development of the current space shuttle program as well as the X-33 and X-38 technology demonstrators. Aerodynamic lift -- essential to flight in the atmosphere -- was obtained from the shape of the vehicles rather than from wings on a normal aircraft. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. All but the M2-F1 were powered by the same type of XLR-11 rocket engine used in the famed Bell X-1 -- first aircraft to fly faster than the speed of sound. The M2-F1, a lightweight prototype, was unpowered. The success of the Dryden M2-F1 program led to the NASA development and construction of two heavyweight lifting bodies based on studies at NASA Ames and Langley research centers -- the M2-F2 and the HL-10, both built by the Northrop Corporation. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing' and '10' is for the tenth lifting body model to be investigated by Langley Research Center, Hampton, Virginia. The HL-10 was delivered to the FRC by Northrop

The development of the July 1989 1 deg x 1 deg and 30' x 30' terrestrial mean free-air anomaly data bases

NASA Technical Reports Server (NTRS)

Kim, Jeong-Hee; Rapp, Richard H.

1990-01-01

In June 1986 a 1 x 1 deg/mean free-air anomaly data file containing 48955 anomalies was completed. In August 1986 a 30 x 30 min mean free-air anomaly file was defined containing 31787 values. For the past three years data has been collected to upgrade these mean anomaly files. The primary emphasis was the collection of data to be used for the estimation of 30 min means anomalies in land areas. The emphasis on land areas was due to the anticipated use of 30 min anomalies derived from satellite altimeter data in the ocean areas. There were 10 data sources in the August 1986 file. Twenty-eight sources were added based on the collection of both point and mean anomalies from a number of individuals and organizations. A preliminary 30 min file was constructed from the 38 data sources. This file was used to calculate 1 x 1 deg mean anomalies. This 1 x 1 deg file was merged with a 1 x 1 deg file which was a merger of the June 1986 file plus a 1 x 1 deg file made available by DMA Aerospace Center. Certain bad 30 min anomalies were identified and deleted from the preliminary 30 min file leading to the final 30 min file (the July 1989 30 min file) with 66990 anomalies and their accuracy. These anomalies were used to again compute 1 x 1 deg anomalies which were merged with the previous June 86 DMAAC data file. The final 1 x 1 deg mean anomaly file (the July 89 1 x 1 deg data base) contained 50793 anomalies and their accuracy. The anomaly data files were significantly improved over the prior data sets in the following geographic regions: Africa, Scandinavia, Canada, United States, Mexico, Central and South America. Substantial land areas remain where there is little or no available data.

Utilizing Science to Ensure Safe Access to Cultural Resources on Public Lands: The Portland Native American Community and Traditional Gathering of Camas

NASA Astrophysics Data System (ADS)

Greene, C.

2017-12-01

Native Americans have been conducting and contributing to science for millenia. We have observed nature and passed on evidence-based Traditional Ecological Knowledge (TEK) from generation to generation. Prior to colonization, this knowledge enabled our people to live with ample nutritional resources. Our long-standing relationship to nature continues today in tribal, rural, and urban communities, yet access to cultural resources (traditional food and medicines) proves challenging due to modern land management practices. The Native American community and public land managers in Portland, Oregon are addressing this challenge through the restoration of cultural resources across the landscape. One focus in these efforts is the camas plant (Camssia quamash), which grows in wetland and prairie ecosystems. The harvested bulbs are traditionally pit roasted, converting the indigestible inulin into carbohydrates of high nutritional value. Access to local natural areas has been granted for Native American community members to gather camas, yet pesticide and herbicide application as land management practices have created uncertainty regarding the safety of ingesting the camas bulbs. The Native American community gathered camas bulbs in November 2015 for analysis, which resulted in glyphosate (pesticide) and triclopyr (herbicide). There are various factors which may influence the uptake of pesticide and herbicide residuals in camas which need further investigation, including pesticide/herbicide application details (date, location), preferential uptake of pesticide/herbicides in camas among the present plant community, the impact of pit roasting bulbs on residuals, and traditional land management practices like prescribed burning. Utilizing TEK and science to ensure safe access to cultural resources is paramount in preserving our cultures and enhancing the value of indigenous perspectives on land management practices and policies.

38 CFR 51.190 - Infection control.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2013-07-01 2013-07-01 false Infection control. 51.190... FOR NURSING HOME CARE OF VETERANS IN STATE HOMES Standards § 51.190 Infection control. The facility management must establish and maintain an infection control program designed to provide a safe, sanitary, and...

38 CFR 51.190 - Infection control.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2010-07-01 2010-07-01 false Infection control. 51.190... FOR NURSING HOME CARE OF VETERANS IN STATE HOMES Standards § 51.190 Infection control. The facility management must establish and maintain an infection control program designed to provide a safe, sanitary, and...

38 CFR 51.190 - Infection control.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2011-07-01 2011-07-01 false Infection control. 51.190... FOR NURSING HOME CARE OF VETERANS IN STATE HOMES Standards § 51.190 Infection control. The facility management must establish and maintain an infection control program designed to provide a safe, sanitary, and...

38 CFR 51.190 - Infection control.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2014-07-01 2014-07-01 false Infection control. 51.190... FOR NURSING HOME CARE OF VETERANS IN STATE HOMES Standards § 51.190 Infection control. The facility management must establish and maintain an infection control program designed to provide a safe, sanitary, and...

38 CFR 51.190 - Infection control.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2012-07-01 2012-07-01 false Infection control. 51.190... FOR NURSING HOME CARE OF VETERANS IN STATE HOMES Standards § 51.190 Infection control. The facility management must establish and maintain an infection control program designed to provide a safe, sanitary, and...

F-15 HiDEC landing

NASA Technical Reports Server (NTRS)

1993-01-01

NASA's HIDEC (Highly Integrated Digital Electronic Control) F-15 aircraft nears the runway after a flight out of NASA's Dryden Flight Research Center, Edwards, California. The last project it was used for at Dryden was development of a computer-assisted engine control system that lets a plane land safely with only engine power if its normal control surfaces such as elevators, rudders or ailerons are disabled. The flight control system helps the pilot control the engines to turn the aircraft, climb, descend and eventually land safely by varying the speed of the engines one at a time or together. The HIDEC F-15A, built as the number eight prototype (Serial #71-0287), has now been retired.

ALHAT: Autonomous Landing and Hazard Avoidance Technology

NASA Technical Reports Server (NTRS)

Robertson, Edward A.; Carson, John M., III

2015-01-01

The ALHAT project was chartered by NASA HQ in 2006 to develop and mature to TRL 6 an autonomous lunar landing GN&C and sensing system for crewed, cargo, and robotic planetary landing vehicles. The multi-center ALHAT team was tasked with providing a system capable of identifying and avoiding surface hazards in real time to enable safe precision landing to within tens of meters of a designated planetary landing site under any lighting conditions.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Andy Blua and Jeff Doughty of Dryden's Experimental Fabrication Shop, along with B-52 Crew Chief Dan Bains and assistant Mark Thompson, all eye the new X-38 pylon during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California. The fit-check was the first time the 1,200-pound steel pylon, which was fabricated at Dryden, was mated to the B-52. The pylon served as an 'adapter' that allowed the X-38 to be attached to the B-52's wing. Earlier flight research vehicles had used the X-15 pylon for attachment to and launch from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the Hi

Lunar Landing Trajectory Design for Onboard Hazard Detection and Avoidance

NASA Technical Reports Server (NTRS)

Paschall, Steve; Brady, Tye; Sostaric, Ron

2009-01-01

The Autonomous Landing and Hazard Avoidance Technology (ALHAT) Project is developing the software and hardware technology needed to support a safe and precise landing for the next generation of lunar missions. ALHAT provides this capability through terrain-relative navigation measurements to enhance global-scale precision, an onboard hazard detection system to select safe landing locations, and an Autonomous Guidance, Navigation, and Control (AGNC) capability to process these measurements and safely direct the vehicle to a landing location. This paper focuses on the key trajectory design issues relevant to providing an onboard Hazard Detection and Avoidance (HDA) capability for the lander. Hazard detection can be accomplished by the crew visually scanning the terrain through a window, a sensor system imaging the terrain, or some combination of both. For ALHAT, this hazard detection activity is provided by a sensor system, which either augments the crew s perception or entirely replaces the crew in the case of a robotic landing. Detecting hazards influences the trajectory design by requiring the proper perspective, range to the landing site, and sufficient time to view the terrain. Following this, the trajectory design must provide additional time to process this information and make a decision about where to safely land. During the final part of the HDA process, the trajectory design must provide sufficient margin to enable a hazard avoidance maneuver. In order to demonstrate the effects of these constraints on the landing trajectory, a tradespace of trajectory designs was created for the initial ALHAT Design Analysis Cycle (ALDAC-1) and each case evaluated with these HDA constraints active. The ALHAT analysis process, described in this paper, narrows down this tradespace and subsequently better defines the trajectory design needed to support onboard HDA. Future ALDACs will enhance this trajectory design by balancing these issues and others in an overall system

Using soils and land potential as a basis for land use decisions and conservation planning: A resilience-based strategy

USDA-ARS?s Scientific Manuscript database

Land use decisions are becoming increasingly complex and contentious as demands for food, fiber, energy and infrastructure expand. Recent definitions of “planetary boundaries” and arbitrary land use limits circumscribing the “Safe Operating Space” for humans are helpful in drawing attention to globa...

Stabilization of the methyl-CpG binding protein ZBTB38 by the deubiquitinase USP9X limits the occurrence and toxicity of oxidative stress in human cells.

PubMed

Miotto, Benoit; Marchal, Claire; Adelmant, Guillaume; Guinot, Nadège; Xie, Ping; Marto, Jarrod A; Zhang, Lingqiang; Defossez, Pierre-Antoine

2018-05-18

Reactive oxygen species (ROS) are a byproduct of cell metabolism, and can also arise from environmental sources, such as toxins or radiation. Depending on dose and context, ROS have both beneficial and deleterious roles in mammalian development and disease, therefore it is crucial to understand how these molecules are generated, sensed, and detoxified. The question of how oxidative stress connects to the epigenome, in particular, is important yet incompletely understood. Here we show that an epigenetic regulator, the methyl-CpG-binding protein ZBTB38, limits the basal cellular production of ROS, is induced by ROS, and is required to mount a proper response to oxidative stress. Molecularly, these functions depend on a deubiquitinase, USP9X, which interacts with ZBTB38, deubiquitinates it, and stabilizes it. We find that USP9X is itself stabilized by oxidative stress, and is required together with ZBTB38 to limit the basal generation of ROS, as well as the toxicity of an acute oxidative stress. Our data uncover a new nuclear target of USP9X, show that the USP9X/ZBTB38 axis limits, senses and detoxifies ROS, and provide a molecular link between oxidative stress and the epigenome.

Frequency-Range Distribution of Boulders Around Cone Crater: Relevance to Landing Site Hazard Avoidance

NASA Technical Reports Server (NTRS)

Clegg-Watkins, R. N.; Jolliff, B. L.; Lawrence, S. J.

2016-01-01

Boulders represent a landing hazard that must be addressed in the planning of future landings on the Moon. A boulder under a landing leg can contribute to deck tilt and boulders can damage spacecraft during landing. Using orbital data to characterize boulder populations at locations where landers have safely touched down (Apollo, Luna, Surveyor, and Chang'e-3 sites) is important for determining landing hazard criteria for future missions. Additionally, assessing the distribution of boulders can address broader science issues, e.g., how far craters distribute boulders and how this distribution varies as a function of crater size and age. The availability of new Lunar Reconnaissance Orbiter Camera (LROC) Narrow Angle Camera (NAC) images [1] enables the use of boulder size- and range frequency distributions for a variety of purposes [2-6]. Boulders degrade over time and primarily occur around young or fresh craters that are large enough to excavate bedrock. Here we use NAC images to analyze boulder distributions around Cone crater (340 m diameter) at the Apollo 14 site. Cone crater (CC) was selected because it is the largest crater where astronaut surface photography is available for a radial traverse to the rim. Cone crater is young (approximately 29 Ma [7]) relative to the time required to break down boulders [3,8], giving us a data point for boulder range-frequency distributions (BRFDs) as a function of crater age.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 to be attached to and launched from the B-52's wing. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the

X-Ray Exam: Hip

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Hip KidsHealth / For Parents / X-Ray Exam: Hip What's in this article? What ... Have Questions Print What It Is A hip X-ray is a safe and painless test that ...

X-Ray Exam: Forearm

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Forearm KidsHealth / For Parents / X-Ray Exam: Forearm What's in this article? What ... Have Questions Print What It Is A forearm X-ray is a safe and painless test that ...

X-Ray Exam: Ankle

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Ankle KidsHealth / For Parents / X-Ray Exam: Ankle What's in this article? What ... Have Questions Print What It Is An ankle X-ray is a safe and painless test that ...

X-Ray Exam: Foot

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Foot KidsHealth / For Parents / X-Ray Exam: Foot What's in this article? What ... Have Questions Print What It Is A foot X-ray is a safe and painless test that ...

X-Ray Exam: Wrist

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Wrist KidsHealth / For Parents / X-Ray Exam: Wrist What's in this article? What ... Have Questions Print What It Is A wrist X-ray is a safe and painless test that ...

X-Ray Exam: Finger

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Finger KidsHealth / For Parents / X-Ray Exam: Finger What's in this article? What ... Have Questions Print What It Is A finger X-ray is a safe and painless test that ...

X-Ray Exam: Pelvis

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Pelvis KidsHealth / For Parents / X-Ray Exam: Pelvis What's in this article? What ... Have Questions Print What It Is A pelvis X-ray is a safe and painless test that ...

Hazard Detection Software for Lunar Landing

NASA Technical Reports Server (NTRS)

Huertas, Andres; Johnson, Andrew E.; Werner, Robert A.; Montgomery, James F.

2011-01-01

The Autonomous Landing and Hazard Avoidance Technology (ALHAT) Project is developing a system for safe and precise manned lunar landing that involves novel sensors, but also specific algorithms. ALHAT has selected imaging LIDAR (light detection and ranging) as the sensing modality for onboard hazard detection because imaging LIDARs can rapidly generate direct measurements of the lunar surface elevation from high altitude. Then, starting with the LIDAR-based Hazard Detection and Avoidance (HDA) algorithm developed for Mars Landing, JPL has developed a mature set of HDA software for the manned lunar landing problem. Landing hazards exist everywhere on the Moon, and many of the more desirable landing sites are near the most hazardous terrain, so HDA is needed to autonomously and safely land payloads over much of the lunar surface. The HDA requirements used in the ALHAT project are to detect hazards that are 0.3 m tall or higher and slopes that are 5 or greater. Steep slopes, rocks, cliffs, and gullies are all hazards for landing and, by computing the local slope and roughness in an elevation map, all of these hazards can be detected. The algorithm in this innovation is used to measure slope and roughness hazards. In addition to detecting these hazards, the HDA capability also is able to find a safe landing site free of these hazards for a lunar lander with diameter .15 m over most of the lunar surface. This software includes an implementation of the HDA algorithm, software for generating simulated lunar terrain maps for testing, hazard detection performance analysis tools, and associated documentation. The HDA software has been deployed to Langley Research Center and integrated into the POST II Monte Carlo simulation environment. The high-fidelity Monte Carlo simulations determine the required ground spacing between LIDAR samples (ground sample distances) and the noise on the LIDAR range measurement. This simulation has also been used to determine the effect of

14 CFR 23.153 - Control during landings.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Control during landings. 23.153 Section 23.153 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... safely complete a landing without exceeding the one-hand control force limits specified in § 23.143(c...

14 CFR 23.153 - Control during landings.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Control during landings. 23.153 Section 23.153 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... safely complete a landing without exceeding the one-hand control force limits specified in § 23.143(c...

14 CFR 23.153 - Control during landings.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Control during landings. 23.153 Section 23.153 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... safely complete a landing without exceeding the one-hand control force limits specified in § 23.143(c...

14 CFR 23.153 - Control during landings.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Control during landings. 23.153 Section 23.153 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... safely complete a landing without exceeding the one-hand control force limits specified in § 23.143(c...

14 CFR 23.153 - Control during landings.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Control during landings. 23.153 Section 23.153 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... safely complete a landing without exceeding the one-hand control force limits specified in § 23.143(c...

Analysis of X-15 Landing Approach and Flare Characteristics Determined from the First 30 Flights

NASA Technical Reports Server (NTRS)

Matranga, Gene J.

1961-01-01

The approach and flare maneuvers for the first 30 flights of the X-15 airplane and the various control problems encountered are discussed. The results afford a relatively good cross section of landing conditions that might be experienced with future glide vehicles having low lift-drag ratios. Flight-derived drag data show that preflight predictions based on wind-tunnel tests were, in general, somewhat higher than the values measured in flight. Depending on configuration, the peak lift-drag ratios from flight varied from 3.5 to 4.5 as compared with a predicted range of from 3.0 to 4.2. By employing overhead, spiral-type patterns beginning at altitudes as high as 40,000 feet, the pilots were consistently able to touch down within about +/-1,000 feet of a designated point. A typical flare was initiated at a "comfortable" altitude of about 800 feet and an indicated airspeed of approximately 300 knots., which allowed a margin of excess speed. The flap and gear were extended when the flare was essentially completed, and an average touchdown was accomplished at a speed of about 185 knots indicated airspeed, an angle of attack of about 7 deg, and a rate of descent of about 4 feet per second. In general, the approach and landing characteristics were predicted with good accuracy in extensive preflight simulations. F-104 airplanes which simulated the X-15 landing characteristics were particularly valuable for pilot training.

Measurement of the double- β decay half-life of 136 Xe with the KamLAND-Zen experiment

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

Gando, A.; Gando, Y.; Hanakago, H.

2012-04-19

We present results from the KamLAND-Zen double-beta decay experiment based on an exposure of 77.6 days with 129 kg of 136Xe. The measured two-neutrino double-beta decay half-life of 136Xe is Tmore » $$2ν\\atop{1/2}$$ = 2.38 ± 0.02(stat) ± 0.14(syst) x10 21 yr, consistent with a recent measurement by EXO-200. We also obtain a lower limit for the neutrinoless double-beta decay half-life, T$$0ν\\atop{1/2}$$ > 5.7 x 10 24 yr at 90% C.L.« less

X-15 on Lakebed after Landing with B-52 Mothership Flyover

NASA Technical Reports Server (NTRS)

1961-01-01

As crew members secure the X-15 rocket-powered aircraft after a research flight, the B-52 mothership used for launching this unique aircraft does a low fly-by overhead. The X-15s made a total of 199 flights over a period of nearly 10 years -- 1959 to 1968 -- and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable

32 CFR 644.534 - Return of public domain land.

Code of Federal Regulations, 2010 CFR

2010-07-01

... reservation effected by the Act, the Department of the Army shall make safe for nonmilitary uses the land... account the desired future use and value of the land to be decontaminated. (c) Army. The congressional... 32 National Defense 4 2010-07-01 2010-07-01 true Return of public domain land. 644.534 Section 644...

Survey Implications for Public Lands

Treesearch

James M. Guldin

2001-01-01

Abstract - Public timberlands represent the smallest of major ownership classes in Arkansas;of the State’s 18.38 million ac of timberland, the public owns 3.198 million ac, or 17.4 percent.Of that total,>85 percent is in Federal ownership (70.8 percent in national forests). State lands account for 12.4 percent,and county and municipal lands,...

43 CFR 3.8 - Applications referred for recommendation.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 43 Public Lands: Interior 1 2010-10-01 2010-10-01 false Applications referred for recommendation... AMERICAN ANTIQUITIES § 3.8 Applications referred for recommendation. Applications for permits shall be referred to the Smithsonian Institution for recommendation. ...

43 CFR 3.8 - Applications referred for recommendation.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 43 Public Lands: Interior 1 2011-10-01 2011-10-01 false Applications referred for recommendation... AMERICAN ANTIQUITIES § 3.8 Applications referred for recommendation. Applications for permits shall be referred to the Smithsonian Institution for recommendation. ...

Intricate Li-Sn Disorder in Rare-Earth Metal-Lithium Stannides. Crystal Chemistry of RE3Li4- xSn4+ x (RE = La-Nd, Sm; x < 0.3) and Eu7Li8- xSn10+ x ( x ≈ 2.0).

PubMed

Suen, Nian-Tzu; Guo, Sheng-Ping; Hoos, James; Bobev, Svilen

2018-05-07

Reported are the syntheses, crystal structures, and electronic structures of six rare-earth metal-lithium stannides with the general formulas RE 3 Li 4- x Sn 4+ x (RE = La-Nd, Sm) and Eu 7 Li 8- x Sn 10+ x . These new ternary compounds have been synthesized by high-temperature reactions of the corresponding elements. Their crystal structures have been established using single-crystal X-ray diffraction methods. The RE 3 Li 4- x Sn 4+ x phases crystallize in the orthorhombic body-centered space group Immm (No. 71) with the Zr 3 Cu 4 Si 4 structure type (Pearson code oI22), and the Eu 7 Li 8- x Sn 10+ x phase crystallizes in the orthorhombic base-centered space group Cmmm (No. 65) with the Ce 7 Li 8 Ge 10 structure type (Pearson code oC50). Both structures can be consdered as part of the [RESn 2 ] n [RELi 2 Sn] m homologous series, wherein the structures are intergrowths of imaginary RESn 2 (AlB 2 -like structure type) and RELi 2 Sn (MgAl 2 Cu-like structure type) fragments. Close examination the structures indicates complex occupational Li-Sn disorder, apparently governed by the drive of the structure to achieve an optimal number of valence electrons. This conclusion based on experimental results is supported by detailed electronic structure calculations, carried out using the tight-binding linear muffin-tin orbital method.

Mars Pathfinder Landing Site Workshop

NASA Technical Reports Server (NTRS)

Golombek, Matthew (Editor)

1994-01-01

The Mars Pathfinder Project is an approved Discovery-class mission that will place a lander and rover on the surface of the Red Planet in July 1997. The Mars Pathfinder Landing Site Workshop was designed to allow the Mars scientific community to provide input as to where to land Pathfinder on Mars. The workshop was attended by over 60 people from around the United States and from Europe. Over 20 landing sites were proposed at the workshop, and the scientific questions and problems concerning each were addressed. The workshop and the discussion that occured during and afterward have significantly improved the ability to select a scientifically exciting but safe landing site on Mars.

Deployment Area Selection and Land Withdrawal/Acquisition. M-X/MPS (M-X/Multiple Protective Shelter) Environmental Technical Report. Quality of Life.

DTIC Science & Technology

1981-10-02

services. 61 6 PUBLIC COMMENT ON THE DRAFT ETs: "As our members have discussed the proposed \\-X system and its drastic impacts on the Great Basin land...whether you care. Not much quantitative understanding of the Great Basin is reflected in the DEIS and no qualitative understanding is expressed at all...We realize that qualitative values are difficult both to convey and to be understood, especially )y people who see the Great Basin as an alien

LandingNav: a precision autonomous landing sensor for robotic platforms on planetary bodies

NASA Astrophysics Data System (ADS)

Katake, Anup; Bruccoleri, Chrisitian; Singla, Puneet; Junkins, John L.

2010-01-01

Increased interest in the exploration of extra terrestrial planetary bodies calls for an increase in the number of spacecraft landing on remote planetary surfaces. Currently, imaging and radar based surveys are used to determine regions of interest and a safe landing zone. The purpose of this paper is to introduce LandingNav, a sensor system solution for autonomous landing on planetary bodies that enables landing on unknown terrain. LandingNav is based on a novel multiple field of view imaging system that leverages the integration of different state of the art technologies for feature detection, tracking, and 3D dense stereo map creation. In this paper we present the test flight results of the LandingNav system prototype. Sources of errors due to hardware limitations and processing algorithms were identified and will be discussed. This paper also shows that addressing the issues identified during the post-flight test data analysis will reduce the error down to 1-2%, thus providing for a high precision 3D range map sensor system.

Advanced X-Ray Sources Ensure Safe Environments

NASA Technical Reports Server (NTRS)

2008-01-01

Ames Research Center awarded inXitu Inc. (formerly Microwave Power Technology), of Mountain View, California, an SBIR contract to develop a new design of electron optics for forming and focusing electron beams that is applicable to a broad class of vacuum electron devices. This technology offers an inherently rugged and more efficient X-ray source for material analysis; a compact and rugged X-ray source for smaller rovers on future Mars missions; and electron beam sources to reduce undesirable emissions from small, widely distributed pollution sources; and remediation of polluted sites.

SpaceX Dragon Parachute Test

NASA Image and Video Library

2018-03-04

SpaceX performed its fourteenth overall parachute test supporting Crew Dragon development. This most recent exercise was the first of several planned parachute system qualification tests ahead of the spacecraft’s first crewed flight and resulted in the successful touchdown of Crew Dragon’s parachute system. During this test, a C-130 aircraft transported the parachute test vehicle, designed to achieve the maximum speeds that Crew Dragon could experience on re-entry, over the Mojave Desert in Southern California and dropped the vehicle from an altitude of 25,000 feet. The test demonstrated an off-nominal situation, deploying only one of the two drogue chutes and intentionally skipping a reefing stage on one of the four main parachutes, proving a safe landing in such a contingency scenario.

Flight Testing ALHAT Precision Landing Technologies Integrated Onboard the Morpheus Rocket Vehicle

NASA Technical Reports Server (NTRS)

Carson, John M. III; Robertson, Edward A.; Trawny, Nikolas; Amzajerdian, Farzin

2015-01-01

A suite of prototype sensors, software, and avionics developed within the NASA Autonomous precision Landing and Hazard Avoidance Technology (ALHAT) project were terrestrially demonstrated onboard the NASA Morpheus rocket-propelled Vertical Testbed (VTB) in 2014. The sensors included a LIDAR-based Hazard Detection System (HDS), a Navigation Doppler LIDAR (NDL) velocimeter, and a long-range Laser Altimeter (LAlt) that enable autonomous and safe precision landing of robotic or human vehicles on solid solar system bodies under varying terrain lighting conditions. The flight test campaign with the Morpheus vehicle involved a detailed integration and functional verification process, followed by tether testing and six successful free flights, including one night flight. The ALHAT sensor measurements were integrated into a common navigation solution through a specialized ALHAT Navigation filter that was employed in closed-loop flight testing within the Morpheus Guidance, Navigation and Control (GN&C) subsystem. Flight testing on Morpheus utilized ALHAT for safe landing site identification and ranking, followed by precise surface-relative navigation to the selected landing site. The successful autonomous, closed-loop flight demonstrations of the prototype ALHAT system have laid the foundation for the infusion of safe, precision landing capabilities into future planetary exploration missions.

Rilmenidine improves hepatic steatosis through p38-dependent pathway to higher the expression of farnesoid X receptor.

PubMed

Yang, Po-Sheng; Wu, Hung-Tsung; Chung, Hsien-Hui; Chen, Chun-Ta; Chi, Chin-Wen; Yeh, Ching-Hua; Cheng, Juei-Tang

2012-01-01

The nuclear receptor farnesoid X receptor (FXR) regulates pathways in lipid, glucose, and energy metabolism. Activation of FXR in mice significantly improved high-fat diet-induced hepatic steatosis. It has been reported that activation of imidazoline I-1 receptor by rilmenidine increases the expression of FXR in human hepatoma cell line, Hep G2 cell, to regulate the target genes relating to lipid metabolism; activation of FXR by rilmenidine exerts an antihyperlipidemic action. However, signals for this action of rilmenidine are still unknown. In the present study, hepatic steatosis induced in mice by high-fat diet was improved by rilmenidine after intraperitoneal injection at 1 mg/kg daily for 12 weeks. Also, mediation of I-1 receptors was identified using the specific antagonist efaroxan. Moreover, rilmenidine decreased the oleic acid-induced lipid accumulation in Hep G2 cells. Otherwise, rilmenidine increased the phosphorylation of p38 to increase the expression of FXR. Deletion of calcium ions by BAPTA-AM reversed the rilmenidine-induced p38 phosphorylation. In conclusion, we suggest that rilmenidine activates I-1 receptor to increase intracellular calcium ions that may enhance the phosphorylation of p38 to higher the expression of FXR for improvement of hepatic steatosis in both animals and cells.

Safe-life and damage-tolerant design approaches for helicopter structures

NASA Technical Reports Server (NTRS)

Reddick, H. K., Jr.

1983-01-01

The safe-life and damage-tolerant design approaches discussed apply to both metallic and fibrous composite helicopter structures. The application of these design approaches to fibrous composite structures is emphasized. Safe-life and damage-tolerant criteria are applied to all helicopter flight critical components, which are generally categorized as: dynamic components with a main and tail rotor system, which includes blades, hub and rotating controls, and drive train which includes transmission, and main and interconnecting rotor shafts; and the airframe, composed of the fuselage, aerodynamic surfaces, and landing gear.

Potential land competition between open-pond microalgae production and terrestrial dedicated feedstock supply systems in the U.S.

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

Langholtz, Matthew H.; Coleman, Andre M.; Eaton, Laurence M.

Biofuels produced from both terrestrial and algal biomass feedstocks can contribute to energy security while providing economic, environmental, and social benefits. To assess the potential for land competition between these two feedstock types in the United States, we evaluate a scenario in which 41.5 x 109 L yr-1 of second-generation biofuels are produced on pastureland, the most likely land base where both feedstock types may be deployed. This total includes 12.0 x 109 L yr-1 of biofuels from open-pond microalgae production and 29.5 x 109 L yr-1 of biofuels from terrestrial dedicated feedstock supply systems. Under these scenarios, open-pond microalgaemore » production is projected to use 1.2 million ha of private pastureland, while terrestrial dedicated feedstock supply systems would use 14.0 million ha of private pastureland. A spatial meta-analysis indicates that potential competition for land under these scenarios would be concentrated in 110 counties, containing 1.0 and 1.7 million hectares of algal and terrestrial dedicated feedstock production, respectively. A land competition index applied to these 110 counties suggests that 38 to 59 counties could experience competition for upwards of 40% of a county’s pastureland. However, this combined 2.7 million ha represents only 2%-5% of total pastureland in the U.S., with the remaining 12.5 million ha of algal or terrestrial dedicated feedstock production on pastureland in non-competing areas.« less

Analysis of On-board Hazard Detection and Avoidance for Safe Lunar Landing

NASA Technical Reports Server (NTRS)

Johnson, Andrew E.; Huertas, Andres; Werner, Robert A.; Montgomery, James F.

2008-01-01

Landing hazard detection and avoidance technology is being pursued within NASA to improve landing safety and increase access to sites of interest on the lunar surface. The performance of a hazard detection and avoidance system depends on properties of the terrain, sensor performance, algorithm design, vehicle characteristics and the overall all guidance navigation and control architecture. This paper analyzes the size of the region that must be imaged, sensor performance parameters and the impact of trajectory angle on hazard detection performance. The analysis shows that vehicle hazard tolerance is the driving parameter for hazard detection system design.

Targeted Gene Addition to a Safe Harbor locus in human CD34+ Hematopoietic Stem Cells for Correction of X-linked Chronic Granulomatous Disease

PubMed Central

De Ravin, Suk See; Reik, Andreas; Liu, Pei-Qi; Li, Linhong; Wu, Xiaolin; Su, Ling; Raley, Castle; Theobald, Narda; Choi, Uimook; Song, Alexander H.; Chan, Andy; Pearl, Jocelynn R.; Paschon, David E.; Lee, Janet; Newcombe, Hannah; Koontz, Sherry; Sweeney, Colin; Shivak, David A.; Zarember, Kol A.; Peshwa, Madhusudan V.; Gregory, Philip D.; Urnov, Fyodor D.; Malech, Harry L.

2016-01-01

Gene therapy with genetically modified human CD34+ hematopoietic stem cells (HSCs) may be safer using targeted integration (TI) of transgenes into a genomic ‘safe harbor’ site than random viral integration. We demonstrate that temporally optimized delivery of zinc finger nuclease mRNA via electroporation and adeno associated virus (AAV) 6 delivery of donor constructs in human HSCs approaches clinically relevant levels of TI into the AAVS1 safe harbor locus. Up to 58% Venus-positive HSCs with 6–16% human cell marking were observed following engraftment into mice. In HSCs from patients with X-linked chronic granulomatous disease (X-CGD), caused by mutations in the gp91phox subunit of the NADPH oxidase, TI of a gp91phox transgene into AAVS1 in resulted in ~15% gp91phox expression and increased NADPH oxidase activity in ex vivo–derived neutrophils. In mice transplanted with corrected HSCs, 4–11% of human cells in the bone marrow expressed gp91phox. This method for TI into AAVS1 may be broadly applicable to correction of other monogenic diseases. PMID:26950749

Photograph of Apollo 17 lunar landing site location

NASA Technical Reports Server (NTRS)

1972-01-01

A photographic illustration of a full Moon showing the location of the Apollo 17 landing site on the lunar nearside. The black dot pinpointing the landing site is in the Taurus-Littrow area at the southeastern edge of the Sea of Serenity. The coordinates of the landing point are 30 degrees 44 minutes 38 seconds east longitude and 20 degrees 9 minutes 50 seconds north latitude.

Assessment of Mars Exploration Rover Landing Site Predictions

NASA Astrophysics Data System (ADS)

Golombek, M. P.

2005-05-01

Comprehensive analyses of remote sensing data during the 3-year effort to select the Mars Exploration Rover landing sites at Gusev crater and Meridiani Planum correctly predicted the safe and trafficable surfaces explored by the two rovers. Gusev crater was predicted to be a relatively low relief surface that was comparably dusty, but less rocky than the Viking landing sites. Available data for Meridiani Planum indicated a very flat plain composed of basaltic sand to granules and hematite that would look completely unlike any of the existing landing sites with a dark, low albedo surface, little dust and very few rocks. Orbital thermal inertia measurements of 315 J m-2 s-0.5 K-1 at Gusev suggested surfaces dominated by duricrust to cemented soil-like materials or cohesionless sand or granules, which is consistent with observed soil characteristics and measured thermal inertias from the surface. THEMIS thermal inertias along the traverse at Gusev vary from 285 at the landing site to 330 around Bonneville rim and show systematic variations that can be related to the observed increase in rock abundance (5-30%). Meridiani has an orbital bulk inertia of ~200, similar to measured surface inertias that correspond to observed surfaces dominated by 0.2 mm sand size particles. Rock abundance derived from orbital thermal differencing techniques suggested that Meridiani Planum would have very low rock abundance, consistent with the rock free plain traversed by Opportunity. Spirit landed in an 8% orbital rock abundance pixel, consistent with the measured 7% of the surface covered by rocks >0.04 m diameter at the landing site, which is representative of the plains away from craters. The orbital albedo of the Spirit traverse varies from 0.19 to 0.30, consistent with surface measurements in and out of dust devil tracks. Opportunity is the first landing in a low albedo portion of Mars as seen from orbit, which is consistent with the dark, dust-free surface and measured albedos. The

The sun rises on the Space Shuttle Discovery as it rests on the runway at Edwards Air Force Base, California, after a safe landing August 9, 2005

NASA Image and Video Library

2005-08-09

The sun rises on the Space Shuttle Discovery as it rests on the runway at Edwards Air Force Base, California, after a safe landing August 9, 2005 to complete the STS-114 mission. Space Shuttle Discovery landed safely at NASA's Dryden Flight Research Center at Edwards Air Force Base in California at 5:11:22 a.m. PDT this morning, following the very successful 14-day STS-114 return to flight mission. During their two weeks in space, Commander Eileen Collins and her six crewmates tested out new safety procedures and delivered supplies and equipment the International Space Station. Discovery spent two weeks in space, where the crew demonstrated new methods to inspect and repair the Shuttle in orbit. The crew also delivered supplies, outfitted and performed maintenance on the International Space Station. A number of these tasks were conducted during three spacewalks. In an unprecedented event, spacewalkers were called upon to remove protruding gap fillers from the heat shield on Discovery's underbelly. In other spacewalk activities, astronauts installed an external platform onto the Station's Quest Airlock and replaced one of the orbital outpost's Control Moment Gyroscopes. Inside the Station, the STS-114 crew conducted joint operations with the Expedition 11 crew. They unloaded fresh supplies from the Shuttle and the Raffaello Multi-Purpose Logistics Module. Before Discovery undocked, the crews filled Raffeallo with unneeded items and returned to Shuttle payload bay. Discovery launched on July 26 and spent almost 14 days on orbit.

Poor neighborhoods: safe playgrounds.

PubMed

Powell, Elizabeth C; Ambardekar, Erin J; Sheehan, Karen M

2005-09-01

Although unstructured physical play is helpful to child development and physical activity is important to obesity prevention, up-to-date information about playgrounds and playground hazards in urban areas is limited. Local data are needed to identify problems and target interventions. The aim of this study was to describe the hazards in playgrounds located in low-income (median dollars 28,728-38,915) and very low-income (median dollars 18,266-18,955) Chicago neighborhoods. Using a standardized on-site survey (National Program for Playground Safety), two investigators reviewed seventy-eight public playgrounds for hazards related to playground design, safe surfaces, supervision, and equipment design and maintenance. The design of 56 playgrounds (72%) posed no hazards. One playground lacked protection from motor vehicles, and 21 had minor flaws. One playground had an asphalt surface; all others had protective surfaces, usually wood chips. The chips were too thin in many places, and in 15 playgrounds (19%), at least one concrete footing was exposed. Trash was a common surface hazard (68%). Although most equipment was safe (swings of soft materials and appropriate platform barriers), many pieces needed repairs. Equipment maintenance hazards included gaps (44%) and missing (38%) or broken parts (35%). In 13 of 39 playgrounds (33%) where children were observed playing, one or more were unsupervised. Playgrounds in very low-income neighborhoods more often had trash in the fall zone and exposed footings (P<.01 for each); there were no differences between low and very low-income neighborhoods in playground design or equipment maintenance. We conclude that playgrounds in low-income Chicago neighborhoods are of good design and have appropriate surfaces. Needed improvements include attention to wood chip depth, the removal of trash from the fall zone, and equipment repairs. Greater adult supervision is warranted.

X-Ray Exam: Neck (For Parents)

MedlinePlus

... Staying Safe Videos for Educators Search English Español X-Ray Exam: Neck KidsHealth / For Parents / X-Ray Exam: Neck What's in this article? What ... español Radiografía: cuello What It Is A neck X-ray is a safe and painless test that ...

Landing spacecraft on Mars and other planets: An opportunity to apply introductory physics

NASA Astrophysics Data System (ADS)

Withers, Paul

2013-08-01

The Curiosity rover safely landed on Mars after "seven minutes of terror" passing through the Martian atmosphere. In order to land safely, Curiosity had to decelerate from speeds of several kilometers per second and reach zero speed exactly upon touching down on the surface. This was accomplished by a combination of atmospheric drag on the enclosed spacecraft during the initial hypersonic entry, deployment of a large parachute, and retrorockets. Here, we use the familiar concepts of introductory physics to explain why all three of these factors were necessary to ensure a safe landing. In particular, we analyze the initial deceleration of a spacecraft at high altitudes, its impact speed if a parachute is not used, its impact speed if a parachute is used, and the duration of its descent on a parachute, using examples from Curiosity and other missions.

Au38Cu1(2-PET)24 nanocluster: synthesis, enantioseparation and luminescence.

PubMed

Kazan, Rania; Zhang, Bei; Bürgi, Thomas

2017-06-20

A CuAu 38 bimetallic nanocluster was synthesized by adding a single copper atom to the Au 38 (2-PET) 24 nanocluster. The absence of Cu x Au 38-x (2-PET) 24 doped species was demonstrated by MALDI-TOF mass spectrometry. A separation of bimetallic clusters was attained for the first time where isomers of the E2 enantiomer of the Au 38 Cu 1 (2-PET) 24 adduct were successfully isolated from their parent cluster using chiral HPLC. The CD of the isolated isomers revealed a change in their electronic structure upon copper addition. The luminescence of the Au 38 Cu 1 adduct is significantly enhanced in comparison with the parent Au 38 nanocluster. The stability of the newly formed adduct is strongly dependent on the coexistence of the Au 38 nanoclusters.

PROCESS DESIGN MANUAL: LAND APPLICATION OF SEWAGE SLUDGE AND DOMESTIC SEPTAGE

EPA Science Inventory

Land application of sewage sludge generated by domestic sewage treatment is performed in an environmentally safe and cost–effective manner in many communities. Land application involves taking advantage of the fertilizing and soil conditioning properties of sewage sludge by sp...

Research the Mechanism of Land Subsidence in Typical Area, Beijing

NASA Astrophysics Data System (ADS)

Liu, H.; Zhang, Y.; Wang, R.; Gu, Z.

2014-12-01

In recently years, the subsidence develop rapidly in Beijing. It can not be ignored the influence of the security of major project. Beijing Singapore city is located at the junction of Daxing and Hebei. The per captia water resources is 190m3.,far below the internationally safety limit 1000m3. The region is the dryland water resource and continued extraction groundwater caused land subsidence issue become increasingly prominent. With the Beijing Singapore city put into use, the amount of water shortages must further seriously and land subsidence subsidence area must be further increased. Therefore, monitor the land subsidence of Beijing Singapore city area and research its settlement mechanism, it is so important to ensure the safe operation of Beijing Singapore city . Explore the soil and water coupling mechanism of Beijing Singapore citya during land subsidence process, and optimize groundwater extraction program to ensure the safe operation of Beijing's second largest airport.

A Stochastic Model for the Landing Dispersion of Hazard Detection and Avoidance Capable Flight Systems

NASA Astrophysics Data System (ADS)

Witte, L.

2014-06-01

To support landing site assessments for HDA-capable flight systems and to facilitate trade studies between the potential HDA architectures versus the yielded probability of safe landing a stochastic landing dispersion model has been developed.

38. BACK CORNER SHOWING BAND SAW WITH WOODEN SAFETY GUARD, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

38. BACK CORNER SHOWING BAND SAW WITH WOODEN SAFETY GUARD, DISK AND VERTICAL SPINDLE SANDER, AND WOODWORKING LATHE-LOOKING SOUTHWEST. - W. A. Young & Sons Foundry & Machine Shop, On Water Street along Monongahela River, Rices Landing, Greene County, PA

Effect of Homogenization on Microstructure Characteristics, Corrosion and Biocompatibility of Mg-Zn-Mn-xCa Alloys

PubMed Central

Li, Jingyuan; Lai, Huiying; Xu, Yuzhao

2018-01-01

The corrosion behaviors of Mg-2Zn-0.2Mn-xCa (denoted as MZM-xCa alloys) in homogenization state have been investigated by immersion test and electrochemical techniques in a simulated physiological condition. The microstructure features were characterized using scanning electron microscopy (SEM), X-ray diffraction (XRD), transmission electron microscopy (TEM) and electron probe microanalysis (EPMA), and the corrosion mechanism was illustrated using atomic force microscope (AFM), X-ray photoelectron spectroscopy (XPS) and confocal laser scanning microscopy (CLSM). The electrochemical and immersion test verify the MZM-0.38% Ca owns the best corrosion performance with the corrosion rate of 6.27 mm/year. Furthermore, the film layer of MZM-0.38% Ca is more compact and denser than that of others. This improvement could be associated with the combined effects of the suitable content of Zn/Ca dissolving into the α-Mg matrix and the modification of Ca-containing compounds by heat-treatment. However, the morphologies were transformed from uniform corrosion to localized pitting corrosion with Ca further addition. It could be explained that the excessive Ca addition can strengthen the nucleation driving force for the second phase formation, and the large volumes fraction of micro-galvanic present interface sites accelerate the nucleation driving force for corrosion propagation. In addition, in vitro biocompatibility tests also show the MZM-0.38% Ca was safe to bone mesenchymal stem cells (BMSCs) and was promising to be utilized as implant materials. PMID:29389894

STS-49 Endeavour, OV-105, landing on concrete runway 22 at EAFB, California

NASA Technical Reports Server (NTRS)

1992-01-01

STS-49 Endeavour, Orbiter Vehicle (OV) 105, glides above concrete runway 22 at Edwards Air Force Base (EAFB), California, just before main landing gear (MLG) touchdown. Nose landing gear (NLG) is also deployed during the landing sequence. Landing occurred at 1:36:38 pm (Pacific Daylight Time (PDT)).

B-52/Pegasus with X-43A landing after first captive carry flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Simulator study of flight characteristics of a large twin-fuselage cargo transport airplane during approach and landing

NASA Technical Reports Server (NTRS)

Grantham, W. D.; Deal, P. L.; Keyser, G. L., Jr.; Smith, P. M.

1983-01-01

A six degree-of-freedom, ground-based simulator study was conducted to evaluate the low speed flight characteristics of a twin fuselage cargo transport airplane and to compare these characteristics with those of a large, single fuselage (reference) transport configuration which was similar to the Lockheed C-5C airplane. The primary piloting task was the approach and landing. The results indicated that in order to achieve "acceptable' low speed handling qualities on the twin fuselage concept, considerable stability and control augmentation was required, and although the augmented airplane could be landed safely under adverse conditions, the roll performance of the aircraft had to be improved appreciably before the handling qualities were rated as being "satisfactory.' These ground-based simulation results indicated that a value of t sub phi = 30 (time required to bank 30 deg) less than 6 sec should result in "acceptable' roll response characteristics, and when t sub phi = 30 is less than 3.8 sec, "satisfactory' roll response should be attainable on such large and unusually configured aircraft as the subject twin fuselage cargo transport concept.

Vertical Landing Aerodynamics of Reusable Rocket Vehicle

NASA Astrophysics Data System (ADS)

Nonaka, Satoshi; Nishida, Hiroyuki; Kato, Hiroyuki; Ogawa, Hiroyuki; Inatani, Yoshifumi

The aerodynamic characteristics of a vertical landing rocket are affected by its engine plume in the landing phase. The influences of interaction of the engine plume with the freestream around the vehicle on the aerodynamic characteristics are studied experimentally aiming to realize safe landing of the vertical landing rocket. The aerodynamic forces and surface pressure distributions are measured using a scaled model of a reusable rocket vehicle in low-speed wind tunnels. The flow field around the vehicle model is visualized using the particle image velocimetry (PIV) method. Results show that the aerodynamic characteristics, such as the drag force and pitching moment, are strongly affected by the change in the base pressure distributions and reattachment of a separation flow around the vehicle.

Proposal methodology for Land Carbon Accounting across Europe

NASA Astrophysics Data System (ADS)

Simon, A.; Ivanov, E.; Anaya-Romero, M.; Weber, J.-L.

2012-04-01

The need to account natural resources as capital, in the same way as we account economic and financial resources, is getting an important awareness-raising channel for governments, producers, and consumers in order to manage the environment capital. Besides that, the forthcoming Part II of the revised System of Integrated Environmental and Economic Accounting will enclose a framework for experimental ecosystem accounts. This conceptual framework is an initiative led by the European Environment Agency and the World Bank WAVES global partnership for which robust data and indicators are needed. In this context, the aim of this work is to demonstrate a preliminary methodology for land carbon account across Europe. The study area covers EU+38. The territorial unit used was the Socio-Ecological Landscape Units based on the Land Cover Functional Units and other geographical dimensions such as relief, belonging to a river basin, or proximity to the sea. Finally, the grid size used for accounting was 1km x 1km. The characteristic indicator considered for ecosystem capital carbon accounts is the carbon content which is derived from the Net Primary Production (NPP) and its removal by agriculture, forestry. Accordingly, the output data obtained were the stocks of carbon recorded in tons of carbon. The current approach is based on the combination of CORINE Land cover, traditional remote sensing (RS) indicators like NDVI - Normalised Difference Vegetation Index and the modern advances on RS techniques where new indicators like GPP (Gross Primary Productivity) and NPP. Other additional attributes were temperature, precipitation and vegetation type or Land cover. Different national and European data sources were used for the analysis as well as downscales procedures. In the present work soil carbon content were assumed to be a fixed fraction. Nevertheless further research will also take into account soil carbon data considering scenarios of land use change.

Simulation Experiment on Landing Site Selection Using a Simple Geometric Approach

NASA Astrophysics Data System (ADS)

Zhao, W.; Tong, X.; Xie, H.; Jin, Y.; Liu, S.; Wu, D.; Liu, X.; Guo, L.; Zhou, Q.

2017-07-01

Safe landing is an important part of the planetary exploration mission. Even fine scale terrain hazards (such as rocks, small craters, steep slopes, which would not be accurately detected from orbital reconnaissance) could also pose a serious risk on planetary lander or rover and scientific instruments on-board it. In this paper, a simple geometric approach on planetary landing hazard detection and safe landing site selection is proposed. In order to achieve full implementation of this algorithm, two easy-to-compute metrics are presented for extracting the terrain slope and roughness information. Unlike conventional methods which must do the robust plane fitting and elevation interpolation for DEM generation, in this work, hazards is identified through the processing directly on LiDAR point cloud. For safe landing site selection, a Generalized Voronoi Diagram is constructed. Based on the idea of maximum empty circle, the safest landing site can be determined. In this algorithm, hazards are treated as general polygons, without special simplification (e.g. regarding hazards as discrete circles or ellipses). So using the aforementioned method to process hazards is more conforming to the real planetary exploration scenario. For validating the approach mentioned above, a simulated planetary terrain model was constructed using volcanic ash with rocks in indoor environment. A commercial laser scanner mounted on a rail was used to scan the terrain surface at different hanging positions. The results demonstrate that fairly hazard detection capability and reasonable site selection was obtained compared with conventional method, yet less computational time and less memory usage was consumed. Hence, it is a feasible candidate approach for future precision landing selection on planetary surface.

Selecting reasonable future land use scenarios

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

Allred, W.E.; Smith, R.W.

1995-12-31

This paper examines a process to help select the most reasonable future land use scenarios for hazardous waste and/or low-level radioactive waste disposal sites. The process involves evaluating future land use scenarios by applying selected criteria currently used by commercial mortgage companies to determine the feasibility of obtaining a loan for purchasing such land. The basis for the process is that only land use activities for which a loan can be obtained will be considered. To examine the process, a low-level radioactive waste site, the Radioactive Waste Management Complex at the Idaho National Engineering Laboratory, is used as an example.more » The authors suggest that the process is a very precise, comprehensive, and systematic (common sense) approach for determining reasonable future use of land. Implementing such a process will help enhance the planning, decisionmaking, safe management, and cleanup of present and future disposal facilities.« less

Importance of Nitrogen Availability on Land Carbon Sequestration in Northern Eurasia during the 21st Century

NASA Astrophysics Data System (ADS)

Kicklighter, D. W.; Melillo, J. M.; Monier, E.; Sokolov, A. P.; Lu, X.; Zhuang, Q.

2015-12-01

Atmospheric nitrogen deposition, nitrogen fixation, and the application of nitrogen fertilizers provide subsidies to land ecosystems that can increase nitrogen availability for vegetation production and thereby influence land carbon dynamics. In addition, enhanced decomposition of soil organic matter (SOM) from warming soils and permafrost degradation may also increase nitrogen availability in Northern Eurasia. Here, we examine how changes in nitrogen availability may influence land carbon dynamics in Northern Eurasia during the 21st century by comparing results for a "business as usual" scenario (the IPCC Representative Concentration Pathways or RCP 8.5) and a stabilization scenario (RCP 4.5) between a version of the Terrestrial Ecosystem Model that does not consider the effects of atmospheric nitrogen deposition, nitrogen fixation and soil thermal dynamics on land carbon dynamics (TEM 4.4) and a version that does consider these dynamics (TEM 6.0). In these simulations, atmospheric nitrogen deposition, nitrogen fixation, and fertilizer applications provide an additional 3.3 Pg N (RCP 4.5) to 3.9 Pg N (RCP 8.5) to Northern Eurasian ecosystems over the 21st century. Land ecosystems retain about 38% (RCP4.5) to 48% (RCP 8.5) of this nitrogen subsidy. Net nitrogen mineralization estimated by TEM 6.0 provide an additional 1.0 Pg N to vegetation than estimated by TEM 4.4 over the 21st century from enhanced decomposition of SOM including SOM formerly protected by permafrost. The enhanced nitrogen availability in TEM 6.0 allows Northern Eurasian ecosystems to sequester 1.8x (RCP 8.5) to 2.4x (RCP 4.5) more carbon over the 21st century than estimated by TEM 4.4. Our results indicate that consideration of nitrogen subsidies and soil thermal dynamics have a large influence on how simulated land carbon dynamics in Northern Eurasia will respond to future changes in climate, atmospheric chemistry, and disturbances.

Safe sex

MedlinePlus

... sex; Sexually transmitted - safe sex; GC - safe sex; Gonorrhea - safe sex; Herpes - safe sex; HIV - safe sex; ... contact. STIs include: Chlamydia Genital herpes Genital warts Gonorrhea Hepatitis HIV HPV Syphilis STIs are also called ...

Safe corridors for K-wiring in phalangeal fractures.

PubMed

Rex, C; Vignesh, R; Javed, M; Balaji, Subba Chandra; Premanand, C; Zakki, Syed Ashfaque

2015-01-01

Unstable phalangeal fractures are commonly treated with K-wire fixation. Operative fixation must be used judiciously and with the expectation that the ultimate outcome should be better than the outcome after nonoperative management. It is necessary to achieve a stable fracture fixation and early mobilization. In order to achieve this goal, one should closely understand the safe portals/corridors in hand for K-wire entry for fractures of the phalanges. Safe corridors were defined and tested using a pilot cadaveric and a clinical case study by assessing the outcome. In our prospective case series, 50 patients with 64 phalangeal fractures were treated with closed reduction and K-wires were inserted through safe portals identified by a pilot cadaveric study. On table active finger movement test was done and the results were analyed using radiology, disabilities of the arm, shoulder, and hand (DASH) score and total active motion (TAM). In our study, little finger (n = 28) was the most commonly involved digit. In fracture pattern, transverse (n = 20) and spiral (n = 20) types were common. Proximal phalanx (n = 38) was commonly involved and the common site being the base of the phalanx (n = 28). 47 (95%) patients had excellent TAM and the mean postoperative DASH score was 58.05. All patients achieved excellent and good scores proving the importance of the safe corridor concept. K-wiring through the safe corridor has proved to yield the best clinical results because of least tethering of soft tissues as evidenced by performing "on-table active finger movement test" at the time of surgery. We strongly recommend K-wiring through safe portals in all phalangeal fractures.

Stardust Entry: Landing and Population Hazards in Mission Planning and Operations

NASA Technical Reports Server (NTRS)

Desai, P.; Wawrzyniak, G.

2006-01-01

The 385 kg Stardust mission was launched on Feb 7, 1999 on a mission to collect samples from the tail of comet Wild 2 and from interplanetary space. Stardust returned to Earth in the early morning of January 15, 2006. The sample return capsule landed in the Utah Test and Training Range (UTTR) southwest of Salt Lake City. Because Stardust was landing on Earth, hazard analysis was required by the National Aeronautics and Space Administration, UTTR, and the Stardust Project to ensure the safe return of the landing capsule along with the safety of people, ground assets, and aircraft. This paper focuses on the requirements affecting safe return of the capsule and safety of people on the ground by investigating parameters such as probability of impacting on UTTR, casualty expectation, and probability of casualty. This paper introduces the methods for the calculation of these requirements and shows how they affected mission planning, site selection, and mission operations. By analyzing these requirements before and during entry it allowed for the selection of a robust landing point that met all of the requirements during the actual landing event.

Has land use pushed terrestrial biodiversity beyond the planetary boundary? A global assessment.

PubMed

Newbold, Tim; Hudson, Lawrence N; Arnell, Andrew P; Contu, Sara; De Palma, Adriana; Ferrier, Simon; Hill, Samantha L L; Hoskins, Andrew J; Lysenko, Igor; Phillips, Helen R P; Burton, Victoria J; Chng, Charlotte W T; Emerson, Susan; Gao, Di; Pask-Hale, Gwilym; Hutton, Jon; Jung, Martin; Sanchez-Ortiz, Katia; Simmons, Benno I; Whitmee, Sarah; Zhang, Hanbin; Scharlemann, Jörn P W; Purvis, Andy

2016-07-15

Land use and related pressures have reduced local terrestrial biodiversity, but it is unclear how the magnitude of change relates to the recently proposed planetary boundary ("safe limit"). We estimate that land use and related pressures have already reduced local biodiversity intactness--the average proportion of natural biodiversity remaining in local ecosystems--beyond its recently proposed planetary boundary across 58.1% of the world's land surface, where 71.4% of the human population live. Biodiversity intactness within most biomes (especially grassland biomes), most biodiversity hotspots, and even some wilderness areas is inferred to be beyond the boundary. Such widespread transgression of safe limits suggests that biodiversity loss, if unchecked, will undermine efforts toward long-term sustainable development. Copyright © 2016, American Association for the Advancement of Science.

Probabilistic Surface Characterization for Safe Landing Hazard Detection and Avoidance (HDA)

NASA Technical Reports Server (NTRS)

Johnson, Andrew E. (Inventor); Ivanov, Tonislav I. (Inventor); Huertas, Andres (Inventor)

2015-01-01

Apparatuses, systems, computer programs and methods for performing hazard detection and avoidance for landing vehicles are provided. Hazard assessment takes into consideration the geometry of the lander. Safety probabilities are computed for a plurality of pixels in a digital elevation map. The safety probabilities are combined for pixels associated with one or more aim points and orientations. A worst case probability value is assigned to each of the one or more aim points and orientations.

PROCESS DESIGN MANUAL: LAND APPLICATION OF ...

EPA Pesticide Factsheets

Land application of sewage sludge generated by domestic sewage treatment is performed in an environmentally safe and cost–effective manner in many communities. Land application involves taking advantage of the fertilizing and soil conditioning properties of sewage sludge by spreading the sewage sludge on the soil surface, incorporating or injecting the sewage sludge into soil, or spraying the sewage sludge. Because sewage sludge disposal practices (e.g., landfilling) are becoming less available and more costly, and because of the increasing desire to beneficially reuse waste residuals whenever possible, land application is increasingly chosen as a sewage sludge use or disposal practice. Approximately 33 percent of the 5.4 million dry metric tons of sewage sludge generated annually in the United States at publicly owned treatment works (POTWs) is land applied. Of the sewage sludge that is land applied, approximately 67% is land applied on agricultural lands, 3% on forest lands, approximately 9% on reclamation sites, and 9% on public contact sites; 12% is sold or given away in a bag or other container for application to the land (Federal Register, Vol. 58, No. 32, February 19, 1993). In addition, approximately 8.6 billion gallons of domestic septage is generated annually. Land application of sewage sludge has been practiced in many countries for centuries so that the nutrients (e.g., nitrogen, phosphorus) and organic matter in sewage sludge can be beneficia

STS-1 landing at Edwards - first orbital mission

NASA Technical Reports Server (NTRS)

1981-01-01

The first flight of a space shuttle into space and back occurred from April 12 to April 14, 1981. After years of testing of the space shuttle Columbia and training the astronauts in simulators, the orbiter lifted off into space on the 12th, boosted by the seven million pounds of thrust supplied by its solid-propellant rockets and liquid-hydrogen engines. The flight, one of four Orbital Flight Tests of Columbia, served as a two-day demonstration of the first reusable, piloted spacecraft's ability to go into orbit and return safely to Earth. Columbia carried as its main payload a Developmental Flight Instrumentation pallet with instruments to record pressures, temperatures, and levels of acceleration at various points on the vehicle during launch, flight, and landing. One of many cameras aboard--a remote television camera--revealed some of the thermal protection tiles had disengaged during launch. As Columbia reentered the atmosphere from space at Mach 24 (24 times the speed of sound) after 36 orbits, aerodynamic heating built up to over 3,000 degrees Fahrenheit, causing some concern during the moments when ionized gases disrupted radio communication. But at 188,000 feet and Mach 10, mission commander John W. Young and pilot Robert L. Crippen reported that the orbiter was performing as expected. After a series of maneuvers to reduce speed, the mission commander and pilot prepared to land. In flight, Young and Crippen tested the spacecraft's on-board systems, fired the orbital maneuvering system for changing orbits, employed the reaction control system for controlling attitude, and opened and closed the payload doors. Columbia was the first reusable, piloted spacecraft, the first piloted lifting-reentry vehicle, and the first piloted spacecraft without a crew escape system. Energy management for the space shuttles was based on previous experience with the X-15 at NASA's Flight Research Center (which had become the Dryden Flight Research Center in 1976). Landing the

Flightworthy active control landing gear for a supersonic aircraft

NASA Technical Reports Server (NTRS)

Ross, I.

1980-01-01

A flightworthy active control landing gear system for a supersonic aircraft was designed to minimize aircraft loads during takeoff, impact, rollout, and taxi. The design consists of hydromechanical modifications to the existing gear and the development of a fail-safe electronic controller. analytical RESULTS INDICATE that for an aircraft sink rate of 0.914 m/sec (3 ft/sec) the system achieves a peak load reduction of 36% during landing impact.

The Land of Opportunity: Human Return to Meridiani Planum

NASA Technical Reports Server (NTRS)

Cohen, Barbara A.; Seibert, Michael A.

2015-01-01

Meridiani Planum is a broad expanse of Martian real estate possessing extremely safe landing characteristics and extensive areas with high trafficability, with compelling science motivations to decipher the climatic and hydrologic evolution of Mars and potential for resource extraction. We propose southwestern Meridiani Planum as a potential landing site for human exploration of Mars. Figure 1 shows our proposed exploration zone (EZ) and several potential science regions of interest (ROIs)

The pharmacokinetics of JS-38, a novel antineoplastic drug, in rats.

PubMed

Ng, Hong Zha; Fang, Yu; Li, Ying; Fan, Ting-Ting; Qin, Yan; Liu, Quan-Hai

2008-01-01

To evaluate the pre-clinical pharmacokinetics of JS-38(C22H1404N2S2F6, MW: 548), a study was conducted in Wistar rats (3 female, 2 male: 200-250 g about 6 or 7 months). The concentration-time curve of JS-38 in rats demonstrated the pharmacokinetic (PK) characteristics of a two-compartmental model. The area under the concentration-time curve from zero to infinity (AUC(0-infinity)) for the low, middle and high dosage (i.e., 20, 50 and 125 mg x kg(-1)) amounted to 46.850 +/- 19.946, 161.101 +/- 58.877 and 312.565 +/- 187.273 mg/L x h respectively; a positive correlation was demonstrated between the AUC(0-infinity). and the dosages in question (r = 0.99). The average time to reach maximum concentration (Tmax) was 3.( RSD: 20.4% and the half-life (t(1/2)) was 11.4 h( RSD: 8.8% P > 0.05. For the low, middle and high dosage, the maximum concentration (Cmax) was 4.882, 11.248, and 13.431 microg x mL(-1) respectively. After the administration of JS-38, except for the brain and spinal marrow, the drug distribution in the different body tissues varied, in particular in the liver, intestine and thyroid gland. A significant distribution of JS-38 was detected in cancerous tissues, and its concentrations demonstrated a tendency increase over time. There was a certain degree of distribution in the bone marrow. The urine samples showed that JS-38 nearly was practically not eliminated in its original form. The amount eliminated after 72h via the bile was only 1.03 +/- 0.1% of the administered dose. In the rat model, most of the JS-38 in its original form (53.58 +/- 22.28%) was excreted via the feces. When the intragastric administration of doses of 20, 50 and 125 mg x kg(-1) was compared with i.v. administered JS-38 (1 mg x kg(-1)), the absolute bioavailability amounted to 22.2 +/- 9.5%, 30.4 +/- 14.5% and 23.6 +/- 11.3% respectively. It was found that this compound is well absorbed in to the system and that it shows favorable PK properties. The outcome of this early pre

[Introduction of upland rice cultivars to eastern Keerqin sandy land and their biological characteristics].

PubMed

Zeng, Dehui; Zhang, Chunxing; Wang, Guirong; Fan, Zhiping

2004-10-01

Developing water-saving rice cultivation is one important strategy for food security in China. This paper reported the experimental results of introducing six upland rice cultivars to eastern Keerqin sandy land. The field experiment results showed that under the condition of 60% water-saving, the yield of cultivars XH 95-13 and XH 95-13-6 was 10.2% and 5.5% higher than the control, respectively, while other four cultivars decreased by 6.7%-18.6%. Economically, all the cultivars except JP 121 had a higher income than the control, and the profitability of cultivars XH 95-13 and XH 95-13-6 reached 24.0% and 19.3%, respectively. The water productivity of all the six cultivars was over 0.566 kg x m(-3), increased by 59.89%-116.38%. Pot experiment showed that 12.1%-16.3% of soil moisture in 0-15 cm layer was beneficial to the growth of upland rice. In eastern Keerqin sandy land, effective tillers occurred before July 18. In brief, upland rice production could be extensively applicable in eastern Keerqin sandy land to gradually alternate the traditional lowland rice cultivation with continuous flooding, and save much underground water.

Argon content of the Martian atmosphere at the Viking 1 landing site - Analysis by X-ray fluorescence spectroscopy

NASA Technical Reports Server (NTRS)

Clark, B. C.; Toulmin, P., III; Rose, H. J., Jr.; Baird, A. K.; Keil, K.

1976-01-01

Spectra provided by the Viking 1 X-ray fluorescence spectrometer operating in the calibration mode (without a soil sample in the analysis chamber) were analyzed to determine the argon content of the Martian atmosphere at the landing site. This was found to be less than or equal to 0.15 millibar, or not more than 2% by volume, consistent with data obtained by the entry mass spectrometer and by the mass spectrometer on the lander. It is anticipated that analysis of the K content of surface samples using X-ray fluorescence data will provide information on the evolution of the atmosphere, since most atmospheric argon is apparently produced by decay of K-40.

Reconfigurable Control Design for the Full X-33 Flight Envelope

NASA Technical Reports Server (NTRS)

Cotting, M. Christopher; Burken, John J.

2001-01-01

A reconfigurable control law for the full X-33 flight envelope has been designed to accommodate a failed control surface and redistribute the control effort among the remaining working surfaces to retain satisfactory stability and performance. An offline nonlinear constrained optimization approach has been used for the X-33 reconfigurable control design method. Using a nonlinear, six-degree-of-freedom simulation, three example failures are evaluated: ascent with a left body flap jammed at maximum deflection; entry with a right inboard elevon jammed at maximum deflection; and landing with a left rudder jammed at maximum deflection. Failure detection and identification are accomplished in the actuator controller. Failure response comparisons between the nominal control mixer and the reconfigurable control subsystem (mixer) show the benefits of reconfiguration. Single aerosurface jamming failures are considered. The cases evaluated are representative of the study conducted to prove the adequate and safe performance of the reconfigurable control mixer throughout the full flight envelope. The X-33 flight control system incorporates reconfigurable flight control in the existing baseline system.

X-15 #2 on lakebed after engine failure forced pilot Jack McKay to make an emergency landing at Mud

NASA Technical Reports Server (NTRS)

1962-01-01

On 9 November 1962, an engine failure forced Jack McKay, a NASA research pilot, to make an emergency landing at Mud Lake, Nevada, in the second X-15 (56-6671); its landing gear collapsed and the X-15 flipped over on its back. McKay was promptly rescued by an Air Force medical team standing by near the launch site, and eventually recovered to fly the X-15 again. But his injuries, more serious than at first thought, eventually forced his retirement from NASA. The aircraft was sent back to the manufacturer, where it underwent extensive repairs and modifications. It returned to Edwards in February 1964 as the X-15A-2, with a longer fuselage (52 ft 5 in) and external fuel tanks. The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on

Statistics concerning the Apollo command module water landing, including the probability of occurrence of various impact conditions, sucessful impact, and body X-axis loads

NASA Technical Reports Server (NTRS)

Whitnah, A. M.; Howes, D. B.

1971-01-01

Statistical information for the Apollo command module water landings is presented. This information includes the probability of occurrence of various impact conditions, a successful impact, and body X-axis loads of various magnitudes.

The Autonomous Precision Landing and Hazard Detection and Avoidance Technology (ALHAT)

NASA Technical Reports Server (NTRS)

Epp, Chirold D.; Smith, Thomas B.

2007-01-01

As NASA plans to send humans back to the Moon and develop a lunar outpost, technologies must be developed to place humans and cargo safely, precisely, repeatedly, on the lunar surface with the capability to avoid surface hazards. Exploration Space Architecture Study requirements include the need for global lunar surface access with safe, precise landing without lighting constraints on terrain that may have landing hazards for human scale landing vehicles. Landing accuracies of perhaps 1,000 meters for sortie crew missions to 10 s of meters for Outpost class missions are required. The Autonomous precision Landing Hazard Avoidance Technology (ALHAT) project will develop the new and unique descent and landing Guidance, Navigation and Control (GNC) hardware and software technologies necessary for these capabilities. The ALHAT project will qualify a lunar descent and landing GNC system to a Technology Readiness Level (TRL) of 6 capable of supporting lunar crewed, cargo, and robotic missions. The (ALHAT) development project was chartered by NASA Headquarters in October 2006. The initial effort to write a project plan and define an ALHAT Team was followed by a fairly aggressive research and analysis effort to determine what technologies existed that could be developed and applied to the lunar landing problems indicated above. This paper describes the project development, research, analysis and concept evolution that has occurred since the assignment of the project. This includes the areas of systems engineering, GNC, sensors, sensor algorithms, simulations, fielding testing, laboratory testing, Hardware-In-The-Loop testing, system avionics and system certification concepts.

Crew Office Evaluation of a Precision Lunar Landing System

NASA Technical Reports Server (NTRS)

Major, Laura M.; Duda, Kevin R.; Hirsh, Robert L.

2011-01-01

A representative Human System Interface for a precision lunar landing system, ALHAT, has been developed as a platform for prototype visualization and interaction concepts. This facilitates analysis of crew interaction with advanced sensors and AGNC systems. Human-in-the-loop evaluations with representatives from the Crew Office (i.e. astronauts) and Mission Operations Directorate (MOD) were performed to refine the crew role and information requirements during the final phases of landing. The results include a number of lessons learned from Shuttle that are applicable to the design of a human supervisory landing system and cockpit. Overall, the results provide a first order analysis of the tasks the crew will perform during lunar landing, an architecture for the Human System Interface based on these tasks, as well as details on the information needs to land safely.

Impacts of land use and land cover on surface and air temperature in urban landscapes

NASA Astrophysics Data System (ADS)

Crum, S.; Jenerette, D.

2015-12-01

Accelerating urbanization affects regional climate as the result of changing land cover and land use (LCLU). Urban land cover composition may provide valuable insight into relationships among urbanization, air, and land-surface temperature (Ta and LST, respectively). Climate may alter these relationships, where hotter climates experience larger LULC effects. To address these hypotheses we examined links between Ta, LST, LCLU, and vegetation across an urban coastal to desert climate gradient in southern California, USA. Using surface temperature radiometers, continuously measuring LST on standardized asphalt, concrete, and turf grass surfaces across the climate gradient, we found a 7.2°C and 4.6°C temperature decrease from asphalt to vegetated cover in the coast and desert, respectively. There is 131% more temporal variation in asphalt than turf grass surfaces, but 37% less temporal variation in concrete than turf grass. For concrete and turf grass surfaces, temporal variation in temperature increased from coast to desert. Using ground-based thermal imagery, measuring LST for 24 h sequences over citrus orchard and industrial use locations, we found a 14.5°C temperature decrease from industrial to orchard land use types (38.4°C and 23.9°C, respectively). Additionally, industrial land use types have 209% more spatial variation than orchard (CV=0.20 and 0.09, respectively). Using a network of 300 Ta (iButton) sensors mounted in city street trees throughout the region and hyperspectral imagery data we found urban vegetation greenness, measured using the normalized difference vegetation index (NDVI), was negatively correlated to Ta at night across the climate gradient. Contrasting previous findings, the closest coupling between NDVI and Ta is at the coast from 0000 h to 0800 h (highest r2 = 0.6, P < 0.05) while relationships at the desert are weaker (highest r2 = 0.38, P < 0.05). These findings indicate that vegetation cover in urbanized regions of southern

Discovery and optimization of p38 inhibitors via computer-assisted drug design.

PubMed

Goldberg, Daniel R; Hao, Ming-Hong; Qian, Kevin C; Swinamer, Alan D; Gao, Donghong A; Xiong, Zhaoming; Sarko, Chris; Berry, Angela; Lord, John; Magolda, Ronald L; Fadra, Tazmeen; Kroe, Rachel R; Kukulka, Alison; Madwed, Jeffrey B; Martin, Leslie; Pargellis, Christopher; Skow, Donna; Song, Jinhua J; Tan, Zhulin; Torcellini, Carol A; Zimmitti, Clare S; Yee, Nathan K; Moss, Neil

2007-08-23

Integration of computational methods, X-ray crystallography, and structure-activity relationships will be disclosed, which lead to a new class of p38 inhibitors that bind to p38 MAP kinase in a Phe out conformation.

Marine ferromanganese deposits as a source of rare metals for high- and green-tech applications: Comparison with land-based deposits

NASA Astrophysics Data System (ADS)

Hein, J. R.; Conrad, T. A.; Koschinsky, A.

2011-12-01

Marine ferromanganese (Fe-Mn) crusts are strongly enriched relative to the lithosphere in many rare and strategic metals, including Te, Co, Mo, Bi, Pt, W, Zr, Nb, Y, and rare-earth elements (REE). Fe-Mn nodules are strongly enriched in Ni, Cu, Co, Mo, Zr, Li, and REY. Relative to Fe-Mn crusts, nodules are more enriched in Ni, Cu, and Li, with subequal amounts of Mo. The metals are sorbed from seawater onto the Fe and Mn phases, and also from sediment pore waters for nodules. An electrochemical model describes a first-order process for acquisition of metals from seawater, with positively charged ions sorbed onto the negative charged surface of MnO2 and negatively charged and neutral ions in seawater sorbed on the slightly positive charged FeO(OH) surface. Second-order processes include surface oxidation (e.g., Co, Pt, Te, Ce, Tl), substitution, and precipitation of discrete phases. The metals most enriched in these marine deposits are essential for a wide variety of high- and green-tech applications. Over the past few years, the global market for many of them has been supplied from one or two major sources. Because of increased competition for resources from rapidly expanding economies (i.e. China, India, Brazil), supplies may not meet demands. Deep-ocean deposits may offer a partial solution to these projected shortages, but marine deposits have not been compared in terms of grade and tonnage with land-based deposits. Here we compare data for the Clarion-Clipperton Fe-Mn Nodule Zone (CCZ) in the NE Pacific and the central Pacific Fe-Mn crust zone (PCZ) with the global land-based reserves. Nodules in the CCZ have 1.1 times more Mn, 1.4 times more Te, 1.85 times more Ni, 3.2 times more Co, and 4 times more Y than the entire global land-based reserves for those metals. Metals in CCZ nodules as a percent of the total global land-based reserves are Cu 22%, Mo 63%, W 21%, Li 19%, Nb 13%, and REE 11%. Fe-Mn crusts in the PCZ have 3.8 times more Co, 3.5 times more Y, and

MMW radar enhanced vision systems: the Helicopter Autonomous Landing System (HALS) and Radar-Enhanced Vision System (REVS) are rotary and fixed wing enhanced flight vision systems that enable safe flight operations in degraded visual environments

NASA Astrophysics Data System (ADS)

Cross, Jack; Schneider, John; Cariani, Pete

2013-05-01

Sierra Nevada Corporation (SNC) has developed rotary and fixed wing millimeter wave radar enhanced vision systems. The Helicopter Autonomous Landing System (HALS) is a rotary-wing enhanced vision system that enables multi-ship landing, takeoff, and enroute flight in Degraded Visual Environments (DVE). HALS has been successfully flight tested in a variety of scenarios, from brown-out DVE landings, to enroute flight over mountainous terrain, to wire/cable detection during low-level flight. The Radar Enhanced Vision Systems (REVS) is a fixed-wing Enhanced Flight Vision System (EFVS) undergoing prototype development testing. Both systems are based on a fast-scanning, threedimensional 94 GHz radar that produces real-time terrain and obstacle imagery. The radar imagery is fused with synthetic imagery of the surrounding terrain to form a long-range, wide field-of-view display. A symbology overlay is added to provide aircraft state information and, for HALS, approach and landing command guidance cuing. The combination of see-through imagery and symbology provides the key information a pilot needs to perform safe flight operations in DVE conditions. This paper discusses the HALS and REVS systems and technology, presents imagery, and summarizes the recent flight test results.

Helicopter Flight Test of a Compact, Real-Time 3-D Flash Lidar for Imaging Hazardous Terrain During Planetary Landing

NASA Technical Reports Server (NTRS)

Roback, VIncent E.; Amzajerdian, Farzin; Brewster, Paul F.; Barnes, Bruce W.; Kempton, Kevin S.; Reisse, Robert A.; Bulyshev, Alexander E.

2013-01-01

A second generation, compact, real-time, air-cooled 3-D imaging Flash Lidar sensor system, developed from a number of cutting-edge components from industry and NASA, is lab characterized and helicopter flight tested under the Autonomous Precision Landing and Hazard Detection and Avoidance Technology (ALHAT) project. The ALHAT project is seeking to develop a guidance, navigation, and control (GN&C) and sensing system based on lidar technology capable of enabling safe, precise crewed or robotic landings in challenging terrain on planetary bodies under any ambient lighting conditions. The Flash Lidar incorporates a 3-D imaging video camera based on Indium-Gallium-Arsenide Avalanche Photo Diode and novel micro-electronic technology for a 128 x 128 pixel array operating at a video rate of 20 Hz, a high pulse-energy 1.06 µm Neodymium-doped: Yttrium Aluminum Garnet (Nd:YAG) laser, a remote laser safety termination system, high performance transmitter and receiver optics with one and five degrees field-of-view (FOV), enhanced onboard thermal control, as well as a compact and self-contained suite of support electronics housed in a single box and built around a PC-104 architecture to enable autonomous operations. The Flash Lidar was developed and then characterized at two NASA-Langley Research Center (LaRC) outdoor laser test range facilities both statically and dynamically, integrated with other ALHAT GN&C subsystems from partner organizations, and installed onto a Bell UH-1H Iroquois "Huey" helicopter at LaRC. The integrated system was flight tested at the NASA-Kennedy Space Center (KSC) on simulated lunar approach to a custom hazard field consisting of rocks, craters, hazardous slopes, and safe-sites near the Shuttle Landing Facility runway starting at slant ranges of 750 m. In order to evaluate different methods of achieving hazard detection, the lidar, in conjunction with the ALHAT hazard detection and GN&C system, operates in both a narrow 1deg FOV raster

Using temporarily coherent point interferometric synthetic aperture radar for land subsidence monitoring in a mining region of western China

NASA Astrophysics Data System (ADS)

Fan, Hongdong; Xu, Qiang; Hu, Zhongbo; Du, Sen

2017-04-01

Yuyang mine is located in the semiarid western region of China where, due to serious land subsidence caused by underground coal exploitation, the local ecological environment has become more fragile. An advanced interferometric synthetic aperture radar (InSAR) technique, temporarily coherent point InSAR, is applied to measure surface movements caused by different mining conditions. Fifteen high-resolution TerraSAR-X images acquired between October 2, 2012, and March 27, 2013, were processed to generate time-series data for ground deformation. The results show that the maximum accumulated values of subsidence and velocity were 86 mm and 162 mm/year, respectively; these measurements were taken above the fully mechanized longwall caving faces. Based on the dynamic land subsidence caused by the exploitation of one working face, the land subsidence range was deduced to have increased 38 m in the mining direction with 11 days' coal extraction. Although some mining faces were ceased in 2009, they could also have contributed to a small residual deformation of overlying strata. Surface subsidence of the backfill mining region was quite small, the maximum only 21 mm, so backfill exploitation is an effective method for reducing the land subsidence while coal is mined.

Boeing CST-100 Starliner Landing Simulation

NASA Image and Video Library

2018-06-05

Boeing, NASA and U.S. Army teams rehearse safely bringing the CST-100 Starliner spacecraft home to Earth on Wed., June 6, 2018, at the U.S. Army's White Sands Missile Range in New Mexico. During the detailed landing simulation, engineers, technicians and spaceflight specialists worked through tight timelines and intense heat running through simulations of the spacecraft's landing and recovery, an operation that will cap each Starliner mission. For flight controllers at Mission Control in Houston, the simulation offered the chance to evaluate their own processes and rehearse everything from undocking the Starliner from the space station to communicating with the recovery teams in the field.

Expedition 39 Soyuz TMA-11M Landing

NASA Image and Video Library

2014-05-14

Ground personnel race to the landing site as the Soyuz TMA-11M spacecraft lands with Expedition 39 Commander Koichi Wakata of the Japan Aerospace Exploration Agency (JAXA), Soyuz Commander Mikhail Tyurin of Roscosmos, and Flight Engineer Rick Mastracchio of NASA near the town of Zhezkazgan, Kazakhstan on Wednesday, May 14, 2014. Wakata, Tyurin and Mastracchio returned to Earth after more than six months onboard the International Space Station where they served as members of the Expedition 38 and 39 crews. Photo Credit: (NASA/Bill Ingalls)

GOFC-GOLD :: Global Observation of Forest and Land Cover Dynamics

Science.gov Websites

Validation: Recommendations for Evaluation and Accuracy Assessment of Global Land Cover Maps, A. Strahler et GOFC-GOLD-38: Report of the GOFC-GOLD/CEOS Workshop on Land Cover Change Accuracy Assessment as part of al., March 2006 860 kb GOFC-GOLD-24: A Revised Strategy for GOFC-GOLD, J.R. Townshend and M.A. Brady

Earth observations taken by Expedition 38 crewmember

NASA Image and Video Library

2013-12-12

ISS038-E-015162 (12 Dec. 2013) --- One of the Expedition 38 crew members took this brightly lit night picture featuring much of the Houston metropolitan area. The central business district is in the exact center of the photo, with the Galleria area and uptown being in the lower left with Sugar Land being closer to the lower left corner. The 610 Loop and Beltway 8 encircle the city. The southeast sections extend past Hobby Airport to the NASA/Clear Lake area.

Earth observations taken by Expedition 38 crewmember

NASA Image and Video Library

2013-12-12

ISS038-E-015160 (12 Dec. 2013) --- One of the Expedition 38 crew members took this brightly lit night picture featuring much of the Houston metropolitan area. The central business district is in the exact center of the photo, with the Galleria area and uptown being in the lower left with Sugar Land being closer to the lower left corner. The 610 Loop and Beltway 8 encircle the city. The southeast sections extend past Hobby Airport to the NASA/Clear Lake area.

Bibliography on Cold Regions Science and Technology. Cumulative Subject Index. Volumes 38-42

DTIC Science & Technology

1988-12-01

Goldberg group (Hohe Tauern)—a glacier of "anomalous" behavior. Böhm, R., [1982, p.270-272, ger] 39-1214 Studies of recent land glaciation of the...moraines in the Perwall group (Western Austria). Friedrich, R., rl983, p.129-135, fre] 38-3176 Recent morphological studies about the late- and...Arctic Acoustic Research Group . Garrison, O.R., [1983, p.33-62, eng] 38-2561 Scientific and engineering studies : underwater acoustics in the Arctic

Extreme Rock Distributions on Mars and Implications for Landing Safety

NASA Technical Reports Server (NTRS)

Golombek, M. P.

2001-01-01

Prior to the landing of Mars Pathfinder, the size-frequency distribution of rocks from the two Viking landing sites and Earth analog surfaces was used to derive a size-frequency model, for nomimal rock distributions on Mars. This work, coupled with extensive testing of the Pathfinder airbag landing system, allowed an estimate of what total rock abundances derived from thermal differencing techniques could be considered safe for landing. Predictions based on this model proved largely correct at predicting the size-frequency distribution of rocks at the Mars Pathfinder site and the fraction of potentially hazardous rocks. In this abstract, extreme rock distributions observed in Mars Orbiter Camera (MOC) images are compared with those observed at the three landing sites and model distributions as an additional constraint on potentially hazardous surfaces on Mars.

X-33

NASA Image and Video Library

2004-04-15

Pictured here is an artist's concept of the experimental X-33 in-flight. The X-33 program was designed to pave the way to a full-scale commercially developed, reusable launch vehicle (RLV). The program that will put the U.S. on a path toward safe, affordable, reliable access to space by providing the latest technology was ready for space flight. The X-33 is the flagship technology demonstrator for technologies that will dramatically lower the cost of access to space. The X-33 program was cancelled in 2001.

Joseph A. Walker after X-15 flight #2-14-28

NASA Image and Video Library

1961-03-30

Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined the NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its fastest speed and highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,300 feet on August 22, 1963 (his last X-15 flight). He was the first man to pilot the Lunar Landing Research Vehicle (LLRV) that was used to develop piloting and operational techniques for lunar landings. Walker was born February 20, 1921, in Washington, Pa. He lived there until graduating from Washington and Jefferson College in 1942, with a B.A. degree in Physics. During World War II he flew P-38 fighters for the Air Force, earning the Distinguished Flying Cross and the Air Medal with Seven Oak Clusters. Walker was the recipient of many awards during his 21 years as a research pilot. These include the 1961 Robert J. Collier Trophy, 1961 Harmon International Trophy for Aviators, the 1961 Kincheloe Award and 1961 Octave Chanute Award. He received an honorary Doctor of Aeronautical Sciences degree from his alma mater in June of 1962. Walker was named Pilot of the Year in 1963 by the National Pilots Association. He was a charter member of the Society of Experimental Test Pilots, and one of the first to be designated a Fellow. He was fatally injured on June 8, 1966, in a mid-air collision between an F-104 he was piloting and the XB-70.

The Influence of Lower Extremity Lean Mass on Landing Biomechanics During Prolonged Exercise.

PubMed

Montgomery, Melissa M; Tritsch, Amanda J; Cone, John R; Schmitz, Randy J; Henson, Robert A; Shultz, Sandra J

2017-08-01

  The extent to which lower extremity lean mass (LELM) relative to total body mass influences one's ability to maintain safe landing biomechanics during prolonged exercise when injury incidence increases is unknown.   To examine the influence of LELM on (1) pre-exercise lower extremity biomechanics and (2) changes in biomechanics during an intermittent exercise protocol (IEP) and (3) determine whether these relationships differ by sex. We hypothesized that less LELM would predict higher-risk baseline biomechanics and greater changes toward higher-risk biomechanics during the IEP.   Cohort study.   Controlled laboratory.   A total of 59 athletes (30 men: age = 20.3 ± 2.0 years, height = 1.79 ± 0.05 m, mass = 75.2 ± 7.2 kg; 29 women: age = 20.6 ± 2.3 years, height = 1.67 ± 0.08 m, mass = 61.8 ± 9.0 kg) participated.   Before completing an individualized 90-minute IEP designed to mimic a soccer match, participants underwent dual-energy x-ray absorptiometry testing for LELM.   Three-dimensional lower extremity biomechanics were measured during drop-jump landings before the IEP and every 15 minutes thereafter. A previously reported principal components analysis reduced 40 biomechanical variables to 11 factors. Hierarchical linear modeling analysis then determined the extent to which sex and LELM predicted the baseline score and the change in each factor over time.   Lower extremity lean mass did not influence baseline biomechanics or the changes over time. Sex influenced the biomechanical factor representing knee loading at baseline (P = .04) and the changes in the anterior cruciate ligament-loading factor over time (P = .03). The LELM had an additional influence only on women who possessed less LELM (P = .03 and .02, respectively).   Lower extremity lean mass influenced knee loading during landing in women but not in men. The effect appeared to be stronger in women with less LELM. Continually decreasing knee loading over time may reflect a

STS Approach and Landing Test (ALT): Flight 5 - pilot-induced oscillation (PIO) on landing

NASA Technical Reports Server (NTRS)

1977-01-01

During 1977 the NASA Dryden Flight Research Center, Edwards, California, hosted the Approach and Landing Tests for the space shuttle prototype Enterprise. Since the shuttles would land initially on Rogers Dry Lakebed adjacent to Dryden on Edwards Air Force Base, NASA had already modified a Boeing 747 to carry them back to their launch site at Kennedy Space Center, Florida. Computer calculations and simulations had predicted the mated shuttle and 747 could fly together safely, but NASA wanted to verify that prediction in a controlled flight-test environment before the shuttles went into operation. The agency also wanted to glide test the orbiter to ensure it could land safely before sending it into space with human beings aboard. So NASA's Johnson Space Center, Houston, Texas, developed a three-phase test program. First, an unpiloted-captive phase tested the shuttle/747 combination without a crew on the Enterprise in case of a problem that required jettisoning the prototype. There were three taxi tests and five flight tests without a crew in the shuttle. That phase ended on March 2, 1977. The second or captive-active phase-completed on July 26, 1977, flew the orbiter mated to the 747 with a two-person crew inside. Finally there were five flights-completed on October 26, 1977, in which the orbiter separated from the Shuttle Carrier Aircraft (SCA, as the 747 was designated) and landed. Beginning on August 12, 1977, the first four landings took place uneventfully on lakebed runways, but the fifth occurred on the concrete, 15,000-foot runway at Edwards. For the first three flights, a tail cone was placed around the dummy main engines to reduce buffeting. The tail-cone fairing was removed for the last two flights. This movie clip begins with the Enterprise just prior to touchdown on the main runway at Edwards AFB after it's fifth and final unpowered free flight. Shuttle pilots Gordon Fullerton and Fred Haise were attempting a couple of firsts on this flight--a precision

X-24B launch - air drop from mothership

NASA Technical Reports Server (NTRS)

1974-01-01

A fleet of lifting bodies flown at the NASA Flight Research Center, Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1. It featured a plywood shell, built by Gus Briegleb (a sailplane builder from El Mirage, California) placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. The success of the Flight Research Center M2-F1 program led to NASA development and construction of two heavyweight lifting bodies based on studies at the NASA Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, Hawthorne, California. The Air Force also became interested in lifting body research and had a third design concept built, the X-24A, built by the Martin Company, Denver, Colorado. It was later modified into the X-24B and both configurations were flown in the joint NASA-Air Force lifting body program located at Dryden. The X-24B design evolved from a family of potential reentry shapes, each with higher lift-to-drag ratios, proposed by the Air Force Flight Dynamics Laboratory. To reduce the costs of constructing a research vehicle, the Air Force returned the X-24A to Martin for modifications that converted its bulbous shape into one resembling a 'flying flatiron' -- rounded top, flat bottom, and a double-delta planform that ended in a pointed nose. First to fly the X-24B was John A. Manke, a glide flight on August 1, 1973. He was also the pilot on the first

Assessment of the Mars Science Laboratory Entry, Descent, and Landing Simulation

NASA Technical Reports Server (NTRS)

Way, David W.; Davis, J. L.; Shidner, Jeremy D.

2013-01-01

On August 5, 2012, the Mars Science Laboratory rover, Curiosity, successfully landed inside Gale Crater. This landing was only the seventh successful landing and fourth rover to be delivered to Mars. Weighing nearly one metric ton, Curiosity is the largest and most complex rover ever sent to investigate another planet. Safely landing such a large payload required an innovative Entry, Descent, and Landing system, which included the first guided entry at Mars, the largest supersonic parachute ever flown at Mars, and a novel and untested Sky Crane landing system. A complete, end-to-end, six degree-of-freedom, multi-body computer simulation of the Mars Science Laboratory Entry, Descent, and Landing sequence was developed at the NASA Langley Research Center. In-flight data gathered during the successful landing is compared to pre-flight statistical distributions, predicted by the simulation. These comparisons provide insight into both the accuracy of the simulation and the overall performance of the vehicle.

Quantifying aquatic insect deposition from lake to land.

PubMed

Dreyer, Jamin; Townsend, Philip A; Hook, James C; Hoekman, David; Vander Zanden, M Jake; Gratton, Claudio

2015-02-01

Adjacent ecosystems are influenced by organisms that move across boundaries, such as insects with aquatic larval stages and terrestrial adult stages, which transport energy and nutrients from water to land. However, the ecosystem-level effect of aquatic insects on land has generally been ignored, perhaps because the organisms themselves are individually small. At the naturally productive Lake Mývatn, Iceland, we used two readily measured quantities: total insect emergence from water and relative insect density on land, to demonstrate an approach for estimating aquatic insect deposition (e.g., kg N x m(-2) x yr(-1)) to shore. Estimates from emergence traps between 2008 and 20.11 indicated a range of 0.15-3.7 g x m(-2) x yr(-1), or a whole-lake emergence of 3.1-76 Mg/yr; all masses are given as dry mass. Using aerial infall trap measurements of midge relative abundance over land, we developed a local-maximum decay function model to predict proportional midge deposition with distance from the lake. The dispersal model predicted midge abundance with R2 = 0.89, a pattern consistent among years, with peak midge deposition occurring 20-25 m inland and 70% of midges deposited within 100 m of shore. During a high-midge year (2008), we estimate midge deposition within the first 50 m of shoreline to be 100 kg xha(-1) x yr(-1), corresponding to inputs of 10 kg N x ha(-1) x yr(-1) and 1 kg P x ha(-1) x yr(-1), or about three to five times above background terrestrial N deposition rates. Consistent with elevated N input where midges are most dense, we observed that soil available nitrate in resin bags decreases with increasing distance from the lake. Our approach, generalizable to other systems, shows that aquatic insects can be a major source of nutrients to terrestrial ecosystems and have the capacity to significantly affect ecosystem processes.

Environmental Assessment: Apalachicola National Forest Helicopter Landing Zones Florida

DTIC Science & Technology

2003-12-01

25 3.12 Hazardous Waste/ Materials ...37 4.11 Hazardous Waste/ Materials .................................................................. 38 4.11.1 Proposed Action Alterative...26 Apalachicola Helicopter Landing Zones 3.12 Hazardous Waste/ Materials No hazardous substances or petroleum substances are generated, stored

STS-71 Pilot Charles J. Precort arrival in T-38

NASA Technical Reports Server (NTRS)

1995-01-01

STS-71 Pilot Charles J. Precourt arrives at the KSC Shuttle Landing Facility in one of the T-38 aircraft traditionally flown by the astronaut corps. The seven STS-71 crew members flew into KSC from Johnson Space Center as final preparations are under way toward the scheduled liftoff on June 23 of the Space Shuttle Atlantis on the first mission to dock with the Russian Space Station Mir. KSC-95EC-870 - Mir 19 Flight Engineer Nikolai M. Budarin arrives at KSC Mir 19 Flight Engineer Nikolai M. Budarin hitches a ride with STS-71 Pilot Charles J. Precourt in a T-38. Budarin, Precourt and the rest of the STS-71 crew arrived at KSC's Shuttle Landing Facility the same day the countdown clock began ticking toward a scheduled liftoff on Friday, June 23. During the historic flight of the Space Shuttle Atlantis on STS- 71, the crew will perform the first U.S. docking with the Russian Space Station Mir. Budarin and Mir 19 Mission Commander Anatoly Solovyev will transfer to Mir during the flight, and the three crew members currently on Mir will return to Earth in the orbiter.

Selection of the Mars Science Laboratory landing site

USGS Publications Warehouse

Golombek, M.; Grant, J.; Kipp, D.; Vasavada, A.; Kirk, Randolph L.; Fergason, Robin L.; Bellutta, P.; Calef, F.; Larsen, K.; Katayama, Y.; Huertas, A.; Beyer, R.; Chen, A.; Parker, T.; Pollard, B.; Lee, S.; Hoover, R.; Sladek, H.; Grotzinger, J.; Welch, R.; Dobrea, E. Noe; Michalski, J.; Watkins, M.

2012-01-01

The selection of Gale crater as the Mars Science Laboratory landing site took over five years, involved broad participation of the science community via five open workshops, and narrowed an initial >50 sites (25 by 20 km) to four finalists (Eberswalde, Gale, Holden and Mawrth) based on science and safety. Engineering constraints important to the selection included: (1) latitude (±30°) for thermal management of the rover and instruments, (2) elevation (<-1 km) for sufficient atmosphere to slow the spacecraft, (3) relief of <100-130 m at baselines of 1-1000 m for control authority and sufficient fuel during powered descent, (4) slopes of <30° at baselines of 2-5 m for rover stability at touchdown, (5) moderate rock abundance to avoid impacting the belly pan during touchdown, and (6) a radar-reflective, load-bearing, and trafficable surface that is safe for landing and roving and not dominated by fine-grained dust. Science criteria important for the selection include the ability to assess past habitable environments, which include diversity, context, and biosignature (including organics) preservation. Sites were evaluated in detail using targeted data from instruments on all active orbiters, and especially Mars Reconnaissance Orbiter. All of the final four sites have layered sedimentary rocks with spectral evidence for phyllosilicates that clearly address the science objectives of the mission. Sophisticated entry, descent and landing simulations that include detailed information on all of the engineering constraints indicate all of the final four sites are safe for landing. Evaluation of the traversabilty of the landing sites and target “go to” areas outside of the ellipse using slope and material properties information indicates that all are trafficable and “go to” sites can be accessed within the lifetime of the mission. In the final selection, Gale crater was favored over Eberswalde based on its greater diversity and potential habitability.

Development of systems and techniques for landing an aircraft using onboard television

NASA Technical Reports Server (NTRS)

Gee, S. W.; Carr, P. C.; Winter, W. R.; Manke, J. A.

1978-01-01

A flight program was conducted to develop a landing technique with which a pilot could consistently and safely land a remotely piloted research vehicle (RPRV) without outside visual reference except through television. Otherwise, instrumentation was standard. Such factors as the selection of video parameters, the pilot's understanding of the television presentation, the pilot's ground cockpit environment, and the operational procedures for landing were considered. About 30 landings were necessary for a pilot to become sufficiently familiar and competent with the test aircraft to make powered approaches and landings with outside visual references only through television. When steep approaches and landings were made by remote control, the pilot's workload was extremely high. The test aircraft was used as a simulator for the F-15 RPRV, and as such was considered to be essential to the success of landing the F-15 RPRV.

Multirotor micro air vehicle autonomous landing system based on image markers recognition

NASA Astrophysics Data System (ADS)

Skoczylas, Marcin; Gadomer, Lukasz; Walendziuk, Wojciech

2017-08-01

In this paper the idea of an autonomic drone landing system which bases on different markers detection, is presented. The issue of safe autonomic drone landing is one of the major aspects connected with drone missions. The idea of the proposed system is to detect the landing place, marked with an image called marker, using one of the image recognition algorithms, and heading during the landing procedure to this place. Choosing the proper marker, which allows the greatest quality of the recognition system, is the main problem faced in this paper. Seven markers are tested and compared. The achieved results are described and discussed.

Built-up Land Expansion in Urban China

NASA Astrophysics Data System (ADS)

Chen, Yi; Chen, Zhigang; Huang, Xianjin

2017-04-01

Since the implementation of the reform and opening-up, rapid expansion of built-up land has caused a rapid reduction of arable land. The Ministry of Land and Resources of the People' s Republic of China has strengthened the management of built-up land through the basic arable land protection and the quota allocation of built-up land to control the urban sprawl. In addition, the general land use planning and the annual land use plan have been used to further ensure the effectiveness of land use management and control. However, the trend of built-up land expansion has not been effectively restrained. The built-up land expansion increased from 31.92 × 106 hm2 in 2005 to 38.89 × 106 hm2 in 2012. The rapid expansion of built-up land has been the major feature of land use changes in China and has led to built-up land vacancy and inefficient land use. This paper used a Data Envelopment Analysis (DEA) model to analyze the changes in built-up land efficiency in 336 cities in China from 2005 to 2012 during the implementation of National General Land Use Plan (2006-2020) (NGLUP). The results showed that the built-up land input-output efficiency of most cities declined, and more than half of the cities had excessive inputs of built-up land. Even in the most developed region of China, the built-up land efficiency was relatively low. The paper argues that the NGLUP failed to control the expansion of built-up land and to promote intensive land use. The allocation of built-up land designated by the Plan was not reasonable, and economic development has greatly relied on land inputs, which need to be improved. The paper finally suggests that the built-up land indices should be appropriately directed toward economically underdeveloped regions in central and western China, and the establishment of a withdrawal mechanism for inefficient land would better promote the efficient allocation of built-up land.

Comparative analysis of algorithms for lunar landing control

NASA Astrophysics Data System (ADS)

Zhukov, B. I.; Likhachev, V. N.; Sazonov, V. V.; Sikharulidze, Yu. G.; Tuchin, A. G.; Tuchin, D. A.; Fedotov, V. P.; Yaroshevskii, V. S.

2015-11-01

For the descent from the pericenter of a prelanding circumlunar orbit a comparison of three algorithms for the control of lander motion is performed. These algorithms use various combinations of terminal and programmed control in a trajectory including three parts: main braking, precision braking, and descent with constant velocity. In the first approximation, autonomous navigational measurements are taken into account and an estimate of the disturbances generated by movement of the fuel in the tanks was obtained. Estimates of the accuracy for landing placement, fuel consumption, and performance of the conditions for safe lunar landing are obtained.

Preliminary assessment of the Mars Science Laboratory entry, descent, and landing simulation

NASA Astrophysics Data System (ADS)

Way, David W.

On August 5, 2012, the Mars Science Laboratory rover, Curiosity, successfully landed inside Gale Crater. This landing was the seventh successful landing and fourth rover to be delivered to Mars. Weighing nearly one metric ton, Curiosity is the largest and most complex rover ever sent to investigate another planet. Safely landing such a large payload required an innovative Entry, Descent, and Landing system, which included the first guided entry at Mars, the largest supersonic parachute ever flown at Mars, and the novel Sky Crane landing system. A complete, end-to-end, six degree-of-freedom, multi-body computer simulation of the Mars Science Laboratory Entry, Descent, and Landing sequence was developed at the NASA Langley Research Center. In-flight data gathered during the successful landing is compared to pre-flight statistical distributions, predicted by the simulation. These comparisons provide insight into both the accuracy of the simulation and the overall performance of the Entry, Descent, and Landing system.

77 FR 40405 - Notice of a Non-Aeronautical Land-Use Change Effecting the Quitclaim Deed and Federal Grant...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-09

... the application for a non-aeronautical land- use change for approximately 38 acres of airport property... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Notice of a Non-Aeronautical Land-Use..., Delano, CA AGENCY: Federal Aviation Administration, DOT. ACTION: Notice of a Non-Aeronautical Land-Use...

Agronomy Students at Southern Land-Grant Universities.

ERIC Educational Resources Information Center

Dunkelberger, John E.; Molnar, Joseph J.

The background characteristics, occupational goals, and attitudes of agriculture students enrolled in 1890 and 1862 land grant universities in 1977 were examined by questionnaire, to construct a profile of agronomy majors as compared to animal science majors and to agriculture majors as a whole. Females comprised 38.2% of animal science majors but…

Land of California?: The ambiguities of sweet home Chicago.

PubMed

Kimsey, John

2005-01-01

This essay examines some historical questions and cultural constructions surrounding the song Sweet Home Chicago and its composer Robert Johnson. Noting that while the song has enjoyed long life, Johnson's lyric (describing Chicago as a land of California) has not, the essay critiques primitivist readings of Johnson while posing an African American cultural myth-Chicago as promised land of the Great Migration-as the subtext of his puzzling line. Finally, it considers whether mundane-sounding revisions of Johnson's lyric indicate a reduction in Chicago's mythic status, from safe haven to same old place.

Preliminary Assessment of Mars Exploration Rover Landing Site Predictions

NASA Technical Reports Server (NTRS)

Golombek, M.; Grant, J.; Parker, T.; Crisp, J.; Squyres, S.; Carr, M.; Haldemann, A.; Arvidson, R.; Ehlmann, B.; Bell, J.

2004-01-01

Selection of the Mars Exploration Rover (MER) landing sites took place over a three year period in which engineering constraints were identified, 155 possible sites were downselected to the final two, surface environments and safety considerations were developed, and the potential science return at the sites was considered. Landing sites in Gusev crater and Meridiani Planum were selected because they appeared acceptably safe for MER landing and roving and had strong morphologic and mineralogical indicators of liquid water in their past and thus appeared capable of addressing the science objectives of the MER missions, which are to determine the aqueous, climatic, and geologic history of sites on Mars where conditions may have been favorable to the preservation of evidence of possible pre-biotic or biotic processes. Engineering constraints important to the selection included: latitude (10 N-15 S) for maximum solar power; elevation (<-1.3 km) for sufficient atmosphere to slow the lander; low horizontal winds, shear and turbulence in the last few kilometers to minimize horizontal velocity; low 10-m scale slopes to reduce airbag spinup and bounce; moderate rock abundance to reduce abrasion or stroke-out of the airbags; and a radar-reflective, load-bearing and trafficable surface safe for landing and roving that is not dominated by fine-grained dust. In selecting the MER landing sites these engineering constraints were addressed via comprehensive evaluation of surface and atmospheric characteristics from existing remote sensing data and models as well as targeted orbital information acquired from Mars Global Surveyor and Mars Odyssey. This evaluation resulted in a number of predictions of the surface characteristics of the sites, which are tested in this abstract. Relating remote sensing signatures to surface characteristics at landing sites allows these sites to be used as ground truth for the orbital data, is essential for selecting and validating landing sites for

The Alpha-Proton-X-ray Spectrometer deployment mechanism: an anthropomorphic approach to sensor placement on Martian rocks and soil

NASA Astrophysics Data System (ADS)

Blomquist, Richard S.

1995-05-01

On July 4,1997, the Mars Pathfinder spacecraft lands on Mars and starts conducting technological and scientific experiments. One experiment, the Alpha-Proton-X-ray Spectrometer, uses a sensor head placed against rocks and soil to determine their composition. To guarantee proper placement, a deployment mechanism mounted on the Mars Rover aligns the sensor head to within 20 deg of the rock and soil surfaces. In carrying out its task, the mechanism mimics the action of a human hand and arm. Consisting of a flexible wrist, a parallel link arm, a brush dc motor actuator, and a revolutionary non-pyrotechnic fail-safe release device, the mechanism correctly positions the sensor head on rocks as high as 0.29 m and on targets whose surfaces are tilted as much as 45 deg from the nominal orientation of the sensor head face. The mechanism weighs less than 0.5 kg, can withstand 100 g's, and requires less than 2.8 N x m of actuation torque. The fail-safe coupler utilizes Cerrobend, a metal alloy that melts at 60 C, to fuse the actuator and the rest of the mechanism together. A film heater wrapped around the coupler melts the metal, and Negator springs drive the mechanism into its stowed position. The fail-safe actuates using 6.75 Watts for 5 minutes in the event of an actuator failure.

The Alpha-Proton-X-ray Spectrometer deployment mechanism: An anthropomorphic approach to sensor placement on Martian rocks and soil

NASA Technical Reports Server (NTRS)

Blomquist, Richard S.

1995-01-01

On July 4,1997, the Mars Pathfinder spacecraft lands on Mars and starts conducting technological and scientific experiments. One experiment, the Alpha-Proton-X-ray Spectrometer, uses a sensor head placed against rocks and soil to determine their composition. To guarantee proper placement, a deployment mechanism mounted on the Mars Rover aligns the sensor head to within 20 deg of the rock and soil surfaces. In carrying out its task, the mechanism mimics the action of a human hand and arm. Consisting of a flexible wrist, a parallel link arm, a brush dc motor actuator, and a revolutionary non-pyrotechnic fail-safe release device, the mechanism correctly positions the sensor head on rocks as high as 0.29 m and on targets whose surfaces are tilted as much as 45 deg from the nominal orientation of the sensor head face. The mechanism weighs less than 0.5 kg, can withstand 100 g's, and requires less than 2.8 N x m of actuation torque. The fail-safe coupler utilizes Cerrobend, a metal alloy that melts at 60 C, to fuse the actuator and the rest of the mechanism together. A film heater wrapped around the coupler melts the metal, and Negator springs drive the mechanism into its stowed position. The fail-safe actuates using 6.75 Watts for 5 minutes in the event of an actuator failure.

HL-10 first flight landing

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake. Due to control problems, pilot Bruce Peterson had to land at a higher speed than originally planned in order to keep the vehicle under control. The actual touchdown speed was about 280 knots. This was 30 knots above the speed called for in the flight plan. The HL-10's first flight had lasted 3 minutes and 9 seconds. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the

Cool and Safe: Multiplicity in Safe Innovation at Unilever

ERIC Educational Resources Information Center

Penders, Bart

2011-01-01

This article presents the making of a safe innovation: the application of ice structuring protein (ISP) in edible ices. It argues that safety is not the absence of risk but is an active accomplishment; innovations are not "made safe afterward" but "safe innovations are made". Furthermore, there are multiple safeties to be accomplished in the…

The viking landing sites: selection and certification.

PubMed

Masursky, H; Crabill, N L

1976-08-27

During the past several years the Viking project developed plans to use Viking orbiter instruments and Earth-based radar to certify the suitability of the landing sites selected as the safest and most scientifically rewarding using Mariner 9 data. During June and July 1976, the Earth-based radar and orbital spacecraft observations of some of the prime and backup sites were completed. The results of these combined observations indicated that the Viking 1 prime landing area in the Chryse region of Mars is geologically varied and possibly more hazardous than expected, and was not certifiable as a site for the Viking 1 landing. Consequently, the site certification effort had to be drastically modified and lengthened to search for a site that might be safe enough to attempt to land. The selected site considered at 47.5 degrees W, 22.4 degrees N represented a compromise between desirable characteristics observed with visual images and those inferred from Earth-based radar. It lies in the Chryse region about 900 kilometers northwest of the original site. Viking 1 landed successfully at this site on 20 July 1976.

Mechanisms of quantitative resistance to Erysiphe necator in Vitis rupestris B38

USDA-ARS?s Scientific Manuscript database

Vitis rupestris B38 is a North American grapevine resistant to the powdery mildew pathogen, Erysiphe necator. The segregation of foliar powdery mildew severity in a F1 family derived from a cross of V. rupestris B38 x V. vinifera ‘Chardonnay’ was observed in the field over three growing seasons and ...

APOLLO COMMAND MODULE (CM) - SAFE TOUCHDOWN - PACIFIC OCEAN

NASA Image and Video Library

1971-08-07

S71-41999 (7 Aug. 1971) --- The Apollo 15 Command Module (CM), with astronauts David R. Scott, commander; Alfred M. Worden, command module pilot; and James B. Irwin, lunar module pilot, aboard, nears a safe touchdown in the mid-Pacific Ocean to conclude a highly successful lunar landing mission. Although causing no harm to the crewmen, one of the three main parachutes failed to function properly. The splashdown occurred at 3:45:53 p.m. (CDT), Aug. 7, 1971, some 330 miles north of Honolulu, Hawaii. The three astronauts were picked up by helicopter and flown to the prime recovery ship USS Okinawa, which was only 6 1/2 miles away.

Preliminary Assessment of the Mars Science Laboratory Entry, Descent, and Landing Simulation

NASA Technical Reports Server (NTRS)

Way, David W.

2013-01-01

On August 5, 2012, the Mars Science Laboratory rover, Curiosity, successfully landed inside Gale Crater. This landing was only the seventh successful landing and fourth rover to be delivered to Mars. Weighing nearly one metric ton, Curiosity is the largest and most complex rover ever sent to investigate another planet. Safely landing such a large payload required an innovative Entry, Descent, and Landing system, which included the first guided entry at Mars, the largest supersonic parachute ever flown at Mars, and a novel and untested Sky Crane landing system. A complete, end-to-end, six degree-of-freedom, multibody computer simulation of the Mars Science Laboratory Entry, Descent, and Landing sequence was developed at the NASA Langley Research Center. In-flight data gathered during the successful landing is compared to pre-flight statistical distributions, predicted by the simulation. These comparisons provide insight into both the accuracy of the simulation and the overall performance of the vehicle.

Advancing Lidar Sensors Technologies for Next Generation Landing Missions

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Hines, Glenn D.; Roback, Vincent E.; Petway, Larry B.; Barnes, Bruce W.; Brewster, Paul F.; Pierrottet, Diego F.; Bulyshev, Alexander

2015-01-01

Missions to solar systems bodies must meet increasingly ambitious objectives requiring highly reliable "precision landing", and "hazard avoidance" capabilities. Robotic missions to the Moon and Mars demand landing at pre-designated sites of high scientific value near hazardous terrain features, such as escarpments, craters, slopes, and rocks. Missions aimed at paving the path for colonization of the Moon and human landing on Mars need to execute onboard hazard detection and precision maneuvering to ensure safe landing near previously deployed assets. Asteroid missions require precision rendezvous, identification of the landing or sampling site location, and navigation to the highly dynamic object that may be tumbling at a fast rate. To meet these needs, NASA Langley Research Center (LaRC) has developed a set of advanced lidar sensors under the Autonomous Landing and Hazard Avoidance Technology (ALHAT) project. These lidar sensors can provide precision measurement of vehicle relative proximity, velocity, and orientation, and high resolution elevation maps of the surface during the descent to the targeted body. Recent flights onboard Morpheus free-flyer vehicle have demonstrated the viability of ALHAT lidar sensors for future landing missions to solar system bodies.

Control Law for Automatic Landing Using Fuzzy Logic Control

NASA Astrophysics Data System (ADS)

Kato, Akio; Inagaki, Yoshiki

The effectiveness of fuzzy logic control law for automatic landing of aircraft, which cover both of control to lead aircraft from level flight at an altitude of 500m to the flight on the glide-path course near the runway and control for the aircraft to land smoothly on a runway, was studied. The control law of the automatic landing was designed to match the design goals of leading from the horizontal flight to the flight on the glide-path course quickly and smoothly and of landing smoothly on a runway. Because there is the ground effect at landing, design of control law and evaluation of control performance were done in consideration of the ground effect. As a result, it was confirmed that the design objective was achieved. Even if the characteristics of the plant changes greatly, this control law was able to maintain the control performance. Moreover, it was confirmed to be able to land safely when there was air turbulence. This paper shows that fuzzy logic control is an effective and flexible method when applied to control law for automatic landing and the design method of control law using fuzzy logic control was obtained.

Multiple beacons for supporting lunar landing navigation

NASA Astrophysics Data System (ADS)

Theil, Stephan; Bora, Leonardo

2018-02-01

The exploration and potential future exploitation of solar system bodies requires technologies for precise and safe landings. Current navigation systems for landing probes are relying on a combination of inertial and optical sensor measurements to determine the current flight state with respect to the target body and the desired landing site. With a future transition from single exploration missions to more frequent first exploration and then exploitation missions, the implementation and operation of these missions changes, since it can be expected that a ground infrastructure on the target body is available in the vicinity of the landing site. In a previous paper, the impact of a single ground-based beacon on the navigation performance was investigated depending on the type of radiometric measurements and on the location of the beacon with respect to the landing site. This paper extends this investigation on options for ground-based multiple beacons supporting the on-board navigation system. It analyzes the impact on the achievable navigation accuracy. For that purpose, the paper introduces briefly the existing navigation architecture based on optical navigation and its extension with radiometric measurements. The same scenario of lunar landing as in the previous paper is simulated. The results are analyzed and discussed. They show a single beacon at a large distance along the landing trajectory and multiple beacons close to the landing site can improve the navigation performance. The results show how large the landing area can be increased where a sufficient navigation performance is achieved using the beacons.

Cytogenetic analysis of somatic and germinal cells from 38,XX/38,XY phenotypically normal boars.

PubMed

Barasc, Harmonie; Ferchaud, Stéphane; Mary, Nicolas; Cucchi, Marie Adélaïde; Lucena, Amalia Naranjo; Letron, Isabelle Raymond; Calgaro, Anne; Bonnet, Nathalie; Dudez, Anne Marie; Yerle, Martine; Ducos, Alain; Pinton, Alain

2014-01-15

Many chromosomal abnormalities have been reported to date in pigs. Most of them have been balanced structural rearrangements, especially reciprocal translocations. A few cases of XY/XX chimerism have also been diagnosed within the national systematic chromosomal control program of young purebred boars carried out in France. Until now, this kind of chromosomal abnormality has been mainly reported in intersex individuals. We investigated 38,XY/38,XX boars presenting apparently normal phenotypes to evaluate the potential effects of this particular chromosomal constitution on their reproductive performance. To do this, we analyzed (1) the chromosomal constitution of cells from different organs in one boar; (2) the aneuploidy rates for chromosomes X, Y, and 13 in sperm nuclei sampled from seven XY/XX boars. 2n = 38,XX cells were identified in different nonhematopoietic tissues including testis (frequency, <8%). Similar aneuploidy rates were observed in the sperm nuclei of XY/XX and normal individuals (controls). Altogether, these results suggest that the presence of XX cells had no or only a very limited effect on the reproduction abilities of the analyzed boars. Copyright © 2014 Elsevier Inc. All rights reserved.

[Safe school].

PubMed

Liberal, Edson Ferreira; Aires, Roberto Tschoepke; Aires, Mariana Tschoepke; Osório, Ana Carla de Albuquerque

2005-11-01

To review the strategies to make school a safe environment. The paper first addresses the social context of accidents and violence in the school environment, and makes recommendations, based on the literature data, for the implementation of safe schools. Articles published between 1993 and 2005 in the MEDLINE database. Brazilian epidemiological and literature data have also been searched. There is growing evidence that intervention has multiple components, focusing on health education practices, with the participation of the whole community. The aim of those interventions is to help students and community members to adopt healthy and safe behaviors. Schools are taking on an increasing role in health promotion, disease prevention, and injury prevention. In the context of prevention of external causes of morbidity and mortality, it is important to recognize a risky environment, places, and risk behaviors as favorable to injury and violence, as well as the concept of accident as something one can avoid. Implementation of safe schools represents a promising new direction for school-based preventive work. It is important to note that a safe school should intervene not only in its physical structure, but it should also make it as safe as possible by gathering the school community through health education, and mainly encouraging healthy behavior.

STS-65 Columbia, OV-102, with drag chute deployed lands at KSC SLF

NASA Technical Reports Server (NTRS)

1994-01-01

The Space Shuttle Columbia, Orbiter Vehicle (OV) 102, its drag chute fully deployed, completes a record duration mission as it lands on Runway 33 at the Kennedy Space Center (KSC) Shuttle Landing Facility (SLF). A helicopter flying overhead observes as OV-102's nose landing gear (NLG) and main landing gear (MLG) roll along the runway. Landing occurred at 6:38 am (Eastern Daylight Time (EDT)). STS-65 mission duration was 14 days 17 hours and 56 minutes. Onboard were six NASA astronauts and a Japanese payload specialist who conducted experiments in support of the International Microgravity Laboratory 2 (IML-2) during the mission.

Regional and local land subsidence at the Venice coastland by TerraSAR-X PSI

NASA Astrophysics Data System (ADS)

Tosi, L.; Strozzi, T.; Da Lio, C.; Teatini, P.

2015-11-01

Land subsidence occurred at the Venice coastland over the 2008-2011 period has been investigated by Persistent Scatterer Interferometry (PSI) using a stack of 90 TerraSAR-X stripmap images with a 3 m resolution and a 11-day revisiting time. The regular X-band SAR acquisitions over more than three years coupled with the very-high image resolution has significantly improved the monitoring of ground displacements at regional and local scales, e.g., the entire lagoon, especially the historical palaces, the MoSE large structures under construction at the lagoon inlets to disconnect the lagoon from the Adriatic Sea during high tides, and single small structures scattered within the lagoon environments. Our results show that subsidence is characterized by a certain variability at the regional scale with superimposed important local displacements. The movements range from a gentle uplift to subsidence rates of up to 35 mm yr-1. For instance, settlements of 30-35 mm yr-1 have been detected at the three lagoon inlets in correspondence of the MoSE works, and local sinking bowls up to 10 mm yr-1 connected with the construction of new large buildings or restoration works have been measured in the Venice and Chioggia historical centers. Focusing on the city of Venice, the mean subsidence of 1.1 ± 1.0 mm yr-1 confirms the general stability of the historical center.

Evaluating small-body landing hazards due to blocks

NASA Astrophysics Data System (ADS)

Ernst, C.; Rodgers, D.; Barnouin, O.; Murchie, S.; Chabot, N.

2014-07-01

Introduction: Landed missions represent a vital stage of spacecraft exploration of planetary bodies. Landed science allows for a wide variety of measurements essential to unraveling the origin and evolution of a body that are not possible remotely, including but not limited to compositional measurements, microscopic grain characterization, and the physical properties of the regolith. To date, two spacecraft have performed soft landings on the surface of a small body. In 2001, the Near Earth Asteroid Rendezvous (NEAR) mission performed a controlled descent and landing on (433) Eros following the completion of its mission [1]; in 2005, the Hayabusa spacecraft performed two touch-and-go maneuvers at (25143) Itokawa [2]. Both landings were preceded by rendezvous spacecraft reconnaissance, which enabled selection of a safe landing site. Three current missions have plans to land on small bodies (Rosetta, Hayabusa 2, and OSIRIS-REx); several other mission concepts also include small-body landings. Small-body landers need to land at sites having slopes and block abundances within spacecraft design limits. Due to the small scale of the potential hazards, it can be difficult or impossible to fully characterize a landing surface before the arrival of the spacecraft at the body. Although a rendezvous mission phase can provide global reconnaissance from which a landing site can be chosen, reasonable a priori assurance that a safe landing site exists is needed to validate the design approach for the spacecraft. Method: Many robotic spacecraft have landed safely on the Moon and Mars. Images of these landing sites, as well as more recent, extremely high-resolution orbital datasets, have enabled the comparison of orbital block observations to the smaller blocks that pose hazards to landers. Analyses of the Surveyor [3], Viking 1 and 2, Mars Pathfinder, Phoenix, Spirit, Opportunity, and Curiosity landing sites [4--8] have indicated that for a reasonable difference in size (a factor

Cost, drivers and action against land degradation through land use and cover change in Russia

NASA Astrophysics Data System (ADS)

Sorokin, Alexey; Strokov, Anton; Johnson, Timothy; Mirzabaev, Alisher

2016-04-01

The natural conditions and socio-economic factors determine the structure and the principles of land use in Russia. The increasing degradation of land resources in many parts of Russia manifested in numerous forms such as desertification, soil erosion, secondary salinization, water-logging and overgrazing. The major drivers of degradation include: climatic change, unsustainable agricultural practices, industrial and mining activities, expansion of crop production to fragile and marginal areas, inadequate maintenance of irrigation and drainage networks. Several methods for estimating Total Economic Value of land-use and land-cover change were used: 1) the cost of production per hectare (only provisional services were included); 2) the value of ecosystem services provided by Costanza et al, 1997; 3) coefficients of basic transfer and contingent approaches based on Tianhong et al, 2008 and Xie et al, 2003, who interviewed 200 ecologists to give a value of ecosystem services of different land types in China; 4) coefficients on a basic transfer and contingent approaches based on author's interview of 20 experts in Lomonosov Moscow State University. In general, the estimation of the prices for action and inaction in addressing the degradation and improvement of the land resources on a national scale (the Federal districts) with an emphasis on the period of economic reforms from 1990-2009 in Russia, where the area of arable lands decreased by 25% showed that the total land use/cover dynamic changes are about 130 mln ha, and the total annual costs of land degradation due to land-use change only, are about 189 bln USD in 2009 as compared with 2001, e.g. about 23.6 bln USD annually, or about 2% of Russia's Gross Domestic Product in 2010. The costs of action against land degradation are lower than the costs of inaction in Russia by 5-6 times over the 30 year horizon. Almost 92% of the costs of action are made up of the opportunity costs of action. The study was performed with

X-40A on runway after Free Flight #2A

NASA Image and Video Library

2001-04-12

Second free-flight of the X-40A at the NASA Dryden Flight Research Center, on Edwards AFB, Calif., was made on Apr. 12, 2001. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, is proving the capability of an autonomous flight control and landing system in a series of glide flights at Edwards. The April 12 flight introduced complex vehicle maneuvers during the landing sequence. The X-40A was released from an Army Chinook helicopter flying 15,050 feet overhead. Ultimately, the unpiloted X-37 is intended as an orbital testbed and technology demonstrator, capable of landing like an airplane and being quickly serviced for a follow-up mission.

Investigation of safe-life fail-safe criteria for the space shuttle

NASA Technical Reports Server (NTRS)

1972-01-01

An investigation was made to determine the effects of a safe-life design approach and a fail-safe design approach on the space shuttle booster vehicle structure, and to recommend any changes to the structural design criteria. Two configurations of the booster vehicle were considered, one incorporating a delta wing (B-9U configuration) and the other a swept wing (B-16B configuration). Several major structural components of the booster were studied to determine the fatigue life, safe-life, and fail-safe capabilities of the baseline design. Each component was investigated to determine the practicability of applying a safe-life or fail-safe design philosophy, the changes such design approaches might require, and the impact of these changes on weight, cost, development plans, and performance.

Vortex-Free Flight Corridors for Aircraft Executing Compressed Landing Operations

NASA Technical Reports Server (NTRS)

Rossow, Vernon J.

2006-01-01

A factor that limits airport arrival and departure rates is the need to wait between operations for the wake vortices of preceding aircraft to decay to a safe level. As airport traffic demand increases, creative methods will be needed to overcome the limitations caused by the hazard posed by vortex wakes so that airport capacities can be increased. The problem addressed here is the design of vortex-free trajectories for aircraft as they fly from their cruise altitudes down to their final approach paths and to a landing. The guidelines presented recommend that the flight path of each aircraft in a group executing nearly-simultaneous landings be spaced far enough apart laterally along organized flight paths so that the vortex wakes of preceding aircraft will not intrude into the airspace to be used by following aircraft. An example is presented as to how a combination of straight lines and circular arcs is able to provide each aircraft in a group with a vortex-free trajectory so that all are able to safely form the pattern needed for nearly simultaneous landings on a set of closely-spaced parallel runways. Although the guidelines me described for aircraft on approach, they are also applicable to departure, and to en route operations.

Portable-Beacon Landing System for Helicopters

NASA Technical Reports Server (NTRS)

Davis, Thomas J.; Clary, George R.; Chisholm, John P.; Macdonald, Stanley L.

1987-01-01

Prototype beacon landing system (BLS) allows helicopters to make precise landings in all weather. BLS easily added to existing helicopter avionic equipment and readily deployed at remote sites. Small and light, system employs X-band radar and digital processing. Variety of beams pulsed sequentially by ground station after initial interrogation by weather radar of approaching helicopter. Airborne microprocessor processes pulses to determine glide slope, course deviation, and range.

View forward from bulkhead no. 38 of compartment B126 crew ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View forward from bulkhead no. 38 of compartment B-126 crew space. Note stop valves on bulkhead at right side of photograph; these steam control valves allowed remote activation of the main, auxiliary and safety valves for the port engine in the event that the engine room valves were disabled or unreachable. (044) - USS Olympia, Penn's Landing, 211 South Columbus Boulevard, Philadelphia, Philadelphia County, PA

75 FR 52972 - Notice of Temporary Closures and Restrictions on Specific Uses of Public Lands in Pershing County...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-30

..., more or less. The closure and temporary restrictions are necessary to provide a safe environment for... or activities that are necessary to provide a safe environment for the public and for participants in... and protect the environment on public lands, as well as support state and local law enforcement...

Safe Zones: Creating LGBT Safe Space Ally Programs

ERIC Educational Resources Information Center

Poynter, Kerry John; Tubbs, Nancy Jean

2008-01-01

This article discusses model LGBT Safe Space Ally programs. These programs, often called "Safe Zones," include self selected students, faculty, and employees who publicly show support by displaying stickers, signs, and other identifiable items. Issues covered in the article include history, development, training, membership, assessment, and…

Independent Orbiter Assessment (IOA): Analysis of the landing/deceleration subsystem

NASA Technical Reports Server (NTRS)

Compton, J. M.; Beaird, H. G.; Weissinger, W. D.

1987-01-01

The results of the Independent Orbiter Assessment (IOA) of the Failure Modes and Effects Analysis (FMEA) and Critical Items List (CIL) are presented. The IOA approach features a top-down analysis of the hardware to determine failure modes, criticality, and potential critical items. To preserve independence, this analysis was accomplished without reliance upon the results contained within the NASA FMEA/CIL documentation. This report documents the independent analysis results corresponding to the Orbiter Landing/Deceleration Subsystem hardware. The Landing/Deceleration Subsystem is utilized to allow the Orbiter to perform a safe landing, allowing for landing-gear deploy activities, steering and braking control throughout the landing rollout to wheel-stop, and to allow for ground-handling capability during the ground-processing phase of the flight cycle. Specifically, the Landing/Deceleration hardware consists of the following components: Nose Landing Gear (NLG); Main Landing Gear (MLG); Brake and Antiskid (B and AS) Electrical Power Distribution and Controls (EPD and C); Nose Wheel Steering (NWS); and Hydraulics Actuators. Each level of hardware was evaluated and analyzed for possible failure modes and effects. Criticality was assigned based upon the severity of the effect for each failure mode. Due to the lack of redundancy in the Landing/Deceleration Subsystems there is a high number of critical items.

Vision guided landing of an an autonomous helicopter in hazardous terrain

NASA Technical Reports Server (NTRS)

Johnson, Andrew E.; Montgomery, Jim

2005-01-01

Future robotic space missions will employ a precision soft-landing capability that will enable exploration of previously inaccessible sites that have strong scientific significance. To enable this capability, a fully autonomous onboard system that identifies and avoids hazardous features such as steep slopes and large rocks is required. Such a system will also provide greater functionality in unstructured terrain to unmanned aerial vehicles. This paper describes an algorithm for landing hazard avoidance based on images from a single moving camera. The core of the algorithm is an efficient application of structure from motion to generate a dense elevation map of the landing area. Hazards are then detected in this map and a safe landing site is selected. The algorithm has been implemented on an autonomous helicopter testbed and demonstrated four times resulting in the first autonomous landing of an unmanned helicopter in unknown and hazardous terrain.

Einstein X-ray observations of M101

NASA Technical Reports Server (NTRS)

Trinchieri, G.; Fabbiano, G.; Romaine, S.

1990-01-01

The Einstein X-ray observations of the face-on spiral galaxy M101 are presented. The global X-ray luminosity L(x) of M101 is about 1.2 x 10 to the 40th ergs/s for D = 7.2 Mpc, consistent with the expected X-ray luminosity of normal spiral galaxies of its optical magnitude. The X-ray emission is mostly due to very luminous individual sources, with L(x) greater than 10 to the 38th ergs/s each, most likely very massive accreting binary systems. The data suggest a deficiency of sources in the luminosity range of L(x) from about 10 to the 37th to about 10 to the 38th ergs/s, which would indicate that the luminosity distribution of the X-ray sources in M101 might be different from that of M31 or M33.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-047 (22 June 2007) --- Space Shuttle Atlantis' main landing gear touches down on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-050 (22 June 2007) --- With drag chute deployed, Space Shuttle Atlantis slows to a stop after landing on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

STS-117 landing at Dryden

NASA Image and Video Library

2007-06-22

STS117-S-049 (22 June 2007) --- Space Shuttle Atlantis' main landing gear touches down on runway 22 at NASA's Dryden Flight Research Center at Edwards Air Force Base in California concluding a successful assembly mission to the International Space Station. Atlantis landed on orbit 219 after 13 days, 20 hours and 12 minutes in space. The landing was diverted to California due to marginal weather at the Kennedy Space Center. Main gear touchdown was at 12:49:38 p.m. (PDT). Nose gear touchdown was at 12:49:49 p.m. and wheel stop was at 12:50:48 p.m. This was the 51st landing for the Space Shuttle Program at Edwards Air Force Base. The mission to the station was a success, installing and activating the S3/S4 truss and retracting the P6 arrays. Onboard were astronauts Rick Sturckow, commander; Lee Archambault, pilot; Jim Reilly, Steven Swanson, Patrick Forrester and John "Danny" Olivas, all STS-117 mission specialists. Also onboard was astronaut Sunita Williams, who was flight engineer on the Expedition 15 crew. She achieved a new milestone, a record-setting flight at 194 days, 18 hours and 58 minutes, the longest single spaceflight ever by a female astronaut or cosmonaut.

Lidar Sensors for Autonomous Landing and Hazard Avoidance

NASA Technical Reports Server (NTRS)

Amzajerdian, Farzin; Petway, Larry B.; Hines, Glenn D.; Roback, Vincent E.; Reisse, Robert A.; Pierrottet, Diego F.

2013-01-01

Lidar technology will play an important role in enabling highly ambitious missions being envisioned for exploration of solar system bodies. Currently, NASA is developing a set of advanced lidar sensors, under the Autonomous Landing and Hazard Avoidance (ALHAT) project, aimed at safe landing of robotic and manned vehicles at designated sites with a high degree of precision. These lidar sensors are an Imaging Flash Lidar capable of generating high resolution three-dimensional elevation maps of the terrain, a Doppler Lidar for providing precision vehicle velocity and altitude, and a Laser Altimeter for measuring distance to the ground and ground contours from high altitudes. The capabilities of these lidar sensors have been demonstrated through four helicopter and one fixed-wing aircraft flight test campaigns conducted from 2008 through 2012 during different phases of their development. Recently, prototype versions of these landing lidars have been completed for integration into a rocket-powered terrestrial free-flyer vehicle (Morpheus) being built by NASA Johnson Space Center. Operating in closed-loop with other ALHAT avionics, the viability of the lidars for future landing missions will be demonstrated. This paper describes the ALHAT lidar sensors and assesses their capabilities and impacts on future landing missions.

77 FR 48529 - Notice of Temporary Closure and Temporary Restrictions of Specific Uses on Public Lands in...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-14

... are necessary to provide a safe environment for the participants of the Burning Man event and to... timeframe that is necessary to provide a safe environment for the public and for participants at the Burning... personnel to provide for public safety and to protect the environment on public lands, as well as to support...

38 CFR 38.630 - Headstones and markers.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2010-07-01 2010-07-01 false Headstones and markers. 38.630 Section 38.630 Pensions, Bonuses, and Veterans' Relief DEPARTMENT OF VETERANS AFFAIRS... marker, the phrase “In Memory Of” is mandatory. (1) Eligible individuals. An eligible individual for...

Control Law for Automatic Landing Using Fuzzy-Logic Control

NASA Astrophysics Data System (ADS)

Kato, Akio; Inagaki, Yoshiki

The effectiveness of a fuzzy-logic control law for automatically landing an aircraft that handles both the control to lead an aircraft from horizontal flight at an altitude of 500 meters to flight along the glide-path course near the runway, as well as the control to direct the aircraft to land smoothly on a runway, was investigated. The control law for the automatic landing was designed to match the design goals of directing an aircraft from horizontal flight to flight along a glide-path course quickly and smoothly, and for landing smoothly on a runway. The design of the control law and evaluation of the control performance were performed considering the ground effect at landing. As a result, it was confirmed that the design goals were achieved. Even if the characteristics of the aircraft change greatly, the proposed control law is able to maintain the control performance. Moreover, it was confirmed to be able to land an aircraft safely during air turbulence. The present paper indicates that fuzzy-logic control is an effective and flexible method when applied to the control law for automatic landing, and the design method of the control law using fuzzy-logic control was obtained.

Land Sea Level Difference Impacts on Socio-Hydrological System.

NASA Astrophysics Data System (ADS)

Sung, K.; Yu, D. J.; Oh, W. S.; Sangwan, N.

2016-12-01

Allowing moderate shocks can be a new solution that helps to build adaptive capacity in society is a rising issue. In Social-Ecological field, Carpenter et al. (2015) suggested that exposure to short-term variability leads to long term resilience by enlarging safe operating space (SOS). The SOS refers to the boundary of favorable state that ecosystem can maintain resilience without imposing certain conditions (Carpenter et al. 2015). Our work is motivated by defining SOS in socio-hydrological system(SHS) because it can be an alternative way for flood management beyond optimized or robust flood control. In this context, large flood events that make system to cross the SOS should be fully managed, but frequent small floods need to be allowed if the system is located in SOS. Especially, land sea level change is critical factor to change flood resilience since it is one of the most substantial disturbance that changes the entire boundary of SOS. In order to have broader perspective of vulnerability and resilience of the coastal region, it is crucial to understand the land sea level dynamics changed with human activities and natural variances.The risk of land sea level change has been researched , but most of these researches have focused on explain cause and effect of land sea level change, paying little attention to its dynamics interacts with human activities. Thus, an objective of this research is to study dynamics of human work, land sea level change and resilience to flood with SOS approach. Especially, we focus on the case in Ganges-Brahmaputra, Bangladesh where has high vulnerability to flood, and is faced with relatively rapid land sea level change problem. To acheive the goal, this study will develop a stylized model by extending the human - flood interaction model combined with relative sea level difference equation. The model describes the dynamics of flood protection system which is changed by SHS and land sea level chage. we will focus on the aggradation

An Inertial Dual-State State Estimator for Precision Planetary Landing with Hazard Detection and Avoidance

NASA Technical Reports Server (NTRS)

Bishop, Robert H.; DeMars, Kyle; Trawny, Nikolas; Crain, Tim; Hanak, Chad; Carson, John M.; Christian, John

2016-01-01

The navigation filter architecture successfully deployed on the Morpheus flight vehicle is presented. The filter was developed as a key element of the NASA Autonomous Landing and Hazard Avoidance Technology (ALHAT) project and over the course of 15 free fights was integrated into the Morpheus vehicle, operations, and flight control loop. Flight testing completed by demonstrating autonomous hazard detection and avoidance, integration of an altimeter, surface relative velocity (velocimeter) and hazard relative navigation (HRN) measurements into the onboard dual-state inertial estimator Kalman flter software, and landing within 2 meters of the vertical testbed GPS-based navigation solution at the safe landing site target. Morpheus followed a trajectory that included an ascent phase followed by a partial descent-to-landing, although the proposed filter architecture is applicable to more general planetary precision entry, descent, and landings. The main new contribution is the incorporation of a sophisticated hazard relative navigation sensor-originally intended to locate safe landing sites-into the navigation system and employed as a navigation sensor. The formulation of a dual-state inertial extended Kalman filter was designed to address the precision planetary landing problem when viewed as a rendezvous problem with an intended landing site. For the required precision navigation system that is capable of navigating along a descent-to-landing trajectory to a precise landing, the impact of attitude errors on the translational state estimation are included in a fully integrated navigation structure in which translation state estimation is combined with attitude state estimation. The map tie errors are estimated as part of the process, thereby creating a dual-state filter implementation. Also, the filter is implemented using inertial states rather than states relative to the target. External measurements include altimeter, velocimeter, star camera, terrain relative

Cold-Water Immersion and the Treatment of Hyperthermia: Using 38.6°C as a Safe Rectal Temperature Cooling Limit

PubMed Central

Gagnon, Daniel; Lemire, Bruno B.; Casa, Douglas J.; Kenny, Glen P.

2010-01-01

Abstract Context: Cold-water immersion is recommended for the immediate field treatment of exertional heat stroke. However, concerns exist over potential overcooling of hyperthermic individuals during cold-water immersion. Objective: To evaluate the recommendation that removing previously hyperthermic individuals from a cold-water bath at a rectal temperature (Tre) of 38.6°C would attenuate overcooling. Design: Controlled laboratory study. Setting: University research laboratory. Patients or Other Participants: Participants included 6 men and 4 women (age  =  22 ± 3 years, height  =  172 ± 10 cm, mass  =  67.8 ± 10.7 kg, body fat percentage  =  17.1% ± 4.5%, maximum oxygen consumption  =  59.3 ± 8.7 mL·kg−1·min−1). Intervention(s): After exercising at an ambient temperature of 40.0°C for 38.5 ± 9.4 minutes, until Tre reached 39.5°C, participants were immersed in a 2.0°C circulated water bath until Tre decreased to either 37.5°C or 38.6°C. Subsequently, participants were removed from the water bath and recovered for 20 minutes at an ambient temperature of 25°C. Main Outcome Measure(s): Rectal and esophageal temperatures were measured continuously during the immersion and recovery periods. Results: Because of the experimental design, the overall time of immersion was greater during the 37.5°C trial (16.6 ± 5.7 minutes) than the 38.6°C trial (8.8 ± 2.6 minutes) (t9  =  −4.740, P  =  .001). During the recovery period after cold-water immersion, both rectal (F1,9  =  50.540, P < .001) and esophageal (F1,6  =  20.365, P  =  .007) temperatures remained greater in the 38.6°C trial than in the 37.5°C trial. This was evidenced by low points of 36.47°C ± 0.70°C and 37.19°C ± 0.71°C for rectal temperature (t9  =  2.975, P  =  .016) and of 35.67°C ± 1.27°C and 36.72°C ± 0.95°C for esophageal temperature (t6  =  3.963, P  =  .007) during the recovery period of the 37.5°C and

The Structure of the Star-forming Cluster RCW 38

NASA Astrophysics Data System (ADS)

Winston, E.; Wolk, S. J.; Bourke, T. L.; Megeath, S. T.; Gutermuth, R.; Spitzbart, B.

2011-12-01

We present a study of the structure of the high-mass star-forming region RCW 38 and the spatial distribution of its young stellar population. Spitzer Infrared Array Camera (IRAC) photometry (3-8 μm) is combined with Two Micron All Sky Survey near-IR data to identify young stellar objects (YSOs) by IR-excess emission from their circumstellar material. Chandra X-ray data are used to identify class III pre-main-sequence stars lacking circumstellar material. We identify 624 YSOs: 23 class 0/I and 90 flat spectrum protostars, 437 class II stars, and 74 class III stars. We also identify 29 (27 new) O star candidates over the IRAC field. Seventy-two stars exhibit IR-variability, including 7 class 0/I and 12 flat spectrum YSOs. A further 177 tentative candidates are identified by their location in the IRAC [3.6] versus [3.6]-[5.8] color-magnitude diagram. We find strong evidence of subclustering in the region. Three subclusters were identified surrounding the central cluster, with massive and variable stars in each subcluster. The central region shows evidence of distinct spatial distributions of the protostars and pre-main-sequence stars. A previously detected IR cluster, DB2001_Obj36, has been established as a subcluster of RCW 38. This suggests that star formation in RCW 38 occurs over a more extended area than previously thought. The gas-to-dust ratio is examined using the X-ray derived hydrogen column density, N H and the K-band extinction, and found to be consistent with the diffuse interstellar medium, in contrast with Serpens and NGC 1333. We posit that the high photoionizing flux of massive stars in RCW 38 affects the agglomeration of the dust grains.

X-33

NASA Image and Video Library

2004-04-15

This is an artist's concept of the completely operational International Space Station being approached by an X-33 Reusable Launch Vehicle (RLV). The X-33 program was designed to pave the way to a full-scale, commercially developed RLV as the flagship technology demonstrator for technologies that would lower the cost of access to space. It is unpiloted, taking off vertically like a rocket, reaching an altitude of up to 60 miles and speeds between Mach 13 and 15, and landing horizontally like an airplane. The X-33 program was cancelled in 2001.

Cybersickness Onset With Reflexive Head Movements During Land and Shipboard Head-Mounted Display Flight Simulation

DTIC Science & Technology

2010-09-09

provoked a predictable OKCR coronal head tilt (p < 0.001) whenever aircraft angle of bank (AOB) increased (Fig. 2). With 90º of simulated AOB, land... head pitch were –3.3 ± 3.8 to 6.8 ± 5.9 on land, and –4.0º ± 5.6 to 7.6º ± 9.7 at sea (Fig. 3). 7 Combined Coronal OKCR ( Head Tilt ) Data for...Land OKCR Figure 2: Coronal OKCR ( head tilt ) vs. angle of bank, during both land based and shipboard HMD/VR flight simulation. Combined

38 CFR 38.600 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2010-07-01 2010-07-01 false Definitions. 38.600... evidence means that degree of proof which produces in the mind of the fact-finder a firm belief regarding...) [70 FR 4769, Jan. 31, 2005, as amended at 73 FR 35352, June 23, 2008] ...

38 CFR 38.600 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2011-07-01 2011-07-01 false Definitions. 38.600... evidence means that degree of proof which produces in the mind of the fact-finder a firm belief regarding...) [70 FR 4769, Jan. 31, 2005, as amended at 73 FR 35352, June 23, 2008] ...

38 CFR 38.600 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2014-07-01 2014-07-01 false Definitions. 38.600... evidence means that degree of proof which produces in the mind of the fact-finder a firm belief regarding...) [70 FR 4769, Jan. 31, 2005, as amended at 73 FR 35352, June 23, 2008] ...

38 CFR 38.600 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2013-07-01 2013-07-01 false Definitions. 38.600... evidence means that degree of proof which produces in the mind of the fact-finder a firm belief regarding...) [70 FR 4769, Jan. 31, 2005, as amended at 73 FR 35352, June 23, 2008] ...

38 CFR 38.600 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 38 Pensions, Bonuses, and Veterans' Relief 2 2012-07-01 2012-07-01 false Definitions. 38.600... evidence means that degree of proof which produces in the mind of the fact-finder a firm belief regarding...) [70 FR 4769, Jan. 31, 2005, as amended at 73 FR 35352, June 23, 2008] ...

Landing Site Dispersion Analysis and Statistical Assessment for the Mars Phoenix Lander

NASA Technical Reports Server (NTRS)

Bonfiglio, Eugene P.; Adams, Douglas; Craig, Lynn; Spencer, David A.; Strauss, William; Seelos, Frank P.; Seelos, Kimberly D.; Arvidson, Ray; Heet, Tabatha

2008-01-01

The Mars Phoenix Lander launched on August 4, 2007 and successfully landed on Mars 10 months later on May 25, 2008. Landing ellipse predicts and hazard maps were key in selecting safe surface targets for Phoenix. Hazard maps were based on terrain slopes, geomorphology maps and automated rock counts of MRO's High Resolution Imaging Science Experiment (HiRISE) images. The expected landing dispersion which led to the selection of Phoenix's surface target is discussed as well as the actual landing dispersion predicts determined during operations in the weeks, days, and hours before landing. A statistical assessment of these dispersions is performed, comparing the actual landing-safety probabilities to criteria levied by the project. Also discussed are applications for this statistical analysis which were used by the Phoenix project. These include using the statistical analysis used to verify the effectiveness of a pre-planned maneuver menu and calculating the probability of future maneuvers.

The microbial plankton of Lake Fryxell, southern Victoria Land, Antarctica during the summers of 1992 and 1994

USGS Publications Warehouse

Laybourn-Parry, J.; James, M.R.; McKnight, Diane M.; Priscu, J.; Spaulding, S.A.; Shiel, R.

1997-01-01

Samples collected from Lake Fryxell, southern Victoria Land, Antarctica in January 1992 and 1994 were analysed for the abundance of bacterioplankton and the diversity and abundance of protistan plankton. At the times of sampling, 14 ciliate species and 10 species of autotrophic flagellate were recorded. The samples contained two species of rotifer (Philodina spp.), which formed the first record of planktonic metazoans in the Dry Valley lakes of this region of Antarctica. Bacterial concentrations ranged between 1.0 and 3.8 x 108 l-1 in the upper oxic waters increasing to 20 x 08 l-1 in the anoxic waters. Heterotrophic flagellates decreased in abundance down the oxygenated water column, disappearing completely at 9 m, and ranged between 0.28 and 7.39 x 105 l-1 in abundance. Autotrophic flagellates were much more abundant exhibiting a number of distinct peaks down the water column (1.89 25.3 x 108 l-1). The ciliated protozoa were very abundant (up to 7720 l-1) in relation to flagellate and bacterial numbers, typical of oligotrophic lakes world-wide. The distribution of the protistan plankton showed marked zonation, probably in response to the differing salinity and temperature gradients in the water column. Possible trophic interactions are discussed and comparisons with other continental Antarctic lakes made.

HL-10 first flight landing

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake at Edwards AFB, California, on December 22, 1966. The HL-10 suffered from buffeting and poor control during the flight. Pilot Bruce Peterson was able to make a successful landing despite the severe problems. These were traced to airflow separation from the fins. As a result, the fins were no longer able to stabilize the vehicle. A small reshaping of the fins' leading edges cured the airflow separation, but it was not until March 15, 1968, that the second HL-10 flight occurred. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA

Fentanyl Iontophoretic Transdermal System (IONSYS(®)) can be Safely used in the Hospital Environment with X-Rays, Computerized Tomography and Radiofrequency Identification Devices.

PubMed

Lemke, John; Sardariani, Edmond; Phipps, Joseph Bradley; Patel, Niki; Itri, Loretta M; Caravelli, James; Viscusi, Eugene R

2016-09-01

Fentanyl iontophoretic transdermal system (fentanyl ITS, IONSYS(®)) is a patient-controlled analgesia system used for the management of acute postoperative pain, designed to be utilized in a hospital setting. The objective of the two studies was to determine if fentanyl ITS could be safely used with X-rays, computerized tomography (CT) scans and radiofrequency identification (RFID) devices. The ITS system has two components: controller and drug unit; the studies utilized ITS systems without fentanyl, referred to as the ITS Placebo system. The first study evaluated the effect of X-radiation on the operation of an ITS Placebo system. Five ITS Placebo systems were exposed to X-rays (20 and 200 mSv total radiation dose-the 200 mSv radiation dose represents a tenfold higher exposure than in clinical practice) while operating in the Ready Mode and five were exposed while operating in the Dose Mode. The second study evaluated the effect of RFID (worst-case scenario of direct contact with an RFID transmitter) on the operation of an ITS Placebo system. During these tests, observations of the user interface and measurements of output voltage confirmed proper function throughout all operational modes (Ready Mode, Dose Mode, End-of-Use Mode, and End-of-Life Mode). The ITS Placebo system met all specifications and no functional anomalies were observed during and following X-ray exposure at two radiation dose levels or exposure at six different combinations of RFID frequencies and field strengths. The performance of the ITS system was unaffected by X-ray exposure levels well beyond those associated with diagnostic X-rays and CT scans, and by exposure to radiofrequency field strengths typically generated by RFID devices. These results provide added confidence to clinicians that the fentanyl ITS system does not need to be removed during diagnostic X-rays and CT scans and can also be utilized in close proximity to RFID devices. The studies and writing of this manuscript were

STS-33 Discovery, OV-103, approached by service vehicles after landing

NASA Image and Video Library

1989-11-27

STS033-S-017 (27 Nov 1989) --- The Space Shuttle Discovery is approached by safing vehicles and team members following its late-afternoon landing at Edwards Air Force Base in southern California. A five member crew aboard had just completed the DOD-devoted STS-33 mission. The landing occurred at 16:31:02 p.m. (PST), Nov. 27, 1989. Onboard Discovery for the mission and still aboard the craft when this photo was made were Astronauts Frederick D. Gregory, John E. Blaha, Kathryn C. Thornton, F. Story Musgrave and Manley L. Carter.

Sleuthing the MSL EDL performance from an X band carrier perspective

NASA Astrophysics Data System (ADS)

Oudrhiri, Kamal; Asmar, Sami; Estabrook, Polly; Kahan, Daniel; Mukai, Ryan; Ilott, Peter; Schratz, Brian; Soriano, Melissa; Finley, Susan; Shidner, Jeremy

During the Entry, Descent, and Landing (EDL) of NASA's Mars Science Laboratory (MSL), or Curiosity, rover to Gale Crater on Mars on August 6, 2012 UTC, the rover transmitted an X-band signal composed of carrier and tone frequencies and a UHF signal modulated with an 8kbps data stream. During EDL, the spacecraft's orientation is determined by its guidance and mechanical subsystems to ensure that the vehicle land safely at its destination. Although orientation to maximize telecom performance is not possible, antennas are especially designed and mounted to provide the best possible line of sight to Earth and to the Mars orbiters supporting MSL's landing. The tones and data transmitted over these links are selected carefully to reflect the most essential parameters of the vehicle's state and the performance of the EDL subsystems for post-EDL reconstruction should no further data transmission from the vehicle be possible. This paper addresses the configuration of the X band receive system used at NASA / JPL's Deep Space Network (DSN) to capture the signal spectrum of MSL's X band carrier and tone signal, examines the MSL vehicle state information obtained from the X band carrier signal only and contrasts the Doppler-derived information against the post-EDL known vehicle state. The paper begins with a description of the MSL EDL sequence of events and discusses the impact of the EDL maneuvers such as guided entry, parachute deploy, and powered descent on the frequency observables expected at the DSN. The range of Doppler dynamics possible is derived from extensive 6 Degrees-Of-Freedom (6 DOF) vehicle state calculations performed by MSL's EDL simulation team. The configuration of the DSN's receive system, using the Radio Science Receivers (RSR) to perform open-loop recording for both for nominal and off-nominal EDL scenarios, is detailed. Expected signal carrier power-to-noise levels during EDL are shown and their impact on signal detection is considered. Particula

Sleuthing the MSL EDL Performance from an X Band Carrier Perspective

NASA Technical Reports Server (NTRS)

Oudrhiri, Kamal; Asmar, Sami; Estabrook, Polly; Kahan, Daniel; Mukai, Ryan; Ilott, Peter; Schratz, Brian; Soriano, Melissa; Finley, Susan; Shidner, Jeremy

2013-01-01

During the Entry, Descent, and Landing (EDL) of NASA's Mars Science Laboratory (MSL), or Curiosity, rover to Gale Crater on Mars on August 6, 2012 UTC, the rover transmitted an X-band signal composed of carrier and tone frequencies and a UHF signal modulated with an 8kbps data stream. During EDL, the spacecraft's orientation is determined by its guidance and mechanical subsystems to ensure that the vehicle land safely at its destination. Although orientation to maximize telecom performance is not possible, antennas are especially designed and mounted to provide the best possible line of sight to Earth and to the Mars orbiters supporting MSL's landing. The tones and data transmitted over these links are selected carefully to reflect the most essential parameters of the vehicle's state and the performance of the EDL subsystems for post-EDL reconstruction should no further data transmission from the vehicle be possible. This paper addresses the configuration of the X band receive system used at NASA / JPL's Deep Space Network (DSN) to capture the signal spectrum of MSL's X band carrier and tone signal, examines the MSL vehicle state information obtained from the X band carrier signal only and contrasts the Doppler-derived information against the post-EDL known vehicle state. The paper begins with a description of the MSL EDL sequence of events and discusses the impact of the EDL maneuvers such as guided entry, parachute deploy, and powered descent on the frequency observables expected at the DSN. The range of Doppler dynamics possible is derived from extensive 6 Degrees-Of-Freedom (6 DOF) vehicle state calculations performed by MSL's EDL simulation team. The configuration of the DSN's receive system, using the Radio Science Receivers (RSR) to perform open-loop recording for both for nominal and off-nominal EDL scenarios, is detailed. Expected signal carrier power-to-noise levels during EDL are shown and their impact on signal detection is considered. Particular

Safe Schools, Safe Communities.

ERIC Educational Resources Information Center

Lewis, Julie E.; Pickett, Dean; Pulliam, Janet L.; Schwartz, Richard A.; St. Germaine, Anne-Marie; Underwood, Julie; Worona, Jay

Schools must work together with agencies, groups, and individuals to eliminate the forces leading children to violence. Chapter 1, "School Safety: Working Together to Keep Schools Safe," stresses the importance of community collaboration in violence prevention. Effective prevention requires sharing information about students, consistent…

Boulder Distributions at Legacy Landing Sites: Assessing Regolith Production Rates and Landing Site Hazards

NASA Technical Reports Server (NTRS)

Watkins, R. N.; Jolliff, B. L.; Lawrence, S. J.; Hayne, P. O.; Ghent, R. R.

2017-01-01

Understanding how the distribution of boulders on the lunar surface changes over time is key to understanding small-scale erosion processes and the rate at which rocks become regolith. Boulders degrade over time, primarily as a result of micrometeorite bombardment so their residence time at the surface can inform the rate at which rocks become regolith or become buried within regolith. Because of the gradual degradation of exposed boulders, we expect that the boulder population around an impact crater will decrease as crater age increases. Boulder distributions around craters of varying ages are needed to understand regolith production rates, and Lunar Reconnaissance Orbiter Camera (LROC) Narrow Angle Camera (NAC) images provide one of the best tools for conducting these studies. Using NAC images to assess how the distribution of boulders varies as a function of crater age provides key constraints for boulder erosion processes. Boulders also represent a potential hazard that must be addressed in the planning of future lunar landings. A boulder under a landing leg can contribute to deck tilt, and boulders can damage spacecraft during landing. Using orbital data to characterize boulder populations at locations where landers have safely touched down (Apollo, Luna, Surveyor, Chang'e-3) provides validation for landed mission hazard avoidance planning. Additionally, counting boulders at legacy landing sites is useful because: 1) LROC has extensive coverage of these sites at high resolutions (approximately 0.5 meters per pixel). 2) Returned samples from craters at these sites have been radiometrically dated, allowing assessment of how boulder distributions vary as a function of crater age. 3) Surface photos at these sites can be used to correlate with remote sensing measurements.

LandScan 2016 High-Resolution Global Population Data Set

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

Bright, Edward A; Rose, Amy N; Urban, Marie L

The LandScan data set is a worldwide population database compiled on a 30" x 30" latitude/longitude grid. Census counts (at sub-national level) were apportioned to each grid cell based on likelihood coefficients, which are based on land cover, slope, road proximity, high-resolution imagery, and other data sets. The LandScan data set was developed as part of Oak Ridge National Laboratory (ORNL) Global Population Project for estimating ambient populations at risk.

X-15 Hardware Design Challenges

NASA Technical Reports Server (NTRS)

Storms, Harrison A., Jr.

1991-01-01

Historical events in the development of the X-15 hardware design are presented. Some of the topics covered include: (1) drivers that led to the development of the X-15; (2) X-15 space research objectives; (3) original performance targets; (4) the X-15 typical mission; (5) X-15 dimensions and weight; (5) the propulsion system; (6) X-15 development milestones; (7) engineering and manufacturing challenges; (8) the X-15 structure; (9) ballistic flight control; (10) landing gear; (11) nose gear; and (12) an X-15 program recap.

Developing a Prototype ALHAT Human System Interface for Landing

NASA Technical Reports Server (NTRS)

Hirsh, Robert L.; Chua, Zarrin K.; Heino, Todd A.; Strahan, Al; Major, Laura; Duda, Kevin

2011-01-01

The goal of the Autonomous Landing and Hazard Avoidance Technology (ALHAT) project is to safely execute a precision landing anytime/anywhere on the moon. This means the system must operate in any lighting conditions, operate in the presence of any thruster generated regolith clouds, and operate without the help of redeployed navigational aids or prepared landing site at the landing site. In order to reach this ambitious goal, computer aided technologies such as ALHAT will be needed in order to permit these landings to be done safely. Although there will be advanced autonomous capabilities onboard future landers, humans will still be involved (either onboard as astronauts or remotely from mission control) in any mission to the moon or other planetary body. Because many time critical decisions must be made quickly and effectively during the landing sequence, the Descent and Landing displays need to be designed to be as effective as possible at presenting the pertinent information to the operator, and allow the operators decisions to be implemented as quickly as possible. The ALHAT project has established the Human System Interface (HSI) team to lead in the development of these displays and to study the best way to provide operators enhanced situational awareness during landing activities. These displays are prototypes that were developed based on multiple design and feedback sessions with the astronaut office at NASA/ Johnson Space Center. By working with the astronauts in a series of plan/build/evaluate cycles, the HSI team has obtained astronaut feedback from the very beginning of the design process. In addition to developing prototype displays, the HSI team has also worked to provide realistic lunar terrain (and shading) to simulate a "out the window" view that can be adjusted to various lighting conditions (based on a desired date/time) to allow the same terrain to be viewed under varying lighting terrain. This capability will be critical to determining the

Assessing changes in the value of ecosystem services in response to land-use/land-cover dynamics in Nigeria.

PubMed

Arowolo, Aisha Olushola; Deng, Xiangzheng; Olatunji, Olusanya Abiodun; Obayelu, Abiodun Elijah

2018-09-15

Increasing human activities worldwide have significantly altered the natural ecosystems and consequently, the services they provide. This is no exception in Nigeria, where land-use/land-cover has undergone a series of dramatic changes over the years mainly due to the ever-growing large population. However, estimating the impact of such changes on a wide range of ecosystem services is seldom attempted. Thus, on the basis of GlobeLand30 land-cover maps for 2000 and 2010 and using the value transfer methodology, we evaluated changes in the value of ecosystem services in response to land-use/land-cover dynamics in Nigeria. The results showed that over the 10-year period, cultivated land sprawl over the forests and savannahs was predominant, and occurred mainly in the northern region of the country. During this period, we calculated an increase in the total ecosystem services value (ESV) in Nigeria from 665.93 billion (2007 US$) in 2000 to 667.44 billion (2007 US$) in 2010, 97.38% of which was contributed by cultivated land. The value of provisioning services increased while regulation, support, recreation and culture services decreased, amongst which, water regulation (-11.01%), gas regulation (-7.13%), cultural (-4.84%) and climate regulation (-4.3%) ecosystem functions are estimated as the most impacted. The increase in the total ESV in Nigeria associated with the huge increase in ecosystem services due to cultivated land expansion may make land-use changes (i.e. the ever-increasing agricultural expansion in Nigeria) appear economically profitable. However, continuous loss of services such as climate and water regulation that are largely provided by the natural ecosystems can result in huge economic losses that may exceed the apparent gains from cultivated land development. Therefore, we advocate that the conservation of the natural ecosystem should be a priority in future land-use management in Nigeria, a country highly vulnerable to climate change and incessantly

38. VIEW SOUTHWEST OF STREET LEVEL IN SHOWROOM ADDITION (NOW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

38. VIEW SOUTHWEST OF STREET LEVEL IN SHOWROOM ADDITION (NOW USED AS FINISHING ROOM) WITH FRESHLY PAINTED DORY BOATS ON DISPLAY. 2X4 STUD WALL AND ROOF FRAMING CAN BE SEEN. - Lowell's Boat Shop, 459 Main Street, Amesbury, Essex County, MA

Higher landing accuracy in expert pilots is associated with lower activity in the caudate nucleus.

PubMed

Adamson, Maheen M; Taylor, Joy L; Heraldez, Daniel; Khorasani, Allen; Noda, Art; Hernandez, Beatriz; Yesavage, Jerome A

2014-01-01

The most common lethal accidents in General Aviation are caused by improperly executed landing approaches in which a pilot descends below the minimum safe altitude without proper visual references. To understand how expertise might reduce such erroneous decision-making, we examined relevant neural processes in pilots performing a simulated landing approach inside a functional MRI scanner. Pilots (aged 20-66) were asked to "fly" a series of simulated "cockpit view" instrument landing scenarios in an MRI scanner. The scenarios were either high risk (heavy fog-legally unsafe to land) or low risk (medium fog-legally safe to land). Pilots with one of two levels of expertise participated: Moderate Expertise (Instrument Flight Rules pilots, n = 8) or High Expertise (Certified Instrument Flight Instructors or Air-Transport Pilots, n = 12). High Expertise pilots were more accurate than Moderate Expertise pilots in making a "land" versus "do not land" decision (CFII: d' = 3.62 ± 2.52; IFR: d' = 0.98 ± 1.04; p<.01). Brain activity in bilateral caudate nucleus was examined for main effects of expertise during a "land" versus "do not land" decision with the no-decision control condition modeled as baseline. In making landing decisions, High Expertise pilots showed lower activation in the bilateral caudate nucleus (0.97 ± 0.80) compared to Moderate Expertise pilots (1.91 ± 1.16) (p<.05). These findings provide evidence for increased "neural efficiency" in High Expertise pilots relative to Moderate Expertise pilots. During an instrument approach the pilot is engaged in detailed examination of flight instruments while monitoring certain visual references for making landing decisions. The caudate nucleus regulates saccade eye control of gaze, the brain area where the "expertise" effect was observed. These data provide evidence that performing "real world" aviation tasks in an fMRI provide objective data regarding the relative expertise of pilots and brain regions involved

Testing of the International Space Station and X-38 Crew Return Vehicle GPS Receiver

NASA Technical Reports Server (NTRS)

Simpson, James; Campbell, Chip; Carpenter, Russell; Davis, Ed; Kizhner, Semion; Lightsey, E. Glenn; Davis, George; Jackson, Larry

1999-01-01

This paper discusses the process and results of the performance testing of the GPS receiver planned for use on the International Space Station (ISS) and the X-38 Crew Return Vehicle (CRV). The receiver is a Force-19 unit manufactured by Trimble Navigation and modified in software by the NASA Goddard Space Flight Center (GSFC) to perform navigation and attitude determination in space. The receiver is the primary source of navigation and attitude information for ISS and CRV. Engineers at GSFC have developed and tested the new receiver with a Global Simulation Systems Ltd (GSS) GPS Signal Generator (GPSSG). This paper documents the unique aspects of ground testing a GPS receiver that is designed for use in space. A discussion of the design of tests using the GPSSG, documentation, data capture, data analysis, and lessons learned will precede an overview of the performance of the new receiver. A description of the challenges that were overcome during this testing exercise will be presented. Results from testing show that the receiver will be within or near the specifications for ISS attitude and navigation performance. The process for verifying other requirements such as Time to First Fix, Time to First Attitude, selection/deselection of a specific GPS satellite vehicles (SV), minimum signal strength while still obtaining attitude and navigation, navigation and attitude output coverage, GPS week rollover, and Y2K requirements are also given in this paper.

Testing of the International Space Station and X-38 Crew Return Vehicle GPS Receiver

NASA Technical Reports Server (NTRS)

Simpson, James; Campbell, Chip; Carpenter, Russell; Davis, Ed; Kizhner, Semion; Lightsey, E. Glenn; Davis, George; Jackson, Larry

1999-01-01

This paper discusses the process and results of the performance testing of the GPS receiver planned for use on the International Space Station (ISS) and the X-38 Crew Return Vehicle (CRV). The receiver is a Force-19 unit manufactured by Trimble Navigation and Modified in software by the NASA Goddard Space Flight Center (GSFC) to perform navigation and attitude determination in space. The receiver is the primary source of navigation and attitude information for ISS and CRV. Engineers at GSFC have developed and tested the new receiver with a Global Simulation Systems Ltd (GSS) GPS Signal Generator (GPSSG). This paper documents the unique aspects of ground testing a GPS receiver that is designed for use in space. A discussion of the design and tests using the GPSSG, documentation, data capture, data analysis, and lessons learned will precede an overview of the performance of the new receiver. A description of the challenges of that were overcome during this testing exercise will be presented. Results from testing show that the receiver will be within or near the specifications for ISS attitude and navigation performance. The process for verifying other requirements such as Time to First Fix, Time to First Attitude, selection/deselection of a specific GPS satellite vehicles (SV), minimum signal strength while still obtaining attitude and navigation, navigation and attitude output coverage, GPS week rollover, and Y2K requirements are also given in this paper.

Testing of the International Space Station and X-38 Crew Return Vehicle GPS Receiver

NASA Technical Reports Server (NTRS)

Simpson, James; Lightsey, Glenn; Campbell, Chip; Carpenter, Russell; Davis, George; Jackson, Larry; Davis, Ed; Kizhner, Semion

1999-01-01

This paper discusses the process and results of the performance testing of the GPS receiver planned for use on the International Space Station (ISS) and the X- 38CrewReturnVehicle(CRV). The receiver is a Force-19 unit manufactured by Trimble Navigation and modified in software by NASA:s Goddard Space Flight Center (GSFC) to perform navigation and attitude determination in space. The receiver is the primary source of navigation and attitude information for ISS and CRV. Engineers at GSFC have developed and tested the new receiver with a Global Simulation Systems Ltd (GSS) GPS Signal Generator (GPSSG). This paper documents the unique aspects of ground testing a GPS receiver that is designed for use in space. A discussion of the design of tests using the GPSSG, documentation, data capture, data analysis, and lessons learned will precede an overview of the performance of the new receiver. A description of the challenges that were overcome during this testing exercise will be presented. Results from testing show that the receiver will be within or near the specifications for ISS attitude and navigation performance. The process for verifying other requirements such as Time to First Fix, Time to First Attitude, selection/deselection of a specific GPS satellite vehicles (SV), minimum signal strength while still obtaining attitude and navigation, navigation and attitude output coverage, GPS week rollover, and Y2K requirements are also given in this paper.

Boguslawsky Crater, Moon: Studying the Luna-Glob Landing Site

NASA Astrophysics Data System (ADS)

Hiesinger, H.; Ivanov, M.; Head, J. W.; Basilevsky, A. T.; Pasckert, J. H.; Bauch, K.; van der Bogert, C. H.; Abdrahimov, A. M.

2014-04-01

The main objective of the Russian Luna-Glob lander, which will land on the floor of Boguslawsky crater (~95 km in diameter, centered at 72.9S, 43.26E), is to test landing techniques. However, it will also carry a small scientific payload. Two landing ellipses, 30x15 km each, are under investigation: Ellipse West is at 72.9S, 41.3E, Ellipse East is at 73.3S, 43.9E [1].

[Carbon emissions and low-carbon regulation countermeasures of land use change in the city and town concentrated area of central Liaoning Province, China].

PubMed

Xi, Feng-ming; Liang, Wen-juan; Niu, Ming-fen; Wang, Jiao-yue

2016-02-01

Carbon emissions due to land use change have an important impact on global climate change. Adjustment of regional land use patterns has a great scientific significance to adaptation to a changing climate. Based on carbon emission/absorption parameters suitable for Liaoning Province, this paper estimated the carbon emission of land use change in the city and town concentrated area of central Liaoning Province. The results showed that the carbon emission and absorption were separately 308.51 Tg C and 11.64 Tg C from 1997 to 2010. It meant 3.8% of carbon emission. was offset by carbon absorption. Among the 296.87 Tg C net carbon emission of land use change, carbon emission of remaining land use type was 182.24 Tg C, accounting for 61.4% of the net carbon emission, while the carbon emission of land use transformation was 114.63 Tg C, occupying the rest 38.6% of net carbon emission. Through quantifying the mapping relationship between land use change and carbon emission, it was shown that during 1997-2004 the contributions of remaining construction land (40.9%) and cropland transform ation to construction land (40.6%) to carbon emission were larger, but the greater contributions to carbon absorption came from cropland transformation to forest land (38.6%) and remaining forest land (37.5%). During 2004-2010, the land use types for carbon emission and absorption were the same to the period of 1997-2004, but the contribution of remaining construction land to carbon emission increased to 80.6%, and the contribution of remaining forest land to carbon absorption increased to 71.7%. Based on the carbon emission intensity in different land use types, we put forward the low-carbon regulation countermeasures of land use in two aspects. In carbon emission reduction, we should strict control land transformation to construction land, increase the energy efficiency of construction land, and avoid excessive development of forest land and water. In carbon sink increase, we should

76 FR 45602 - Proposed Safe Harbor Agreement for California Red-Legged Frog, at Swallow Creek Ranch, San Luis...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-29

... DEPARTMENT OF THE INTERIOR Fish and Wildlife Service [FWS-R8-ES-2011-N144; 81440-1113-0000-F3] Proposed Safe Harbor Agreement for California Red-Legged Frog, at Swallow Creek Ranch, San Luis Obispo... Ranch in San Luis Obispo County, California. Within the 620 acres of land comprising the Enrolled...

LIDAR-Aided Inertial Navigation with Extended Kalman Filtering for Pinpoint Landing

NASA Technical Reports Server (NTRS)

Busnardo, David M.; Aitken, Matthew L.; Tolson, Robert H.; Pierrottet, Diego; Amzajerdian, Farzin

2011-01-01

In support of NASA s Autonomous Landing and Hazard Avoidance Technology (ALHAT) project, an extended Kalman filter routine has been developed for estimating the position, velocity, and attitude of a spacecraft during the landing phase of a planetary mission. The proposed filter combines measurements of acceleration and angular velocity from an inertial measurement unit (IMU) with range and Doppler velocity observations from an onboard light detection and ranging (LIDAR) system. These high-precision LIDAR measurements of distance to the ground and approach velocity will enable both robotic and manned vehicles to land safely and precisely at scientifically interesting sites. The filter has been extensively tested using a lunar landing simulation and shown to improve navigation over flat surfaces or rough terrain. Experimental results from a helicopter flight test performed at NASA Dryden in August 2008 demonstrate that LIDAR can be employed to significantly improve navigation based exclusively on IMU integration.

Multi-Modal Active Perception for Autonomously Selecting Landing Sites on Icy Moons

NASA Technical Reports Server (NTRS)

Arora, A.; Furlong, P. M.; Wong, U.; Fong, T.; Sukkarieh, S.

2017-01-01

Selecting suitable landing sites is fundamental to achieving many mission objectives in planetary robotic lander missions. However, due to sensing limitations, landing sites which are both safe and scientifically valuable often cannot be determined reliably from orbit, particularly, in icy moon missions where orbital sensing data is noisy and incomplete. This paper presents an active perception approach to Entry Descent and Landing (EDL) which enables the lander to autonomously plan informative descent trajectories, acquire high quality sensing data during descent and exploit this additional information to select higher utility landing sites. Our approach consists of two components: probabilistic modeling of landing site features and approximate trajectory planning using a sampling based planner. The proposed framework allows the lander to plan long horizons paths and remain robust to noisy data. Results in simulated environments show large performance improvements over alternative approaches and show promise that our approach has strong potential to improve science return of not only icy moon missions but EDL systems in general.

38 CFR 36.4527 - Direct housing loans to Native American veterans on trust lands.

Code of Federal Regulations, 2014 CFR

2014-07-01

.... (v) That the tribal organization agrees to such other terms and conditions with respect to the making... under this section shall not exceed an amount which bears the same ratio to $80,000 as the amount of the guaranty to which the veteran would be entitled under 38 U.S.C. 3710 at the time the loan is made bears to...

38 CFR 36.4527 - Direct housing loans to Native American veterans on trust lands.

Code of Federal Regulations, 2012 CFR

2012-07-01

.... (v) That the tribal organization agrees to such other terms and conditions with respect to the making... under this section shall not exceed an amount which bears the same ratio to $80,000 as the amount of the guaranty to which the veteran would be entitled under 38 U.S.C. 3710 at the time the loan is made bears to...

38 CFR 36.4527 - Direct housing loans to Native American veterans on trust lands.

Code of Federal Regulations, 2013 CFR

2013-07-01

.... (v) That the tribal organization agrees to such other terms and conditions with respect to the making... under this section shall not exceed an amount which bears the same ratio to $80,000 as the amount of the guaranty to which the veteran would be entitled under 38 U.S.C. 3710 at the time the loan is made bears to...

38 CFR 36.4527 - Direct housing loans to Native American veterans on trust lands.

Code of Federal Regulations, 2011 CFR

2011-07-01

.... (v) That the tribal organization agrees to such other terms and conditions with respect to the making... under this section shall not exceed an amount which bears the same ratio to $80,000 as the amount of the guaranty to which the veteran would be entitled under 38 U.S.C. 3710 at the time the loan is made bears to...

Irradiation with x-rays of the energy 18 MV induces radioactivity in transfusion blood: Proposal of a safe method using 6 MV.

PubMed

Frentzel, Katharina; Badakhshi, Harun

2016-12-01

To prevent a fatal transfusion-associated graft-versus-host disease, it is recommended to irradiate transfusion blood and blood components with ionizing radiation. Using x-rays from a linear accelerator of the radiotherapy department is an accepted alternative to gamma irradiation devices of the blood bank and to the orthovoltage units that are replacing the gamma irradiators today. However, the use of high energy x-rays may carry a potential risk of induced radioactivity. The objective of this study was to investigate the effect of two different energy levels, 6 and 18 MV, which are executed in routine clinical settings. The research question was if induced radioactivity occurs at one of these standard energy levels. The authors aimed to give a proposal for a blood irradiation procedure that certainly avoids induced radioactivity. For this study, the authors developed a blood bag phantom, irradiated it with x-ray energies of 6 and 18 MV, and measured the induced radioactivity in a well counter. Thereafter, the same irradiation and measuring procedure was performed with a unit of packed red blood cells. A feasible clinical procedure was developed using 6 MV and an acrylic box. With the irradiation planning system XiO, the authors generated an irradiation protocol for the linear accelerator Siemens ONCOR Anvant-Garde. Both measurement setups showed that there was induced radioactivity for 18 MV but not for 6 MV. The induced radioactivity for 18 MV was up to 190 times the background. This is significant and of clinical relevance especially since there are newborn and fetal blood recipients for whom every radiation exposure has to be strictly avoided. The irradiation of blood with x-rays from a linear accelerator of the radiotherapy department is safe and feasible, but by the current state of scientific knowledge, the authors recommend to use an x-ray energy of 6 MV or less to avoid induced radioactivity in transfusion blood.

Laser toning for melasma: A single-centre experience with 38 970 cases.

PubMed

Tian, Brian

2017-06-01

Melasma is a common pigmentation in Asian women. Lasers have been used to lighten melasma, although with variable outcomes and complications. In Asia, laser toning is a common technique used to safely lighten melasma. However, no large studies have been performed to validate efficacy. In our study, we demonstrate that in 38 970 Asian women, at least 35 890 patients (92.1%) had noticeable to excellent improvement in their melasma.

Safe sex self-efficacy and safe sex practice in a Southern United States College

PubMed Central

Addoh, Ovuokerie; Sng, Eveleen; Loprinzi, Paul D.

2017-01-01

Background: The purpose of this study was to assess the association between safe sex self-efficacy and safe-sex practice in a Southern college setting. Methods: Multivariable logistic regression models were used to examine the association between safe sex self-efficacy in four domains (mechanics, partner disapproval, assertiveness, intoxicants) and safe sex practice (outcome variable). Results: For every 1-unit increase in the composite condom use self-efficacy score, there was an 8% increase in the odds of being beyond the median safe-sex practice score (odds ration [OR]: 1.08, 95% CI: 1.02-1.15). Additionally, for every 1-unit increase in intoxicants self-efficacy score, there was a 31% increase in the odds of being beyond the median safe-sex practice score (OR: 1.31, 95% CI: 1.08-1.58). Conclusion: A greater degree of safe-sex self-efficacy is associated with increased odds of safe-sex practice. These findings are informative for the development of targeted approaches to foster safe-sex behavior in Southern US colleges. PMID:28326287

DroidSafe

DTIC Science & Technology

2016-12-01

branches of our work . 3.1 Understanding Sensitive API Call and API Information Usage Android applications are written in a type- safe language (Java...directly invoke resolved targets. Because DroidSafe works with a comprehensive model of the Android environment , it supports precise resolution of...STATEMENT. FOR THE CHIEF ENGINEER: / S / / S / MARK K. WILLIAMS WARREN H. DEBANY, JR. Work Unit Manager

A Safe Ride to School; A Safe Ride Home.

ERIC Educational Resources Information Center

Illinois State Board of Education, Springfield.

Text and illustrations are used to teach safe school bus riding practices. The guide begins with instructions to parents or guardians to set a good example of safe behavior, and to help children learn safety rules and be on time. Instructions to children concern obeying the bus driver, boarding the bus, riding the bus, crossing the road, and using…

Aero Spacelines B377SG Super Guppy on Ramp Loading the X-24B and HL-10 Lifting Bodies.

NASA Technical Reports Server (NTRS)

1976-01-01

The Aero Spacelines B377SG Super Guppy was at Dryden in May, 1976, to ferry the X-24 and HL-10 lifting bodies from the Center to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. The oversized cargo aircraft is a further modification of the B377PG Pregnant Guppy, which was built to transport outsized cargo for NASA's Apollo program, primarily to carry portions of the Saturn V rockets from the manufacturer to Cape Canaveral. The original Guppy modification incorporated the wings, engines, lower fuselage and tail from a Boeing 377 Stratocruiser with a huge upper fuselage more than 20 feet in diameter. The Super Guppy further expanded the fuselage added a taller vertical tail for better lateral stability. A later version, the Super Guppy Turbine, is still in occasional use by NASA to transport oversize structures. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered

Soyuz MS-06 Landing_2018_58_623322

NASA Image and Video Library

2018-02-28

Expedition 54 Commander Alexander Misurkin of Roscosmos and Flight Engineers Mark Vande Hei and Joe Acaba of NASA landed safely near the town of Dzhezkazgan, Kazakhstan Feb. 27, U.S. time (Feb. 28 in Kazakhstan). Just a few hours previously, they bid farewell to their colleagues on the complex and undocked their Soyuz MS-06 spacecraft from the Poisk Module on the International Space Station. The trio spent almost six months in space conducting research and operational work in support of the station.

Earth Observations taken by Expedition 38 crewmember

NASA Image and Video Library

2014-02-22

ISS038-E-057977 (22 Feb. 2014) --- Snow-covered fields appear as geometric patterns on Washington Island, on Lake Michigan, in this photograph taken by the Expedition 38 crew of the International Space Station. The island is nine kilometers long (5.6 miles) and lies on the western shore of Lake Michigan, as a continuation of Door Peninsula (Wisconsin). Note that north is to the lower left in the image. White coastal ice hugs the shoreline and connects Washington Island with Detroit Island and Rock Island. Ice typically accumulates first near land, where cooling is more rapid than in deeper lake water. Two other snow-covered islands (image top left) are small enough and far enough from land to evade the collars of ice. On the day this image was taken, southwesterly winds were blowing ice into the lake in the form of long, coherent stringers. The thickness of a stringer is related to the length of coastline that feeds it. The smallest northern stringer (image left) is fed by the shortest section of upwind coastline, and the longest (image right) is supplied by the large amount of shore ice around Detroit Island.

Lockheed P-38 Lightning in flight

NASA Technical Reports Server (NTRS)

1943-01-01

The P-38 shown in this photo was one of the fighters built in the late 1930s and early 1940s that experienced compressibility effects. In steep dives, these aircraft could reach speeds above Mach 0.75 (called transonic). At transonic speeds, air in front of the wings became compressed and reached supersonic speeds as it flowed over the wings, forming a shock wave. This resulted in an increase in drag and a decrease in lift. Another result was the movement of the wing's center of lift to the rear, forcing the aircraft to rotate so that the nose moved downward and it went into a steep dive. Pilots found that that their aircraft would not pull out of this dive. When they attempted to pull out, they found the control stick, as one pilot put it, 'was cast in about two feet of concrete.' In some cases, the airplanes crashed or broke up in the denser air as they approached the ground. In other cases, the pilots were able to pull out of the dive. These accidents and near misses reinforced the popular belief in a 'sound barrier.' The need for data at speeds near that of sound and the inability of wind tunnels at the time to provide it would lead to the construction and flight of the X-1 and D-558 research aircraft. The Lockheed P-38 Lightning was one of the best-known Army Air Forces fighters that flew in World War II. It was already in mass production before the war started for the United States, and production lasted until 1945. With a wingspan of 52 feet; a length of 37 feet, 10 inches; and a height of 9 feet, 10 inches, the P-38s had maximum speeds ranging from 390 miles per hour for the basic P-38 to 414 mph for the P-38L. Except for the M model (a two-seater), all the P-38s were single-seat pursuit and long-range escort aircraft.

40 CFR Appendix X to Part 268 - [Reserved

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 27 2011-07-01 2011-07-01 false [Reserved] X Appendix X to Part 268 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES (CONTINUED) LAND DISPOSAL RESTRICTIONS Appendix X to Part 268 [Reserved] ...

40 CFR Appendix X to Part 268 - [Reserved

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 28 2013-07-01 2013-07-01 false [Reserved] X Appendix X to Part 268 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES (CONTINUED) LAND DISPOSAL RESTRICTIONS Appendix X to Part 268 [Reserved] ...

40 CFR Appendix X to Part 268 - [Reserved

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 27 2014-07-01 2014-07-01 false [Reserved] X Appendix X to Part 268 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES (CONTINUED) LAND DISPOSAL RESTRICTIONS Appendix X to Part 268 [Reserved] ...

40 CFR Appendix X to Part 268 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 26 2010-07-01 2010-07-01 false [Reserved] X Appendix X to Part 268 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES (CONTINUED) LAND DISPOSAL RESTRICTIONS Appendix X to Part 268 [Reserved] ...

40 CFR Appendix X to Part 268 - [Reserved

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 28 2012-07-01 2012-07-01 false [Reserved] X Appendix X to Part 268 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES (CONTINUED) LAND DISPOSAL RESTRICTIONS Appendix X to Part 268 [Reserved] ...

Analytic study of orbiter landing profiles

NASA Technical Reports Server (NTRS)

Walker, H. J.

1981-01-01

A broad survey of possible orbiter landing configurations was made with specific goals of defining boundaries for the landing task. The results suggest that the center of the corridors between marginal and routine represents a more or less optimal preflare condition for regular operations. Various constraints used to define the boundaries are based largely on qualitative judgements from earlier flight experience with the X-15 and lifting body research aircraft. The results should serve as useful background for expanding and validating landing simulation programs. The analytic approach offers a particular advantage in identifying trends due to the systematic variation of factors such as vehicle weight, load factor, approach speed, and aim point. Limitations such as a constant load factor during the flare and using a fixed gear deployment time interval, can be removed by increasing the flexibility of the computer program. This analytic definition of landing profiles of the orbiter may suggest additional studies, includin more configurations or more comparisons of landing profiles within and beyond the corridor boundaries.

Optimal lunar soft landing trajectories using taboo evolutionary programming

NASA Astrophysics Data System (ADS)

Mutyalarao, M.; Raj, M. Xavier James

A safe lunar landing is a key factor to undertake an effective lunar exploration. Lunar lander consists of four phases such as launch phase, the earth-moon transfer phase, circumlunar phase and landing phase. The landing phase can be either hard landing or soft landing. Hard landing means the vehicle lands under the influence of gravity without any deceleration measures. However, soft landing reduces the vertical velocity of the vehicle before landing. Therefore, for the safety of the astronauts as well as the vehicle lunar soft landing with an acceptable velocity is very much essential. So it is important to design the optimal lunar soft landing trajectory with minimum fuel consumption. Optimization of Lunar Soft landing is a complex optimal control problem. In this paper, an analysis related to lunar soft landing from a parking orbit around Moon has been carried out. A two-dimensional trajectory optimization problem is attempted. The problem is complex due to the presence of system constraints. To solve the time-history of control parameters, the problem is converted into two point boundary value problem by using the maximum principle of Pontrygen. Taboo Evolutionary Programming (TEP) technique is a stochastic method developed in recent years and successfully implemented in several fields of research. It combines the features of taboo search and single-point mutation evolutionary programming. Identifying the best unknown parameters of the problem under consideration is the central idea for many space trajectory optimization problems. The TEP technique is used in the present methodology for the best estimation of initial unknown parameters by minimizing objective function interms of fuel requirements. The optimal estimation subsequently results into an optimal trajectory design of a module for soft landing on the Moon from a lunar parking orbit. Numerical simulations demonstrate that the proposed approach is highly efficient and it reduces the minimum fuel

Aerial view of the Shuttle Landing Facility

NASA Technical Reports Server (NTRS)

1998-01-01

From the air over KSC can be seen the Shuttle Landing Facility. Orbiter landings at the Kennedy Space Center are made on one of the largest runways in the world. The runway is located 3.2 km (2 miles) northwest of the Vehicle Assembly Building and is 4,572 meters (15,000ft) long and 91.4 meters (300ft) wide -- about as wide as the length of a football field. It has 305 meters (1000ft) of paved overruns at each end and the paving thickness is 40.6cm (15 inches) at the center. At left in the photo is the Aircraft Ground Equipment Shed; in the center is the Landing Aids Control Building (LACB) which supports landing operations and houses operations personnel. Located at the northeast corner of the parking apron is the Mate/Demate device (MDD) used to raise and lower the orbiter from its 747 carrier aircraft during ferry operations. The open-truss steel structure is equipped with hoists, adapters and movable platforms for access to certain orbiter components and equipment. It also is equipped with lightning protection devices. The MDD is 45.7 meters (150ft) long, 28.3 meters (93ft) wide and 32 meters (105ft) high. On the landing area in front of the SLF is a T-38 jet airplane.

Doppler Lidar Sensor for Precision Landing on the Moon and Mars