ALBERT

Description: Spacecraft, and especially aircraft, often fry well past their original design lives and, therefore, the need to develop nondestructive evaluation procedures for inspection of vital structures in these craft is extremely important. One of the more recent problems is the degradation of wiring and wiring insulation. The present paper describes several nondestructive characterization methods which afford the possibility to detect wiring and insulation degradation in-situ prior to major problems with the safety of aircraft and spacecraft.

Description: Bangui anomaly is the name given to one of the Earth s largest crustal magnetic anomalies and the largest over the African continent. It covers two-thirds of the Central African Republic and therefore the name derives from the capitol city-Bangui that is also near the center of this feature. From surface magnetic survey data Godivier and Le Donche (1962) were the first to describe this anomaly. Subsequently high-altitude world magnetic surveying by the U.S. Naval Oceanographic Office (Project Magnet) recorded a greater than 1000 nT dipolar, peak-to-trough anomaly with the major portion being negative (figure 1). Satellite observations (Cosmos 49) were first reported in 1964, these revealed a 40nT anomaly at 350 km altitude. Subsequently the higher altitude (417-499km) POGO (Polar Orbiting Geomagnetic Observatory) satellite data recorded peak-to-trough anomalies of 20 nT these data were added to Cosmos 49 measurements by Regan et al. (1975) for a regional satellite altitude map. In October 1979, with the launch of Magsat, a satellite designed to measure crustal magnetic anomalies, a more uniform satellite altitude magnetic map was obtained. These data, computed at 375 km altitude recorded a -22 nT anomaly (figure 2). This elliptically shaped anomaly is approximately 760 by 1000 km and is centered at 6%, 18%. The Bangui anomaly is composed of three segments; there are two positive anomalies lobes north and south of a large central negative field. This displays the classic pattern of a magnetic anomalous body being magnetized by induction in a zero inclination field. This is not surprising since the magnetic equator passes near the center of this body.

Description: One of the primary uses of the in-flight icing research performed aboard NASA Glenn s DHC-6 Twin Otter is for Icing Research Tunnel (IRT) and icing prediction code (Lewice) validation. Using the in-flight data to establish the IRT and Lewice as accurate simulators of actual icing conditions is crucial for supporting the research done in the Icing Branch. During test flights during the 2003 and 2004 flight season, a Natural Ice Shape Database was collected. For flights where conditions were appropriate, the aircraft is flown in an icing cloud with all ice protection systems deactivated. The duration of this period is usually determined by the pilot s ability to safely control the aircraft. When safe flight is no longer possible, the aircraft is maneuvered into clear air above the cloud layer. At this point several photographs are taken of the ice shape that was accreted on the wing test section during this icing encounter using a stereo photograph system (Figure 1). The stereo photograph system utilizes two cameras located at different locations on the fuselage that are both pointed at the same location on the wing. When both cameras take photographs of the same location at the same time, the negatives can be combined digitally to generate a two dimensional plot describing the cross-section of the ice shape. After these photographs are taken, the wing de-icing boots are activated and the ice shape is removed.

Description: Ancient geologic and hydrologic phenomena on Mars observed through the magnetic data provide windows to the ancient past through the younger Argyre and Hellas impacts, the northern plains basement and the rock materials that mantle the basement, and the Tharsis and Elysium magmatic complexes (recently referred to as superplumes). These signatures, coupled with highly degraded macrostructures (tectonic features that energetic planet during its embryonic development (0.5 Ga or so of activity) with an active dynamo and magnetosphere. One such window into the ancient past occurs northwest of the Hellas impact basin in Arabia Tern. Arabia Terra is one of the few water-rich equatorial regions of Mars, as indicated I through impact crater and elemental information. This region records many unique characteristics, including predominately Noachian materials, a highland-lowland boundary region that is distinct from other boundary regions, the presence of very few macrostructures when compared to the rest of the cratered highlands, the largest region of fretted terrain on Mars, outflow channels such as Mamers Valles that do not have obvious origins, and distinct albedo, thermal inertia, gravity, magnetic, and elemental signatures.

Description: We planned to launch in July 2000. Heading into March that year we were on schedule, under budget, meeting all of our performance requirements, and ready for the final testing Near the end of the day, it was time for the sign burst test. For 200 milliseconds we would put a non-feedback force on our system, which meant we couldn't adjust or halt the test in progress. Something went wrong, terribly wrong during the sign burst test. For 200 milliseconds we would put a non-feedback force on our system, which meant we couldn't adjust or halt the test in process. Something went wrong, terribly wrong during the sign burst test. As mission manager, I was standing just ten feet away from the spacecraft when this happened. It sounded like a clap of thunder. With the test stopped, we moved in closer to see what had happened - and we knew immediately that we had damaged our spacecraft. How much, we didn't know.

Description: Pavillion Lake is 5.7km long and an average of 0.8 km in width, and is located in Marble Canyon in the interior of British Columbia, Canada. It is a slightly alkaline, freshwater lake with a maximum-recorded depth of 65m. The basin walls of Pavilion Lake are lined with microbialite structures that are oriented perpendicularly to the shoreline, and which are found from depths of 5 meters to the bottom of the photic zone (light levels 1% of ambient; approximately 30m depth). These structures are speculated to have begun formation nearly 11,000 years ago, after the glacial retreat of the Cordilleran Ice Sheet. They are likely a distinctive assemblage of freshwater calcite microbialites, which display micromorphologies possibly related to the ancient Epiphyton and Girvanella classes of calcareous organosedimentary structures.

Description: The east rim of the Hellas basin and the surrounding highlands comprise a geologically significant region for evaluating volatile abundance, volatile distribution and cycling, and potential changes in Martian environmental conditions. This region of the Martian surface exhibits landforms shaped by a diversity of geologic processes and has a well-preserved geologic record, with exposures of Noachian, Hesperian, and Amazonian units, as well as spans a wide range in both latitude and elevation due to the magnitude of Hellas basin. In addition, geologically contemporaneous volcanism and volatile-driven activity in the circum-Hellas highlands provide important ingredients for creating habitats for potential Martian life.

Description: A preliminary study of the impact of the north-central Pacific circulation in the subtropical stratosphere on ozone variability locally observed by lidar is presented.

Description: Tvashtar Catena (63 N, 120 W) is one of the most interesting features on Io. This chain of large paterae (caldera-like depressions) has exhibited highly variable volcanic activity in a series of observations. Tvashtar is the type example of a style of volcanism seen only at high latitudes, with short-lived Pele-type plumes and short-lived by intense thermal events. Evidence for a hot spot at Tvashtar was first detected in an eclipse observation in April 1997 (orbit G7) by the Solid State Imager (SSI) on the Galileo Spacecraft. Tvashtar was originally targeted for observation at higher resolution in the close flyby in November 1999 (I25) because of its interesting large-scale topography. There are relatively few but generally larger paterae at high latitudes on Io. I25 images revealed a 25 km long, 1-2 km high lava curtain via a pattern of saturation and bleeding in the CCD image, which requires very high temperatures.

Description: Hot spots are manifestations of Io s mechanism of internal heating and heat transfer. Therefore, the global distribution of hot spots and their power output has important implications for how Io is losing heat. The end of the Galileo mission is an opportune time to revisit studies of the distribution of hot spots on Io, and to investigate the distribution of their power output.

Description: Ionian paterae are a class of volcanic feature that are characterized by irregular craters with steep walls, flat floors, and arcuate margins that may or may not exhibit nesting. Loki (310 W, 12 N) is Io's largest patera at approx.200 km in diameter (Figure 1), and may account for 15% of Io's total heat flow. Earth-based infrared data, as well as information collected using the Galileo Near-Infrared Mapping Spectrometer (NIMS) and the Photopolarimeter Radiometer (PPR) have been used to interpret Loki s eruption style. Debate continues over whether Loki s occasional (periodic or not) temperature increases are due to an overturning lava lake within the patera, or to an eruption of surface flows on the patera floor. Interpretation of model results and comparisons with active terrestrial lava lakes suggest that Loki behaves quite differently from active lava lakes on Earth, and that surface flows (rather than an overturning lava lake) are a more likely explanation of Loki's thermal brightening.

Description: Now that the Galileo spacecraft s tour of the Jupiter system is over, we seek to integrate all available datasets in the hopes of understanding Io as completely as possible. We have compiled information about the morphologies and locations of paterae (volcano-tectonic depressions), mountains, and hotspots on Io in a single database. It is our hope that an analysis of the spatial and temporal relationships between these features will provide more indications of the nature of the crust of Io and the mechanisms leading to these features formation. Since Io s tidal heat escapes through its crust, more knowledge about the crust will lead to an understanding of internal processes, such as magma generation and delivery to the surface, and magnitude and orientation of internal stresses.

Description: On 25 August 1992, the Microwave Limb Sounder (MLS) on the Upper Atmosphere Research Satellite observed a significant enhancement in the abundance of lower stratospheric methyl cyanide (CH3CN) at 100??hPa (~16??km altitude) in a small region off the east coast of Florida.

Description: We summarize 24 years (1978??2) of ice export estimates and examine, over a 9-year record, the associated variability in the time-varying upward-looking sonar (ULS) thickness distributions of the Fram Strait.

Description: A three-dimensional (3-D) Global Assimilative Ionospheric Model (GAIM) is currently being developed by a joint University of Southern California and Jet Propulsion Laboratory (JPL) team. To estimate the electron density on a global grid, GAIM uses a first-principles ionospheric physics model and the Kalman filter as one of its possible estimation techniques.

Description: A variance analysis technique is developed here to extract gravity wave (GW) induced temperature fluctuations from NOAA AMSU-A (Advanced Microwave Sounding Unit-A) radiance measurements. By carefully removing the instrument/measurement noise, the algorithm can produce reliable GW variances with the minimum detectable value as small as 0.1 K2. Preliminary analyses with AMSU-A data show GW variance maps in the stratosphere have very similar distributions to those found with the UARS MLS (Upper Atmosphere Research Satellite Microwave Limb Sounder). However, the AMSU-A offers better horizontal and temporal resolution for observing regional GW variability, such as activity over sub-Antarctic islands.

Description: The interplanetary shock/electric field event of 5-6 November 2001 is analyzed using ACE interplanetary data. The consequential ionospheric effects are studied using GPS receiver data from the CHAMP and SAC-C satellites and altimeter data from the TOPEX/ Poseidon satellite. Data from ~100 ground-based GPS receivers as well as Brazilian Digisonde and Pacific sector magnetometer data are also used. The dawn-to-dusk interplanetary electric field was initially ~33 mV/m just after the forward shock (IMF BZ = -48 nT) and later reached a peak value of ~54 mV/m 1 hour and 40 min later (BZ = -78 nT). The electric field was ~45 mV/m (BZ = -65 nT) 2 hours after the shock. This electric field generated a magnetic storm of intensity DST = -275 nT. The dayside satellite GPS receiver data plus ground-based GPS data indicate that the entire equatorial and midlatitude (up to +/-50(deg) magnetic latitude (MLAT)) dayside ionosphere was uplifted, significantly increasing the electron content (and densities) at altitudes greater than 430 km (CHAMP orbital altitude). This uplift peaked ~2 1/2 hours after the shock passage. The effect of the uplift on the ionospheric total electron content (TEC) lasted for 4 to 5 hours. Our hypothesis is that the interplanetary electric field ''promptly penetrated'' to the ionosphere, and the dayside plasma was convected (by E x B) to higher altitudes. Plasma upward transport/convergence led to a ~55-60% increase in equatorial ionospheric TEC to values above ~430 km (at 1930 LT). This transport/convergence plus photoionization of atmospheric neutrals at lower altitudes caused a 21% TEC increase in equatorial ionospheric TEC at ~1400 LT (from ground-based measurements). During the intense electric field interval, there was a sharp plasma ''shoulder'' detected at midlatitudes by the GPS receiver and altimeter satellites. This shoulder moves equatorward from -54(deg) to -37(deg) MLAT during the development of the main phase of the magnetic storm. We presume this to be an ionospheric signature of the plasmapause and its motion. The total TEC increase of this shoulder is ~80%. Part of this increase may be due to a "superfountain effect." The dayside ionospheric TEC above ~430 km decreased to values ~45% lower than quiet day values 7 to 9 hours after the beginning of the electric field event. The total equatorial ionospheric TEC decrease was ~16%. This decrease occurred both at midlatitudes and at the equator. We presume that thermospheric winds and neutral composition changes produced by the storm-time Joule heating, disturbance dynamo electric fields, and electric fields at auroral and subauroral latitudes are responsible for these decreases.

Description: Studies of Martian surface geomorphology and detection of near-surface water ice by the Mars Odyssey gamma ray spectrometer suggest that Mars may have had a water-rich past. While 2 to 5 wt.% of carbonate has been detected in the Martian dust [1,2], no spectral evidence for significant deposits of carbonates or sulfates has been found to date. Most investigations into Mars aqueous mineralogy have been global in scope with only a few regional studies (e.g., [3]). We are searching for localized deposits in putative lacustrine basins utilizing a basin flow model to identify basins with large drainage areas. Such basins are more likely to accumulate high concentrations of aqueous minerals than deep basins which drain only small regions.

Description: Sulfates are likely to be present on Mars as indicated by the sulfur abundances measured at the Viking and Pathfinder landing sites (approx. 5-10% by weight SO3) [1-3] and because of Mars strongly oxidizing environment. Telescopic observations of Mars tentatively identified weak sulfate bands in near infrared [4] and thermal infrared [5] data. The currently orbiting midinfrared instruments (TES, THEMIS) and the Mini-TES on the Mars Exploration Rover landers may enable a positive identification [6] and determination of the chemistry of the sulfates. Critically important to the identification of these minerals is the presence of their spectra in a spectral library. There exist approximately 370 sulfate-mineral species [7]. Sulfate minerals occur in volcanic, hydrothermal, evaporitic, and chemical-weathering environments.

Description: The global dichotomy divides the northern lowlands from the southern highlands, except where interrupted by relatively young volcanic provinces and impact basins. An elevation change of 2-4 km is typical across the dichotomy, and more than 6 km locally, over distances of several 100s km to as much as 1300 km [1,2]. A variety of exogenic and endogenic formation models have been proposed. Distinguishing between these models would help constrain the overall thermal evolution of the planet, possibly timing of core formation, and the associated mantle heat flux over time. A first step is to determine whether or not gravitational relaxation plays a role in modifying the boundary. Nimmo and Stevenson [3] examined 10 profiles across the dichotomy and used models of gravitational relaxation to conclude the relaxation has not occurred. In this study we begin by considering the geologic history in detail as inputs for modeling [4].

Description: The origin of the Martian crustal dichotomy remains a puzzle that when solved can provide an insight to the geological and geophysical evolution of Mars. In this study we model crustal relaxation in order to better constrain the original topographic shape, rheology, and temperature of the Martian crust. Our approach is to model the detailed geologic history of the Ismenius region of Mars, including slope, strain, and timing of faulting [1]. This region may contain the best preserved section of the dichotomy boundary as it is relatively unaffected by large impacts and erosion. So far the only study Martian crustal relaxation [2] suggests that the original topographic shape of the dichotomy is preserved. However, in this area strain from faulting implies at least some relaxation [1].

Description: Numerous studies have documented the effect of El Nino-Southern Oscillation (ENSO) on rainfall in many regions of the globe. The question of whether ENSO is the single most important factor in interannual rainfall variability has received less attention, mostly because the kind of data that would be required to make such an assessment were simply not available. Until 1979 the evidence linking El Nino with changes in rainfall around the world came from rain gauges measuring precipitation over land masses and a handful of islands. From 1980 until the launch of the Tropical Rainfall Measuring Mission (TRMM) in November 1997 the remote sensing evidence was confined to ocean rainfall because of the very poor sensitivity of the instruments over land. In this paper we summarize the results of a principal component analysis of TRMM's 60-month (January 1998 to December 2002) global land and ocean remote-sensing record of monthly rainfall accumulations. Contrary to the first principal component of the rainfall itself, the first three indices of the anomaly are most sensitive to precipitation over the ocean rather than over the land. With the help of archived surface station data the first TRMM rain anomaly index is extended back several decades. Comparison of the extended index with the Southern Oscillation Index confirms that the first principal component of the rainfall anomaly is strongly correlated with the ENSO indices.

Description: We apply the GSFC trajectory model with a series of ozonesondes to derive ozone loss rates in the lower stratosphere for the AASE-2/EASOE mission (January - March 1992) and for the SOLVE/THESEO 2000 mission (January - March 2000) in an approach similar to Match. Ozone loss rates are computed by comparing the ozone concentrations provided by ozonesondes launched at the beginning and end of the trajectories connecting the launches. We investigate the sensitivity of the Match results on the various parameters used to reject potential matches in the original Match technique and conclude that only a filter based on potential vorticity changes along the calculated back trajectory seems necessary. Our study also demonstrates that calculated ozone loss rates can vary by up to a factor of two depending upon the precise trajectory paths calculated for each trajectory. As a result an additional systematic error might need to be added to the statistical uncertainties published with previous Match results. The sensitivity to the trajectory path is particularly pronounced in the month of January, the month during which the largest ozone loss rate discrepancies between photochemical models and Match are found. For most of the two study periods, our ozone loss rates agree with those previously published. Notable exceptions are found for January 1992 at 475 K and late February/early March 2000 at 450 K, both periods during which we find less loss than the previous studies. Integrated ozone loss rates in both years compare well with those found in numerous other studies and in a potential vorticity/potential temperature approach shown previously and in this paper. Finally, we suggest an alternate approach to Match using trajectory mapping that appears to more accurately reflect the true uncertainties associated with Match and reduces the dependence upon filters that may bias the results of Match through the rejection of greater than or equal to 80% of the matched sonde pairs and 〉99% of matched observations.

Description: Since the ICRF was generated in 1995, VLBI modeling and estimation, data quality: source position stability analysis, and supporting observational programs have improved markedly. There are developing and potential applications in the areas of space navigation Earth orientation monitoring and optical astrometry from space that would benefit from a refined ICRF with enhanced accuracy, stability and spatial distribution. The convergence of analysis, focused observations, and astrometric needs should drive the production of a new realization in the next few years.

Description: The Observing Strategies Sub-group of IVS's Working Group 3 has been tasked with producing a vision for the following aspects of geodetic VLBI: antenna-network structure and observing strategies; source strength/structure/distribution; frequency bands, RFI; and field system and scheduling. These are high level considerations that have far reaching impact since they significantly influence performance potential and also constrain requirements for a number of other \VG3 sub-groups. The paper will present the status of the sub-group's work on these topics.

Description: Climate models often rely on standard atmospheres to represent various regions; these broadly capture the important physical and radiative characteristics of regional atmospheres, and become benchmarks for simulations by researchers. The high Antarctic plateau is a significant region of the earth for which such standard atmospheres are as yet unavailable. Moreover, representative profiles from atmospheres over other regions of the planet, including &om the northern high latitudes, are not comparable to the atmosphere over the Antarctic plateau, and are therefore only of limited value as substitutes in climate models. Using data from radiosondes, ozonesondes and satellites along with other observations from South Pole station, typical seasonal atmospheric profiles for the high plateau are compiled. Proper representations of rapidly changing ozone concentrations (during the ozone hole) and the effect of surface elevation on tropospheric temperatures are discussed. The differences between standard profiles developed here and the most similar standard atmosphere that already exists - namely, the Arctic Winter profile - suggest that these new profiles will be extremely useful to make accurate representations of the atmosphere over the high plateau.

Description: Closed-loop flow control was successfully demonstrated on the surface of stator vanes in NASA Glenn Research Center's Low-Speed Axial Compressor (LSAC) facility. This facility provides a flow field that accurately duplicates the aerodynamics of modern highly loaded compressors. Closed-loop active flow control uses sensors and actuators embedded within engine components to dynamically alter the internal flow path during off-nominal operation in order to optimize engine performance and maintain stable operation.

Description: The goal of the Autonomous Propulsion System Technology (APST) project is to reduce pilot workload under both normal and anomalous conditions. Ongoing work under APST develops and leverages technologies that provide autonomous engine monitoring, diagnosing, and controller adaptation functions, resulting in an integrated suite of algorithms that maintain the propulsion system's performance and safety throughout its life. Engine-to-engine performance variation occurs among new engines because of manufacturing tolerances and assembly practices. As an engine wears, the performance changes as operability limits are reached. In addition to these normal phenomena, other unanticipated events such as sensor failures, bird ingestion, or component faults may occur, affecting pilot workload as well as compromising safety. APST will adapt the controller as necessary to achieve optimal performance for a normal aging engine, and the safety net of APST algorithms will examine and interpret data from a variety of onboard sources to detect, isolate, and if possible, accommodate faults. Situations that cannot be accommodated within the faulted engine itself will be referred to a higher level vehicle management system. This system will have the authority to redistribute the faulted engine's functionality among other engines, or to replan the mission based on this new engine health information. Work is currently underway in the areas of adaptive control to compensate for engine degradation due to aging, data fusion for diagnostics and prognostics of specific sensor and component faults, and foreign object ingestion detection. In addition, a framework is being defined for integrating all the components of APST into a unified system. A multivariable, adaptive, multimode control algorithm has been developed that accommodates degradation-induced thrust disturbances during throttle transients. The baseline controller of the engine model currently being investigated has multiple control modes that are selected according to some performance or operational criteria. As the engine degrades, parameters shift from their nominal values. Thus, when a new control mode is swapped in, a variable that is being brought under control might have an excessive initial error. The new adaptive algorithm adjusts the controller gains on the basis of the level of degradation to minimize the disruptive influence of the large error on other variables and to recover the desired thrust response.

Description: A CAMRAD II model of the V-22 Osprey tiltrotor was constructed for the purpose of analyzing the effects of blade design changes on whirl flutter. The model incorporated a dual load-path grip/yoke assembly, a swashplate coupled to the transmission case, and a drive train. A multiple-trailer free wake was used for loads calculations. The effects of rotor design changes on whirl-mode stability were calculated for swept blades and offset tip masses. A rotor with swept tips and inboard tuning masses was examined in detail to reveal the mechanisms by which these design changes affect stability and loads. Certain combinations of design features greatly increased whirl-mode stability, with (at worst) moderate increases to loads.

Description: From August to September 2003, NASA conducted an extensive measurement campaign to characterize the acoustic signal of wake vortices. A large, both spatially as well as in number of elements, phased microphone array was deployed at Denver International Airport for this effort. This paper will briefly describe the program background, the microphone array, as well as the supporting ground-truth and meteorological sensor suite. Sample results to date are then presented and discussed. It is seen that, in the frequency range processed so far, wake noise is generated predominantly from a very confined area around the cores.

Description: The Stirling Radioisotope Generator (SRG) is currently being developed by Lockheed Martin Astronautics (Valley Forge, PA) under contract to the Department of Energy (Germantown, MD). In support of this project, the NASA Glenn Research Center has established a near-term technology effort to provide some of the critical data to ensure a successful transition to flight for what will be the first dynamic power system to be used in space. The generator will be a high-efficiency electric power source for potential use on NASA space science missions. The generator will be able to operate in the vacuum of deep space or in an atmosphere such as on the surface of Mars. High system efficiency is obtained through the use of free-piston Stirling power-conversion technology. The power output of the generator will be greater than 100 W at the beginning of life, with the slow decline in power being largely due to decay of the plutonium heat source. Previously, Glenn's supporting technology efforts focused only on the most critical technical issues.

Description: The potential benefits of nonlinear engine control technology applied to a General Electric T700 helicopter engine were investigated. This technology is being developed by the U.S. Navy SPAWAR Systems Center for a variety of applications. When used as a means of active stability control, nonlinear engine control technology uses sensors and small amounts of injected air to allow compressors to operate with reduced stall margin, which can improve engine pressure ratio. The focus of this study was to determine the best achievable reduction in fuel consumption for the T700 turboshaft engine. A customer deck (computer code) was provided by General Electric to calculate the T700 engine performance, and the NASA Glenn Research Center used this code to perform the analysis. The results showed a 2- to 5-percent reduction in brake specific fuel consumption (BSFC) at the three Sikorsky H-60 helicopter operating points of cruise, loiter, and hover.

Description: Rapidly emerging fuel-cell-power technologies may be used to launch a new revolution of electric propulsion systems for light aircraft. Future small electric airplanes using fuel cell technologies hold the promise of high reliability, low maintenance, low noise, and - with the exception of water vapor - zero emissions. An analytical feasibility and performance assessment was conducted by NASA Glenn Research Center's Airbreathing Systems Analysis Office of a fuel-cell-powered, propeller-driven, small electric airplane based on a model of the MCR-01 two-place kitplane (Dyn'Aero, Darois, France). This assessment was conducted in parallel with an ongoing effort by the Advanced Technology Products Corporation and the Foundation for Advancing Science and Technology Education. Their project - partially funded by a NASA grant - is to design, build, and fly the first manned, continuously propelled, nongliding electric airplane. In our study, an analytical performance model of a proton exchange membrane (PEM) fuel cell propulsion system was developed and applied to a notional, two-place light airplane modeled after the MCR-01 kitplane. The PEM fuel cell stack was fed pure hydrogen fuel and humidified ambient air via a small automotive centrifugal supercharger. The fuel cell performance models were based on chemical reaction analyses calibrated with published data from the fledgling U.S. automotive fuel cell industry. Electric propeller motors, rated at two shaft power levels in separate assessments, were used to directly drive a two-bladed, variable-pitch propeller. Fuel sources considered were compressed hydrogen gas and cryogenic liquid hydrogen. Both of these fuel sources provided pure, contaminant-free hydrogen for the PEM cells.

Description: Two experiments were conducted, using sound quality engineering practices, to determine the subjective effectiveness of hypothetical active noise control systems in a range of propeller aircraft. The two tests differed by the type of judgments made by the subjects: pair comparisons in the first test and numerical category scaling in the second. Although the results of the two tests were in general agreement that the hypothetical active control measures improved the interior noise environments, the pair comparison method appears to be more sensitive to subtle changes in the characteristics of the sounds which are related to passenger preference.

Description: The U.S. Army Vehicle Technology Directorate at the NASA Glenn Research Center has been directed by their parent command, the U.S. Army Research Laboratory (ARL), to demonstrate active stall technology in a turboshaft engine as the next step in transitioning this technology to the Army and aerospace industry. Therefore, the Vehicle Technology Directorate requested the reactivation of Glenn's Engine Components Research Lab, Cell 2B, (ECRL 2B). They wanted to test a T700 engine that had been used previously for turboshaft engine research as a partnership between the Army and NASA on small turbine engine research. ECRL 2B had been placed in standby mode in 1997. Glenn's Testing Division initiated reactivation in May 2002 to support the new research effort, and they completed reactivation and improvements in September 2003.

Description: The NASA Glenn Research Center's Structural Mechanics and Dynamics Branch is developing a compact, nonpolluting, bearingless electric machine with electric power supplied by fuel cells for future "more-electric" aircraft with specific power in the projected range of 50 hp/lb, whereas conventional electric machines generate usually 0.2 hp/lb. The use of such electric drives for propulsive fans or propellers depends on the successful development of ultra-high-power-density machines. One possible candidate for such ultra-high-power-density machines, a round-rotor synchronous machine with an engineering current density as high as 20,000 A/sq cm, was selected to investigate how much torque and power can be produced.

Description: The primary objective of this research program is to develop vibration analysis tools, design tools, and design strategies to significantly improve the safety and robustness of turbine engine rotors. Bladed disks in turbine engines always feature small, random blade-to-blade differences, or mistuning. Mistuning can lead to a dramatic increase in blade forced-response amplitudes and stresses. Ultimately, this results in high-cycle fatigue, which is a major safety and cost concern. In this research program, the necessary steps will be taken to transform a state-of-the-art vibration analysis tool, the Turbo-Reduce forced-response prediction code, into an effective design tool by enhancing and extending the underlying modeling and analysis methods. Furthermore, novel techniques will be developed to assess the safety of a given design. In particular, a procedure will be established for using eigenfrequency curve veerings to identify "danger zones" in the operating conditions--ranges of rotational speeds and engine orders in which there is a great risk that the rotor blades will suffer high stresses. This work also will aid statistical studies of the forced response by reducing the necessary number of simulations. Finally, new strategies for improving the design of rotors will be pursued. Several methods will be investigated, including the use of intentional mistuning patterns to mitigate the harmful effects of random mistuning, and the modification of disk stiffness to avoid reaching critical values of interblade coupling in the desired operating range. Recent research progress is summarized in the following paragraphs. First, significant progress was made in the development of the component mode mistuning (CMM) and static mode compensation (SMC) methods for reduced-order modeling of mistuned bladed disks (see the following figure). The CMM method has been formalized and extended to allow a general treatment of mistuning. In addition, CMM allows individual mode mistuning, which accounts for the realistic effects of local variations in blade properties that lead to different mistuning values for different mode types (e.g., mistuning of the first torsion mode versus the second flexural mode). The accuracy and efficiency of the CMM method and the corresponding Turbo-Reduce code were validated for an example finite element model of a bladed disk.

Description: Technology for pollution-free "electric flight" is being evaluated in a number of NASA Glenn Research Center programs. One approach is to drive propulsive fans or propellers with electric motors powered by fuel cells running on hydrogen. For large transport aircraft, conventional electric motors are far too heavy to be feasible. However, since hydrogen fuel would almost surely be carried as liquid, a propulsive electric motor could be cooled to near liquid hydrogen temperature (-423 F) by using the fuel for cooling before it goes to the fuel cells. Motor windings could be either superconducting or high purity normal copper or aluminum. The electrical resistance of pure metals can drop to 1/100th or less of their room-temperature resistance at liquid hydrogen temperature. In either case, super or normal, much higher current density is possible in motor windings. This leads to more compact motors that are projected to produce 20 hp/lb or more in large sizes, in comparison to on the order of 2 hp/lb for large conventional motors. High power density is the major goal. To support cryogenic motor development, we have designed and built in-house a small motor (7-in. outside diameter) for operation in liquid nitrogen.

Description: Modern engineering design practices are tending more toward the treatment of design parameters as random variables as opposed to fixed, or deterministic, values. The probabilistic design approach attempts to account for the uncertainty in design parameters by representing them as a distribution of values rather than as a single value. The motivations for this effort include preventing excessive overdesign as well as assessing and assuring reliability, both of which are important for aerospace applications. However, the determination of the probability distribution is a fundamental problem in reliability analysis. A random variable is often defined by the parameters of the theoretical distribution function that gives the best fit to experimental data. In many cases the distribution must be assumed from very limited information or data. Often the types of information that are available or reasonably estimated are the minimum, maximum, and most likely values of the design parameter. For these situations the beta distribution model is very convenient because the parameters that define the distribution can be easily determined from these three pieces of information. Widely used in the field of operations research, the beta model is very flexible and is also useful for estimating the mean and standard deviation of a random variable given only the aforementioned three values. However, an assumption is required to determine the four parameters of the beta distribution from only these three pieces of information (some of the more common distributions, like the normal, lognormal, gamma, and Weibull distributions, have two or three parameters). The conventional method assumes that the standard deviation is a certain fraction of the range. The beta parameters are then determined by solving a set of equations simultaneously. A new method developed in-house at the NASA Glenn Research Center assumes a value for one of the beta shape parameters based on an analogy with the normal distribution (ref.1). This new approach allows for a very simple and direct algebraic solution without restricting the standard deviation. The beta parameters obtained by the new method are comparable to the conventional method (and identical when the distribution is symmetrical). However, the proposed method generally produces a less peaked distribution with a slightly larger standard deviation (up to 7 percent) than the conventional method in cases where the distribution is asymmetric or skewed. The beta distribution model has now been implemented into the Fast Probability Integration (FPI) module used in the NESSUS computer code for probabilistic analyses of structures (ref. 2).

Description: Despite efforts in the search for alternative means of energy, combustion still remains the key source. Most propulsion systems primarily use combustion for their needed thrust. Associated with these propulsion systems are the high-velocity hot exhaust gases produced as the byproducts of combustion. These exhaust products often apply uneven high temperature and pressure over the surfaces of the appended structures exposed to them. If the applied pressure and temperature exceed the design criteria of the surfaces of these structures, they will not be able to protect the underlying structures, resulting in the failure of the vehicle mission. An understanding of the flow field associated with hot exhaust jets and the interactions of these jets with the structures in their path is critical not only from the design point of view but for the validation of the materials and manufacturing processes involved in constructing the materials from which the structures in the path of these jets are made. The hot exhaust gases often flow at supersonic speeds, and as a result, various incident and reflected shock features are present. These shock structures induce abrupt changes in the pressure and temperature distribution that need to be considered. In addition, the jet flow creates a gaseous plume that can easily be traced from large distances. To study the flow field associated with the supersonic gases induced by a rocket engine, its interaction with the surrounding surfaces, and its effects on the strength and durability of the materials exposed to it, NASA Glenn Research Center s Combustion Branch teamed with the Ceramics Branch to provide testing and analytical support. The experimental work included the full range of heat flux environments that the rocket engine can produce over a flat specimen. Chamber pressures were varied from 130 to 500 psia and oxidizer-to-fuel ratios (o/f) were varied from 1.3 to 7.5.

Description: Unsteady ejectors are currently under investigation for use in some pulse-detonation-engine-based propulsion systems. Experimental measurements made in the past, and recently at the NASA Glenn Research Center, have demonstrated that thrust augmentation can be enhanced considerably when the driver is unsteady. In ejector systems, thrust augmentation is defined as = T(sup Total)/T(sup j), where T(sup Total) is the total thrust of the combined ejector and driving jet and T(sup j) is the thrust due to the driving jet alone. There are three images in this figure, one for each of the named thrust sources. The images are color contours of measured instantaneous vorticity. Each image is an ensemble average of at least 150 phase-locked measurements. The flow is from right to left, and the shape and location of each driver is shown on the far right of each image. The emitted vortex is a clearly defined "doughnut" of highly vortical (spinning) flow. In these planar images, the vortex appears as two distorted circles, one above, and one below the axis of symmetry. Because they are spinning in the opposite direction, the two circles have vorticity of opposite sign and thus are different colors. There is also a rectangle shown in each image. Its width represents the ejector diameter that was found experimentally to yield the highest thrust augmentation. It is apparent that the optimal ejector diameter is that which just "captures" the vortex: that is, the diameter bounding the outermost edge of the vortex structure. The exact mechanism behind the enhanced performance is unclear; however, it is believed to be related to the powerful vortex emitted with each pulse of the unsteady driver. As such, particle imaging velocimetry (PIV) measurements were obtained for three unsteady drivers: a pulsejet, a resonance tube, and a speaker-driven jet. All the drivers were tested with ejectors, and all exhibited performance enhancement over similarly sized steady drivers. The characteristic starting vortices of each driver are shown in these images. The images are color contours of measured instantaneous vorticity. Each image is an ensemble average of at least 150 phase-locked measurements. The flow is from right to left. The shape and location of each driver is shown on the far right of each image. The rectangle shown in each image represents the ejector diameter that was found experimentally to yield the highest thrust augmentation. It is apparent that the optimal ejector diameter is that which just "captures" the vortex: that is, the diameter bounding the outermost edge of the vortex structure. Although not shown, it was observed that the emitted vortex spread as it traveled downstream. The spreading rate for the pulsejet is shown as the dashed lines in the top image. A tapered ejector was fabricated that matched this shape. When tested, the ejector demonstrated superior performance to all those previously tested at Glenn (which were essentially of straight, cylindrical form), achieving a remarkable thrust augmentation of 2. The measured thrust augmentation is shown as a function of ejector length. Also shown are the thrust augmentation values achieved with the straight, cylindrical ejectors of varying diameters. Here, thrust augmentation is plotted as a function of ejector length for several families of ejector diameters. It can be seen that large thrust augmentation values are indeed obtained and that they are sensitive to both ejector length and diameter, particularly the latter. Five curves are shown. Four correspond to straight ejector diameters of 2.2, 3.0, 4.0, and 6.0 in. The fifth curve corresponds to the tapered ejector contoured to bound the emitted vortex. For each curve, there are several data points corresponding to different lengths. The largest value of thrust augmentation is 2.0 for the tapered ejector and 1.81 for the straight ejectors. Regardless of their diameters, all the ejectors trend toward peak performance at a particular leng. That the cross-sectional dimensions of optimal ejectors scaled precisely with the vortex dimensions on three separate pulsed thrust sources demonstrates that the action of the vortex is responsible for the enhanced ejector performance. The result also suggests that, in the absence of a complete understanding of the entrainment and augmentation mechanisms, methods of characterizing starting vortices may be useful for correlating and predicting unsteady ejector performance.

Description: Rotor health monitoring and online damage detection are increasingly gaining the interest of aircraft engine manufacturers. This is primarily due to the fact that there is a necessity for improved safety during operation as well as a need for lower maintenance costs. Applied techniques for the damage detection and health monitoring of rotors are essential for engine safety, reliability, and life prediction. Recently, the United States set the ambitious goal of reducing the fatal accident rate for commercial aviation by 80 percent within 10 years. In turn, NASA, in collaboration with the Federal Aviation Administration, other Federal agencies, universities, and the airline and aircraft industries, responded by developing the Aviation Safety Program. This program provides research and technology products needed to help the aerospace industry achieve their aviation safety goal. The Nondestructive Evaluation (NDE) Group of the Optical Instrumentation Technology Branch at the NASA Glenn Research Center is currently developing propulsion-system-specific technologies to detect damage prior to catastrophe under the propulsion health management task. Currently, the NDE group is assessing the feasibility of utilizing real-time vibration data to detect cracks in turbine disks. The data are obtained from radial blade-tip clearance and shaft-clearance measurements made using capacitive or eddy-current probes. The concept is based on the fact that disk cracks distort the strain field within the component. This, in turn, causes a small deformation in the disk's geometry as well as a possible change in the system's center of mass. The geometric change and the center of mass shift can be indirectly characterized by monitoring the amplitude and phase of the first harmonic (i.e., the 1 component) of the vibration data. Spin pit experiments and full-scale engine tests have been conducted while monitoring for crack growth with this detection methodology. Even so, published data are extremely limited, and the basic foundation of the methodology has not been fully studied. The NDE group is working on developing this foundation on the basis of theoretical modeling as well as experimental data by using the newly constructed subscale spin system shown in the preceding photograph. This, in turn, involved designing an optimal sub-scale disk that was meant to represent a full-scale turbine disk; conducting finite element analyses of undamaged and damaged disks to define the disk's deformation and the resulting shift in center of mass; and creating a rotordynamic model of the complete disk and shaft assembly to confirm operation beyond the first critical concerning the subscale experimental setup. The finite element analysis data, defining the center of mass shift due to disk damage, are shown. As an example, the change in the center of mass for a disk spinning at 8000 rpm with a 0.963-in. notch was 1.3 x 10(exp -4) in. The actual vibration response of an undamaged disk as well as the theoretical response of a cracked disk is shown. Experiments with cracked disks are continuing, and new approaches for analyzing the captured vibration data are being developed to better detect damage in a rotor. In addition, the subscale spin system is being used to test the durability and sensitivity of new NDE sensors that focus on detecting localized damage. This is designed to supplement the global response of the crack-detection methodology described here.

Description: Engine makers and aviation safety government institutions continue to have a strong interest in monitoring the health of rotating components in aircraft engines to improve safety and to lower maintenance costs. To prevent catastrophic failure (burst) of the engine, they use nondestructive evaluation (NDE) and major overhauls for periodic inspections to discover any cracks that might have formed. The lowest cost fluorescent penetrant inspection NDE technique can fail to disclose cracks that are tightly closed during rest or that are below the surface. The NDE eddy current system is more effective at detecting both crack types, but it requires careful setup and operation and only a small portion of the disk can be practically inspected. So that sensor systems can sustain normal function in a severe environment, health-monitoring systems require the sensor system to transmit a signal if a crack detected in the component is above a predetermined length (but below the length that would lead to failure) and lastly to act neutrally upon the overall performance of the engine system and not interfere with engine maintenance operations. Therefore, more reliable diagnostic tools and high-level techniques for detecting damage and monitoring the health of rotating components are very essential in maintaining engine safety and reliability and in assessing life.

Description: The VLBI antenna (GILCREEK) at Fairbanks, Alaska observes in networks routinely twice a week with operational networks and on additional days with other networks on a more uneven basis. The Fairbanks antenna position is about 150 km north of the Denali fault and from the earthquake epicenter. We examine the transient behavior of the estimated VLBI position during the year following the earthquake to determine how the rate of change of postseismic deformation has changed. This is compared with what is seen in the GPS site position series.

Description: Whereas the surface units of the northern plain of Mars generally exhibit ages ranging from late Hesperian to Amazonian, interpretation of precise topographic measurements indicate that the age of the underlying "basement" is early Noachian, or almost as old as the southern highlands. This suggests that widespread but relatively superficial resurfacing has occurred throughout the northern plains since the end of early heavy bombardment. In this abstract I examine some of the possible implications of the subsurface structure inferred for the Utopia basin from gravity data on the nature of this resurfacing. The large, shallow, circular depression in Utopia Planitia has been identified as a huge impact basin, based on both geological evidence and detailed analysis of MOLA topography. Its diameter (approx. 3000 km) is equivalent to that of the Hellas basin, as is its inferred age (early Noachian). However, whereas Hellas is extremely deep with rough terrain and large slopes, the Utopia basin is a smooth, shallow, almost imperceptible bowl. Conversely, Utopia displays one of the largest (non-Tharsis-related) positive geoid anomalies on Mars, in contrast to a much more subdued negative anomaly over Hellas.

Description: This viewgraph presentation reviews NASA's project to demonstrate that careful design of aircraft contour the resultant sonic boom can maintain a tailored shape, propagating through a real atmosphere down to ground level. The areas in covered in this presentation are: (1) Past airborne shock measurement efforts, (2) SR-71 Sonic Boom Propagation Experiment (3) F-5E Inlet Spillage Shock Measurement (4) Flight test approach (5) GPS data (6) Shaped Sonic Boom Demonstration (SSBD) Mach calibration (7) Super Blanik L-23 sailplane (8) Near-field probing (8a)Maneuvers (8b) Control Room Displays (8c) Pressure Instrumentation (8d) Signatures.

Description: Next-generation launch vehicles are being designed with turbine-based combined cycle (TBCC) propulsion systems having very aggressive thrust/weight targets and long lives. Achievement of these goals requires advanced materials in a wide spectrum of components. TiAl has been identified as a potential backstructure material for maintainable composite panel heat exchangers (HEX) in the inlet, combustor, and nozzle section of a TBCC propulsion system. Weight reduction is the primary objective of this technology. Design tradeoff studies have assessed that a TiAl structure, utilizing a high-strength, hightemperature TiAl alloy called Gamma MET PX,1 reduce weight by 41 to 48 percent in comparison to the baseline Inconel 718 configuration for the TBCC propulsion system inlet, combustor, and nozzle. A collaborative effort between the NASA Glenn Research Center, Pratt & Whitney, Engineering Evaluation & Design, PLANSEE AG (Austria), and the Austrian Space Agency was undertaken to design, manufacture, and validate a Gamma-MET PX TiAl structure for scramjet applications. The TiAl inlet flap was designed with segmented flaps to improve manufacturability, to better control thermal distortion and thermal stresses, and to allow for maintainable HEX segments. The design philosophy was to avoid excessively complicated shapes, to minimize the number of stress concentrations, to keep the part sizes reasonable to match processing capabilities, and to avoid risky processes such as welding. The conceptual design used a standard HEX approach with a double-pass coolant concept for centrally located manifolds. The flowpath side was actively cooled, and an insulation package was placed on the external side to save weight. The inlet flap was analyzed structurally, and local high-stress regions were addressed with local reinforcements.

Description: NASA's previous Advanced Subsonic Technology (AST) Noise Reduction Program delivered the initial technologies for meeting a 10-year goal of a 10-dB reduction in total aircraft system noise. Technology Readiness Levels achieved for the engine-noise-reduction technologies ranged from 4 (rig scale) to 6 (engine demonstration). The current Quiet Aircraft Technology (QAT) project is building on those AST accomplishments to achieve the additional noise reduction needed to meet the Aerospace Technology Enterprise's 10-year goal, again validated through a combination of laboratory rig and engine demonstration tests. In order to meet the Aerospace Technology Enterprise goal for future aircraft of a 50- reduction in the perceived noise level, reductions of 4 dB are needed in both fan and jet noise. The primary objectives of the Engine Noise Reduction Systems (ENRS) subproject are, therefore, to develop technologies to reduce both fan and jet noise by 4 dB, to demonstrate these technologies in engine tests, and to develop and experimentally validate Computational Aero Acoustics (CAA) computer codes that will improve our ability to predict engine noise.

Description: The Ultra-Efficient Engine Technology (UEET) Project is formulated according to the Office of Aerospace Technology's objectives as outlined in the NASA Strategic Plan. It is directly related to the "protect the environment" objective and will make progress toward the "increase mobility" and "support national security" objectives as well. UEET technologies will impact future civil and military aircraft and will benefit the development of future space transportation propulsion systems. UEET Project success will, therefore, depend on developing revolutionary, but affordable, technology solutions that are inherently safe and reliable and thus can be incorporated in future propulsion system designs. In fiscal year 2003, UEET became part of NASA's Vehicle Systems Program and continues to evolve its programmatic role. The Vehicle Systems Program aims to develop breakthrough technologies and methodologies, push the boundaries of flight through research on advanced vehicle concepts, respond quickly to industry and the Department of Defense on critical safety and other issues, and provide facilities and expert consultation for industry and other Government agencies during product development.

Description: For the years 1999-2003, we estimate the time-varying perennial ice zone (PIZ) coverage and construct the annual cycles of multiyear (MY, including second year) ice coverage of the Arctic Ocean using QuikSCAT backscatter, MY fractions from RADARSAT, and the record of ice export from satellite passive microwave observations. An area balance approach extends the winter MY coverage from QuikSCAT to the remainder of the year. From these estimates, the coverage of MY ice at the beginning of each year is 3774 x 10(exp 3) sq km (2000), 3896 x 10(exp 3) sq km (2001), 4475 x 10(exp 3) sq km (2002), and 4122 x 10(exp 3) sq km (2003). Uncertainties in coverage are approx.150 x 10(exp 3) sq km. In the mean, on 1 January, MY ice covers approx.60% of the Arctic Ocean. Ice export reduces this coverage to approx.55% by 1 May. From the multiple annual cycles, the area of first-year (FY) ice that survives the intervening summers are 1192 x 10(exp 3) sq km (2000), 1509 x 10(exp 3) sq km (2001), and 582 x 10(exp 3) sq km (2002). In order for the MY coverage to remain constant from year to year, these replenishment areas must balance the overall area export and melt during the summer. The effect of the record minimum in Arctic sea ice area during the summer of 2002 is seen in the lowest area of surviving FY ice of the three summers. In addition to the spatial coverage, the location of the PIZ is important. One consequence of the unusual location of the PIZ at the end of the summer of 2002 is the preconditioning for enhanced export of MY ice into the Barents and Kara seas. Differences between the minimums in summer sea ice coverage from our estimates and passive microwave observations are discussed.

Description: Bi-directional reflectances of marine liquid water clouds, as measured by the Multiangle Imaging SpectroRadiometer (MISR), are compared with plane-parallel radiative transfer model calculations.

Description: The Crustal Dynamics Data Information System (CDDIS) has supported the International GPS Service (IGS) as a global data center since 1992. The CDDIS activities within the IGS during 2001 are summarized below; this report also includes any changes or enhancements made to the CDDIS during the past year. General CDDIS background and system information can be found in the CDDIS data center summary included in the IGS 1994 Annual Report (Noll, 1995) as well as the subsequent updates (Noll, 1996, Noll, 1997, Noll, 1998, Noll, 1999, and Noll, 2001).

Description: Temperature-Salinity (T-S) relationship variability in the pycnocline of the eastern equatorial Pacific Ocean (NINO3 region, 5 degrees S ??degrees N, 150 degrees W ?? degrees W) over the last two decades is investigated using observational data and model simulation.

Description: We show that the reconstructed sensitivity of the sea level temperature to long term solar forcing in the Northern Hemisphere is in very good agreement with the empirical temperature pattern corresponding to changes of the North Annular Mode (NAM).

Description: A fluid, mobile atmosphere and oceans surrounds the solid Earth and upon its land surface lays a continually changing distribution of ice, snow, and ground water.

Description: A ducted fan VTOL UAV with a 10-inch diameter rotor was tested in the US Army 7-by 10-Foot Wind Tunnel. The test conditions covered a range of angle of attack from 0 to 110 degrees to the freestream. The tunnel velocity was varied from 0 (simulating a hover condition) to 128 ft/sec in propeller mode. A six-component internal balance measured the aerodynamic loads for a range of model configurations. including the isolated rotor, the isolated duct, and the full configuration of the duct and rotor. For some conditions, hotwire velocity surveys were conducted along the inner and outer surface of the duct and across the downstream wake. In addition, fluorescent oil flow visualization allowed the flow separation patterns inside and outside of the duct to be mapped for a few test conditions. Two different duct shapes were tested to determine the performance effects of leading edge radius. For each duct, a range of rotor tip gap from 1%R to 4.5%R was tested to determine the performance penalty in hover and axial flight. Measured results are presented in terms of hover performance, hover performance in a crosswind, and high angle of attack performance in propeller mode. In each case, the effects of both tip gap and duct leading edge radius are illustrated using measurements. Some of the hover performance issues were also studied using a simple analytical method, and the results agreed with the measurements.

Description: Turbine engine studies have shown that reducing high pressure turbine (HPT) blade tip clearances will reduce fuel burn, lower emissions, retain exhaust gas temperature margin and increase range. Dr. Lattime presented the design and development status of a new Active Clearance Control Test rig aimed at demonstrating advanced ACC approaches and sensors. Mr. Melcher presented controls considerations for turbine active clearance control. Mr. Geisheimer of Radatech presented an overview of their microwave blade tip sensor technology. Microwave tip sensors show promise of operation in the extreme gas temperatures present in the HPT location. Mr. Justak presented an overview of non-contacting seal developments at Advanced Technologies Group. Dr. Braun presented investigations into a non-contacting finger seal under development by NASA GRC and University of Akron. Dr. Stango presented analytical assessments of the effects of flow-induced radial loads on brush seal behavior. Mr. Flaherty presented innovative seal and seal fabrication developments at FlowServ. Mr. Chappel presented abradable seal developments at Technetics. Dr. Daniels presented an overview of NASA GRC s acoustic seal developments. NASA is investigating the ability to harness high amplitude acoustic waves, possible through a new field of acoustics called Resonant Macrosonic Synthesis, to effect a non-contacting, low leakage seal. Dr. Daniels presented early results showing the ability to restrict flow via acoustic pressures. Dr. Athavale presented numerical results simulating the flow blocking capability of a pre-prototype acoustic seal.

Description: This presentation discusses active control of turbine tip clearance from a control systems perspective. It is a subset of charts that were presented at the 2003 meeting of the International Society of Air Breathing Engines which was held August 31 through September 5 in Cleveland, Ohio. The associated reference paper is cited at the end of the presentation. The presentation describes active tip clearance control research being conducted by NASA to improve turbine engine systems. The target application for this effort is commercial aircraft engines. However, it is believed that the technologies developed as part of this research will benefit a broad spectrum of current and future turbomachinery. The first part of the presentation discusses the concept of tip clearance, problems associated with it, and the benefits of controlling it. It lays out a framework for implementing tip clearance controls that enables the implementation to progress from purely analytical to hardware-in-the-loop to fully experimental. And it briefly discusses how the technologies developed will be married to the previously described ACC Test Rig for hardware-in-the-loop demonstrations. The final portion of the presentation, describes one of the key technologies in some detail by presenting equations and results for a functional dynamic model of the tip clearance phenomena. As shown, the model exhibits many of the clearance dynamics found in commercial gas turbine engines. However, initial attempts to validate the model identified limitations that are being addressed to make the model more realistic.

Description: This viewgraph presentation provides organizational plans and a schedule for the development of clean, quiet, and efficient propulsion technology for future aircraft.

Description: An overview of the current NASA Ultra Efficient Engine Technology (UEET) project with an emphasis on the reinvention of UEET as part of the Vehicle Systems Program is presented.

Description: Room temperature testing of an 8.5 inch diameter foil seal was conducted in the High Speed, High Temperature Turbine Seal Test Rig at the NASA Glenn Research Center. The seal was operated at speeds up to 30,000 rpm and pressure differentials up to 75 psid. Seal leakage and power loss data will be presented and compared to brush seal performance. The failure of the seal and rotor coating at 30,000 rpm and 15 psid will be presented and future development needs discussed.

Description: NASA Glenn Research Center's Engineering Development Division has been working in support of innovative gas turbine engine systems under development by Glenn's Combustion Branch. These one-of-a-kind components require operation under extreme conditions. High-temperature ceramics were chosen for fabrication was because of the hostile operating environment. During the designing process, it became apparent that traditional machining techniques would not be adequate to produce the small, intricate features for the conceptual design, which was to be produced by stacking over a dozen thin layers with many small features that would then be aligned and bonded together into a one-piece unit. Instead of using traditional machining, we produced computer models in Pro/ENGINEER (Parametric Technology Corporation (PTC), Needham, MA) to the specifications of the research engineer. The computer models were exported in stereolithography standard (STL) format and used to produce full-size rapid prototype polymer models. These semi-opaque plastic models were used for visualization and design verification. The computer models also were exported in International Graphics Exchange Specification (IGES) format and sent to Glenn's Thermal/Fluids Design & Analysis Branch and Applied Structural Mechanics Branch for profiling heat transfer and mechanical strength analysis.

Description: A scaled blade-tip-drive test rig was designed at the NASA Glenn Research Center. The rig is a scaled version of a direct-current brushless motor that would be located in the shroud of a thrust fan. This geometry is very attractive since the allowable speed of the armature is approximately the speed of the blade tips (Mach 1 or 1100 ft/s). The magnetic pressure generated in the motor acts over a large area and, thus, produces a large force or torque. This large force multiplied by the large velocity results in a high-power-density motor.

Description: The high-cycle fatigue of composite stator vanes provided an accelerated life-state prior to insertion in a test stand engine. The accelerated testing was performed in the Structural Dynamics Laboratory at the NASA Glenn Research Center under the guidance of Structural Mechanics and Dynamics Branch personnel. Previous research on fixturing and test procedures developed at Glenn determined that engine vibratory conditions could be simulated for polymer matrix composite vanes by using the excitation of a combined slip table and electrodynamic shaker in Glenn's Structural Dynamics Laboratory. Bench-top testing gave researchers the confidence to test the coated vanes in a full-scale engine test.

Description: The NASA Glenn Research Center is developing advanced control surface seals and propulsion system seals for future space and launch vehicles. To evaluate new seal designs, the Glenn Seals Team recently inaugurated a new state-of-the-art high temperature seal test facility. The Hot Compression/Hot Scrub Rig can perform either high-temperature seal-compression tests or scrub tests at temperatures of up to 3000 F by using different combinations of test fixtures made of monolithic silicon carbide (Hexoloy alpha-SiC), as shown in the following figures. For lower temperature tests (up to 1500 F), Inconel X-750 test fixturing can be used.

Description: At the NASA Glenn Research Center, NASA Langley Research Center's Flight Optimization System (FLOPS) and the design optimization testbed COMETBOARDS with regression and neural-network-analysis approximators have been coupled to obtain a preliminary aircraft design methodology. For a subsonic aircraft, the optimal design, that is the airframe-engine combination, is obtained by the simulation. The aircraft is powered by two high-bypass-ratio engines with a nominal thrust of about 35,000 lbf. It is to carry 150 passengers at a cruise speed of Mach 0.8 over a range of 3000 n mi and to operate on a 6000-ft runway. The aircraft design utilized a neural network and a regression-approximations-based analysis tool, along with a multioptimizer cascade algorithm that uses sequential linear programming, sequential quadratic programming, the method of feasible directions, and then sequential quadratic programming again. Optimal aircraft weight versus the number of design iterations is shown. The central processing unit (CPU) time to solution is given. It is shown that the regression-method-based analyzer exhibited a smoother convergence pattern than the FLOPS code. The optimum weight obtained by the approximation technique and the FLOPS code differed by 1.3 percent. Prediction by the approximation technique exhibited no error for the aircraft wing area and turbine entry temperature, whereas it was within 2 percent for most other parameters. Cascade strategy was required by FLOPS as well as the approximators. The regression method had a tendency to hug the data points, whereas the neural network exhibited a propensity to follow a mean path. The performance of the neural network and regression methods was considered adequate. It was at about the same level for small, standard, and large models with redundancy ratios (defined as the number of input-output pairs to the number of unknown coefficients) of 14, 28, and 57, respectively. In an SGI octane workstation (Silicon Graphics, Inc., Mountainview, CA), the regression training required a fraction of a CPU second, whereas neural network training was between 1 and 9 min, as given. For a single analysis cycle, the 3-sec CPU time required by the FLOPS code was reduced to milliseconds by the approximators. For design calculations, the time with the FLOPS code was 34 min. It was reduced to 2 sec with the regression method and to 4 min by the neural network technique. The performance of the regression and neural network methods was found to be satisfactory for the analysis and design optimization of the subsonic aircraft.

Description: Superalloy lattice block panels, which are produced directly by investment casting, are composed of thin ligaments arranged in three-dimensional triangulated trusslike structures (see the preceding figure). Optionally, solid panel face sheets can be formed integrally during casting. In either form, lattice block panels can easily be produced with weights less than 25 percent of the mass of a solid panel. Inconel 718 (IN 718) and MarM-247 superalloy lattice block panels have been developed under NASA's Ultra-Efficient Engine Technology Project and Higher Operating Temperature Propulsion Components Project to take advantage of the superalloys' high strength and elevated temperature capability with the inherent light weight and high stiffness of the lattice architecture (ref. 1). These characteristics are important in the future development of turbine engine components. Casting quality and structural efficiency were evaluated experimentally using small beam specimens machined from the cast and heat treated 140- by 300- by 11-mm panels. The matrix of specimens included samples of each superalloy in both open-celled and single-face-sheet configurations, machined from longitudinal, transverse, and diagonal panel orientations. Thirty-five beam subelements were tested in Glenn's Life Prediction Branch's material test machine at room temperature and 650 C under both static (see the following photograph) and cyclic load conditions. Surprisingly, test results exceeded initial linear elastic analytical predictions. This was likely a result of the formation of plastic hinges and redundancies inherent in lattice block geometry, which was not considered in the finite element models. The value of a single face sheet was demonstrated by increased bending moment capacity, where the face sheet simultaneously increased the gross section modulus and braced the compression ligaments against early buckling as seen in open-cell specimens. Preexisting flaws in specimens were not a discriminator in flexural, shear, or stiffness measurements, again because of redundant load paths available in the lattice block structure. Early test results are available in references 2 and 3; more complete analyses are scheduled for publication in 2004.

Description: In recent years, there has been an increasing interest in developing rotating machinery shaft crack-detection methodologies and online techniques. Shaft crack problems present a significant safety and loss hazard in nearly every application of modern turbomachinery. In many cases, the rotors of modern machines are rapidly accelerated from rest to operating speed, to reduce the excessive vibrations at the critical speeds. The vibration monitoring during startup or shutdown has been receiving growing attention (ref. 1), especially for machines such as aircraft engines, which are subjected to frequent starts and stops, as well as high speeds and acceleration rates. It has been recognized that the presence of angular acceleration strongly affects the rotor's maximum response to unbalance and the speed at which it occurs. Unfortunately, conventional nondestructive evaluation (NDE) methods have unacceptable limits in terms of their application for online crack detection. Some of these techniques are time consuming and inconvenient for turbomachinery service testing. Almost all of these techniques require that the vicinity of the damage be known in advance, and they can provide only local information, with no indication of the structural strength at a component or system level. In addition, the effectiveness of these experimental techniques is affected by the high measurement noise levels existing in complex turbomachine structures. Therefore, the use of vibration monitoring along with vibration analysis has been receiving increasing attention.

Description: Since the late 1990s the national airspace system has been recognized as approaching a capacity crisis. In the light of this condition, industry, government, user organizations, and educational institutions have been working on procedural and technological solutions to the problem. One aspect of system operations that holds potential for improvement is the separation criteria applied to aircraft for wake vortex avoidance. These criteria, applied when operations are conducted under instrument flight rules (IFR), were designed to represent safe spacing under weather conditions conducive to the longest wake hazards. It is well understood that wake behavior is dependent on meteorological conditions as well as the physical parameters of the generating aircraft. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft VOrtex Spacing System (AVOSS). Successfully demonstrated in a realtime field demonstration during July 2000 at the Dallas Ft. Worth International Airport (DFW), AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. AVOSS provides dynamic wake separation criteria that are a function of the ambient weather conditions for a particular airport, and the predicted wake behavior under those conditions. Wake sensing subsystems provide safety checks and validation for the predictions. The AVOSS was demonstrated in shadow mode; no actual spacing changes were applied to aircraft. This paper briefly reviews the system architecture and operation, reports the latest performance results from the DFW deployment, and describes the future direction of the project.

Description: The current cache of S/X-band geodetic/astrometric VLBI data accumulated since 1979 is approx. 5 million observations and is increasing by approx. 300,000 observations per year. The long time interval and access to all such VLBI data for re-analysis have contributed to their usefulness for the terrestrial and celestial reference frames, Earth orientation parameters, tidal and non-tidal loading, and troposphere. While data access and integrity have been maintained through the Mark III data base system as storage devices and media have evolved, past transitions have been major projects. A new format and retention concept to ensure eternal archiving and access should make use of self-documentation, generalized media, network connectivity and multiple redundancy. Similarly permanent organizations or sequences of organizations are also necessary.

Description: Solar proton events (SPEs) are known to have caused changes in constituents in the Earth's polar neutral middle atmosphere. The past four years, 2000-2003, have been replete with SPEs and huge fluxes of high energy protons occurred in July and November 2000, September and November 2001, and October 2003. The highly energetic protons produce ionizations, excitations, dissociations, and dissociative ionizations of the background constituents, which lead to the production of HOx (H, OH, HO2) and NOy (N, NO, NO2, NO3, N2O5, HNO3, HO2NO2, ClONO2, BrONO2). The HOx increases lead to short-lived ozone decreases in the polar mesosphere and upper stratosphere due to the short lifetimes of the HOx constituents. Large mesospheric ozone depletions (〉70%) due to the HOx enhancements were observed and modeled as a result of the very large July 2000 SPE. The NOy increases lead to long-lived stratospheric ozone changes because of the long lifetime of the NOy family in this region. Polar total ozone depletions 〉1% were simulated in both hemispheres for extended periods of time (several months) as a result of the NOy enhancements due to the very large SPEs.

Description: The initiative to explore space and extend a human presence across our solar system to revisit the moon and Mars post enormous technological challenges to the nation's space agency and aerospace industry. Key areas of technology development needs to enable the endeavor include advanced materials, structures and mechanisms; micro/nano sensors and detectors; power generation, storage and management; advanced thermal and cryogenic control; guidance, navigation and control; command and data handling; advanced propulsion; advanced communication; on-board processing; advanced information technology systems; modular and reconfigurable systems; precision formation flying; solar sails; distributed observing systems; space robotics; and etc. Quality assurance concerns such as functional performance, structural integrity, radiation tolerance, health monitoring, diagnosis, maintenance, calibration, and initialization can affect the performance of systems and subsystems. It is thus imperative to employ innovative nondestructive evaluation methodologies to ensure quality and integrity of advanced space systems. Advancements in integrated multi-functional sensor systems, autonomous inspection approaches, distributed embedded sensors, roaming inspectors, and shape adaptive sensors are sought. Concepts in computational models for signal processing and data interpretation to establish quantitative characterization and event determination are also of interest. Prospective evaluation technologies include ultrasonics, laser ultrasonics, optics and fiber optics, shearography, video optics and metrology, thermography, electromagnetics, acoustic emission, x-ray, data management, biomimetics, and nano-scale sensing approaches for structural health monitoring.

Description: I have done detailed petrologic study of Ibitira, nominally classified as a basaltic eucrite. The Fe/Mn ratio of Ibitira pyroxenes with 〈10 mole % wollastonite component is 36.4 0.4, and is well-resolved from those of five basaltic eucrites studied for comparison; 31.2-32.2. Data for the latter completely overlap. Ibitira pyroxenes have lower Fe/Mg than the basaltic eucrite pyroxenes. Thus, the higher Fe/Mn ratio does not reflect a simple difference in oxidation state. Ibitira also has an oxygen isotopic composition, alkali element contents and a Ti/Hf ratio that distinguish it from basaltic eucrites. These differences support derivation from a distinct parent asteroid. Ibitira is the first recognized representative of the fifth known asteroidal basaltic crust.

Description: The Shock Compression Laboratory in the Department of Earth and Planetary Sciences at Harvard is a new facility for the study of impact and collisional phenomena. The following describes the experimental capabilities of the laboratory.

Description: Six long-term technology focus areas are: 1. Environmentally Friendly, Clean Burning Engines. Focus: Develop innovative technologies to enable intelligent turbine engines that significantly reduce harmful emissions while maintaining high performance and increasing reliability. 2. New Aircraft Energy Sources and Management. Focus: Discover new energy sources and intelligent management techniques directed towards zero emissions and enable new vehicle concepts for public mobility and new science missions. 3. Quiet Aircraft for Community Friendly Service. Focus: Develop and integrate noise reduction technology to enable unrestricted air transportation service to all communities. 4. Aerodynamic Performance for Fuel Efficiency. Focus: Improve aerodynamic efficiency,structures and materials technologies, and design tools and methodologies to reduce fuel burn and minimize environmental impact and enable new vehicle concepts and capabilities for public mobility and new science missions. 5. Aircraft Weight Reduction and Community Access. Focus: Develop ultralight smart materials and structures, aerodynamic concepts, and lightweight subsystems to increase vehicle efficiency, leading to high altitude long endurance vehicles, planetary aircraft, advanced vertical and short takeoff and landing vehicles and beyond. 6. Smart Aircraft and Autonomous Control. Focus: Enable aircraft to fly with reduced or no human intervention, to optimize flight over multiple regimes, and to provide maintenance on demand towards the goal of a feeling, seeing, sensing, sentient air vehicle.

Description: There is a growing interest in the use of fuel cells as a power source for all-electric aircraft propulsion as a means to substantially reduce or eliminate environmentally harmful emissions. Among the technologies under consideration for these concepts are advanced proton exchange membrane (PEM) and solid oxide fuel cells (SOFCs), alternative fuels and fuel processing, and fuel storage. A multidisciplinary effort is underway at the NASA Glenn Research Center to develop and evaluate concepts for revolutionary, nontraditional fuel cell power and propulsion systems for aircraft applications. As part of this effort, system studies are being conducted to identify concepts with high payoff potential and associated technology areas for further development. To support this effort, a suite of component models was developed to estimate the mass, volume, and performance for a given system architecture. These models include a hydrogen-air PEM fuel cell; an SOFC; balance-of-plant components (compressor, humidifier, separator, and heat exchangers); compressed gas, cryogenic, and liquid fuel storage tanks; and gas turbine/generator models for hybrid system applications. First-order feasibility studies were completed for an all-electric personal air vehicle utilizing a fuel-cell-powered propulsion system. A representative aircraft with an internal combustion engine was chosen as a baseline to provide key parameters to the study, including engine power and subsystem mass, fuel storage volume and mass, and aircraft range. The engine, fuel tank, and associated ancillaries were then replaced with a fuel cell subsystem. Various configurations were considered including a PEM fuel cell with liquid hydrogen storage, a direct methanol PEM fuel cell, and a direct internal reforming SOFC/turbine hybrid system using liquid methane fuel. Each configuration was compared with the baseline case on a mass and range basis.

Description: This presentation is designed as a limited-scope "tutorial" and is aimed primarily at the CFDer who has not been exposed to stability and control problems. Examples of some classic S&C problems are used for illustration. S&C is a fundamental technology for enabling flight, but significant problems with the prediction of S&C characteristics persists, especially where separated flow is involved. Even after 100 years of flight, experimental methods still have significant limitations. Experimental and computational tools can and must be complementary. NASA Flight Prediction Workshop (Williamsburg, Virginia, November 2002) brought together experts from government, industry, and academia to discuss problems associated with state-of-the-art flight prediction. Among the concerns highlighted were deficiencies in S&C prediction lack of calibrated CFD tools for aerodynamic prediction in general.

Description: Future vehicle designs will see a paradigm shift from: 1) Steady to the unsteady world (e.g. flow control, adaptive morphing); 2) Passive to active; 3) Rigid designs to exploitation of flexibility and adaptability; 4) Few discrete to numerous distributed (e.g. sensors, control surfaces); 5) To obtain a vehicle that is always at optimum performance. Therefore, future designs will be inherently multidisciplinary, and the greatest technical challenges and opportunities occur at the intersection of disciplines COMSAC appears to be a step towards enabling the future vision.

Description: Various killing mechanisms have been suggested to contribute to the mass extinctions at the KT boundary, including severe, global deterioration of the atmosphere and hydrosphere due to SO(x) released from heavily shocked, sulfate-bearing target rocks. The devolatilization of anhydrite is predominantly inferred from thermodynamic considerations and lacks experimental confirmation. To date, the experimentally determined shock behavior of anhydrite is limited to solid-state effects employing X-ray diffraction methods. The present report employs additional methods to characterize experimentally shocked anhydrite.

Description: Osmium isotope data had shown that Ivory Coast tektites contain an extraterrestrial component, but do not allow distinction between chondritic and iron meteorite contamination. PGE abundances of Ivory Coast tektites and impactites and target rocks from the Bosumtwi crater, the source crater of the Ivory Coast tektites, were all relatively high and did not allow to resolve the presence, or identify the nature, of the meteoritic component. However, Cr isotope analyses of an Ivory Coast tektite yielded a distinct 53Cr excess of 0.30+/-0.06, which indicates that the Bosumtwi impactor was an ordinary chondrite.

Description: The Miniature Thermal Emission Spectrometer (Mini-TES) has provided remote measurements of the mineralogy and thermophysical properties of the scene surrounding the Mars Exploration Rovers. The specific scientific objectives of this investigation are to: (1) determine the mineralogy of rocks and soils; (2) determine the thermophysical properties of surface materials; and (3) determine the temperature profile, dust and water-ice opacity, and water vapor abundance in the lower atmospheric boundary layer.

Description: The second MER rover (Opportunity) landed on Meridiani Planum on January 24, 2004 inside a shallow crater. The science rational for the selection of the landing site centered on detection of the mineral hematite from martian orbit by the Mars Global Surveyor Thermal Emission Spectrometer (MGS-TES) [1,2]. Other smaller occurrences of hematite are in Aram Chaos and several isolated spots in Valles Marineris. Proposed formation pathways for martian hematite include both aqueous (e.g., low temperature precipitation of Fe oxides/oxyhydroxides in a lacustrine environment, laterite-style weathering, and precipitation from fluids having a hydrothermal origin) and dry (e.g., oxidation of magnetite rich ash) processes [e.g., 1,2,3]. The crystallographic c-face of martian hematite must be exaggerated to account for the thermal emissions spectra and it must be gray in color so as to account for the absence of the characteristic spectral signature of red hematite at visible wavelengths

Description: Though plausible explanations for the high latitude subsurface hydrogen features on Mars have been put forth, there still lacks a consensus on the nature of the low-latitude hydrogen features found in Arabia Terra and Daedalia Planum. While equivalent water mass fractions in these regions are low enough to potentially be explained by the presence of hydrated minerals, it still remains possible that such features are the remnants of ice deposits left from a previous period of high obliquity and which is now thermally unstable and subliming. In order to explore the thermal stability of putative ice deposits at low latitudes, we use the Geophysical Fluid Dynamics Laboratory (GFDL) Mars GCM with a newly integrated subsurface scheme to trace the deposition and sublimation rates of water ice, adsorbate and vapor across the planet at varying obliquities. In addition, these results help resolve the question of the dominant means of ice emplacement in the near surface, whether such ice is the result of buried surface deposits, or in situ emplaced ice due to vapor diffusion.

Description: The Flynn Creek impact structure is located in Tennessee, USA (36 deg.17 min.N, 85 deg.40 min.W). The structure was first mapped as a crypto-volcanic by Wilson and Born in 1936 [1]. Although they did not properly identify the stratigraphy within the crater or the causal mechanism, they did correctly define the horizontal extent of the crater. More detailed surface and subsurface research by Roddy (1979) accurately described the crater as being an impact structure with a diameter of 3.8 km. It formed around 360 Ma, which corresponds to the interval between the deposition of the Nashville Group and the Chattanooga Shale. Although there is limited rock outcrop in the area, there are exposed surface faults, folds, and large outcrops of impact breccia within the crater.

Description: Angrites constitute a small, but important group of basaltic achondrites showing unusual mineralogy and old crystallization ages. The currently known angrites are divided into two subgroups. Angra dos Reis (ADOR) and LEW86010 show slow cooling histories ("slowly-cooled" angrites) and differ from the later found angrites (LEW87051, Asuka 881371, Sahara 99555, D Orbigny, NWA1670, NWA1298). This second group has textures that suggest rapid cooling histories ("quenched" angrites). The petrogenesis of angrites has been controversial, partly due to the small number of available samples. In this abstract, we suggest a possible parent melt composition for the quenched angrites and its relationship to the partial melts of carbonaceous chondrites.

Description: Ureilites are ultramafic achondrites composed primarily of olivine and pyroxene with intergranular fine-grained metal, sulfides, and silicates. Ureilites contain significant amounts of carbon (up to about 6.5 wt%) as graphite, lonsdaleite, and/or diamond. It has been shown that carbon-silicate redox (i.e. "smelting") reactions are responsible for the negative FeO-MnO (or positive Fe/Mn-Fe/Mg with constant Mn/Mg) trend seen in the mineral and bulk compositions of ureilites and for the positive correlation between modal percent pigeonite and mg#. Carbon redox reactions are strongly exothermic and pressure dependent; so ureilites with the largest mg# are the most reduced, experienced the highest temperatures, and formed at the lowest pressures, i.e. near the surface of the ureilite parent body. Ureilites with the largest mg# have the smallest the delta(sup 18)O and the largest Delta(sup 17)O. To explain this, Singletary and Grove proposed that heterogeneous accretion took place on the ureilite parent body, which lead to a radial distribution of the oxygen isotopes. To further investigate possible relationships, we performed carbon isotope and electron probe measurements on a suite of 27 ureilites in order to see the type of correlation that exists between mg#, oxygen isotopes, and carbon.

Description: When a meteorite enters into the earth's atmosphere, it is immediately subjected to various chemical reactions between its minerals and the elements in our thick atmosphere. These reactions alter the mineralogy of the meteorites. Some examples of the altered minerals in some meteorites are summarized. If meteorites can be linked to their corresponding parent body asteroid in space, we can improve our understanding of the solar system. Spectroscopy has been used in determining the links between asteroids and meteorites. However, meteorite weathering in the Earth s atmosphere also has an effect on meteorite spectra, and altered spectra can easily confuse asteroid connections. The goal of this project is to study the mineral and spectral changes due to Earth's environment and to design a computer simulation to correct meteorite spectra for the effects of terrestrial weathering.

Description: Despite evidence from ground-based data that flow over mountains is a dominant source of gravity waves (GWs) for the Northern Hemisphere winter middle atmosphere, GW-related signals in global limb radiances from the Microwave Limb Sounder (MLS) on the Upper Atmosphere Research Satellite (UARS) have shown little direct evidence of mountain waves.

Description: Absorbing the electromagnetic radiation in several regions of the solar spectrum, CO2 plays an important role in the Earth radiation budget since it produces the greenhouse effect. Many natural processes in the Earth s system add and remove carbon dioxide. Overall, measurements of atmospheric carbon dioxide at different sites around the world show an increased carbon dioxide concentration in the atmosphere. At Mauna Loa Observatory (Hawaii) the measured carbon dioxide increased from 315 to 365 ppm, in the period 1958 2000 [Keeling et al., 2001]. While at the large scale, the relationship between CO2 increase and global warming is established [IPCC, 1996], at the local scale, many studies are still needed to understand regional and local sources of carbon dioxide, such as volcanoes. The volcanic areas are particularly rich in carbon dioxide; this is due to magma degassing in the summit craters region of active volcanoes, and to the presence of fractures and active faults [Giammanco et al., 1998]. Several studies estimate a global flux of volcanic CO2 (34+/-24)10(exp 6) tons/day from effusive volcanic emissions, such as the tropospheric volcanic plume (Table 1) [McClelland et al., 1989]. Plumes are a turbulent mixture of gases, solid particles and liquid droplets, emitted continuously at high temperature from summit craters, fumarolic fields or during eruptive episodes. Inside the plume, water vapour represents 70 90% of the volcanic gases. The main gaseous components are CO2, SO2, HCl, H2, H2S, HF, CO, N2 and CH4. Other plume components are volcanic ash, aqueous and acid droplets and solid sulphur-derived particles [Sparks et al., 1997]. Volcanic gases and aerosols are evidences of volcanic activity [Spinetti et al., 2003] and they have important climatic and environmental effects [Fiocco et al., 1994]. For example, Etna volcano is one of the world s major volcanic gas sources [Allard et al., 1991]. New studies on volcanic gaseous emissions have pointed out that a variation of the gas ratio CO2/SO2 is related to eruptive episodes [Caltabiano et al., 1994]. However, measurements and monitoring of volcanic carbon dioxide are difficult and often hazardous, due to the high background presence of atmospheric CO2 and the inaccessibility of volcanic sites. Hyperspectral remote sensing is a suitable technique to overcome the difficulties of ground measurement. It permits a rapid, comprehensive view of volcanic plumes and their evolution over time, detection of all gases with absorption molecular lines within the sensor s multispectral range and, in general, measurement of all the volatile components evolving from craters. The molecular and particle plume components scatter and absorb incident solar radiation. The integral of the radiation difference composes the signal measured by the remote spectrometer. The inversion technique consists of retrieving the plume component concentrations, hence decomposing the signal into the different contributions. The accuracy of remote sensing techniques depends primarily on the sensor capability and sensitivity.

Description: The high resolution UV capabilities (lamda/delta lambda = 10(sup 5)) of the Hubble Space Telscope (HST) equipped with the Space Telescope Imaging Spectrograph (STIS) reflects a need for high resolution laboratory UV spectral data base for comparison with observation.

Description: The new MLS data are consistent with convective input of H(sub 2)O into the bottom of the TTL followed by slow ascent with a maximum relative amplitude in the seasonal cycle occurring near the tropopause nearly in phase with the tropopause temperature seasonal cycle.

Description: The Hydrosphere State (HYDROS) Mission has been selected for the National Aeronautics and Space Administration (NASA) Earth System Science Pathfinder (ESSP) program. The objectives of HYDROS are to provide frequent, global measurements of surface soil moisture and surface freeze/thaw state. In order to adequately measure these geophysical parameters, a system capable of simultaneously measuring L-Band radiometer brightness temperatures at 40 km resolution and L-Band radar backscatter at 3 km resolution over a very wide swath is required. In addition, these science requirements must be satisfied under the stringent cost-cap imposed on all ESSP missions. As a solution to this challenging set of requirements, a relatively large, six meter, conically-scanning reflector antenna architecture was selected for the mission design. The HYDROS instrument will fly on a General Dynamics SA-200HP spacecraft bus. Although large deployable mesh antennas have been used in communication applications, this will mark the first time such technology is applied in a rotating configuration for high-resolution remote sensing.

Description: An overview of research efforts at NASA in support of the stage separation and ascent aerothermodynamics research program is presented. The objective of this work is to develop a synergistic suite of experimental, computational, and engineering tools and methods to apply to vehicle separation across the transonic to hypersonic speed regimes. Proximity testing of a generic bimese wing-body configuration is on-going in the transonic (Mach numbers 0.6, 1.05, and 1.1), supersonic (Mach numbers 2.3, 3.0, and 4.5) and hypersonic (Mach numbers 6 and 10) speed regimes in four wind tunnel facilities at the NASA Langley Research Center. An overset grid, Navier-Stokes flow solver has been enhanced and demonstrated on a matrix of proximity cases and on a dynamic separation simulation of the bimese configuration. Steady-state predictions with this solver were in excellent agreement with wind tunnel data at Mach 3 as were predictions via a Cartesian-grid Euler solver. Experimental and computational data have been used to evaluate multi-body enhancements to the widely-used Aerodynamic Preliminary Analysis System, an engineering methodology, and to develop a new software package, SepSim, for the simulation and visualization of vehicle motions in a stage separation scenario. Web-based software will be used for archiving information generated from this research program into a database accessible to the user community. Thus, a framework has been established to study stage separation problems using coordinated experimental, computational, and engineering tools.

Description: Studies of several samples of the large Caddo County IAB iron meteorite reveal andesitic material, enriched in Si, Na, Al and Ca, which is essentially unique among meteorites. This material is believed to have formed from a chondritic source by partial melting and to have further segregated by grain coarsening. Such an origin implies extended metamorphism of the IAB parent body. New Ar-39-Ar-40 ages for silicate from three different Caddo samples are consistent with a common age of 4.50-4.51 Gyr ago. Less well defined Ar-Ar degassing ages for inclusions from two other IABs, EET8333 and Udei Station, are approx.4.32 Gyr, whereas the age for Campo del Cielo varies considerably over approx.3.23-4.56 Gyr. New I-129-Xe-129 ages for Caddo County and EET8333 are 4561.9+/-0.1 Myr and 4560- 4563 Myr, respectively, relative to an age of 4566 Myr for Shallowater. Considering all reported Ar-Ar ages for IABs and related winonaites, the range is approx.4.32-4.53 Gyr, but several IABs give similar Ar ages of 4.50-4.52 Gyr. We interpret these older ages to represent cooling after the time of last significant metamorphism on the parent body, and the younger ages to represent later Ar-40 diffusion loss. These older Ar-Ar ages are similar to Sm-Nd and Rb-Sr isochron ages reported in the literature for Caddo County. Considering the possibility that IAB parent body formation was followed by impact disruption, reassembly, and metamorphism (e.g., Benedix et al. 2000), the time of the post-assembly metamorphism may have been as late as approx.4.53 Gyr ago. However, precise I-Xe ages reported for some IABs define a range of ages of approx.4560 to approx.4576 Myr. The older I-Xe ages exceed the oldest precise radiometric ages of meteorites, appear unrealistic, and s,uggest a bias in the calibration of all I-Xe ages. But even with such a bias, the I-Xe ages of IABs cannot easily be reconciled with the much younger Ar-Ar and Sm-Nd ages and with cooling rates deduced from Ni concentration profiles in IAB metal (Herpfer et al., 1994). An explanation for the difference in radiometric ages of IABs may reside in combinations of the following: a) I-Xe ages have very high closure temperatures and were not reset during metamorphism; b) a bias exists in the K-40 decay constants; c) the reported Sm-Nd and Rb-Sr ages for Caddo are in error by amounts equal to or exceeding their reported 2-sigma uncertainties; and 4) the IAB parent body may have experienced a mild metamorphism approx.30 Myr after the initial heating that produced differentiation of Caddo silicate and mixing of silicate and metal.

Description: Ice I exhibits a complex rheology at temperature and pressure conditions appropriate for the interiors of the ice I shells of Europa, Ganymede, and Callisto. We use numerical methods and existing parameterizations of the critical Rayleigh number to determine the conditions required to trigger convection in an ice I shell with the stress-, temperature- and grain size- dependent rheology measured in laboratory experiments by Goldsby and Kohlstedt [2001]. The critical Rayleigh number depends on the ice grain size and the amplitude and wavelength of temperature perturbation issued to an initially conductive ice I shell. If the shells have an assumed uniform grain size less than 0.4 mm, deformation during initial plume growth is accommodated by Newtonian volume diffusion. If the ice grain size is between 0.4 mm and 3 cm, deformation during plume growth is accommodated by weakly non-Newtonian grain boundary sliding, where the critical ice shell thickness for convection depends on the amplitude of temperature perturbation to the _0.5 power. If the ice grain size exceeds 2 cm, convection can not occur in the ice I shells of the Galilean satellites regardless of the amplitude or wavelength of temperature perturbation. If the grain size in a convecting ice I shell evolves to effective values greater than 2 cm, convection will cease. If the ice shell has a grain size large enough to permit flow by dislocation creep, the ice is too stiff to permit convection, even in the thickest possible ice I shell. Consideration of the composite rheology implies that estimates of the grain size in the satellites and knowledge of their initial thermal states are required when judging the convective instability of their ice I shells.

Description: Today's form of jet engine power comes from what is called a gas turbine engine. This engine is on average 14% efficient and emits great quantities of green house gas carbon dioxide and air pollutants, Le. nitrogen oxides and sulfur oxides. The alternate method being researched involves a reformer and a solid oxide fuel cell (SOFC). Reformers are becoming a popular area of research within the industry scale. NASA Glenn Research Center's approach is based on modifying the large aspects of industry reforming processes into a smaller jet fuel reformer. This process must not only be scaled down in size, but also decrease in weight and increase in efficiency. In comparison to today's method, the Jet A fuel reformer will be more efficient as well as reduce the amount of air pollutants discharged. The intent is to develop a 10kW process that can be used to satisfy the needs of commercial jet engines. Presently, commercial jets use Jet-A fuel, which is a kerosene based hydrocarbon fuel. Hydrocarbon fuels cannot be directly fed into a SOFC for the reason that the high temperature causes it to decompose into solid carbon and Hz. A reforming process converts fuel into hydrogen and supplies it to a fuel cell for power, as well as eliminating sulfur compounds. The SOFC produces electricity by converting H2 and CO2. The reformer contains a catalyst which is used to speed up the reaction rate and overall conversion. An outside company will perform a catalyst screening with our baseline Jet-A fuel to determine the most durable catalyst for this application. Our project team is focusing on the overall research of the reforming process. Eventually we will do a component evaluation on the different reformer designs and catalysts. The current status of the project is the completion of buildup in the test rig and check outs on all equipment and electronic signals to our data system. The objective is to test various reformer designs and catalysts in our test rig to determine the most efficient configuration to incorporate into the specific compact jet he1 reformer test rig. Additional information is included in the original extended abstract.

Description: The majority of commercial turbine engines that power today s aircraft use a large fan driven by the engine core to generate thrust which dramatically increases the engine s efficiency. However, if one of these fan blades fails during flight, it becomes high energy shrapnel, potentially impacting the engine or puncturing the aircraft itself and thus risking the lives of passengers. To solve this problem, the fan case must be capable of containing a fan blade should it break off during flight. Currently, all commercial fan cases are made of either just a thick metal barrier or a thinner metal wall surrounded by Kevlar-an ultra strong fiber that elastically catches the blade. My summer 2004 project was to characterize the resins for a composite fan case that will be lighter and more efficient than the current metal. The composite fan case is created by braiding carbon fibers and injecting a polymer resin into the braid. The resin holds the fibers together, so at first using the strongest polymer appears to logically lead to the strongest fan case. Unfortunately, the stronger polymers are too viscous when melted. This makes the manufacturing process more difficult because the polymer does not flow as freely through the braid, and the final product is less dense. With all of this in mind, it is important to remember that the strength of the polymer is still imperative; the case must still contain blades with high impact energy. The research identified which polymer had the right balance of properties, including ease of fabrication, toughness, and ability to transfer the load to the carbon fibers. Resin deformation was studied to better understand the composite response during high speed impact. My role in this research was the testing of polymers using dynamic mechanical analysis and tensile, compression, and torsion testing. Dynamic mechanical analysis examines the response of materials under cyclic loading. Two techniques were used for dynamic mechanical analysis. The ARES Instrument analyzed the material through torsion. The second machine, TA Instruments apparatus, applied a bending force to the specimen. These experiments were used to explore the effects of temperature and strain rate on the stiffness and strength of the resins. The two different types of loading allowed us to verify our results. An axial-torsional load frame, manufactured by MTS Systems, Inc., was used to conduct the tensile, compression, and torsional testing. These tests were used to determine the stress-strain curves for the resins. The elastic and plastic deformation data was provided to another team member for characterization of high fidelity material property predictions. This information was useful in having a better understanding of the polymers so that the fan cases could be as sturdy as possible. Deformation studies are the foundation for the computational modeling that provides the structural design of a composite engine case as well as detailed analysis of the blade impact event.

Description: The Ultra-Efficient Engine Technology (UEET) Office at NASA Glenn Research Center is a part of the Aeronautics Directorate. Its vision is to develop and hand off revolutionary turbine engine propulsion technologies that will enable future generation vehicles over a wide range of flight speeds. There are seven different technology area projects of UEET. During my tenure at NASA Glenn Research Center, my assignment was to assist three different areas of UEET, simultaneously. I worked with Kathy Zona in Education Outreach, Lynn Boukalik in Knowledge Management, and Denise Busch with Financial Management. All of my tasks were related to the business side of UEET. As an intern with Education Outreach I created a word search to partner with an exhibit of a Turbine Engine developed out of the UEET office. This exhibit is a portable model that is presented to students of varying ages. The word search complies with National Standards for Education which are part of every science, engineering, and technology teachers curriculum. I also updated a Conference Planning/Workshop Excel Spreadsheet for the UEET Office. I collected and inputted facility overviews from various venues, both on and off site to determine where to hold upcoming conferences. I then documented which facilities were compliant with the Federal Emergency Management Agency's (FEMA) Hotel and Motel Fire Safety Act of 1990. The second area in which I worked was Knowledge Management. a large knowledge management system online which has extensive documentation that continually needs reviewing, updating, and archiving. Knowledge management is the ability to bring individual or team knowledge to an organizational level so that the information can be stored, shared, reviewed, archived. Livelink and a secure server are the Knowledge Management systems that UEET utilizes, Through these systems, I was able to obtain the documents needed for archiving. My assignment was to obtain intellectual property including reports, presentations, or any other documents related to the project. My next task was to document the author, date of creation, and all other properties of each document. To archive these documents I worked extensively with Microsoft Excel. different financial systems of accounting such as the SAP business accounting system. I also learned the best ways to present financial data and shadowed my mentor as she presented financial data to both UEET's project management and the Resources Analysis and Management Office (RAMO). I analyzed the June 2004 financial data of UEET and used Microsoft Excel to input the results of the data. This process made it easier to present the full cost of the project in the month of June. In addition I assisted in the End of the Year 2003 Reconciliation of Purchases of UEET.

Description: The Gravity Recovery and Climate Experiment (GRACE), launched on March 17, 2002, represents the state-of-the-art in geodetic observations of the static and time varying components of the Earth's geopotential field. The fundamental measurement used to observe gravity is the inter-satellite range and range rate between two coplanar, low altitude satellites obtained from a K-band ranging (KBR) system. In addition to the K-band ranging system, each satellite possess a Super-STAR Accelerometer, a GPS receiver/antenna package, Star Cameras and a Laser Retro Reflector (LRR) to complete the compliment of science instruments. The GRACE project has now released two years of Level 1B data derived from the science instruments and sensors. An integral component of our time variable gravity research is the reduction, calibration and analyses of these Level 1B data. In particular we have analyzed several months of K-band ranging (KBR1B), accelerometry (ACC1B) and GPS navigation (GNAV1B) data. Accelerometer calibration and KBR data reduction methodology and results will be presented. We discuss the impact of these analyses on the recovery of time variable gravity.

Description: The salar de Uyuni is a massive dry salt lake that lies at the lowest point of an internal/drainage basin in the Bolivian Altiplano. Its topography is remarkable for its extraordinary flatness over almost a full degree of latitude and longitude. We surveyed a 54 x 45 km region of the salar with kinematic GPS in September, 2002 and found a topographic range of only 80 cm over the entire surveyed area. Furthermore, the survey revealed distinct surface features with several dominant wavelengths and orientations. Some of these appear to be aligned with orographic features that intersect the salar, leading us to conjecture that they are the surface expression of high-density mountains that have been buried by low-density basin sediments. Over the oceans, a similar correspondence between basin bathymetry and surface topography is exploited to map the seafloor using sea-surface satellite altimetry measurements, with the sea surface following geoid undulations due to the underwater mass distribution. On the salar, annual flooding creates a shallow lake whose surface also lies on a equipotential surface shaped by the distribution of underlying mass. The link to the actual salar surface is via the dissolution and redeposition of salt by the lake waters, which appears to push the system to an equilibrium of constant water depth and the coincidence of the shapes of the lake surface and bottom. To test our hypothesis about the origin of the surface features on the salar, we compare our GPS survey elevations with the equipotential surface generated from local gravity measurements in conjunction with gravity and potential values from the EGM96 global geopotential model. 50% of the variance of the GPS elevations can be explained by equipotential surface undulations from the EGM96 model alone, and an additional 40% is explained by the shorter-wavelength equipotential surface derived from local gravity. We examine the unexplained 10% of elevation variance from the standpoint of errors in the equipotential surface calculation and possible unmodelled surface processes.