Environmental effects on lunar astronomical observatories

The Moon offers a stable platform with excellent seeing conditions for astronomical observations. Some troublesome aspects of the lunar environment will need to be overcome to realize the full potential of the Moon as an observatory site. Mitigation of negative effects of vacuum, thermal radiation, dust, and micrometeorite impact is feasible with careful engineering and operational planning. Shields against impact, dust, and solar radiation need to be developed. Means of restoring degraded surfaces are probably essential for optical and thermal control surfaces deployed in long-lifetime lunar facilities. Precursor missions should be planned to validate and enhance the understanding of the lunar environment (e.g., dust behavior without and with human presence) and to determine environmental effects on surfaces and components. Precursor missions should generate data useful in establishing keepout zones around observatory facilities where rocket launches and landings, mining, and vehicular traffic could be detrimental to observatory operation

Environmental effects on an optical-UV-IR synthesis array

The Moon offers a stable platform with excellent seeing conditions for the Lunar Optical-UV-IR Synthesis Array (LOUISA). Some troublesome aspects of the lunar environment will need to be overcome to realize the full potential of the Moon as an observatory site. Mitigation of negative effects of vacuum, thermal radiation, dust, and micrometeorite impact is feasible with careful engineering and operational planning. Shields against impact, dust, and solar radiation need to be developed. Means of restoring degraded surfaces are probably essential for optical and thermal control surfaces deployed in long-lifetime lunar facilities. Precursor missions should be planned to validate and enhance the understanding of the lunar environment (e.g., dust behavior without and with human presence and to determine environmental effects on surfaces and components. Precursor missions should generate data useful in establishing keepout zones around observatory facilities while rocket launches and landings, mining, and vehicular traffic could be detrimental to observatory operation

Remote sensing and geologic studies of the orientale basin region

Both visual and near-infrared spectral observations are combined with multispectral imaging to study the Orientale interior and exterior, the Cruger region, Grimaldi Region, the Schiller-Schickard Region, and the Humorum Region of the Moon. It was concluded that anorthosites occur in the Inner Rook Mountains of Orientale, the inner ring of Grimaldi, and the main ring of Humorum. Imaging spectroscopy shows that the entire eastern Inner Rook Mountains are composed of anorthosites. Orientale ejecta are strikingly like the surface materials in the region where Apollo 16 landed. This similarity indicates similar mineralogy, i.e., noritic anorthosite. Thus, Orientile ejecta is more mafic than the Inner Rook Mountains. This situation is also true for the Nectaris, Humorum, and Gramaldi basins. Isolated areas of the Orientale region show the presence of gabbroic rocks, but, in general, Orientale ejecta are noritic anorthosites, which contain much more low-Ca pyroxene than high-Ca pyroxene. Ancient (pre-Orientale) mare volcanism apparently occurred in several areas of the western limb

The NASA MLAS Flight Demonstration - A Review of a Highly Successful Test

NASA has tested the Max Launch Abort System (MLAS) as a risk-mitigation design should problems arise with the baseline Orion spacecraft launch abort design. The Max in MLAS is not Maximum, but rather dedicated to Max Faget, The renowned NASA Spacecraft designer. In the fall of 2009, the mission was flown, with great success, from the NASA Wallops Flight Facility. The MLAS flight test vehicle prototype consists of a boost ring, coast ring, and the MLAS fairing itself, which houses an Orion Command Module (CM) boilerplate. The objective of the MLAS flight test is to reorient the fairing with the CM, weighing approximately 29,000 lbs and traveling 290 fps, 180 degrees to an orientation suitable for the release of the CM during a pad abort and low altitude abort. Although multiple parachute deployments are used in the MLAS flight test vehicle to complete its objective, there are only two parachute types employed in the flight test. Five of the nine parachutes used for MLAS are 27.6 ft DO ribbon parachutes, and the remaining four are standard G-12 cargo parachutes. This paper presents an overview of the 27.6 ft DO ribbon parachute system employed on the MLAS flight test vehicle for coast ring separation, fairing reorientation, and as drogue parachutes for the CM after separation from the fairing. Discussion will include: the process used to select this design, previously proven as a spin/stall recovery parachute; descriptions of all components of the parachute system; the minor modifications necessary to adapt the parachute to the MLAS program; the techniques used to analyze the parachute for the multiple roles it performs; a discussion of the rigging techniques used to interface the parachute system to the vehicle; a brief description of how the evolution of the program affected parachute usage and analysis; and a summary of the results of the flight test, including video of the flight test and subsequent summary analysis. . A discussion of the flight test which was highly successful as well as the flight test observations will be a significant portion of the review

A Review of the NASA MLAS Flight Demonstration

The NASA Engineering and Safety Center (NESC) has tested the Max Launch Abort System (MLAS) as a risk-mitigation design should problems arise with the baseline Orion spacecraft launch abort design. The Max in MLAS is not Maximum, but rather dedicated to Max Faget, the renowned NASA Spacecraft designer. In July 2009, the mission was flown, with great success, from the NASA Wallops Flight Facility. The MLAS flight test vehicle prototype consists of a boost skirt, coast skirt, and the MLAS fairing itself, which houses an Orion Command Module (CM) boilerplate. The objective of the MLAS flight test is to reorient the fairing with the CM, weighing approximately 29,000 lbs and traveling 290 fps, 180 degrees to an orientation suitable for the release of the CM during a pad abort or low altitude abort. The boost and coast skirts provide the necessary thrust and stability to establish the flight test conditions and are released prior to the reorientation of the fairing. A secondary test objective after successful release of the CM from the fairing is to demonstrate the removal of the CM forward bay cover (FBC) with the CM drogue parachutes, and subsequent deployment of the CM main parachutes attached to the FBC. Although multiple parachute deployments are used in the MLAS flight test vehicle to complete its objective, there are only two parachute types employed in the flight test. Five of the nine parachutes used for MLAS are 27.6 ft DO ribbon parachutes already proven as a spin/stall parachute for military aircraft, and the remaining four are G-12 cargo parachutes modified for increased strength and reefing. This paper presents an overview of the 27.6 ft DO ribbon parachute system employed on the MLAS flight test vehicle for coast skirt separation, fairing reorientation, and as CM drogue parachutes. Discussion will include: the process used to select this design; descriptions of all components of the parachute system; the minor modifications necessary to adapt the parachute to the MLAS program; the techniques used to analyze the parachute for the multiple roles it performs including discussions of how the evolution of the program affected parachute usage and analysis; a summary of the results of the highly successful flight test, including video of the flight test; and an overview of the subsequent post-test analysis

Remote sensing and geologic studies of the terrain northwest of Humorum basin

A portion of the highlands terrain northwest of the Humorum basin, a large multiringed impact structure on the southwestern portion of the lunar nearside, exhibits anomalous characteristics in several remote sensing data sets. A variety of remote sensing studies of the terrain northwest of Humorum basin were performed in order to determine the composition and origin of the anomalous unit as well as the composition of the highland material exposed by the Humorum impact event. It was found that at least a portion of the mare-bounding ring of Humorum is composed of pure anorthosite. Other details of the study are reported

Computational Simulations for Aortic Coarctation: Representative Results From a Sampling of Patients

Treatments for coarctation of the aorta (CoA) can alleviate blood pressure (BP) gradients(D), but long-term morbidity still exists that can be explained by altered indices of hemodynamics and biomechanics. We introduce a technique to increase our understanding of these indices for CoA under resting and nonresting conditions, quantify their contribution to morbidity, and evaluate treatment options. Patient-specific computational fluid dynamics (CFD) models were created from imaging and BP data for one normal and four CoA patients (moderate native CoA: D12 mmHg, severe native CoA: D25 mmHg and postoperative end-to-end and end-to-side patients: D0 mmHg). Simulations incorporated vessel deformation, downstream vascular resistance and compliance. Indices including cyclic strain, time-averaged wall shear stress (TAWSS), and oscillatory shear index (OSI) were quantified. Simulations replicated resting BP and blood flow data. BP during simulated exercise for the normal patient matched reported values. Greatest exercise-induced increases in systolic BP and mean and peak DBP occurred for the moderate native CoA patient (SBP: 115 to 154 mmHg; mean and peak DBP: 31 and 73 mmHg). Cyclic strain was elevated proximal to the coarctation for native CoA patients, but reduced throughout the aorta after treatment. A greater percentage of vessels was exposed to subnormal TAWSS or elevated OSI for CoA patients. Local patterns of these indices reported to correlate with atherosclerosis in normal patients were accentuated by CoA. These results apply CFD to a range of CoA patients for the first time and provide the foundation for future progress in this area

Computational simulations demonstrate altered wall shear stress in aortic coarctation patients previously treated by resection with end-to-end anastomosis

Background.  Atherosclerotic plaque in the descending thoracic aorta (dAo) is related to altered wall shear stress (WSS) for normal patients. Resection with end-to-end anastomosis (RWEA) is the gold standard for coarctation of the aorta (CoA) repair, but may lead to altered WSS indices that contribute to morbidity. Methods.  Computational fluid dynamics (CFD) models were created from imaging and blood pressure data for control subjects and age- and gender-matched CoA patients treated by RWEA (four males, two females, 15 ± 8 years). CFD analysis incorporated downstream vascular resistance and compliance to generate blood flow velocity, time-averaged WSS (TAWSS), and oscillatory shear index (OSI) results. These indices were quantified longitudinally and circumferentially in the dAo, and several visualization methods were used to highlight regions of potential hemodynamic susceptibility. Results.  The total dAo area exposed to subnormal TAWSS and OSI was similar between groups, but several statistically significant local differences were revealed. Control subjects experienced left-handed rotating patterns of TAWSS and OSI down the dAo. TAWSS was elevated in CoA patients near the site of residual narrowings and OSI was elevated distally, particularly along the left dAo wall. Differences in WSS indices between groups were negligible more than 5 dAo diameters distal to the aortic arch. Conclusions.  Localized differences in WSS indices within the dAo of CoA patients treated by RWEA suggest that plaque may form in unique locations influenced by the surgical repair. These regions can be visualized in familiar and intuitive ways allowing clinicians to track their contribution to morbidity in longitudinal studies

A Review of the MLAS Parachute Systems

The NASA Engineering and Safety Center (NESC) is developing the Max Launch Abort System (MLAS) as a risk-mitigation design should problems arise with the baseline Orion spacecraft launch abort design. The Max in MLAS is dedicated to Max Faget, the renowned NASA spacecraft designer. The MLAS flight test vehicle consists of boost skirt, coast skirt and the MLAS fairing which houses a full scale boilerplate Orion Crew Module (CM). The objective of the flight test is to prove that the CM can be released from the MLAS fairing during pad abort conditions without detrimental recontact between the CM and fairing, achieving performance similar to the Orion launch abort system. The boost and coast skirts provide the necessary thrust and stability to achieve the flight test conditions and are released prior to the test -- much like the Little Joe booster was used in the Apollo Launch Escape System tests. To achieve the test objective, two parachutes are deployed from the fairing to reorient the CM/fairing to a heatshield first orientation. The parachutes then provide the force necessary to reduce the total angle of attack and body angular rates required for safe release of the CM from the fairing. A secondary test objective after CM release from the fairing is to investigate the removal of the CM forward bay cover (FBC) with CM drogue parachutes for the purpose of attempting to synchronously deploying a set of CM main parachutes. Although multiple parachute deployments are used in the MLAS flight test vehicle to complete its objective, there are only two parachute types employed in the flight test. Five of the nine parachutes used for MLAS are 27.6 ft D(sub 0) ribbon parachutes, and the remaining four are standard G-12 cargo parachutes. This paper presents an overview of the 27.6 ft D(sub 0) ribbon parachute system employed on the MLAS flight test vehicle for coast skirt separation, fairing reorientation, and as drogue parachutes for the CM after separation from the fairing. Discussion will include: the process used to select this design, previously proven as a spin/stall recovery parachute; descriptions of all components of the parachute system; the minor modifications necessary to adapt the parachute to the MLAS program; the techniques used to analyze the parachute for the multiple roles it performs; a discussion of the rigging techniques used to interface the parachute system to the vehicle; and a brief description of how the evolution of the program affected parachute usage and analysis. An overview of the Objective system, rationale for the MLAS approach and the future of the program will also be presented. We hope to have flight test results to report at the time of the Conference Presentation