Effectiveness of Circadian countermeasures in simulated transmeridian flight schedules

The symptoms of jet-lag commonly afflict travelers who cross time zones. Insomnia during the new night, daytime fatigue, malaise, sleepiness, and gastrointestinal disturbances can occur for as long as 3 weeks after jet travel across even a few time zones. These symptoms are largely due to the slow rate of adjustment of the internal circadian timing system to the new time zone. Since business (or pleasure) can be seriously interrupted by such symptoms, it is important to determine ways to speed up the adjustment process to ameliorate the symptoms. Airline pilots have reported that they frequently nap to counter jet lag symptoms, and that they view this as a useful technique. Napping as a countermeasure would be attractive since it is practical and would take advantage of a naturally occurring phase of sleepiness after lunch. Napping also makes sense since insomnia is a common jet lag symptom. Thus, a laboratory simulation of jet lag was designed to test the ability of napping to increase the rate of adjustment following a time zone shift in a population of middle-aged men

Response of Brood-Parasitic Bronzed Cowbird to Playback of the Song of Audubon\u27s Oriole

ABSTRACT—In the Lower Rio Grande Valley of South Texas, Audubon’s orioles (Icterus graduacauda) have declined substantially in the past 50 y, probably due to habitat loss, fragmentation, and brood parasitism by bronzed cowbirds (Molothrus aeneus). Tape playback of the song of Audubon’s oriole, originally intended to better survey the oriole, also attracted bronzed cowbirds. Bronzed cowbirds flew silently into the nearest tree in 14.1% of 234 playbacks, whereas Audubon’s orioles responded vocally or flew toward the recorder in 15.8% of playbacks. Bronzed cowbirds might use vocalizations of Audubon’s oriole as a cue to find breeding pairs or nests of this secretive species, which usually forages and sings within dense foliage. RESUMEN—En el Bajo Valle del Rı´o Grande del sur de Tejas, la poblacio´n de chorcha de cabeza negra (Icterus graduacauda) se ha disminuido de una manera substancial en los u´ltimos cincuenta an˜os. Esto se debe probablemente a la pe´rdida de habitats, fragmentacio´n, o quiza´s al empollamiento parasitario practicado por los pa´jaros vaqueros bronceados (Molothrus aeneus). Grabaciones emitidas del canto de la chorcha de cabeza negra, que inicialmente estaban destinadas a la inspeccio´n de estos pa´jaros, tambie´n llamaron la atencio´n de los vaqueros bronceados. Los resultados indicaron que los vaqueros bronceados volaron silenciosamente al a´rbol ma´s cercano en un 14.1% de las 234 emisiones de las grabaciones del canto de la chorcha de cabeza negra mientras que las chorchas de cabeza negra respondieron vocalmente o volaron hacia la fuente del sonido grabado en un 15.8% del total de las emisiones. Los pa´jaros vaqueros bronceados pueden usar sonidos de la chorcha de cabeza negra como una guı´a para encontrar pares de crı´a o nidos de esta especie de conducta reservada que se alimenta de forrajes y que canta en medio de densos follajes

Propellant Mass Fraction Calculation Methodology for Launch Vehicles and Application to Ares Vehicles

Propellant Mass Fraction (pmf) calculation methods vary throughout the aerospace industry. While typically used as a means of comparison between candidate launch vehicle designs, the actual pmf calculation method varies slightly from one entity to another. It is the purpose of this paper to present various methods used to calculate the pmf of launch vehicles. This includes fundamental methods of pmf calculation that consider only the total propellant mass and the dry mass of the vehicle; more involved methods that consider the residuals, reserves and any other unusable propellant remaining in the vehicle; and calculations excluding large mass quantities such as the installed engine mass. Finally, a historical comparison is made between launch vehicles on the basis of the differing calculation methodologies, while the unique mission and design requirements of the Ares V Earth Departure Stage (EDS) are examined in terms of impact to pmf

Space Launch System Upper Stage Technology Assessment

The Space Launch System (SLS) is envisioned as a heavy-lift vehicle that will provide the foundation for future beyond low-Earth orbit (LEO) exploration missions. Previous studies have been performed to determine the optimal configuration for the SLS and the applicability of commercial off-the-shelf in-space stages for Earth departure. Currently NASA is analyzing the concept of a Dual Use Upper Stage (DUUS) that will provide LEO insertion and Earth departure burns. This paper will explore candidate in-space stages based on the DUUS design for a wide range of beyond LEO missions. Mission payloads will range from small robotic systems up to human systems with deep space habitats and landers. Mission destinations will include cislunar space, Mars, Jupiter, and Saturn. Given these wide-ranging mission objectives, a vehicle-sizing tool has been developed to determine the size of an Earth departure stage based on the mission objectives. The tool calculates masses for all the major subsystems of the vehicle including propellant loads, avionics, power, engines, main propulsion system components, tanks, pressurization system and gases, primary structural elements, and secondary structural elements. The tool uses an iterative sizing algorithm to determine the resulting mass of the stage. Any input into one of the subsystem sizing routines or the mission parameters can be treated as a parametric sweep or as a distribution for use in Monte Carlo analysis. Taking these factors together allows for multi-variable, coupled analysis runs. To increase confidence in the tool, the results have been verified against two point-of-departure designs of the DUUS. The tool has also been verified against Apollo moon mission elements and other manned space systems. This paper will focus on trading key propulsion technologies including chemical, Nuclear Thermal Propulsion (NTP), and Solar Electric Propulsion (SEP). All of the key performance inputs and relationships will be presented and discussed in light of the various missions. For each mission there are several trajectory options and each will be discussed in terms of delta-v required and transit duration. Each propulsion system will be modeled, sized, and judged based on their applicability to the whole range of beyond LEO missions. Criteria for scoring will include the resulting dry mass of the stage, resulting propellant required, time to destination, and an assessment of key enabling technologies. In addition to the larger metrics, this paper will present the results of several coupled sensitivity studies. The ultimate goals of these tools and studies are to provide NASA with the most mass-, technology-, and cost-effective in-space stage for its future exploration missions

Space Launch System Mission Flexibility Assessment

The Space Launch System (SLS) is envisioned as a heavy lift vehicle that will provide the foundation for future beyond low Earth orbit (LEO) missions. While multiple assessments have been performed to determine the optimal configuration for the SLS, this effort was undertaken to evaluate the flexibility of various concepts for the range of missions that may be required of this system. These mission scenarios include single launch crew and/or cargo delivery to LEO, single launch cargo delivery missions to LEO in support of multi-launch mission campaigns, and single launch beyond LEO missions. Specifically, we assessed options for the single launch beyond LEO mission scenario using a variety of in-space stages and vehicle staging criteria. This was performed to determine the most flexible (and perhaps optimal) method of designing this particular type of mission. A specific mission opportunity to the Jovian system was further assessed to determine potential solutions that may meet currently envisioned mission objectives. This application sought to significantly reduce mission cost by allowing for a direct, faster transfer from Earth to Jupiter and to determine the order-of-magnitude mass margin that would be made available from utilization of the SLS. In general, smaller, existing stages provided comparable performance to larger, new stage developments when the mission scenario allowed for optimal LEO dropoff orbits (e.g. highly elliptical staging orbits). Initial results using this method with early SLS configurations and existing Upper Stages showed the potential of capturing Lunar flyby missions as well as providing significant mass delivery to a Jupiter transfer orbit

Complex Decision-Making Applications for the NASA Space Launch System

The Space Shuttle program is ending and elements of the Constellation Program are either being cancelled or transitioned to new NASA exploration endeavors. The National Aeronautics and Space Administration (NASA) has worked diligently to select an optimum configuration for the Space Launch System (SLS), a heavy lift vehicle that will provide the foundation for future beyond low earth orbit (LEO) large-scale missions for the next several decades. Thus, multiple questions must be addressed: Which heavy lift vehicle will best allow the agency to achieve mission objectives in the most affordable and reliable manner? Which heavy lift vehicle will allow for a sufficiently flexible exploration campaign of the solar system? Which heavy lift vehicle configuration will allow for minimizing risk in design, test, build and operations? Which heavy lift vehicle configuration will be sustainable in changing political environments? Seeking to address these questions drove the development of an SLS decision-making framework. From Fall 2010 until Spring 2011, this framework was formulated, tested, fully documented, and applied to multiple SLS vehicle concepts at NASA from previous exploration architecture studies. This was a multistep process that involved performing figure of merit (FOM)-based assessments, creating Pass/Fail gates based on draft threshold requirements, performing a margin-based assessment with supporting statistical analyses, and performing sensitivity analysis on each. This paper discusses the various methods of this process that allowed for competing concepts to be compared across a variety of launch vehicle metrics. The end result was the identification of SLS launch vehicle candidates that could successfully meet the threshold requirements in support of the SLS Mission Concept Review (MCR) milestone

Space Launch System Complex Decision-Making Process

The Space Shuttle program has ended and elements of the Constellation Program have either been cancelled or transitioned to new NASA exploration endeavors. The National Aeronautics and Space Administration (NASA) has worked diligently to select an optimum configuration for the Space Launch System (SLS), a heavy lift vehicle that will provide the foundation for future beyond low earth orbit (LEO) large-scale missions for the next several decades. From Fall 2010 until Spring 2011, an SLS decision-making framework was formulated, tested, fully documented, and applied to multiple SLS vehicle concepts at NASA from previous exploration architecture studies. This was a multistep process that involved performing figure of merit (FOM)-based assessments, creating Pass/Fail gates based on draft threshold requirements, performing a margin-based assessment with supporting statistical analyses, and performing sensitivity analysis on each. This paper focuses on the various steps and methods of this process (rather than specific data) that allowed for competing concepts to be compared across a variety of launch vehicle metrics in support of the successful completion of the SLS Mission Concept Review (MCR) milestone

Analysis of Shroud Options in Support of the Human Exploration of Mars

In support of the Mars Design Reference Architecture (DRA) 5.0, the NASA study team analyzed several shroud options for use on the Ares V launch vehicle.1,2 These shroud options included conventional "large encapsulation" shrouds with outer diameters ranging from 8.4 to 12.9 meters (m) and overall lengths of 22.0 to 54.3 meters, along with a "nosecone-only" shroud option used for Mars transfer vehicle component delivery. Also examined was a "multi-use" aerodynamic encapsulation shroud used for launch, Mars aerocapture, and entry, descent, and landing of the cargo and habitat landers. All conventional shroud options assessed for use on the Mars launch vehicles were the standard biconic design derived from the reference shroud utilized in the Constellation Program s lunar campaign. It is the purpose of this paper to discuss the technical details of each of these shroud options including material properties, structural mass, etc., while also discussing both the volume and mass of the various space transportation and surface system payload elements required to support a "minimum launch" Mars mission strategy, as well as the synergy, potential differences and upgrade paths that may be required between the Lunar and Mars mission shrouds

Next Generation Heavy-Lift Launch Vehicle: Large Diameter, Hydrocarbon-Fueled Concepts

With the passage of the 2010 NASA Authorization Act, NASA was directed to begin the development of the Space Launch System (SLS) as a follow-on to the Space Shuttle Program. The SLS is envisioned as a heavy lift launch vehicle that will provide the foundation for future large-scale, beyond low Earth orbit (LEO) missions. Supporting the Mission Concept Review (MCR) milestone, several teams were formed to conduct an initial Requirements Analysis Cycle (RAC). These teams identified several vehicle concept candidates capable of meeting the preliminary system requirements. One such team, dubbed RAC Team 2, was tasked with identifying launch vehicles that are based on large stage diameters (up to the Saturn V S-IC and S-II stage diameters of 33 ft) and utilize high-thrust liquid oxygen (LOX)/RP engines as a First Stage propulsion system. While the trade space for this class of LOX/RP vehicles is relatively large, recent NASA activities (namely the Heavy Lift Launch Vehicle Study in late 2009 and the Heavy Lift Propulsion Technology Study of 2010) examined specific families within this trade space. Although the findings from these studies were incorporated in the Team 2 activity, additional branches of the trade space were examined and alternative approaches to vehicle development were considered. Furthermore, Team 2 set out to define a highly functional, flexible, and cost-effective launch vehicle concept. Utilizing this approach, a versatile two-stage launch vehicle concept was chosen as a preferred option. The preferred vehicle option has the capability to fly in several different configurations (e.g. engine arrangements) that gives this concept an inherent operational flexibility which allows the vehicle to meet a wide range of performance requirements without the need for costly block upgrades. Even still, this concept preserves the option for evolvability should the need arise in future mission scenarios. The foundation of this conceptual design is a focus on low cost and effectiveness rather than efficiency or cutting-edge technology. This paper details the approach and process, as well as the trade space analysis, leading to the preferred vehicle concept

Integration of Augmented Reality and Neuromuscular Control Systems for Remote Vehicle Operations

Traditional remotely operated vehicles (ROV’s) require extensive setup and unnatural control systems. Integrating wearable devices as a control system, operators gain mobility and situational awareness to execute additional tasks. Analysis is conducted to understand if wearable devices connected by Internet of Things (IoT) allows for a more natural control system. A gesture recognition armband is worn around the operator’s forearm reading surface electromyography (sEMG) signals produced by their muscles to recognize hand gestures. An Augmented Reality (AR) headset overlays supplemental information on a heads-up display (HUD). IoT enables each component of the system to transmit and receive data over a network. The AR headset serves as the central processing unit, processing sEMG signals and transmitting respective commands to a ROV. The ROV acts on the received commands and transmits data, describing its actions and environment, to be displayed. A library of electrical signals that relate to hand gestures defined in US Army Publication TC3-21.60 are developed as a control set of commands. Signal processing and machine learning methods are implemented to reduce cross-talk and interference of weak sEMG signals for accurate gesture recognition. Results provide insight on the effectiveness of neuromuscular control compared to human-to-human instruction, and how wearable control systems can increase operator situational awareness