Active experiments in modifying spacecraft potential: Results from ATS-5 and ATS-6

The processing of data from onboard spacecraft instruments are described. The modification of spacecraft potentials is reviewed. Analysis of this data yielded the following results: (1) electron emission (E approximately 10 electron-volts) did not perturb the status of a satellite at low potential the absolute value of phi approximately 50 volts by more than 50 volts (the ATS 5 low energy limit), (2) emission of a low energy plasma (E approximatey 10 volts) does not change low potentials (the absolute value of phi approximately 5 volts) by more than a few volts (ATS 6 low energy resolution), (3) when ATS 6 entered eclipse in the presence of a high energy plasma (10 keV), the neutralizer suppressed any rise in the absolute value of phi (within a few volts resolution), (4) when the electron emitter on ATS 5 operated, it served to discharge negative potentials from thousands to hundreds of volts, and (5) when the neutralizer on ATS 6 was operated, it served to discharge kilovolt potentials to below 50 volts. Low altitude (100 - 300 km) experiments with KV electron beams are studied. Differential charging was eliminated by the operation of the main thruster on ATS 6 clamped on the spacecraft at -5 volts

Analysis of differential and active charging phenomena on ATS-5 and ATS-6

Spacecraft charging on the differential charging and artificial particle emission experiments on ATS 5 and ATS 6 were studied. Differential charging of spacecraft surfaces generated large electrostatic barriers to spacecraft generated electrons, from photoemission, secondary emission, and thermal emitters. The electron emitter could partially or totally discharge the satellite, but the mainframe recharged negatively in a few 10's of seconds. The time dependence of the charging behavior was explained by the relatively large capacitance for differential charging in comparison to the small spacecraft to space capacitance. A daylight charging event on ATS 6 was shown to have a charging behavior suggesting the dominance of differential charging on the absolute potential of the mainframe. Ion engine operations and plasma emission experiments on ATS 6 were shown to be an effective means of controlling the spacecraft potential in eclipse and sunlight. Elimination of barrier effects around the detectors and improving the quality of the particle data are discussed

Analysis of aerothermal loads on spherical dome protuberances

Hypersonic flow over spherical dome protuberances was investigated to determine increased pressure and heating loads to the surface. The configuration was mathematically modeled in a time-dependent three-dimensional analysis of the conservation of mass, momentum (Navier-Stokes), and energy equations. A boundary mapping technique was used to obtain a rectangular parallelepiped computational domain, a MacCormack explicit time-split predictor-corrector finite difference algorithm was used to obtain solutions. Results show local pressures and heating rates for domes one-half, one, and two boundary layer thicknesses high were increased by factors on the order of 1.4, 2, and 6, respectively. Flow over the lower dome was everywhere attached while flow over the intermediate dome had small windward and leeside separations. The higher dome had an unsteady windward separation region and a large leeside separation region. Trailing vortices form on all domes with intensity increasing with dome height. Discussion of applying the results to a thermally bowed thermal protection system are presented

Anomalously high potentials observed on ISEE

Data from two electric field experiments and from the plasma composition experiment on ISEE-1 are used to show that the spacecraft charged to close to -70 V in sunlight at 0700 UT on March 17, 1978. Data from the electron spectrometer experiment show that there was a potential barrier of -10 to -20 V about the spacecraft during this event. The potential barrier was effective in turning back emitted photoelectrons to the spacecraft. The stringent electrostatic cleanliness specifications imposed on ISEE make the presence of differential charging unlikely. Modeling of this event is required to determine if the barrier was produced by the presence of space charge

The Mass of the Convective Zone in FGK Main Sequence Stars and the Effect of Accreted Planetary Material on Apparent Metallicity Determinations

The mass of the outer convective zone in FGK main sequence stars decreases dramatically with stellar mass. Therefore, any contamination of a star's atmosphere by accreted planetary material should affect hotter stars much more than cool stars. If recent suggestions that high metal abundances in stars with planets are caused by planetesimal accretion are correct, then metallicity enhancements in earlier-type stars with planets should be very pronounced. No such trend is seen, however.Comment: Submitted ApJ Letters March 26th; accepted April 30th. 12 pages, 2 figure

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 1: Methodology, summary and conclusions

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are described in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent when conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume II contains the appendices referenced in Volume I, providing details of the experiment and the results, and the text of two reports written in support of the program

Is a standalone inertial measurement unit accurate and precise enough for quantification of movement symmetry in the horse?

Standalone ‘low-cost’ inertial measurement units (IMUs) could facilitate large-scale studies into establishing minimal important differences (MID) for orthopaedic deficits (lameness) in horses. We investigated accuracy and limits of agreement (LoA) after correction of magnitude-dependent differences of a standalone 6 degree-of-freedom IMU compared with an established IMU-based gait analysis system (MTx) in six horses for two anatomical landmarks (sacrum and sternum). Established symmetry measures were calculated from vertical displacement: symmetry index (SI), difference between minima (MinDiff) and difference between maxima (MaxDiff). For the sacrum, LoA were ± 0.095 for SI, ± 6.6 mm for MinDiff and ± 4.3 mm for MaxDiff. For the sternum, LoA values were ± 0.088 for SI, ± 5.0 mm for MinDiff and ± 4.2 mm for MaxDiff. Compared with reference data from mildly lame horses, SI values indicate sufficient precision, whereas MinDiff and MaxDiff values are less favourable. Future studies should investigate specific calibration and processing algorithms further improving standalone IMU performance

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 2: Appendices

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are discribed in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent which conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume 2 contains the appendices referenced in Volume 1, providing details of the experiment and the results, and the text of two reports written in support of the program

Space shuttle: Static stability and control investigation for the North American Rockwell delta wing (143B) and straight wing (130G) space shuttle orbiters

Wind tunnel tests of delta wind and straight wing space shuttle orbiter models to determine static stability and contro

Active experiments in modifying spacecraft potential: Results from ATS-5 and ATS-6

Instruments on ATS-5 and ATS-6 were operated to study the phenomena of spacecraft charging. The ion engine neutralizers were operated in attempts to modify the spacecraft potentials. The neutralizer on ATS-5 is a hot filament emitting electrons, while the neutralizer on ATS-6 is a low energy plasma bridge. The diagnostics used were particle detectors, counting electrons and protons as a function of energy. Operations were conducted in daylight and eclipse. This report describes the processing data from these and other operations. Only preliminary analysis of some of this data has been carried out, with the following results: (1) electron emission does not perturb the status of a low potential satellite by more than 50 volts, (2) emission of a low energy plasma does not change low potentials by more than a few volts, (3) when ATS-6 enters eclipse in the presence of a high energy plasma, the neutralizer suppresses any rise in (within a few volts resolution), (4) when the electron emitter on ATS-5 is operated, it serves to discharge negative potentials from thousands to hundreds of volts