Meteorology meets metrology: Climate research high up in the clouds

View along HALO's wing (with the aerosol instruments) above the Amazon rainforest.
Credit: Buchholz/PTB

Barely has the research aircraft HALO entered the kilometre-high clouds towering above the Brazilian rainforest than the researchers find themselves in a complete haze, but they can rely on the measuring instruments that are working at full capacity. HAI -- a new, highly accurate hygrometer of the Physikalisch-Technische Bundesanstalt (PTB) -- is aboard. The shooting star among hygrometers has been developed only recently by metrologists (metrology = the science of measurement) especially for use on board aircraft and in the clouds, but it has already been used in four research campaigns and has already clocked up more than 300 hours of active use. It is the only device worldwide that can determine precisely and simultaneously how much of the water present in the atmosphere is in the form of vapour, condensation, droplets or ice.

These data help us understand natural and anthropogenic cloud formation processes and how they influence the climate. HAI is robust enough for field use at strongly varying temperatures and pressures and it is also coupled to the international humidity scale. Furthermore, it requires no time-consuming calibration. Its unique features combine applied climate research with metrology's most demanding requirements.

HAI is an acronym that stands for Hygrometer for Atmospheric Investigations. Its latest assignment (within the scope of the ACRIDICON-CHUVA mission) took it on a large-scale expedition in which approx. 60 scientists from Germany, Israel and Brazil were involved. On board HALO, one of the most modern measurement aircraft for atmospheric research -- operated by the Deutsches Luft- und Raumfahrtzentrum (DLR -- the national aeronautics and space research centre of the Federal Republic of Germany) -- HAI again and again flew into the clouds rising above the Amazon rainforest to collect samples. The researchers wanted to find out, among other things, which influence air pollution above cities or slash-and-burn areas have on the formation of clouds.

Water is the most important greenhouse gas and plays various roles in climate development. Clouds shade and cool down the surface of Earth; at the same time, they act as an insulation layer, keeping the terrestrial thermal radiation from escaping into space. The total global water cycle is based on the humidity present in the air heating up and cooling down again. 

Furthermore, humidity values serve as a correction coefficient in many other atmospheric measurements. Water is the most influential greenhouse gas, this is a fact. But putting a figure on its influence in order to set up models on climate development is a very difficult task. Depending on how high the clouds are as well as on their exact composition (they can consist of vapour, droplets and ice in varying amounts), they can have very diverse effects. Also, the measurement of the different phases of water is a complex task as its state of matter may already be influenced decisively the moment the sample is taken: for example, water vapour can already condensate to droplets on its way to the measuring instrument due to cooling while the sample is being collected.

Scientists from PTB have solved this problem by means of the HAI multi-phase water sensor. HAI simultaneously determines how much water vapour and how much condensed water is present in the air; a robust, open and aerodynamic measuring cell located outside the aircraft body directly measures the gaseous water vapour content of the air flowing through it. Another two-channel measuring unit is located inside the aircraft, at the end of a heated sample collection tube where two sensors working independently of each other measure the total water content of the sample. The difference between the total water content measured and the result of the measurement carried out in the gaseous phase allow the content of condensed water to be determined simultaneously.

HAI is based on a special variant of TDLAS (Tunable Diode Laser Absorption Spectroscopy) which is self-calibrating. The previously required time-consuming calibration, which was excessively difficult to carry out accurately and frequently enough in the field, has, thus, become obsolete. In addition, HAI, in combination with HALO, is the first airborne fast hygrometer in use that is directly traced back to the metrological humidity scale. Contrary to most other hygrometers, it provides results with low and clearly defined measurement uncertainty, in accordance with strict metrological requirements.

Source: Physikalisch-Technische Bundesanstalt (PTB)

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Supersonic laser-propelled rockets: Hybrid approach may help power rockets, launch satellites, push future aircraft past Mach 10

The effectiveness of current laser-propulsion techniques is limited by the instability of supersonic gas flow, caused by shock waves that “choke” the inlet of the nozzle, reducing thrust. Those effects can be reduced with the help of laser ablation, redirecting the plasma plume so that it flows close to the interior walls of a supersonic nozzle and significantly improving the overall thrust.
Credit: Y.Rezunkov/IOIE

Scientists and science fiction writers alike have dreamed of aircraft that are propelled by beams of light rather than conventional fuels. Now, a new method for improving the thrust generated by such laser-propulsion systems may bring them one step closer to practical use.

The method, developed by physicists Yuri Rezunkov of the Institute of Optoelectronic Instrument Engineering, Russia and Alexander Schmidt of the Ioffe Physical Technical Institute in Saint Petersburg, Russia is described today in The Optical Society's (OSA) journal Applied Optics.

Currently, the maximum speed of a spacecraft is limited by the amount of solid or liquid fuel that it can carry. Achieving higher speeds means that more fuel must be burned -- fuel that, inconveniently, has to be carried by the craft and hefted into space. These burdensome loads can be reduced, however, if a laser -- one located at a remote location, and not actually on the spacecraft -- were used to provide additional propulsive force.

A number of systems have been proposed that can produce such laser propulsion. One of the most promising involves a process called laser ablation, in which a pulsed laser beam strikes a surface, heats it up, and burns off material to create what is known as a plasma plume -- a column of charged particles that flow off the surface. The outflowing of that plasma plume -- essentially, exhaust -- generates additional thrust to propel the craft.

In their Applied Optics paper, Rezunkov and Schmidt describe a new system that integrates a laser-ablation propulsion system with the gas blasting nozzles of a spacecraft. Combining the two systems, the researchers found, can increase the speed of the gas flow out of the system to supersonic speeds while reducing the amount of burned fuel.

The researchers show that the effectiveness of current laser-propulsion techniques is limited by factors including the instability of supersonic gases as they flow through the gas nozzle, as well as the production of shock waves that "choke" the inlet of the nozzle, reducing thrust. But those effects can be reduced with the help of a laser-ablation plasma plume that is redirected so that it will flow close to the interior walls of the nozzle. Coupling the ablation jet with supersonic gas flow through the nozzle, they find, significantly improves the overall thrust generated by the nozzle.

"Summarizing the data obtained, we can forecast the application of the supersonic laser propulsion techniques not only for launching small satellites to Earth orbits but also for additional acceleration of supersonic aircraft to achieve Mach 10 and more," Rezunkov said.

Source: The Optical Society

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Law of physics governs airplane 'evolution': Constructal law explains progression of passenger jets, sets guidelines for future aircraft

This graph shows how -- as the years have passed -- bigger and bigger airplanes have joined the ranks of their behemoth brothers. Credit: Adrian Bejan

Researchers believe they now know why the supersonic trans-Atlantic Concorde aircraft went the way of the dodo -- it hit an evolutionary cul-de-sac.

In a new study, Adrian Bejan, professor of mechanical engineering and materials science at Duke University, shows that a law of physics he penned more than two decades ago helps explain the evolution of passenger airplanes from the small, propeller-driven DC-3s of yore to today's behemoth Boeing 787s. The analysis also provides insights into how aerospace companies can develop successful future designs.

The Concorde, alas, was too far from the curve of these good designs, Bejan says. The paper appears online July 22, in the Journal of Applied Physics.

"The evolution of Earth's species occurred on a timescale far too large for humans to witness," said Bejan. "But the evolution of our use of technology and airplanes to transport people and goods has taken place in little more than a single lifetime, making it visible to those who look. Evolution is a universal phenomenon encompassing technology, river basins and animal design alike, and it is rooted in physics as the constructal law."

The constructal law was developed by Bejan in 1996 and states that for a system to survive, it must evolve to increase its access to flow. For example, the human vascular system has evolved to provide blood access to flow through a network of a few large arteries and many small capillaries. River systems, tree branches and modern highway and road networks show the same forces at work, he says.

In the case of commercial aircraft, designs have evolved to allow more people and goods to flow across the face of Earth. Constructal law has also dictated the main design features needed for aircraft to succeed; the engine mass has remained proportional to the body size, the wing size has been tied to the fuselage length, and the fuel load has grown in step with the total weight.

"The same design features can be seen in any large land animal," said Bejan. "Larger animals have longer lifespans and travel farther distances, just as passenger airplanes have been designed to do. For example, the ratio of the engine to aircraft size is analogous to the ratio of a large animal's total body size to its heart, lungs and muscles."

To apply his theories to airplane design, Bejan teamed up with Jordan Charles, a researcher and development engineer, and Sylvie Lorente, a professor of civil engineering at the University of Toulouse, to mine the historical databases of successful commercial aircraft. As they plotted thousands of statistics including year of introduction, size, cruising speed, engine weight, fuel weight, range, wingspan and fuselage length, many patterns began to emerge.

But two in particular stood out.

In one chart, a clear curve tracks the increasing size of commercial airplanes through nearly a century of aviation. As time moves on, new commercial airliners come in all sizes but the biggest are joined by even bigger models. In another chart, the line that best tracks the relationship of body mass to airplane speeds is nearly identical to mass and speed statistics from various mammals, lizards, birds, insects and more. Evolutionary constraints found in nature, in other words, can be seen at work in the airline industry.

There was, however, one outlier on the chart -- the Concorde.

"The Concorde was too far off from the ratios that evolution has produced in passenger jets," explained Bejan, who points out that the doomed aircraft had limited passenger capacity, a low mass-to-velocity ratio, an off-the-charts fuselage-to-wingspan ratio, massive engines and poor fuel economy. "It would have had to adhere to the constructal design rules to succeed."

Bejan said this analysis shows that the aviation industry has done well with its designs over the decades, and that the trends dominating the industry are indeed the most efficient. They also reveal the general design parameters that future passenger aircraft should follow to succeed economically.

"This study gives the rough sketch of what airplane designs will put you in the game," said Bejan. "For design companies, it is money in the bank."

Jose Camberos, research aerospace engineer and lead of design space exploration at the Multidisciplinary Science & Technology Center of the Air Force Research Laboratory at Wright-Patterson Air Force Base in Dayton, Ohio, said that the work will hopefully give the field better insight into where the design of airplanes is going.

"There is definitely an analogy to be understood and articulated to explain why engines and airplanes are sized the way they currently are and how that has evolved," said Camberos, who was not involved with this study. "By looking at the development of aircraft in a larger context in these terms, it may be possible to gain insights into how best to achieve what nature has been able to accomplish already."

Source: Duke University

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Seeking reality in the future of aeronautical simulation

This CFD visualization required a NASA supercomputer to handle the intensive calculations. It shows a mesh adaptation used to simulate a transport aircraft in a high-lift configuration. Credit: NASA / Elizabeth Lee-Rausch, Michael Park

The right tool for the job. It's a platitude that is as true for garage tinkerers as it is for the NASA aeronautical innovators who are helping to design future airliners that will cut fuel consumption, reduce polluting emissions and fly more quietly.

Yet at least in one area -- namely computational fluid dynamics, or CFD -- the design tools that helped give us the modern airliners flying today are not expected to be up to the challenge in the future without some serious upgrades.

This was the finding of a report recently released by NASA called "CFD Vision 2030 Study: A Path to Revolutionary Computational Aerosciences." It came out of a one-year study funded by NASA that included Boeing, Pratt & Whitney, Stanford University, The Massachusetts Institute of Technology, The University of Wyoming and The National Center for Supercomputing Applications.

The dilemma is that today's CFD, which simulates airflow around an airplane and through its jet engines, is largely designed to deal with aircraft with traditional tube and wing configurations that everyone is used to. And even then CFD's full effectiveness through all phases of flight is limited.

But future aircraft designs routinely flying during the 2030's may look very different from today's airliners in order to deliver on the promises of reduced fuel burn, noise and emissions.

Wings may be longer and skinnier and held up, or braced, by trusses. Aircraft hulls may be broader and flatter or have more pointed noses. Jet engines may be mounted on the top of the aircraft. Or the joint between a wing and the body may be blended into a seamless contour.

Understanding the physics behind how all of these new variables will affect airflow during all phases of flight, and then finding a way to model that in a computer simulation and validate the CFD is accurate, are the challenges facing NASA's computer experts right now.

"If we can get more physics into the models we're using with our CFD, we'll have a more general tool that can attack not only off-design conditions of conventional tube and wing aircraft, but it also will do better with the different looking configurations of the future," said Mike Rogers, an aerospace engineer at NASA's Ames Research Center in California.

Data from wind-tunnel testing of these new aircraft designs as they come along will help refine the CFD algorithms. The overarching goal is to improve the entire suite of testing capabilities -simulation, ground and flight test -- to provide a more effective, comprehensive toolbox for designers to use to advance the state of the art more quickly.

"It's an iterative process," Rogers said. "We need to continually assess how well our tools are working so we know whether they are adequate or not."

In the meantime, even as NASA's CFD experts work down a path toward their long-range future goals of 2030 -- advancements made possible only because of vast leaps in computer processing speed and power -- their first step is to meet a set of more immediate technical challenges as soon as 2017.

The first stepping-stone goal is to reduce by 40 percent the error in computing several flow phenomena for which current models fail to make accurate predictions; these flow features are likely to be encountered on some of the new aircraft configurations now being studied.

The report highlighted the need for upgrading not only the CFD algorithms, but also discussed how those new algorithms must be written to take advantage of the ever-increasing speed and complexity of future supercomputers.

Source: nasa

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Aircraft wings that change their shape in flight can help to protect the environment

Aircraft wings that change their shape in flight can help to protect the environment. Simulation of a flex module. Credit: © Fraunhofer IFAM

A top priority for any airline is to conserve as much fuel as possible -- and this helps to protect the environment. The EU project SARISTU aims to reduce kerosene consumption by six percent, and integrating flexible landing devices into aircraft wings is one step towards that target. Researchers will be showcasing this concept alongside other prototypes at the ILA Berlin Air Show from May 20-25.

Airport congestion has reached staggering levels as some 2.2 billion people a year take to the skies for business or pleasure. As their numbers grow and more jets add to pollution in the atmosphere, the drawbacks to the popularity of flying become obvious. This has encouraged airlines, aircraft manufacturers and researchers to pull together to reduce airliners' kerosene consumption and contribute to protecting the environment. One effort in this direction is the EU's SARISTU project, short for Smart Intelligent Aircraft Structures.

Landing flaps that change their shape

While birds are able to position their feathers to suit the airflow, aircraft wing components have so far only been rigid. As the name suggests, landing flaps at the trailing edge of the wing are extended for landing. This flap, too, is rigid, its movement being limited to rotation around an axis. This is set to change in the SARISTU project. "Landing flaps should one day be able to adjust to the air flow and so enhance the aerodynamics of the aircraft," explains Martin Schüller, researcher at the Fraunhofer Institute for Electronic Nano Systems ENAS in Chemnitz. A mechanism that alters the landing flap's shape to dynamically accommodate the airflow has already been developed by the consortium partners. Algorithms to control the required shape modifications in flight were programmed by ENAS, in collaboration with colleagues from the Italian Aerospace Research Center (CIRA) and the University of Naples.

The mechanism that allows the landing flap to change shape can only function if the skin of the landing flap can be stretched as it moves, a problem tackled by researchers from the Fraunhofer Institute for Manufacturing Technology and Advanced Materials IFAM in Bremen. "We've come up with a silicon skin with alternate rigid and soft zones," reveals Andreas Lühring from Fraunhofer IFAM. "There are five hard and three soft zones, enclosed within a silicon skin cover extending over the top."

The mechanism sits underneath the soft zones, the areas that are most distended. While the novel design is noteworthy, it is the material itself that stands out, since the flexible parts are made of elastomeric foam that retain their elasticity even at temperatures ranging from minus 55 to 80 degrees Celsius.

Four 90-centimeter-long prototypes -- two of which feature skin segments -- are already undergoing testing. Does the mechanism work? Are the forces being transferred correctly? These are questions for upcoming tests in the wind tunnel. Scientists will be showcasing the prototype at the ILA Berlin Air Show from May 20 -- 25.

Maneuverable wingtips

A single improvement won't be enough to cut kerosene consumption by six percent. Since a variety of measures are needed, scientists from Fraunhofer IFAM are participating in a second subproject focusing on the wingtip. Here the SARISTU consortium has developed a tab that forms part of the wing tip and changes shape during flight to keep air resistance as low as possible. Any gap between the flap and the fixed aircraft wing would cancel out any positive effect. "This led us to develop an elastic connecting element, and this work already covers everything from the chemical makeup to the process technology and manufacture of the component," says Lühring. Like the landing tab, this component retains its elasticity at temperatures ranging from minus 55 to 80 degrees Celsius, and it easily copes with the high wind speeds involved. Researchers will be showcasing the prototype at the ILA Berlin Air Show.

Funding

This project has received funding from the European Union's Seventh Framework Programme for research, technological development and demonstration under grant agreement no 284562.

Source: Fraunhofer-Gesellschaft

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Synthetic biology for space exploration

Microbial-based biomanufacturing could be transformative once explorers arrive at an extraterrestrial site. Credit: Image courtesy of Royal Academy Interface

Does synthetic biology hold the key to manned space exploration of the Moon and Mars? Berkeley Lab researchers have used synthetic biology to produce an inexpensive and reliable microbial-based alternative to the world's most effective anti-malaria drug, and to develop clean, green and sustainable alternatives to gasoline, diesel and jet fuels. In the future, synthetic biology could also be used to make manned space missions more practical.

"Not only does synthetic biology promise to make the travel to extraterrestrial locations more practical and bearable, it could also be transformative once explorers arrive at their destination," says Adam Arkin, director of Berkeley Lab's Physical Biosciences Division (PBD) and a leading authority on synthetic and systems biology.

"During flight, the ability to augment fuel and other energy needs, to provide small amounts of needed materials, plus renewable, nutritional and taste-engineered food, and drugs-on-demand can save costs and increase astronaut health and welfare," Arkin says. "At an extraterrestrial base, synthetic biology could make even more effective use of the catalytic activities of diverse organisms."

Arkin is the senior author of a paper in the Journal of the Royal Society Interface that reports on a techno-economic analysis demonstrating "the significant utility of deploying non-traditional biological techniques to harness available volatiles and waste resources on manned long-duration space missions." The paper is titled "Towards Synthetic Biological Approaches to Resource Utilization on Space Missions." The lead and corresponding author is Amor Menezes, a postdoctoral scholar in Arkin's research group at the University of California (UC) Berkeley. Other co-authors are John Cumbers and John Hogan with the NASA Ames Research Center.

One of the biggest challenges to manned space missions is the expense. The NASA rule-of-thumb is that every unit mass of payload launched requires the support of an additional 99 units of mass, with "support" encompassing everything from fuel to oxygen to food and medicine for the astronauts, etc. Most of the current technologies now deployed or under development for providing this support are abiotic, meaning non-biological. Arkin, Menezes and their collaborators have shown that providing this support with technologies based on existing biological processes is a more than viable alternative.

"Because synthetic biology allows us to engineer biological processes to our advantage, we found in our analysis that technologies, when using common space metrics such as mass, power and volume, have the potential to provide substantial cost savings, especially in mass," Menezes says.

In their study, the authors looked at four target areas: fuel generation, food production, biopolymer synthesis, and pharmaceutical manufacture. They showed that for a 916 day manned mission to Mars, the use of microbial biomanufacturing capabilities could reduce the mass of fuel manufacturing by 56-percent, the mass of food-shipments by 38-percent, and the shipped mass to 3D-print a habitat for six by a whopping 85-percent. In addition, microbes could also completely replenish expired or irradiated stocks of pharmaceuticals, which would provide independence from unmanned re-supply spacecraft that take up to 210 days to arrive.

"Space has always provided a wonderful test of whether technology can meet strict engineering standards for both effect and safety," Arkin says. "NASA has worked decades to ensure that the specifications that new technologies must meet are rigorous and realistic, which allowed us to perform up-front techno-economic analysis."

The big advantage biological manufacturing holds over abiotic manufacturing is the remarkable ability of natural and engineered microbes to transform very simple starting substrates, such as carbon dioxide, water biomass or minerals, into materials that astronauts on long-term missions will need. This capability should prove especially useful for future extraterrestrial settlements.

"The mineral and carbon composition of other celestial bodies is different from the bulk of Earth, but the earth is diverse with many extreme environments that have some relationship to those that might be found at possible bases on the Moon or Mars," Arkin says. "Microbes could be used to greatly augment the materials available at a landing site, enable the biomanufacturing of food and pharmaceuticals, and possibly even modify and enrich local soils for agriculture in controlled environments."

The authors acknowledge that much of their analysis is speculative and that their calculations show a number of significant challenges to making biomanufacturing a feasible augmentation and replacement for abiotic technologies. However, they argue that the investment to overcome these barriers offers dramatic potential payoff for future space programs.

"We've got a long way to go since experimental proof-of-concept work in synthetic biology for space applications is just beginning, but long-duration manned missions are also a ways off," says Menezes. "Abiotic technologies were developed for many, many decades before they were successfully utilized in space, so of course biological technologies have some catching-up to do. However, this catching-up may not be that much, and in some cases, the biological technologies may already be superior to their abiotic counterparts."

This research was supported by the National Aeronautics and Space Administration (NASA) and the University of California, Santa Cruz.

Source: DOE/Lawrence Berkeley National Laboratory

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Breezy science, plant studies and more head to space station on SpaceX-4

This Artist's rendering of the ISS-RapidScat instrument (inset), will measure ocean surface wind speed and direction and help improve weather forecasts. It will be installed on the end of the station's Columbus laboratory. Credit: NASA/JPL-Caltech/Johnson Space Center

Imagine a dragon flying through the heavens on mighty, outstretched wings. The majestic beast knows the currents of winds and how to harness their power as it soars above the clouds. SpaceX's real Dragon -- the company's spacecraft that transports supplies and science to the International Space Station (ISS) -- will deliver, and later return, new technology, biology and biotechnology and Earth and space science research to the orbiting outpost.

One of the new Earth science investigations heading into orbit is the ISS-Rapid Scatterometer (ISS-RapidScat). ISS-RapidScat monitors ocean winds from the vantage point of the space station. This space-based scatterometer is a remote sensing instrument that uses radar pulses reflected from the ocean's surface at different angles to calculate surface wind speed and direction. This information will be useful for weather forecasting and hurricane monitoring.

"We'll be able to see how wind speed changes with the time of day," said Ernesto Rodríguez, principal investigator for ISS-RapidScat at NASA's Jet Propulsion Laboratory in Pasadena, California. "ISS-RapidScat will link together all previous and current scatterometer missions, providing us with a more complete picture of how ocean winds change. Combined with data from the European ASCAT scatterometer mission, we'll be able to observe 90 percent of Earth's surface at least once a day, and in many places, several times a day."

In addition to improving weather models, RapidScat enhances measurements from other international scatterometers by cross-checking their data. Due to its unique orbit, RapidScat will observe different parts of the planet at different times of day. This allows the instrument to track the effects of the sun on ocean winds as the day progresses. Because the instrument reuses leftover hardware originally built to test parts of the now inoperable NASA QuikScat scatterometer, this investigation demonstrates a unique way to replace an instrument aboard an aging satellite.

New biomedical hardware launching on SpaceX's fourth commercial resupply mission to the space station will facilitate prolonged biological studies in microgravity. The Rodent Research Hardware and Operations Validation (Rodent Research-1) investigation provides a platform for long-duration rodent experiments in space. These experiments examine how microgravity affects animals, providing information relevant to human spaceflight, discoveries in basic biology and knowledge that may have direct impact toward human health on Earth. Rodent Research-1 tests the operational capabilities of the new hardware system, including the transporter, rodent habitat and access unit.

Because rodents experience developmental stages and aging processes more quickly than humans, they make ideal research model organisms to infer information about disease development and progression in humans. Model organisms are non-human species with characteristics that allow them easily to be maintained, reproduced and studied in a laboratory.

"In the coming years, rodent studies conducted aboard the space station will gather foundational data that will help advance human space exploration and provide new opportunities to improve quality of life on Earth," said Ruth Globus, Ph.D., Rodent Research Project scientist and researcher in the Space Biosciences Division at NASA's Ames Research Center in Moffett Field, California.

Another biological research investigation aboard Dragon includes a new plant study. The Biological Research in Canisters (BRIC) hardware has supported a variety of plant growth experiments aboard the space station. The BRIC-19 investigation, the first to collect data for the geneLAB research platform, will focus on the growth and development of Arabidopsis thaliana seedlings in microgravity. A. thaliana is a small flowering plant related to cabbage, and its genetic makeup is simple and well-understood by the plant biology community. This knowledge offers easy recognition of any changes that occur as a result of microgravity adaptation.

Plant development on Earth is impacted by mechanical forces such as wind or a plant's own weight. Researchers hope to get a better understanding of how the growth responses of plants are altered by the absence of these forces when grown in microgravity.

The BRIC hardware helps to maximize research and minimize space and crew time since it does not use power to operate and the canister is the size of a bread box. This study may add to the collective body of knowledge about basic plant growth phenomena and could help improve farming practices on Earth.

In addition to Earth and biological science studies, several new technology demonstrations are making their way to the space station. One of those, known as the Special Purpose Inexpensive Satellite, or SpinSat, will test how a small satellite moves and positions itself in space using new thruster technology. It will launch into orbit from the space station through the new Cyclops small satellite deployer, also known as the Space Station Integrated Kinetic Launcher for Orbital Payload Systems (SSIKLOPS).

SpinSat is a spherical satellite measuring 22 inches in diameter. It will test advanced thruster technology that uses a new class of non-pyrotechnic materials known as Electrically-Controlled Solid Propellants (ESP). ESPs are ignited only by electric current.

Researchers can use high-resolution atmospheric data captured by SpinSat to determine the density of the thermosphere, one of the uppermost layers of the atmosphere. With better knowledge of the thermosphere, engineers and scientists can refine satellite and telecommunications technology.

Another new technology demonstration catching a ride on the Dragon is the 3-D Printing In Zero-G Technology Demonstration (3-D Printing In Zero-G), which will be the first ever 3-D printer in space. Additive manufacturing could enable parts to be manufactured quickly and cheaply in space, instead of waiting for the next cargo resupply vehicle delivery. The research team also can gain valuable insight into improving 3-D printing technology on Earth by demonstrating it in microgravity.

With so many new investigations that directly impact human life, this Dragon's delivery is helping the space station make discoveries off the Earth, for the Earth.

Source: Nasa

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CASIS research set for launch aboard SpaceX mission to space station

The Bone Densitometer developed by Techshot, Inc. will enable X-ray testing for research studies aboard the International Space Station. Credit: CASIS

This fall marks another commercial cargo flight to the International Space Station. In September, SpaceX's Dragon spacecraft is scheduled to blast off to the orbital laboratory carrying supplies and investigations as part of the company's fourth contracted mission to the complex.

Included in the cargo will be the third suite of research investigations sponsored by the Center for the Advancement of Science in Space (CASIS). With the role of managing the U.S. National Laboratory on the space station, CASIS is responsible for brokering and facilitating research investigations on the station with clear Earth applications and benefits.

The latest collection of CASIS-sponsored research, termed Advancing Research Knowledge (ARK)-2, centers heavily on life sciences. Studies include those focused on drug development, disease understanding and validation testing. Each investigation will use the unique conditions aboard the space station to advance researchers' understanding in those areas of study.

Additionally, CASIS and NASA have partnered with Techshot Inc., of Greenville, Indiana, to develop a new hardware device capable of assisting with research that may improve understandings of muscle wasting and diseases like osteoporosis.

The CASIS-sponsored hardware and life science investigations destined for the space station's national laboratory include the Bone Densitometer, which will be the first X-ray machine installed on the space station. A joint project between CASIS, NASA and Techshot, the facility will be instrumental in conducting rodent research on station. The Bone 

Densitometer will allow astronauts to examine bone density of model organisms in space through the use of Dual-Energy X-ray Absorptiometry (DEXA) technology. In short, researchers will be able to assess bone density loss by measuring energy levels absorbed by bones via the device.

The Rodent Research-1 investigation kicks off a series of NASA and CASIS-sponsored investigations focused on rodent research aboard the space station. The study will be the first to use the Bone Densitometer in an effort to help scientists examine the effects of long duration spaceflight. There are numerous applications to these investigations including studying bone loss, muscle atrophy and cardiovascular anomalies. However, the primary focus of this inaugural mission will be to assess the operational capabilities of the new hardware designed for these investigations.

The Drug Metabolism study will assist researchers in the area of drug development and human biology. This investigation is led by a scientist from the U.S. Department of Veteran Affairs, Dr. Timothy Hammond, who is looking to study yeast cells in microgravity. The goal of this investigation is to explore the changes in these cells in space to improve drug development for various diseases, including cancer therapeutics.

The Protein Crystal Optimization study is an investigation aiming to leverage the unique location of the space station to examine the internal structure of three medically important proteins. The space environment should allow researchers to grow the selected protein crystals to an optimal size and quality to allow for closer examination via neutron diffraction. This protein crystal growth in microgravity may reveal new characteristics that are masked by gravity on Earth. By studying these three proteins, medically relevant to salmonella infection, peptic ulcer disease, and biomarkers for heart attack and liver disease, researchers can apply insights towards improved treatments.

A New Era In Commercial Use of the Space Station

The space station's national laboratory affords researchers the ability to conduct experiments in a distinctive environment with factors and variables that are near impossible to replicate on the ground. With access to our nation's only orbiting laboratory, CASIS works with new and non-traditional users to take advantage of this resource. A great example of novel commercial research heading to station is the Cobra Puma Golf investigation.

The Cobra Puma Golf-electroplating investigation, also launching aboard SpaceX, is a materials science investigation sponsored by CASIS in collaboration with COBRA PUMA Golf (CPG). The CPG research and development team will examine the impacts of microgravity on electroplating -- the process of coating a metallic surface using an electric current. The study will test a variety of coating substances on materials used in golf equipment manufacturing. The insight gained from this investigation will aid CPG in identifying improved material development techniques.

CPG's project is another example of a commercial user leveraging the capabilities of the ISS National Lab to advance ground research. Through brokering research investigations with commercial companies, CASIS hopes to demonstrate the space station is not only a test-bed for groundbreaking research and development, but a unique laboratory that can help differentiate investigations initiatives from ground-based studies.

The mission is another milestone for the space community, showcasing how commercial endeavors can work hand-in-hand with research goals. The studies of ARK-2 exemplify the diverse possibilities for the space station and users of the research platform. From commercial launch providers that transport investigations to space, to commercial researchers looking to use the national laboratory, science in space is good for life on Earth.

Source: NASA

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Technology innovations spin NASA's SMAP into space

Artist's rendering of the SMAP instrument. Credit: NASA

It's active. It's passive. And it's got a big, spinning lasso.

Scheduled for launch on Jan. 29, 2015, NASA's Soil Moisture Active Passive (SMAP) instrument will measure the moisture lodged in Earth's soils with an unprecedented accuracy and resolution. The instrument's three main parts are a radar, a radiometer and the largest rotating mesh antenna ever deployed in space.

Remote sensing instruments are called "active" when they emit their own signals and "passive" when they record signals that already exist. The mission's science instrument ropes together a sensor of each type to corral the highest-resolution, most accurate measurements ever made of soil moisture -- a tiny fraction of Earth's water that has a disproportionately large effect on weather and agriculture.

To enable the mission to meet its accuracy needs while covering the globe every three days or less, SMAP engineers at NASA's Jet Propulsion Laboratory in Pasadena, California, designed and built the largest rotating antenna that could be stowed into a space of only one foot by four feet (30 by 120 centimeters) for launch. The dish is 19.7 feet (6 meters) in diameter.

"We call it the spinning lasso," said Wendy Edelstein of NASA's Jet Propulsion Laboratory, Pasadena, California, the SMAP instrument manager. Like the cowboy's lariat, the antenna is attached on one side to an arm with a crook in its elbow. It spins around the arm at about 14 revolutions per minute (one complete rotation every four seconds). The antenna dish was provided by Northrop Grumman Astro Aerospace in Carpinteria, California. The motor that spins the antenna was provided by the Boeing Company in El Segundo, California.

"The antenna caused us a lot of angst, no doubt about it," Edelstein noted. Although the antenna must fit during launch into a space not much bigger than a tall kitchen trash can, it must unfold so precisely that the surface shape of the mesh is accurate within about an eighth of an inch (a few millimeters).

The mesh dish is edged with a ring of lightweight graphite supports that stretch apart like a baby gate when a single cable is pulled, drawing the mesh outward. "Making sure we don't have snags, that the mesh doesn't hang up on the supports and tear when it's deploying -- all of that requires very careful engineering," Edelstein said. "We test, and we test, and we test some more. We have a very stable and robust system now."

SMAP's radar, developed and built at JPL, uses the antenna to transmit microwaves toward Earth and receive the signals that bounce back, called backscatter. The microwaves penetrate a few inches or more into the soil before they rebound. Changes in the electrical properties of the returning microwaves indicate changes in soil moisture, and also tell whether or not the soil is frozen. Using a complex technique called synthetic aperture radar processing, the radar can produce ultra-sharp images with a resolution of about half a mile to a mile and a half (one to three kilometers).

SMAP's radiometer detects differences in Earth's natural emissions of microwaves that are caused by water in soil. To address a problem that has seriously hampered earlier missions using this kind of instrument to study soil moisture, the radiometer designers at NASA's Goddard Space Flight Center, Greenbelt, Maryland, developed and built one of the most sophisticated signal-processing systems ever created for such a scientific instrument.

The problem is radio frequency interference. The microwave wavelengths that SMAP uses are officially reserved for scientific use, but signals at nearby wavelengths that are used for air traffic control, cell phones and other purposes spill over into SMAP's wavelengths unpredictably. Conventional signal processing averages data over a long time period, which means that even a short burst of interference skews the record for that whole period. The Goddard engineers devised a new way to delete only the small segments of actual interference, leaving much more of the observations untouched.

Combining the radar and radiometer signals allows scientists to take advantage of the strengths of both technologies while working around their weaknesses. "The radiometer provides more accurate soil moisture but a coarse resolution of about 40 kilometers [25 miles] across," said JPL's Eni Njoku, a research scientist with SMAP. "With the radar, you can create very high resolution, but it's less accurate. To get both an accurate and a high-resolution measurement, we process the two signals together."

SMAP will be the fifth NASA Earth science mission launched within the last 12 months.
For more about the SMAP mission, visit: http://www.nasa.gov/smap/
NASA monitors Earth's vital signs from space, air and land with a fleet of satellites and ambitious airborne and ground-based observation campaigns. NASA develops new ways to observe and study Earth's interconnected natural systems with long-term data records and computer analysis tools to better see how our planet is changing. The agency shares this unique knowledge with the global community and works with institutions in the United States and around the world that contribute to understanding and protecting our home planet.

Source: nasa

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Successful launch of NASA's Orion spacecraft heralds first step on journey to Mars

The United Launch Alliance Delta IV Heavy rocket, with NASA's Orion spacecraft mounted atop, lifts off from Cape Canaveral Air Force Station's Space Launch Complex 37 at at 7:05 a.m. EST, Friday, Dec. 5. Credit: NASA/Bill Ingalls

NASA marked a critical step on the journey to Mars with its Orion spacecraft during a roaring liftoff into the dawn sky over eastern Florida on Friday, Dec. 5, 2014, aboard a Delta IV Heavy rocket.

Once on its way, the Orion spacecraft accomplished a series of milestones as it jettisoned a set of fairing panels around the service module before the launch abort system tower pulled itself away from the spacecraft as planned.

The spacecraft and second stage of the Delta IV rocket settled into an initial orbit about 17 minutes after liftoff. Flight controllers put Orion into a slow roll to keep its temperature controlled while the spacecraft flew through a 97-minute coast phase.

The cone-shaped spacecraft did not carry anyone inside its cabin but is designed to take astronauts farther into space than ever before in the future.

Orion's first flight test is expected to be one for the books: the first mission since Apollo to carry a spacecraft built for humans to deep space, the first time NASA's next-generation spacecraft is tested against the challenges of space, and the first operational test of a heat shield strong enough to protect against 4,000-degree temperatures.

From today's launch on a gigantic United Launch Alliance Delta IV Heavy from Florida to the expected splashdown under billowing parachutes, the mission will test many of the riskiest events Orion will see when it sends astronauts to an asteroid and onward toward Mars in the future.

"Orion is the exploration spacecraft for NASA, and paired with the Space Launch System, or SLS, rocket it will allow us to explore the solar system," said Mark Geyer, program manager of Orion, which is based at Johnson Space Center in Houston.

While the Delta IV Heavy will send Orion on its flight test, SLS will launch the spacecraft on future missions.

NASA's Orion program has arrived at a fulcrum point that will tell its designers and builders how it stacks up technically. It also will show that NASA is ready to take the next step on its journey into deep space -- and ultimately to Mars.

So even though Orion is poised for a mere 4 1/2-hour, two-orbit mission without anyone on board, the cone-shaped craft needs to perform its roster of tasks well, including an all-important descent through Earth's atmosphere and splashdown.

"Really, we're going to test the riskiest parts of the mission," Geyer said. "Ascent, entry and things like fairing separations, Launch Abort System jettison, the parachutes plus the navigation and guidance -- all those things are going to be tested. Plus we'll fly into deep 

space and test the radiation effects on those systems."

The flight test began at Space Launch Complex 37 at Cape Canaveral Air Force Station.

The second stage will ignite again about two hours into the flight to send Orion through the Van Allen radiation belts and to a peak altitude of 3,609 miles, some 15 times higher than the International Space Station. This is going to be a key point in the test flight as instruments inside Orion record the radiation doses inside the cabin -- critical data for mission planners considering the best way to safely send astronauts into deep space in the future. Orion's cameras will be turned off during its passes through the belts to protect them.

Three hours, 23 minutes into flight, the Orion crew module will fly on its own following separation from its service module and the Delta IV Heavy second stage. The spacecraft will be aimed at Earth's atmosphere and it will be up to Orion's onboard computers to set the spacecraft in the right position so its base heat shield can bear the brunt of the intense reentry heat.

Hitting the atmosphere at 20,000 mph four hours and 13 minutes after launch, Orion will encounter about 80 percent of the heat it would endure during a return from lunar orbit with astronauts aboard. Ground controllers will lose contact with Orion for 2 1/2 minutes during reentry when the spacecraft is surrounded by plasma. They should regain communications with the craft just before the forward bay cover is jettisoned in a process that will begin the parachute deployment. After about four hours, 23 minutes, Orion will be bobbing in the Pacific Ocean off the coast of Baja California as recovery forces move in.

Teams from NASA's Ground Systems Development and Operations Program based at Kennedy will work with U.S. Navy and Orion prime contractor Lockheed Martin personnel to bring the spacecraft into the well deck of the USS Anchorage, an amphibious ship with a protective enclosure that will allow Orion to basically float onboard without having to be lifted by a crane. A second ship, the USNS Salvor, also will be on hand as a backup.

Many aspects of the mission point to a future as ambitious as any time in NASA's 50-plus-year history.

With lessons learned from Orion's flight test, NASA can improve the spacecraft's design 

while building the first Space Launch System rocket, a heavy booster with enough power to send the next Orion to a distant retrograde orbit around the moon for Exploration Mission-

1. Following that, astronauts are gearing up to fly Orion on the second SLS rocket on a mission that will return astronauts to deep space for the first time in more than 40 years. 

These adventures will set NASA up for future human missions to an asteroid and even on the journey to Mars.

"To be able to even think about going to an asteroid and to be able to think about this kind of exploration, that's very exciting," Kennedy Space Center Director Bob Cabana said. "I think there's a genuine, positive atmosphere, and I don't think it's confined to just Kennedy. You go across all the NASA centers and I think the team is really excited about the future."

And while all that work is happening on the ground, astronauts on the International Space Station will continue the groundbreaking research that is already adding to humanity's understanding of everything from long-duration spaceflight to the continued experimentation on products and processes that improve life on Earth.

None of those plans has caused NASA or Lockheed Martin, which is operating this flight test, to look past the crucial steps needed to make this mission a success.

Lockheed Martin assembled the spacecraft in the high bay at the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, a facility recently named for Neil Armstrong, first man to walk on the moon.

While the mission is expected to make a huge impact on the way the next Orion is built, many lessons from the buildup of this spacecraft are already being incorporated in the planning for the next one, Geyer said.

"This has shown it's a good design, it's a good mission and now it's time to go fly," Geyer said.

Source: NASA

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Gecko grippers get a microgravity test flight

Scientists at NASA's Jet Propulsion Laboratory in Pasadena, California, are working on adhesive gripping tools that could grapple objects such as orbital debris or defunct satellites that would otherwise be hard to handle.
Credit: Image courtesy of NASA/Jet Propulsion Laboratory

There are no garbage trucks equipped to leave the atmosphere and pick up debris floating around Earth. But what if we could send a robot to do the job?

Scientists at NASA's Jet Propulsion Laboratory in Pasadena, California, are working on adhesive gripping tools that could grapple objects such as orbital debris or defunct satellites that would otherwise be hard to handle.

The gecko gripper project was selected for a test flight through the Flight Opportunities Program of NASA's Space Technology Mission Directorate. As a test, researchers used the grippers in brief periods of weightlessness aboard NASA's C-9B parabolic flight aircraft in August.

"Orbital debris is a serious risk to spacecraft, including the International Space Station," said Aaron Parness, a JPL robotics researcher who is the principal investigator for the grippers. "This is definitely a problem we're going to have to deal with. Our system might one day contribute to a solution."

The gripping system developed by Parness and colleagues was inspired by geckos, lizards that cling to walls with ease. Geckos' feet have branching arrays of tiny hairs, the smallest of which are hundreds of times thinner than a human hair. This system of hairs can conform to a rough surface without a lot of force. Although researchers cannot make a perfect replica of the gecko foot, they have put "hair" structures on the adhesive pads of the grippers.

The synthetic hairs, also called stalks, are wedge-shaped and have a slanted, mushroom-shaped cap. When the gripping pad lightly touches part of an object, only the very tips of the hairs make contact with that surface.

"The stickiness of the grippers can be turned on and off, by changing the direction in which you pull the hairs," Parness said.

To get the gripper to stick to a surface, force is applied to the adhesive pad material in a manner that makes the hairs bend. This increases the real area of contact between the hairs and the surface, which corresponds to greater adhesion. When the force is relaxed and the hairs go back to being upright, this process turns off the stickiness.

A phenomenon called van der Waals forces, named for Nobel Prize-winning physicist Johannes Diderik van der Waals, explains the non-permanent stickiness of the grippers, as well as gecko feet. These temporary adhesive forces happen because electrons orbiting the nuclei of atoms are not evenly spaced, creating a slight electrical charge. Such forces persist even in extreme temperature, pressure and radiation conditions.

"The reliability of van der Waals forces, even in severe environments, makes them particularly useful for space applications," Parness said.

"The system could grapple objects in space that are spinning or tumbling, and would otherwise be hard to target," he said.

In the recent tests, the grippers were able to grapple a 20-pound cube as it floated. The grippers also were able to grapple a researcher wearing a vest made of spacecraft material panels, representing a 250-pound "object." 

Members of the research team held the device with adhesive pads during the test, but the eventual idea is to integrate the grippers into a robotic arm or leg.

In total, the grippers have been tested on more than 30 spacecraft surfaces at JPL. They also have been tested successfully in a JPL thermal vacuum chamber, with total vacuum conditions and temperatures of minus 76 degrees Fahrenheit (minus 60 degrees Celsius) to simulate the conditions of space. While Parness was in graduate school at Stanford University in Palo Alto, California, the grippers were tested separately in more than 30,000 cycles of "on" and "off," with the adhesive staying strong. Several prototypes have since been designed.

There are more than 21,000 pieces of orbital debris larger than 3.9 inches (10 centimeters) in Earth's orbit. The U.S. Space Surveillance Network routinely tracks these objects. In 2009, an accidental collision occurred between an operational communications satellite and a large piece of debris, destroying the satellite.

Besides grappling orbital debris, the grippers could help inspect spacecraft or assist small satellites in docking to the International Space Station. The grippers are another example of how technology drives exploration.

The California Institute of Technology manages JPL for NASA.

Source: NASA/Jet Propulsion Laboratory

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NASA HS3 instrument views two dimensions of clouds

The second Cloud Physics Lidar built to fly on NASA's unmanned Global Hawk aircraft. In this summer's Hurricane and Severe Storm Sentinel or HS3 mission, the CPL is studying the changing profile of the atmosphere in detail to learn more about how hurricanes form and strengthen. Credit: NASA

Looking out the window of a commercial plane during takeoff is like taking the nickel tour of the profile of the atmosphere. As the plane ascends, what may start as a gloomy day on the ground, can turn into rain streaking across the window as you pass through the white-gray cloud, and then sunny skies above once the plane reaches cruising altitude.

NASA's Cloud Physics Lidar (CPL) instrument, flying aboard an unmanned Global Hawk aircraft in this summer's Hurricane and Severe Storm Sentinel, or HS3, mission, is studying the changing profile of the atmosphere in detail to learn more about how hurricanes form and strengthen.

"CPL profiles the atmosphere to get a two-dimensional picture of cloud and aerosols, from the top down," said Matt McGill of NASA's Goddard Space Flight Center in Greenbelt, Maryland, who led the instrument team that designed and built the CPL. Its data, presented as if it were a curtain hanging from the sky, shows what's in the atmosphere's different layers.

From about 60,000 feet on the Global Hawk, twice the altitude of a commercial plane, 94 percent of the atmosphere lies below the instrument. The lidar works by sending rapid pulses of light that, like a radar beam, bounce and scatter off any particles they encounter, such as cloud droplets or dust particles. Some of the scattered light returns to the instrument where it records how long it took for the photons to leave and return -- giving the altitude of the particles.

CPL sends out 5,000 pulses of light per second in three different wavelengths, allowing the science team to discriminate between different types of particles, McGill said. "Is it a cloud made of water? Is it a cloud made of ice or mixed [water and ice]? And we can say something about what type of airborne particle we are seeing. Is it dust or smoke or pollution?"
For the scientists studying hurricanes, those distinctions are important. One of the major areas of study is how Saharan dust off of Africa travels across the Atlantic and affects hurricane formation and intensification. CPL data have been used to verify model projections of Saharan dust in the tropics. The CPL data showed dust layers had a vertical distribution different than models predicted. Instead dust layers occupied narrower altitude ranges. The finding led to an improvement in the dust models, which then feed into hurricane models.

Situated in the nose of the Global Hawk flying over the storm environment, CPL also has a role in on-the-fly mission planning. While in flight, the CPL sends its data back to the team on the ground. "The mission scientists involved in the flight planning can sit there and watch the data with us in real time and say, 'Oh, we're not getting what we want.' Then they can go work with the flight planners and pilots to reroute the aircraft into different areas," said McGill. "They love that."

The airborne science community takes full advantage of the quick look capability, as well as the 24-hour turn around for the final data products. CPL is one of the most flown instruments in NASA's Earth science fleet. "It's a workhorse for the field campaigns," said McGill.

The original CPL was built in 1999 and took its first flight on the ER-2 high altitude research aircraft in 2000. Over the years CPL has been used as a satellite simulator for ground validation efforts, a cloud spotter for other instruments needing a clear view of the ground, as well as the main data collector for scientists studying atmospheric composition and Earth's energy budget where thin clouds and aerosols are major players. The lidar was also part of the proof of concept flights for the A-Train, a series of satellites flying in the same orbit making near-simultaneous measurements of the Earth system using many different instruments. That proof of concept airborne campaign showed scientists the power of combining multiple Earth observing data sets.

In 2007, when talk began of using Global Hawks for Earth science, CPL was among the first sensors considered; its size is perfect for the instrument compartment. Worries about the untested Global Hawk led to a second nearly identical instrument being built for use on the unmanned aircraft. It flew on NASA's maiden Global Hawk Pacific campaign in 2009. Since then, the Global Hawk CPL has flown in two multi-year campaigns, alternating between the Airborne Tropical Tropopause Experiment (ATTREX) and HS3.

Compact and fully autonomous, the CPL lidar design pioneered photon-counting technology that has led to the development of two instruments that will fly in space, the Cloud-Aerosol Transport System (CATS), which launches to the International Space Station this December, and the Advanced Topographic Laser Altimeter System (ATLAS), which will fly on the Ice, Cloud and land Elevation Satellite-2 (ICESat-2) scheduled to launch in 2017.

The solid design of the instrument has borne up surprisingly well over the years, said McGill, who uses CPL as a learning tool for interns and young scientists getting their hands dirty in the field. Together, the twin CPL instruments have flown 26 missions. HS3 will mark the 27th overall and the seventh for the Global Hawk CPL.

"It's still going strong," McGill said.

The HS3 mission is funded by NASA Headquarters and overseen by NASA's Earth System Science Pathfinder Program at NASA's Langley Research Center in Hampton, Virginia, and is one of five large field campaigns operating under the Earth Venture program. The HS3 mission also involves collaborations with partners including the National Centers for Environmental Prediction, Naval Postgraduate School, Naval Research Laboratory, NOAA's Hurricane Research Division and Earth System Research Laboratory, Northrop Grumman Space Technology, National Center for Atmospheric Research, State University of New York at Albany, University of Maryland -- Baltimore County, University of Wisconsin and University of Utah. The HS3 mission is managed by the Earth Science Project Office at NASA's Ames Research Center in Moffett Field, California. The aircraft are maintained and based at NASA's Armstrong Flight Research Center in Edwards, California.

Source: NASA

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