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Engineering the Adhesion Mechanisms of Hierarchical Dust-Mitigating Nanostructures
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By NASA
2 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
ESI24 Nam Quadchart
SungWoo Nam
University of California, Irvine
Lunar dust may seem unimposing, but it presents a significant challenge for space missions. Its abrasive and jagged particles can damage equipment, clog devices, and even pose health risks to astronauts. This project addresses such issues by developing advanced coatings composed of crumpled nano-balls made from atomically thin 2D materials such as MoS₂, graphene, and MXenes. By crumpling these nanosheets—much like crumpling a piece of paper—we create compression and aggregation resistant particles that can be dispersed in sprayable solutions. As a thin film coating, these crumpled nano-balls form corrugated structures that passively reduce dust adhesion and surface wear. The deformable crumpled nano-ball (DCN) coating works by minimizing the contact area between lunar dust and surfaces, thanks to its unique nano-engineered design. The 2D materials exhibit exceptional durability, withstanding extreme thermal and vacuum environments, as well as resisting radiation damage. Additionally, the flexoelectric and electrostatically dissipative properties of MoS₂, graphene, and MXenes allow the coating to neutralize and dissipate electrical charges, making them highly responsive to the charged lunar dust environment. The project will be executed in three phases, each designed to bring the technology closer to real-world space applications. First, we will synthesize the crumpled nano-balls and investigate their adhesion properties using advanced microscopy techniques. The second phase will focus on fundamental testing in simulated lunar environments, where the coating will be exposed to extreme temperatures, vacuum, radiation, and abrasion. Finally, the third phase will involve applying the coating to space-heritage materials and conducting comprehensive testing in a simulated lunar environment, targeting up to 90% dust clearance and verifying durability over repeated cycles of dust exposure. This research aligns with NASA’s goals for safer, more sustainable lunar missions by reducing maintenance requirements and extending equipment lifespan. Moreover, the potential applications extend beyond space exploration, with the technology offering promising advances in terrestrial industries such as aerospace and electronics by providing ultra-durable, wear-resistant surfaces. Ultimately, the project contributes to advancing materials science and paving the way for NASA’s long-term vision of sustainable space exploration.
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By NASA
10 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Editor’s note: This article was published May 23, 2003, in NASA Armstrong’s X-Press newsletter. NASA’s Dryden Flight Research Center in Edwards, California, was redesignated Armstrong Flight Research Center on March 1, 2014. Ken Iliff was inducted into the National Hall of Fame for Persons with Disabilities in 1987. He died Jan. 4, 2016.
Alphonso Stewart, from left, Ken Iliff, and Dale Reed study lifting body aircraft models at NASA’s Armstrong (then Dryden) Flight Research Center in Edwards, California.NASA As an Iowa State University engineering student in the early 1960s, Ken Iliff was hard at work on a glider flight simulation.
Upon examining the final results – which, in those early days of the computer revolution, were viewed on a long paper printout – he noticed one glaring imperfection: the way he had programmed it, his doomed glider would determinedly accelerate as it headed for the ground.
The culprit was a single keystroke. At the time, programming was based on data that had been painstakingly entered into the computer by hand, on punch cards and piece by piece. Somewhere, Iliff had entered a plus sign instead of a minus sign.
The seemingly minor incident was to foreshadow great things to come in Iliff’s career.
Not long after graduation, the West Union, Iowa, native found himself at what was then called simply the NASA Flight Research Center located on Edwards Air Force Base.
“I just knew I didn’t want to be sitting somewhere in a big room full of engineers who were all doing the same thing,” Iliff said of choosing Dryden over other jobs and other NASA centers. “It was a small center doing important things, and it was in California. I knew I wanted to be there.”
Once at Dryden, the issue of data tidbits was central to the new hire’s workday. Iliff’s post called for him and many of his colleagues to spend much of their time “reading up” data – a laborious process of measuring data from film using a single reference line and a ruler. Measurements were made every tenth of a second; for a ten-second maneuver, a total of one hundred “traces” were taken for every quantity being recorded.
“I watched talented people spending entire days analyzing data,” he recalled. “And then, maybe two people would arrive at two entirely different conclusions” from the same data sets.
As has happened so often at the birth of revolutionary ideas, then, one day Iliff had a single, simple thought about the time-intensive and maddeningly inexact data analysis process:
“There just has to be a better way to do this.”
The remedy he devised was to result in a sea change at Dryden, and would reverberate throughout the world of computer-based scientific research.
Iliff’s work spanned the decades that encompassed some of Dryden’s greatest achievements, from the X-15 through the XB-70 and the tentative beginnings of the shuttle program. The solution he created to the problem of inaccuracy in data analysis focused on aerodynamic performance – how to formulate questions about an aircraft’s performance once answers about it are already known, how to determine the “why?” when the “what happens?” has already happened.
The work is known as “parameter estimation,” and is used in aerospace applications to extract precise definitions of aerodynamic, structural and performance parameters from flight data.
His methodology – cemented in computer coding Iliff developed using Fortran’s lumbering binary forerunner, machine code – allowed researchers to determine precisely the type of information previously derived only as best-estimate guesses through analysis of data collected in wind tunnels and other flight-condition simulators. In addition to aerospace science, parameter estimation is also used today in a wide array of research applications, including those involving submarines, economic models, and biomedicine.
With characteristic deference, Iliff now brushes off any suggestion of his discovery’s significance. Instead, he credits other factors for his successes, such as a Midwestern work ethic and Iowa State University’s early commitment to giving its engineering students good access to the new and emerging computer technology.
To hear him tell it, “all good engineers are a little bit lazy. We know how to innovate – how to find an easier way.
“I’d been trained well, and given the right tools – I was just in the right place at the right time.”
But however modestly he might choose to see it characterized, it’s fair to number Iliff’s among the longest and most distinguished careers to take root in the ranks of Dryden research engineers. Though his groundbreaking work will live forever in research science, when Iliff retired in December he brought to a close his official role in some of the most important chapters in Dryden history.
Ken Iliff worked for four decades on revolutionary aircraft and spacecraft, including the X-29 forward swept wing aircraft behind him, at NASA’s Armstrong (then Dryden) Flight Research Center in Edwards, California.NASA His pioneering work with parameter estimation carried through years of aerodynamic assessment and data analysis involving lifting-body and wing-body aircraft, from the X-15 through the M2-F1, M2-F2 and M2-F3 projects, the HL-10, the X-24B and NASA’s entire fleet of space shuttles. His contributions aided in flight research on the forward-swept-wing X-29 and the F/A-18 High Angle of Attack program, on F-15 spin research vehicles, on thrust vectoring and supermaneuverability.
Iliff began work on the space shuttle program when it was little more than a speculative “what’s next?” chapter in manned spaceflight, long before it reached officially sanctioned program status. Together with a group spearheaded by the late NASA research pilot and long-time Dryden Chief Engineer Milt Thompson – who Iliff describes unflinchingly as “my hero” – Iliff helped explore the vast range of possibilities for a new orbiting craft that would push NASA to its next frontier after landing on the moon.
In an environment much more informal than today’s, when there were few designations of “program manager” or “task monitor” or “deputy director” among NASA engineers like Iliff and Thompson, a handful of creative, disciplined minds were at work dreaming up a reusable aircraft that would launch, orbit the Earth and return. Iliff’s role was to offer up the rigor of comparison in size, speed and performance among potential aircraft designs; Thompson and Iliff’s group was responsible, for example, for the decision to abandon the notion of jet engines on the orbiter, decreeing them too heavy, too risky and too inefficient.
Month in and month out, Iliff and his colleagues painstakingly researched and developed the myriad design details that eventually materialized into the shuttle fleet. There was, in Iliff’s words, “a love affair between the shuttle and the engineers.”
And in a display typifying the charged environment of creative collaboration that governed the effort – an effort many observe wryly that it would be difficult to replicate at NASA, today or anytime – the body of research was compiled into the now-legendary aero-data book, a living document that records in minute detail every scrap of design and performance data recorded about the shuttles’ flight activity.
Usually with more than a touch of irony, the compiling of the aero-data book has been described with phrases like “a remarkably democratic process,” involving as it did the need for a hundred independent minds and strong personalities to agree on indisputable facts about heat, air flow, turbulence, drag, stability and a dozen other aerodynamic principles. But Iliff says the success of the mammoth project, last updated in 1996, was ultimately enabled by a shared commitment to a culture that was unique to Dryden, one that made the Center great.
“Well, big, complicated things don’t always come out like you think they will,” Iliff said.
“But we understood completely the idea of ‘informed risk.’ We had a thorough understanding of risks before taking them – nobody ever did anything on the shuttle that they thought was dangerous, or likely to fail.
“The truly great thing (about that era at Dryden) was that they mentored us, and let us take those risks, and helped us get good right away. That was how we were able to do what we did.”
It was an era that Iliff says he was thrilled to be a part of, and which he admits was difficult to leave. It was also, he adds with a note of uncharacteristic nostalgia, a time that would be hard to reinvent today after the intrusion of so many bureaucratic tentacles into the hot zone that spawned Dryden’s greatest achievements.
A man not much given to dwelling on the past, however, Iliff has moved on to a retirement he is making the most of. Together with his wife, Mary Shafer, also retired from her career as a Dryden engineer, he plans to dedicate time to cataloging the couple’s extensive travel experiences with new video and graphics software, and adding to the travel library with footage from new trips. Iraq ranks high on the short list.
During his 40-year tenure, Iliff held the post of senior staff scientist of Dryden’s research division from 1988 to 1994, when he became the Center’s chief scientist. Among numerous awards he received were the prestigious Kelly Johnson Award from the Society of Flight Test Engineers (1989), an award permanently housed in the Smithsonian National Air and Space Museum, and NASA’s highest scientific honor, the NASA Exceptional Scientific Achievement Award (1976).
He was inducted into the National Hall of Fame for Persons with Disabilities in 1987, and served on many national aeronautic and aerospace committees throughout his career. He is a Fellow in the American Institute of Aeronautics and Astronautics (AIAA) and is the author of more than 100 technical papers and reports. He has given eleven invited lectures for NATO and AGARD (Advisory Group for Aerospace Research and Development), and served on four international panels as an expert in aircraft and spacecraft dynamics. Recently, he retired from his position as an adjunct professor of electrical engineering at the University of California, Los Angeles.
Iliff holds dual bachelor of science degrees in mathematics and aerospace engineering from Iowa State University; a master of science in mechanical engineering from the University of Southern California; a master of engineering degree in engineering management and a Ph.D. in electrical engineering, both from UCLA.
Iliff’s is the kind of legacy shared by a select group of American engineers, and to read the papers these days, there’s the suggestion that his is a vanishing breed. NASA and other science-based organizations are often depicted as scrambling for new engineering talent – particularly of the sort personified by Iliff and his pioneering achievements.
But, typical of the visionary approach he applies to life in general as well as to science, Iliff takes a wider view.
“I remember, after the X-1 – people figured all the good things had been done,” he said, with a smile in his voice. “And of course, they had not.
“If I was starting out now, I’d be starting in work with DNA, or biomedicine – improving lives with drug research. There are so many exciting things to be discovered there. They might not be as showy as lighting off a rocket, but they’re there.
“I’ve seen cycles. We’re at a low spot right now – but military, or space, will eventually be at the center again.”
And when that day comes, Iliff says he hopes officials in the flight research world will heed the example of Dryden’s early years, and give its engineers every opportunity to succeed unfettered – as he had been.
“Beware the ‘Chicken Littles’ out there,” he said. “I hope the government will be strong enough to resist them.”
Sarah Merlin
Former X-Press newsletter assistant editor
Former Dryden historian Curtis Peebles contributed to this article.
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Last Updated Oct 29, 2024 EditorDede DiniusContactJay Levinejay.levine-1@nasa.govLocationArmstrong Flight Research Center Related Terms
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Curiosity Navigation Curiosity Home Mission Overview Where is Curiosity? Mission Updates Science Overview Instruments Highlights Exploration Goals News and Features Multimedia Curiosity Raw Images Images Videos Audio More Resources Mars Missions Mars Sample Return Mars Perseverance Rover Mars Curiosity Rover MAVEN Mars Reconnaissance Orbiter Mars Odyssey More Mars Missions The Solar System The Sun Mercury Venus Earth The Moon Mars Jupiter Saturn Uranus Neptune Pluto & Dwarf Planets Asteroids, Comets & Meteors The Kuiper Belt The Oort Cloud 3 min read
Sols 4311–4313: A Weekend of Engineering Curiosity
NASA’s Mars rover Curiosity captured this image of its rover wheels using its Mars Hand Lens Imager (MAHLI), located on the turret at the end of the rover’s robotic arm, on February 5, 2024, Sol 4088 — Martian day 4,088 of the Mars Science Laboratory Mission — on Feb. 5, 2024 at 10:40:14 UTC. NASA/JPL-Caltech/MSSS Earth planning date: Friday, Sept. 20, 2024
Today, we planned for 3 sols over the weekend. On Sol 4311, we have a lot of science activities planned, including some ChemCam and Mastcam observations of the “Obelisk” target. These activities will allow our instruments to gather data about rock features of interest within the rover workspace, including a LIBS analysis which will give us more insight into chemical composition. We will also take some landscape images of the ridges within the upper Gediz Vallis channel.
But we don’t only plan for science activities – as a robotic arm engineer, I’m looking forward to a new in-flight activity we are executing on Sol 4311. We are testing parallelism between arm activities and a telecommunications window between the rover and an orbiter. As we get further and further into the mission, we have been testing what activities we might be able to do in parallel (ie: they are happening at the same time on the rover!) in order to be more efficient during our on time. After this execution, we’ll be able to get more information on how both activities went, and if it was successful, this will be able to save us a lot of time in the future!
On 4312, we have some remote science planned, including a Navcam dust devil movie, a ChemCam active observation, and some Mastcam imaging. Equally exciting, though, is our planned full MAHLI wheel imaging. This is a traverse activity where we do a short drive, take photos of the wheels, do another short drive and take more photos, such that we are getting imaging of the entire circumference of our wheels. This is an activity we do periodically to assess the state and health of the wheels. For full documentation of our wheel state, we will drive seven meters over the course of about three hours. I’ve included an image above of the last time we performed full MAHLI wheel imaging (on Sol 4088).
On 4313, we will execute some more science activities. This includes more remote science with a Navcam suprahorizon movie and a dust devil survey, and ChemCam AEGIS execution. Recall that AEGIS is our autonomous targeting system that will be able to pick out targets of interest around our new location post-drive. We’ll also execute some early morning science including a Mastcam tau atmospheric observation to measure dust in the atmosphere.
From an engineering perspective, I am looking forward to seeing how our parallelism test went, and to view the updated imaging of our wheels. It will definitely be an exciting weekend for our little rover!
Written by Remington Free, Operations Systems Engineer at NASA Jet Propulsion Laboratory
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Last Updated Sep 23, 2024 Related Terms
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By NASA
Students participating in NASA’s Minority University Research AND Education Project (MUREP) Innovation and Tech Transfer Idea Competition on-site experience. Credit: Josh Valcarcel NASA is awarding $7.2 million to six minority-serving institutions to grow initiatives in engineering-related disciplines and fields for learners who have historically been underrepresented and underserved in science, technology, engineering, and math (STEM) fields.
“NASA is excited to award funding to six minority-serving institutions, paving the way for greater diversity in engineering and STEM,” said Shahra Lambert, NASA senior advisor for engagement and equity, NASA’s Headquarters in Washington. “NASA is committed to fostering diversity and providing essential academic resources to empower the next generation of innovators.”
NASA’s Minority University Research and Education Project (MUREP), in partnership with the National Science Foundation’s Nation of Communities of Learners of Underrepresented Discoverers in Engineering and Science (INCLUDES) network, provides support to increase diversity in engineering. It offers academic resources to college students, aiming to have a long-term impact on the engineering field.
“With these awards, we are continuing to create pathways that increase access and opportunities in STEM for underrepresented and underserved groups,” said Keya Briscoe, MUREP manager. “NASA continues to invest in initiatives that are critical in driving innovation, fostering inclusion, and providing access to the STEM ecosystem for everyone.”
The awardees and their project titles are as follows:
Alabama A&M University Pathways to NASA: Empowering Underrepresented STEM Talent through Strategic Partnerships and Innovative Learning
Morgan State University – Baltimore Developing NASA Pathways to Broadening Participation in Space Exploration Technology
North Carolina Agricultural and Technical State University Strengthening Opportunities in Aerospace Research and Education
University of Central Florida Hy-POWERED: Hydrogen-POWered Engineering Research and Education for Diversity
University of Colorado, Denver Seed, Support, and Cultivate: Innovative Strategies for Underrepresented Minorities in STEM Education
University of Houston Partnership for Inclusivity in Engineering Education and Research for Space
NASA administers the grants through its Office of STEM Engagement. These investments enhance the research, academic and technology capabilities of minority-serving institutions through multiyear cooperative agreements, while advancing NASA’s vision for a diverse and inclusive workforce.
To learn more about NASA STEM Engagement Funding Opportunities, visit:
https://go.nasa.gov/3AZedZ8
-end-
Abbey Donaldson
Headquarters, Washington
202-269-1600
Abbey.a.donaldson@nasa.gov
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA Johnson Space Center: ORDEM represents the state of the art in orbital debris models intended for engineering analysis. It is a data-driven model, relying on large quantities of radar, optical, in situ, and laboratory measurement data. When released, it was the first software code to include a model for different orbital debris material densities, population models from low Earth orbit (LEO) all the way to Geosynchronous orbit (GEO), and uncertainties in each debris population.
ORDEM allows users to compute the orbital debris flux on any satellite in Earth orbit. This allows satellite designers to mitigate possible orbital debris damage to a spacecraft and its instruments using shielding and design choices, thereby extending the useful life of the mission and its experiments. The model also has a mode that simulates debris telescope/radar observations from the ground. Both it and the spacecraft flux mode can be used to design experiments to measure the meteoroid and orbital debris environments.
ORDEM is used heavily in the hypervelocity protection community, those that design, build, and test shielding for spacecraft and rocket upper stages. The fidelity of the ORDEM model allows for the optimization of shielding to balance mission success criteria, risk posture, and cost considerations.
As both government and civilian actors continue to exploit the space environment for security, science, and the economy, it is important that we track the debris risks in increasingly crowded orbits, in order to minimize damage to these space assets to make sure these missions continue to operate safely. ORDEM is NASA’s primary tool for computing and mitigating these risks.
ORDEM is used by NASA, the Department of Defense, and other U.S. government agencies, directly or indirectly (via the Debris Assessment Software, MSC-26690-1) to evaluate collision risk for large trackable objects, as well as other mission-ending risks associated with small debris (such as tank ruptures or wiring cuts). In addition to the use as an engineering tool, ORDEM has been used by NASA and other missions in the conceptual design phase to analyze the frequency of orbital debris impacts on potential in situ sensors that could detect debris too small to be detected from ground-based assets.
Commercial and academic users of ORDEM include Boeing, SpaceX, Northrop Grumman, the University of Colorado, California Polytechnic State University, among many others. These end users, similar to the government users discussed above, use the software to (1) directly determine potential hazards to spaceflight resulting from flying through the debris environment, and (2) research how the debris environment varies over time to better understand what behaviors may be able to mitigate the growth of the environment.
The quality and quantity of data available to the NASA Orbital Debris Program Office (ODPO) for the building, verification, and validation of the ORDEM model is greater than for any other entity that performs similar research. Many of the models used by other research and engineering organizations are derived from the models that ODPO has published after developing them for use in ORDEM.
ORDEM Team
Alyssa Manis Andrew B, Vavrin Brent A. Buckalew Christopher L. Ostrom Heather Cowardin Jer-chyi Liou John H, Seago John Nicolaus Opiela Mark J. Matney, Ph.D. Matthew Horstman Phillip D. Anz-Meador, Ph.D. Quanette Juarez Paula H. Krisko, Ph.D. Yu-Lin Xu, Ph.D. Share
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Last Updated Jul 31, 2024 EditorBill Keeter Related Terms
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