NASA力促国际合作共建月球基地

最近,NASA 公布了建设月球基地的初步方案和一个《全球探索战略》。《全球探索战略》的目的是鼓励世界各国参与未来的美国的月球探索和其他航天计划,以有效利用全球可用的知识和资源,推动人类对太空的发现和探索。力促国际合作NASA 对邀请国际伙伴和商业组织参与重返月球计划采取了一种开放态度,并希望它的这种态度可以最终导致在近地轨道之外的载人航天活动中形成一种广泛的合作形式。     

Three-dimensional plasma measurements within the earth's magnetosphere

First magnetospheric measurements of the three-dimensional velocity distributions for positive ions and electrons within the energy range 1 eV E/Q 45keV are reported. These velocity distributions are gained with quadrispherical Lepedeas on board the spacecraft ISEE-1 and -2. Three-dimensional bulk flows of protons in the vicinity of the magnetopause and within the dayside magnetosphere and dawn sector of the magnetotail are presented. Proton drift velocities within the magnetosphere and magnetotail can be directly determined and employed to calculate the corresponding quasi-static perpendicular electric fields and to provide quantitative analyses of kinematical models for plasma motions. Nonmonotonic features in the electron velocity distributions are found simultaneously with the presence of electron cyclotron harmonic electrostatic waves in the dayside magnetosphere. The relationship of the observed electron velocity distributions to expectations for resonant pitch-angle and energy diffusion is discussed, as well as the possibility of the existence of proton cyclotron harmonic instabilities. Examples of the signature of field-aligned acceleration of protons into the magnetosphere and the presence of low-energy ionospheric ions in the near-earth magnetotail are also presented. Perpendicular electrostatic fields can be calculated from the observed three-dimensional velocity distributions and are found to have typical magnitudes of 1 mV m^-1.     

Mercury’s Interior Structure, Rotation, and Tides

This review addresses the deep interior structure of Mercury. Mercury is thought to consist of similar chemical reservoirs (core, mantle, crust) as the other terrestrial planets, but with a relatively much larger core. Constraints on Mercury’s composition and internal structure are reviewed, and possible interior models are described. Large advances in our knowledge of Mercury’s interior are not only expected from imaging of characteristic surface features but particularly from geodetic observations of the gravity field, the rotation, and the tides of Mercury. The low-degree gravity field of Mercury gives information on the differences of the principal moments of inertia, which are a measure of the mass concentration toward the center of the planet. Mercury’s unique rotation presents several clues to the deep interior. From observations of the mean obliquity of Mercury and the low-degree gravity data, the moments of inertia can be obtained, and deviations from the mean rotation speed (librations) offer an exciting possibility to determine the moment of inertia of the mantle. Due to its proximity to the Sun, Mercury has the largest tides of the Solar System planets. Since tides are sensitive to the existence and location of liquid layers, tidal observations are ideally suited to study the physical state and size of the core of Mercury.     

The transition region and corona associated with sunspots

To the present time, no structure has been identified immediately above the chromosphere in sunspots that is invariably present and that thus might be called the transition region and corona over the spot. But the magnetic flux tubes emerging from spots give rise to many of the plasma filled loops that characterize the active region corona. These emit strongly from ions characteristic of the transition region, or the corona, but seldom both simultaneously. This paper presents an overview of the morphology, evolution and theory of these structures.Invited review presented at the Joint Meeting of IAU Commissions 10, 12, and 44, The MHD of Sunspots, in Montreal, 20 August 1979.     

Operational life improvement of SSME high-pressure turbopumps

The current Space Shuttle Main Engine Phase I engine has demonstrated excellent flight performance at power levels up to 104% of rated power level. Early certification testing at 109% power level showed the operational life of the high pressure turbopumps to be limited. A development program, Phase II, has been under way since 1983 to increase the operational life and provide additional margin. The history of the SSME Phase I engine and the design and results of the SSME Phase II Program are presented. Operational life limits and high-maintenance areas of the high-pressure turbopumps are identified. The Phase II design improvements, supporting analyses, and test results are described. The formal certification test program is discussed. Modifications have been made to the high-pressure fuel turbopump to reduce turbine operating temperature, to extend the life of the first- and second-stage turbine blades, and to reduce sheet metal maintenance. Modifications have been made to the high-pressure oxidizer turbopump to improve bearing life and to eliminate subsynchronous whirl. These are discussed in detail, as is the design and use of special instrumentation to provide for rapid evaluation of merit.     

A multi-disciplinary plan for easier access, management, and analysis of science data

NASA's COST LESS Team is pursuing strategies to reduce the cost and complexity of planning and executing space missions. The team's technical goal is to reverse the trend of constructing unique solutions for similar problems. To this end, the team is exploring ways to represent mission functionality in terms of building blocks and is discovering approaches that could accommodate the same building blocks for seemingly disparate activities, such as organizing processed telemetry data, controlling onboard experiments, searching science archives, reducing and presenting information to science users, and supporting educational outreach. Reusable object technology (UOT), a research undertaking by the authors, is showing promise in recognizing similarities in functions which were previously viewed as unique because they appeared in different programs or mission phases. Since UOT is aimed at being implementation independent (i.e. the function performed could be accomplished manually, by an automated process, by a specialized instrument, etc.), no premature judgment for automation or autonomy need be made. In this paper, the authors attempt to strike a balance between theory and reality as they describe UOT, including its beginnings, its underpinning, its utility, and its potential for achieving substantive reductions in cost and complexity for the Agency's space programs. The authors discuss their collaboration with the Center for EUV Astrophysics, University of California, Berkeley to reduce the cost and complexity of science investigations. Their multi-disciplinary plan incorporates both UOT and a complementary technology introduced in this paper, called interactive archives.     

C-band FET power amplifier for TWTA replacement

The technology of gallium arsenide field-effect transistors has advanced to the point where these devices can serve to replace traveling wave tubes in spaceborne communication transponders.This paper describes interim results of a C-band FET amplifier which is currently being developed by RCA for INTELSAT. The FETA is designed to provide a 6-W output with an efficiency greater than 25%, and a backed-off 1.5-W output level with low distortion and efficiency of 13%.The third order intermodulation ($\text{C}\text{I}$) of a FETA at saturation is typically 15 dB as compared to 10 dB for a TWTA. At 10 dB input power back-off the $\text{C}\text{I}$ improves to 24 dB while that of a TWTA is only 16 dB.We fabricated a breadboard 5-W FETA which demonstrates that a linear operation can be achieved at an output level of 1.5 W with 10% efficiency. By contrast the efficiency of a typical 5 W TWTA in the same linear region is no greater than 3–5%.     

Airborne Collision Avoidance System Development? Introduction

A collision avoidance system (CAS) has been the goal of the airlines for more than a decade. Both technology and a detailed understanding of the problem developed to a point where a system could be defined. A CAS system using stable time and frequency technology has been defined as a result of the joint effort of the airlines and selected manufacturers. The result of these efforts is presented.